Fleet September 2014

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

N O I S I V

INSIDE

t a v o n An In

m o r f t c e j o r P ive

O C E IV

AWARDS: Fleet Transport Irish Haulier of the Year 2015 Shortlist PREVIEWS: IAA Commercial Vehicles 2014 & Continental VDO WAREHOUSING: What is required to become a Warehouse Manager?

CONTENDERS: IVECO Daily, FIAT Ducato & Mercedes-Benz Vito TEST DRIVES: MAN TGX D38 Euro6 & Renault Trucks C430 8x4 FEATURE: BlueCat AdBlue opens new Dublin Headquarters

SEPTEMBER 14

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Contents SEPTEMBER 2014

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

Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire, Nigel Devenish, Bart Bonsall Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Michael Cash, Alberto Alquati, David Cantwell, Tom Cunningham, boards.ie, intrique.ie Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne

4 News Finding Ireland’s Best Truck Driver • 6 Trucks contest EU’s Top Award • Moves within the truck industry • FTAI Transport Leaders Conference • 5 brands shortlisted for Van of the Year Awards • Rail bridge strikes figures • New Citroën Relay launched • Mondello Truck Show raised €3,000 for Enable Ireland 8 Awards Finalists for the Fleet Transport Irish Haulier of the Year Awards 2015 announced

30 IVOTY Contenders II Mercedes-Benz Vito – First Drive!

33 Fuel Prices/Safety Matters 34 Warehousing II UKWA Awards & New Chairman appointed 36 Preview IAA I Continental VDO 38 Comment Coastal Shipping

12 New Fleet Mondello Truck Show Special

40 Preview IAA II IAA Commercial Vehicles Workshop Part II

14 Feature BlueCat AdBlue opens new headquarters

42 Legal Texting while driving

16 Fleeting Shots Pin Pics from Mercedes-Benz, GM Opel/ Vauxhall & Volkswagen

44 Opinion New ‘N’ Novice Licence

20 Warehousing I Becoming a Warehouse Manager 22 Test II Renault Trucks’ C430 8x4 on Irish soil…. and gravel!

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.

28 IVOTY Contenders I Fiat Ducato – Built in Italy

10 Cover New Vision from Iveco plus model range extensions

18 Test I MAN TGX Euro 6 D38

Printed in Ireland

24 Trumpet Call Supply Chain issues

46 Alternative Natural Gas is a viable option in transport 48 Finance Business Development 51/54 Fleet Maritime Shipping & Freight Newsletter 56 Health Matters Diabetes and the Driver 58 Soapbox Future Shock

26 Legislation European Whole Vehicle Type Approval

P5

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

Diary Date: Thursday 2 October 2014 FLEET TRANSPORT AWARDS www.fleet.ie follow us on twitter.com/fleettransport

www.fleet.ie | 3

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DimoCom's Transport Barometer Report Q2 2014 During the second quarter of 2014, TimoCom's Transport Barometer fluctuated as its freight - vehicle ratio varied from month to month and in some cases with figures significantly lower than in the previous year. But just as drastically as the freight share fell, it rose at the end of the quarter. As a result the 2nd Quarter ended with a freight - vehicle ratio of 52:48, almost the same as in 2012 (54:46) and 2013 (53:47).

“At the beginning of the Quarter the transport market continued with the momentum from February and March. The freight share rose during this period almost 25 percentage points, from a freight - vehicle ratio of 30:70 (February) to 54:46 (April). But in the month of May, the positivity was over. The freight share in TimoCom's Transport Barometer fell to 48% and lays more than 10% below its value in May 2013," says Marcel Frings, TimoCom.

Transport Barometer: Data from 16/07/2014 - 14/08/2014

www.fleet.ie

4 | NEWS 1

Competition to find Ireland’s Best Truck Driver heats-up!

F

ollowing its successful launch at the Mondello Truck Show 2014, the competition to fi nd Ireland’s Best Truck Driver, in association with Enprova, has passed through the fi rst round stage. “All the entries were assessed through a multiple choice questionnaire consisting of 50 questions covering truck technology, emergencies, health and safety and general questions on every day driving issues,” stated Mark Dodd, Advancedrive, Competition CoOrdinators.

The next phase sees a shortlist of 20 HGV drivers participate in the eco-driving round where they will get behind the wheel of the multi-award winning Mercedes-Benz Actros

Mercedes-Benz Headquarters in Dublin.

Daimler’s FleetBoard telematics system will be used to monitor driving style and performance with the results used to select 10 finalists to contest the manoeuvrability tests, which will be held on the day of the Fleet Transport Awards on 2 October next at Citywest Hotel, Dublin.

“Starting at 11 a.m., each driver will be put through their paces, not alone on their driving skills in the Actros but load security and Vehicle Roadworthiness elements in a separate test,” added Mark.

and Dennison’s curtainside semi-trailer for a few hours. The two-hour trial starts and finishes at the

Pictured at the launch were (l-r) Dermot Byrne, Enprova; Jarlath Sweeney, Fleet Transport and Fergus Conheady, Mercedes-Benz.

Six of the best contend International Truck of the Year Award 2015

T

wo distinct categories of trucks have been nominated for the International Truck of the Year Award 2015. From the six candidates, three fall into the heavyduty category; the DAF CF Series, MAN TGX/ TGS D38 and Renault Range T, while the DAF LF Series, the Iveco Eurocargo and MercedesBenz Atego are deemed urban distribution trucks. Therefore the competition is of a very high standard as always, according to Gianenrico Griffi ni, Chairman, International Truck of the Year Jury. “Th is year, we have a strong line-up of nominees for the award

with new trucks developed especially for the Euro 6 engine emission technology. As ever, we will choose the winner that has made the most significant contribution in increasing efficiencies and reducing the Total Cost of Ownership for today’s road transport operators.”

The announcement of the International Truck of the Year Award 2015 (winner) and presentation of the trophy will be made at the forthcoming IAA Commercial Vehicles Show in Hannover, Germany on 23 September next.

Truck Industry Moves

L

ast month saw the announcement of a new CEO for MAN Truck & Bus UK as well as the news that the Renault Trucks UK & Ireland Headquarters would now be based at Warwick alongside sister brand Volvo Trucks UK & Ireland.

Simon Elliot, who served as head of Volkswagen Commercial Vehicles UK before becoming Managing Director of Volkswagen Group Ireland for the last five years has been appointed the new CEO for MAN Truck & Bus UK Ltd. He replaces the long serving Des Evans who has taken early retirement for health reasons.

Originally from Scunthorpe, Simon is not leaving the Volkswagen Group fold as the Wolfsburg automotive conglomerate now controls MAN Truck & Bus (and more recently Scania). A soccer fanatic, he will be based in Swindon.

“I am looking forward immensely to the new challenge of heading up MAN Truck & Bus UK. Ireland will be a hard place to leave, but the team has achieved amazing results in a challenging environment and developed a very strong position for future growth since we have been together. I have no doubt the UK team at MAN Truck & Bus will be similarly focused on growth and I look forward to working closely with FLEETTRANSPORT | SEPTEMBER 14

them and the dealer network to achieve this and make a difference into the future,” commented Simon on his new position.”

Meanwhile, Renault Trucks’ link with Dunstable in Bedfordshire is no more following the move to new offices near historic Castle Warwick.

The French Truck brand will share the site with sister brand within the Volvo Group, Volvo Trucks UK & Ireland. Originally, Volvo Trucks used the full site with a double set of offices and compounds. Some years ago, the facility was divided into two with one half leased out to the regional Police Force. That area recently became

vacant which allowed the Volvo Group to create synergies between the two truck brands. As well as looking at business efficiencies, Renault Trucks is investing in the Warwick site, as well as continuing to develop and support the new Euro 6 ranges. Gino Costa, Managing Director for Renault Trucks said, “We believe this relocation will provide our teams with the tools and systems to deliver continued growth following the successful launch of our new Euro 6 range earlier this year. It is clear that Renault Trucks and BRS will continue to be separate brands within the Volvo Group and will continue to have their own customer-facing sales, marketing and aftersales teams. The recommendation has been made to benefit from efficiencies of corporate back-office functions. The Renault Trucks dealer network will also remain independent.” Renault Trucks’ subsidiary BRS (rentals/contract hire) business will also be based at Wedgnock Lane, Warwickshire.

Dunstable is steeped in truck manufacturing history with brands such as Bedford, Commer, Carrier and Dodge rolling off production lines for decades. Renault Trucks based itself here having acquired Dodge Trucks prior to its takeover by the Volvo Group.

NEWS II | 5

Freight Transport Association Ireland ‘Transport Leaders Conference 2014’

I

n response to knowledge gaps identified among senior managers in the transport business, Freight Transport Association Ireland (FTAI) is providing a one-day conference on 25 September at the Crowne Plaza Hotel, Northwood, Dublin focused on controlling the legal, fi nancial and taxation risks unique to the transport sector.

The conference will be chaired by Sean Gallagher, well known as an investor in Dragons Den, and is designed to bring delegates up to speed with changes in transport law and accounting, to reduce your business legal risks, and manage your business compliance.

Strarting at 9.30am to 4.30pm, the conference sessions will address in detail areas that have

proved especially challenging in the management of profitable transport and passenger businesses.

The key sessions will cover: Cost and Risk Management in a Changing Environment Gerry O Reilly, Crowe Horwath The Legal Landscape for Transport Helen Noble, Campbell Johnston Clark Panel Discussion on Topical Industry Issues moderated by Sean Gallagher Death and Taxes Daragh O’Shaughnessy, KSI Faulkner Orr Enforcement Leader Address Moyagh Murdock, CEO, RSA Navigating Ireland’s Employment Laws Alastair Purdy, Purdy Fitzgerald

“If you are Head of Function in the operations, finance or HR aspects of your company or business, or if you are a buyer of transport from t h i rd pa r t ies, or if you are an accou nta nt or solicitor interested in working with F TA I r e l a n d member companies, this seminar is essential for you,” explained Neil McDonnell, General Manager, FTA Ireland, pictured left above with Sean Gallagher.

5 Brands Shortlisted for International Van of the Year 2015 L VAN O NA F IO INTERNA T

The final vote will take place next month with the presentation of the most coveted prize in the LCV industry to be made at the IAA Commercial Vehicle Show in Hannover, Germany on 23 September at a Gala Ceremony attended by industry leaders and the world’s trade press.

* NT

With the high number of contestants this year, the IVOTY jury consisting of 23 leading journalists from Europe’s top commercial vehicle publications, selected a shortlist of five new van models to go forward for the final vote to elect International Van of the Year 2015.

Commenting on the jury’s difficulty in selecting the shortlist, Fleet Transport's Jarlath Sweeney, Chairman, I VO T Y sa id, “Compliments to the five brands selected to contend for the main prize and commiserations to Nissan, Ford and Renault/ General Motors as their respective e-NV200, Transit Courier and new Master/Movano did not make it. Such was the high level of entry in terms of the new van’s creative designs, innovative technology and efficient drivetrains, to choose five from the eight was most difficult for us all.”

USIVE EVE CL

2

In alphabetical order the shortlist for the IVOTY 2015 is as follows: • Ford Transit (2-tonne) • Fiat Ducato/PSA Peugeot Boxer/Citroën Relay • Iveco Daily • Mercedes-Benz Vito • Renault Trafic/GM Opel/Vauxhall Vivaro

E YEAR * E X TH

014 will be marked as the busiest period for new light commercial vehicle launches in recent decades with no less than twelve new models entering the European marketplace.

With co-developments between manufacturers and badge sharing, eight van models were eligible to contend the International Van of the Year Award (IVOTY) 2015 programme.

Rail Bridge strikes remain high

W

ithin Irish Rail’s network of 2,400 kilometres of track, there are over 5,100 bridges, all of which are susceptible of being hit by a moving vehicle.

Every year, bridges both of the ‘under’ and ‘over’ variety are hit by vehicles which are too high to pass through or underneath and the damage done to the bridges is not always obvious, but can be serious.

Recent statistics show that 2014 is similar to that of 2013, which recorded an increase on

previous years. In 2013 there were a total of 81 bridge strikes reported – 63 underbridges (bridges under the railway/over the road) and 18 overbridges (bridges over the railway/under the road). To date (end of August) there were 53 railway underbridge ‘hits', and interestingly no overbridge incidents. Of note is that the figures are on the increase again after the situation having improved during 2013 with 72 strikes (61+11) compared to 2011 to when bridges were hit 105 times (90+15). A renewed promotional campaign from Irish Rail through the media and with the production of a concise map detailing the number of bridges in the 26 county network Bridge Strikes (Provisional List) Year Underbridges 2008 86 2009 98 2010 90 2011 90 2012 61 2013 63 2014 (YTD) 53

helped to raise the dangers involved.

In comparison figures from the Northern Irish rail network operated by Translink show that on average one bridge strike is recorded per month and this trend is relatively steady. There are two notorious bridges in Northern Ireland that account on average for 80% of the annual strike rate.

Increased use of in-cab information technology is one method to help reduce instances as is additional advance warning signage.

Overbridges 26 16 13 15 11 18 0

Total 112 114 103 105 72 81 53 www.fleet.ie

6 | NEWS 111

New Citroën Relay – ready for the handover

O

ne of the highlights of the Commercial Vehicle Show at the NEC, Birmingham last Spring was the International debut of the new Citroën Relay. In actual fact, the French brand stole a march on its sister brand Peugeot within PSA Group and coproducer Fiat Professional in launching the new model ahead of the new-look Boxer and Ducato ranges. As a package (to carry packages per se) the new Citroën Relay with its distinctive double-chevron chrome grille delivers a higher level of standard equipment, extended service intervals, up to 15% more fuel-efficient engines and lower emissions together with a selection of improved safety and driver comfort options. With a GVW of up to 4.0 tonnes (from 3.0 tonnes) the Relay offers a payload of up to 2.0 tonnes and is available in four lengths, four wheelbases and three heights

Euro 5b+ emission legislation. As well as the standard equipment levels, the Citroën Enterprise trim level (with more extras) are now available for the fi rst time in Ireland.

Prices start at €21,040 (excluding VAT).

that can encompass usable load spaces from 8m3 to 15m3.

Th ree versions of the 2.2 litre turbo charged diesels power the range with a choice of outputs from 110/130/150hp, all conforming to the

At the Irish press launch at Johnstown House, Enfield, Frédéric Soulier, Managing Director, Citroën Ireland commented, “New Relay will build upon the success of Citroën commercial vehicles in Ireland led by the Citroën Berlingo with a strong reputation for reliability and durability. We expect the wide choice of New Relay variants – all offering class-leading load carrying practicality and low cost of operation, coupled with even higher standards of equipment – will increase its popularity with both national fleets and Small and Medium Enterprise (SME) businesses.”

Mondello Truck Show raises €3,000 for Enable Ireland

P

ictured is John Morris Managing Director of Mondello Park (right) presenting Sean Scally of Enable Ireland with a cheque for €3,048.00, from the proceeds donated by visitors to the successful Mondello Truck Show 2014 held at the Kildare venue on the 5th and 6th of July last.

Also present in the photo was Ned Dunne (left) age 4, who attends Enable Ireland Naas and his brother Damien. These funds will be used to help build a new Playground at the Naas Centre which will be designed specially for children with special needs.

fl ag for Ireland’s Longest Convoy, one of the many highlights of the two-day truck extraviganza.

The organisers also wish to thank County Councillor Fiona McLoughlin Healy who took time out of her busy schedule to wave the starting

Eileen Dunne, who organised the fund raising for Enable Ireland at this year's Mondello Truck Show, in expressing gratitude to everyone involved said, “It was an amazing two days, the sun was shining and the trucks were gleaming. I what to thank John Morris and all the staff of Mondello Park for their help and support. Enable Ireland provides truly life enhancing treatments for those children and adults who attend their services. I would also like to thank all who came and supported us and made donations.”

Mouvex showcases latest Compressor Technology at IAA

A

t the 65th Annual International Motor Show (IAA) Commercial Vehicles Mouvex, (part of Pump Solutions Group PSG) and a leading manufacturer of positive displacement pumps, will showcase its leading screw compressor technology for the commercial vehicle industry.

Exhibiting in Hall 25 Stand C31 and FGG37 at this year’s show, which will be held from September 25 - October 2 in Hannover, Germany, Mouvex will be featuring its MH6 Screw Compressor, the world’s first combination screw compressor/power takeoff (PTO) unit for the dry-bulk transport market. The culmination of four years of cooperative effort between Mouvex and Hydrocar, the MH6 has been designed to be compatible with a truck’s gearbox, while at the same time offering a 70% weight reduction when compared to traditional screw compressors. The MH6 combines Hydrocar’s innovative PTO device and the Mouvex screw FLEETTRANSPORT | SEPTEMBER 14

compressor principle, resulting in a solution for dry-bulk fleets that is lighter and less expensive than traditional equipment. Thanks to the lighter overall weight of the system, the MH6 is able to provide fleets with increased turnover per truck per year that equates to improved revenues, while also meeting the requirements of the European Union’s Euro 6 legislation.

In addition, Mouvex will also display its new F. These compact and lighter-weight, oil-free compressors have been designed with noncontacting internal parts, enabling them to safely deliver high flow rates and wide speed ranges from 120 to 180m3 per hour. B200 compressors also benefit from the “plug-andplay” installation that requires no prop or drive shaft and no mounting bracket, while they are still suitable with standard PTOs and available in both hydraulic and electric-drive versions.

The design of the B200 compressor enables faster off-loading, slower engine speeds, reduced maintenance, not exposed rotating shaft s and an integrated torque-limiter. These features make the B200 compressors ideal for a wide array of applications that involve the unloading of chemicals, solvents, bitumen/asphalt, food products, cosmetics and pharmaceuticals. *Hi Power, (Cork/Dublin/Belfast), is the sole Irish distributor for Mouvex.

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8 | AWARDS

Irish Haulier of the Year 2015 sponsored by

FINALISTS ANNOUNCED Awards Presentation & Dinner: Thursday 2 October 2014 Venue: Citywest Hotel, Dublin.

National Haulier of the Year • Clare Distribution Services (Dublin) • Colkar Transport (Dublin) • Macroom Haulage Ltd (Cork) • National Vehicle Distribution (Dublin) • Roche Logistics Group (Wexford)

International Haulier of the Year • Dixon International Logistics (Dublin) • McCulla Ireland Ltd (Antrim & Dublin) • O’Toole Transport Ltd (Galway)

Own Account Transport Operator of the Year • Food Surplus Management (Meath) • Gill Group (Mayo) • La Rousse Foods Ltd (Dublin) • Service Matters (Roscommon) • The Dolly Group (Kildare)

Owner Driver Haulier of the Year • Frank Burke Transport (Mayo) • Dunne Haulage (Kildare) • Sherlock Transport (Meath) • The Dolly Group (Kildare)

Regional Transport Operator of the Year • Sligo Haulage & Distribution Ltd (Sligo) • Hyland Express Cargo (Laois) • The Dolly Group (Kildare)

Best Van Fleet Award • Colkar Transport (Dublin) • Deavney Transport t/a DPD Galway • Homecare Medical (Mayo) • Sligo Haulage & Distribution Ltd (Sligo) • Thermodial (Dublin)

Livery • Dixon International Logistics (Dublin) • Dominos Pizza (Kildare) • Roche Logistics Group (Wexford) • The Dolly Group (Kildare) • Virginia International Logistics (Cavan)

Safety Award • Baku GLS Ltd (Wexford) • C-US Safety (Galway) • Prime Transport Solutions Ltd (Dublin)

Innovation Award • Colfi x (Dublin) Ltd • Fleetmatics (Dublin) • Fuelimprove.com (Dublin) • NIBC Ltd (Antrim) • Stratum (Dublin)

Environment Award • National Vehicle Distribution (Dublin) • Thermodial (Dublin) • Virginia International Logistics (Cavan)

Customer Service Excellence Award • Hireco Dublin Ltd (Dublin) • Macroom Haulage Ltd (Cork) • National Vehicle Distribution (Dublin)

Women in Transport Award • Eileen Dunne (Dunne Haulage - Kildare) • Joanne Carroll (La Rousse Foods Ltd - Dublin) • Noelle Owens (Longhaul Commercials – Offaly) • Rose Dixon (Dixon International Logistics - Dublin) • Tara O’Hara (Sligo Haulage & Distribution Ltd - Sligo)

Pallet Network Member of the Year • Hyland Express Cargo (Laois) • Roche Logistics Group (Wexford) • Superior Group (Dublin)

Fleet/Transport Manager of the Year • Tiernan Gill (Gill Group - Mayo) • Shane Kelly (Kieran Kelly Haulage Ltd (Clare) • Glen Morgan (Dixon International Logistics - Dublin)

Technician of the Year • Leonard Allison (LIT - Mayo) • Glen Guildea (M50 Truck & Van Centre - Dublin) • James Lee (Irish Commercials Sales Ltd - Naas)

FLEETTRANSPORT | SEPTEMBER 14

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

www.fleet.ie

• Irish Haulier of the Year 2015 • Irish Truck of the Year 2015 • Green Commercial of the Year 2015 Date: Thursday 2 October 2014 Venue: Citywest Hotel, Dublin.

BOOK NOW TO AVOID DISAPPOINTMENT For further information telephone Orla or Denise on +353 94 93 72819 or email: awards@fleet.ie Business associates, clients, partners and friends are all welcome to attend the Fleet Transport Awards 2015 and Gala Dinner, which will take place on Thursday 2 October 2014 at the Citywest Hotel, Dublin.

Book your place now at the biggest event in the Irish transport calendar by emailing awards@fleet.ie or telephone +353 94 93 72819.

A table of 10 is €800.00 + VAT Fee includes pre-dinner drinks, 4-course dinner and Awards presentation.

A single place is €85.00 + VAT Fee includes pre-dinner drinks, 4-course dinner and Awards presentation.

Please reserve seats @ €85 or table(s) of ten places @ €800 at the Fleet Transport Awards 2015 in the Citywest Hotel, Dublin on Thursday 2 October 2014 at 7 pm for 7.30 pm sharp.

The above prices are plus VAT and will be shown as such on the official receipt.

Name of Company: _________________________________________________________________ Invoice Address: ___________________________________________________________________ ________________________________________________________________________________ Contact Name: _____________________________ Tel: ___________________________________ Dress Code: Gentlemen: Lounge Suit. Ladies: Cocktail Dress This Booking Form can be posted to: Fleet Transport, D’Alton Street, Claremorris, County Mayo.

10 | COVER

Product news a-plenty from Iveco Daily

The Vision from Iveco

T

here is so much happening at Iveco within its Research & Development department relating to the new Daily range that the Italian commercial vehicle producer could publish its own Daily Newspaper! From the exclusive insight given to Fleet Transport, let’s visualise just how the Iveco Daily News Bulletin would look. Here are the headlines: • Iveco to further extend Daily van and light truck range with new models from now through to 2016 • New Natural Power CNG variants.

• Two versions of Daily 4x4-All Road and Off Road • 7.2 tonne GVW – 20m3 range topper due for launch • New 8-speed Hi-Matic automated transmission • Increased number of all-Electric models with new technologies • Vision Concept: A look to the future • Appointment of new Brand Head in Pierre Lavitte At the “Strong by Nature Experience”, hosted

by Iveco in Sicily, Giuliano Giovanni, Head of Product Marketing EMEA was in buoyant mood as the order numbers have come in their thousands for the all new Daily – “over 10,000 units since April,” he said. “The balance of the range mix between vans and chassis/cab is changing with demand for vans at 40%, up 10%,” he added. One

of the big advantages of the new Daily van noted by the huge numbers accessing data from social media is that the Daily van is 100kg lighter than the comparable Mercedes-Benz Sprinter, which is the class leader. On YouTube alone, the new Daily videos have received over 50,000 hits per month.”

Giuliano, who has enjoyed a lengthy career with the now CaseNewHolland Industries owned company then highlighted the numerous innovations, features and benefits of the new Daily range currently into the next two years, and beyond.

“These developments will take the brand into the future,” he enthused. These various elements covered the new van architecture, its strengths, comfort levels, versatility, handling improvements, performance upgrades, futuristic design elements and the most important aspect from a customer’s prospective – lower running costs.

Natural Power “The Daily evolution roadmap continues with the introduction of the new Natural Power, Natural Gas (CNG) range within the Daily line-up,” explained Giovanni. The Euro 6 3.0 litre version comes with 136hp and 350 Newton Metres from 1500 to 2730 rpms. The Biofuel system offers 500 kilometres with CNG and 80km from the diesel back-up tank provided. “At present two tanks are fitted to the chassis with a third optional,” added Giovanni and continued to explore the breadth of the Daily CNG range covering from panel vans,

chassis/cabs, crew cab and minibuses offering the same performance and payload as their diesels but quieter, smoother and with lower emissions. Iveco and sister brands within the Fiat Auto Group are leaders in the field of Natural Gas technology and with over 12,000 Daily CNG units sold in recent years, further growth is expected as Governments within the European Union see CNG as a viable alternative fuel for transport.

Bigger Volumes – More payload – On and Off-Road “From July, we are offering our biggest volume panel van ever with the best in class 20 cubic metre version.” It is worth noting that over 500 orders have been received from our 18m3 to 20m3 version to date and this will grow, citing that with the demise of the Mercedes-Benz Vario, conquest gains can be made here, particularly with the introduction of the 7.2 tonne GVW version in due course.

Th is range topper which provides customers with the highest payload possible at 4.9 tonnes (for the chassis/cab) is available in all variants with reinforced brakes and our new 8-speed automated transmission. Changes to the front suspension with the introduction of QUAD Leaf system has brought significant improvements to ride and handling.

Another interesting development is in the field of inter-connectivity with RadioNAV now available in the new Daily as per the successful introduction in the Stralis heavy duty truck range (with 13,000 installations to date). Th ree levels of Iveco’s IVECONNECT can be chosen with information on vehicle and driver performance plus off-course SatNAV. Fuel savings of between 5-12% can be achieved through its driving style evolution technology. Th is is done through a star rating system displayed on the screen for the driver to access and is also downloadable in the transport operators’ back-office to fully analyse. By Q2 2015, all Daily customers will receive a free upgrade if not already connected to the system.

Also mentioned earlier as part of the series upgrade

FLEETTRANSPORT | SEPTEMBER 14

COVER | 11 was the installation of an iPad/iPhone cradle on the top of the dash that will allow the driver to use in and out of the vehicle and also facilitate their employees to get in touch when required. Also improvements to the load area’s lighting system is on the cards.

Affi rming new Daily’s numerous strengths and its wide-ranging suitability for fleets of all shapes and sizes, Iveco is about to introduce two distinct versions of the 4x4 single and crew chassis/cab versions from 3.5 to 7.0 tonnes. On display at the bus parking facility in Toormina were the all new all-road and off-road variants in the shape of the 50SC170 5.0 tonne co-developed by Achleitner from Austria with Scam from Spain working with Iveco to produce the 5.5 tonne 55S17 4x4. Both utility units are powered by FPT’s 3.0 litre 170hp and maximising torque levels of 400 Newton Metres respectively. The pure off-road version has 3 differential locks and 24 speed gearbox for ultimate movement in any terrain. The all-road

New Iveco Daily 4x4 options

has 12 speeds. Both offers ESP and are permanent AWD and traction control.

Agile replaced by Hi-Matic High technology investment made by Iveco and ZF has led to the development of an all new 8-speed automated transmission. Unlike the

Agile produced before, this gear linkage is slicker, smoother, faster and engages the cogs at lower revs.

Said to offer 4% fuel savings too. 4 kilograms have been shaved off its overall weight also. Th is new transmission will be available through the van, cab, minibus and campervan ranges.

All Electric & Daily Vision before. Daily Electric will be sold in the 3.5 tonne to 5.0 tonne weight categories with a choice of 5 wheelbases.

“W

elcome to the future,” enthused Vittorio Bussi, Iveco’s Product Development Manager in detailing the all new Daily Electric and also the stunning Vision concept. Iveco’s electric drivetrain technology dates back to 1986 and next year will see the latest evolution in the Daily EV line. Gone are the Zebra batteries and in comes FIAMM batteries and super capacitors that store and discharge the zero emission energy. Fast charging and overnight charging systems are now offered with a range extended to 250km@ 80kp/h as it becomes 15% more efficient through its 100kg additional payload and 20% battery life than

Unique to the new Daily Electric is the TomTom Br idge, where navigation and business applications come together. Th is new damage proof 7” detachable tablet which is semi-integrated into the dashboard and consists of a simple to use driver interface with Bluetooth connection to vehicle telematics gateway together with a dedicated vehicle management App. For express delivery specialists there are relevant Apps such as barcode scanning, digital scanning, PODs, receipt printing plus PDF reader, QR code scanner and much more.

Vittorio got us all excited with the reveal of the Vision concept researched and developed primarily for the door-to-door delivery sector.

Full of high tech futuristic innovation, Vision has more than a space age presence. With

elements of the new Daily design, Vision goes many steps further with its electronically opening side door and drop down steps. Its walk-through interior allows the driver to access the parcel (from reading the RDIF code on the portable tablet) from the load area which features a revolutionary load security system using an air-bag type system. Driver visibility is key here also with square see through holes in the A-Pillar, a great idea. Not to mention the horizontal screen over the driver’s head displaying various camera angles from front, back and sides of the vehicle. Dual Energy in hybrid diesel/electric engine and motor propel the vision but not in a normal parallel hybrid system as it is primed to use the alternative low or zero emission powertrain for both the rural and urban environments, particularly in restricted city zones.

The hybrid system also has a plug-in facility which is currently available on some car brands. On the diesel/electric system alone, CO2 is reduced by more than 25%. Again full human interface interaction is achieved through wireless integration covering driver and vehicle performance, Sat-Nav and back-office communications. A Beautiful Vision is coming soon and we're not talking about a re-issue of Van Morrison's song!

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

www.fleet.ie

12 | NEW FLEET

Mondello Special!

H&E Crilly’s (Louth) Award winning new Volvo FH500 6x2

T

he recent successful Mondello Truck Show 2014 provided a platform for dealers and owners to proudly showoff recent sales and purchases respectively.

Pictured are a number of these newly registered trucks that are now out and about on the roads of Ireland and further afield.

Pictured left: Two new Volvo FH500 6x2 tractor-units purchased by Hammond Lane (Dublin) Pictured right: McGraths of Cong, County Mayo bought the first new Hino 700 Series 3945 10x4 model

Mark Lonergan Transport (Waterford & Naas) recently added new Scania R500 V8s and Volvo FHs to its large fleet, sporting new corporate colours!

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New Volvo FH460 6x2 Globetrotter tractorunit for Cappoquin Logistics (Waterford) At the handover were Thomas Kiely, Cappoquin Logistics Ltd.; and Gerard Sheehan, McCarthy Commercials Ltd.; Watergrasshill, County Cork with three future stars of the business!

Wright Group Brokers t/a Wright Insurance Brokers is regulated by the Central Bank of Ireland.

FLEETTRANSPORT | SEPTEMBER 14

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

Transport Leaders Conference 2014

Reducing Your Business Risk 25th September 2014, Crowne Plaza Hotel, Northwood, Dublin A “not to be missed� conference to bring you up to speed with changes in transport law & enforcement, taxation and accounting regulations.

DManage your business compliance DManage your cost drivers while minimising your business risk DKeep up to date on new and impending legislation DUnderstand the relevant employment law within the transport sector, and how it is being currently applied by the Labour Relations mechanisms DEnsure that your remuneration systems are Revenue-compliant Plac DUnderstand the Revenue audit priorities and process limiet s are DNavigate the Labour Relations machinery, making your case Boo ed. k No w

FTAI Member â‚Ź300; Non-member â‚Ź325 Email: transportleadersconference@ftai.ie Tel: 01 4851200 Web: www.ftai.ie

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Important notice for owners and operators of trailers subject to Commercial Vehicle Roadworthiness (CVR) testing.

Reminder Waiving of CVR levy payable at the annual test until 7th October 2014.

The Road Safety Authority wishes to remind trailer owners that the levy on the annual trailer test has been waived until 7th October 2014. Any trailers undergoing an annual test after that date will be subject to the CVR levy of â‚Ź35.65 in addition to the normal test fee.

If you have not already done so and wish to avail of the levy waiver, you should have your trailer annual roadworthiness test as soon as possible on or before 7th October 2014.

This initiative was announced in March 2014 to promote and improve the roadworthiness condition of commercial vehicle trailers and encourage trailer owners and operators to bring trailers into the testing system.

Note: Any trailer tested between 8th October 2013 and 20th March 2014 which was subject to the CVR levy will beneďŹ t from the levy being waived at the next annual test of the trailer concerned provided it is tested not later than the relevant test due date.

Trailer owners must test their trailer annually.

For more information on Commercial Vehicle Roadworthiness Reform go to: www.cvrt.ie

14 | FEATURE

BlueCat AdBlue Solutions expands Irish operations ‘AdBlue with a touch of Green’

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hen transport operators first heard about reducing vehicle emissions by injecting a Urea solution into diesel fuel, some rolled their eyes towards the heavens while others hung their heads in disbelief. Certain manufacturers successfully played on the notion that their engines could run with ‘nothing added,’ and claimed their engines would perform equally as well, run cheaper and remain within the emission limits. Since then we have all grown to accept that AdBlue is as much a part of road transport as the diesel fuel emissions it treats.

Initially there were valid concerns about the product and the whole idea of AdBlue. The concerns led to questions such as where could AdBlue be sourced, what quantities would be needed, was the product in any way hazardous, and of course how much will it cost? Today some of these questions may seem trivial, though at the time they were the subject of much discussion - and just as much misinformation. Interestingly as we are now fully immersed in the latest stage of the emission standards, some of the same questions are rearing their head again, though not for the same reasons.

Mini ste r Br uton officially opened the new BlueCat facility

As vehicle owners have become more familiar with the way Selective Catalytic Reduction (SCR) works, operators have greater concerns about the possible negative affects contaminated or poor quality AdBlue may have on the sensitive dosing systems. While the vast majority of goods and passenger companies have not experienced any difficulty while using AdBlue, there are some lingering doubts about the longevity of components, and unease about the potential cost of replacement parts.

The AdBlue name is a registered trademark of the ‘Verband der Automobilindustrie’ (VDA). VDA is the German Association of Automotive Manufacturing Industry. Th is important lobby group is the organisation behind the world’s largest automotive show the IAA in Hannover and the Frankfurt Motorshow. VDA allows the manufacture of AdBlue under licence, and this licence imposes certain quality assurances in the production, storage and handling of AdBlue under the ISO standard 222421/1 to 4. “The BlueCat brand is officially licenced by the VDA and fully complies with official DIN70070 and CEFIC standards”.

AdBlue is a relatively simple product in that it is a 32.5% solution of urea in de-ionised water, and has been used by heavy trucks and buses in Europe for a number of years. The liquid is injected into the exhaust system, and as such is not added to the diesel fuel. The product is an almost colourless liquid that is non-hazardous, therefore safe to handle and won’t cause any environmental damage. The liquid is relatively unaffected by temperature variations, though it will freeze at temperatures below -11°C and generally should be stored below 30°C. Previously the main supply of AdBlue for Ireland has come through the main UK distributors. However that has all changed with the arrival of BlueCat AdBlue Solutions which has just opened a new manufacturing facility to meet the demand for AdBlue in the Irish market. BlueCat AdBlue Solutions is a member of the Brockley Group of companies which includes the respected chemical handling and storage company Eirchem. The new premises in County Dublin will house the only production facility of its kind in Ireland and with its “unique process produces an improved quality of product at a lower cost.” Importantly the venture has already created four new jobs with a further increase in staff projected over the next three years.

Speaking at the opening of its new facility in Rathcoole, Chairman of the Brockley Group, Hugo O’ Donnell said, “Today is a really exciting day for the Brockley group. Our new product, BlueCat AdBlue, is aimed at the FLEETTRANSPORT | SEPTEMBER 14

domestic and export markets and will compliment and strengthen our existing businesses.”

Brockley’s new AdBlue production unit is located within the Johnston Logistics Centre at Blackchurch just off the N7. Having earned a respected reputation in the chemical handling and pharmaceutical sectors, Brockley is now bringing its experience to the production of AdBlue in Ireland. In partnership with University College Dublin (UCD), Brockley has developed a new method of producing a high quality AdBlue which it will market under the BlueCat brand.

Fleet Transport asked Brockley why it feels its product is different from others in the market and Pat Short (Sales & Marketing Director) explained, “What sets BlueCat AdBlue apart is the assured high quality of the BlueCat product.” Pat notes that as dosing systems become more technical a high quality product is vital for operators. As the AdBlue is produced and packaged by BlueCat at the Rathcoole facility the possibility for mishandling resulting in product contamination is greatly reduced.

Another important link in managing the supply chain is order processing and delivery. BlueCat can manage a company’s usage and ensure that product is delivered when necessary. Equally as important is the method of delivery and the packaging. In Ireland there are many small and medium

FEATURE | 15

Pictured (l-r) Nickey Holmes (Executive Director, Brockley Group); Hugh O’Donnell (Chairman, Brockley Group); Brendan Dollard (Enterprise Ireland); Karen Mooney (Entreprise Ireland); Richard Bruton T.D.; Tom Kelly (Enterprise Ireland); and Pat Short (Sales & Marketing Director, (Eirchecm) Brockley Group).

enterprises whose demand for product is arguably not viable for the larger multi-nationals to meet. With an Irish company manufacturing locally it's easier to cater for fluctuating demand levels. BlueCat will fi ll customer orders from 10 litre cans to 1,000 Intermediate Bulk Containers (IBC) and can offer fully bunded tanks with capacities from 4,000 to 25,000 litres. Delivery of the product is guaranteed as BlueCat has one of Ireland’s leading transport companies literally on its doorstep. While there is no direct connection between Johnston Logistics and the Brockley Group other than a rental agreement, both companies compliment each other, and there are benefits for both businesses and their respective customers.

Pat also highlighted other areas relating to AdBlue that require attention.

One area being the importance of correct instruction for drivers and maintenance staff who handle AdBlue. The instruction should ensure staff are aware of the potential risk of product contamination if decanting in the yard or even on the road. Using unclean IBCs or unclean pumping equipment to decant, transfer or store AdBlue, could have unfortunate and expensive consequences for the dosing system or the Diesel Particulate Filter.

To perform the official opening was Minister for Jobs, Enterprise & Innovation, Richard Bruton, TD. In recognising the achievement of the Brockley Group Minister Bruton said, “Today we are seeing a traditional Irish company choosing to go down the path of innovation, developing exciting new technologies in a fast-growing area, growing sales in overseas markets and creating jobs.”

The project was developed in association with a number of partners including Enterprise Ireland. Tom Kelly, Manager of Manufacturing & Competitiveness at Enterprise Ireland was pleased to note “the new technologies were developed through collaboration with Irish researchers in UCD and the Tyndall National Institute. We would like to see more small Irish companies follow Brockley’s example.”

Hugh O’Donnell (Chairman, Brockley Group) Text & Photos: Paul White - paul@fleet.ie

Since it was fi rst developed, demand for AdBlue was always going to increase as older vehicles were replaced with newer models which required the liquid to operate. However as the requirement now extends to light commercials such as vans and even to passenger cars, demand will invariably escalate. To meet that increasing demand there is now an Irish company manufacturing a high quality product in sufficient quantities - and adding some Green to the AdBlue! www.fleet.ie

16 | FLEETING SHOTS

First Fire Tender conversion of MercedesBenz Zetros with 4-door crew cab

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aul Nutzfahrzeuge and the Austrian fire truck body building specialist Walser have converted a Mercedes-Benz Zetros all-wheel standard chassis to an entirely extraordinar y special tank water tender. The new fire fighting truck features a brand-new 4-door crew cab designed by Paul Nutzfahrzeuge. It offers sufficient space to safely accommodate and transport a fi re brigade with up to six crew members.

fighting equipment and LED light technology throughout offers a number of innovative detailed solutions at a justifiable cost-performance ratio. The new vehicle will be on duty at the fi re brigade in Filderstadt, a city located near Stuttgart Airport in South Germany. It will be applied for fi re protection and technical support measures, but also for flood relief work as well as for the combat of forest and wild fi res. So far, only 52 Mercedes-Benz Zetros-based fire fighting trucks are being used worldwide.

The long bonneted chassis with permanent all-wheel drive, forest fi re

Last current generation Vivaro built in Luton ahead of all-new model

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M Opel/Vau x hall reached an important time in its manufacturing history recently as the last current generation Vivaro rolled off the production line at its Luton plant.

Vauxhall’s Luton facility is the sole fl ag bearer for van manufacturing in the UK – on a site where over eight million vehicles have been built since 1905.

No sooner had workers cheered off the last of the fi rst generation Vivaro van, the 957,107th built there, than they started building the all-new model. This milestone vehicle will take pride of place at Vauxhall’s Heritage Centre at its Griffi n House headquarters in Luton.

The all-new Vivaro secures 1,200 jobs, a 10year contract and a £185 million investment at the Luton facility. Vauxhall announced last

July that it will add a second shift at its Luton plant in January 2015, creating around 250 new jobs.

“The current Vivaro has been a huge success and our workforce at Luton is very much looking forward to building the all-new model,” said Tim Tozer, Vauxhall’s Chairman & Managing Director. “The Vivaro van is of critical importance to GM Opel/Vauxhall and its manufacturing facility in Luton. I’m very proud of the men and women who build this vehicle to world class levels of quality and productivity.”

You'll never wanna leave Hotel VW California!

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hat a great idea! Guess The Eagles will have to change the lyrics of their biggest hit, thanks to Volkswagen Commercial Vehicles. The German brand has gone from van maker to holiday maker this summer, launching a unique, adventurous getaway concept in conjunction with hotel booking site LateRooms.com – called Hotel VW California.

A brand new holiday experience, the Hotel V W California is not your typical hotel. Comprising six Volkswagen California SE campervans made available for booking as ‘rooms’, the innovative hotel chain will see the luxury motors situated around some of the UK’s most beautiful and bold locations and offered to the public exclusively via LateRooms.com.

FLEETTRANSPORT | SEPTEMBER 14

made famous by the Henley Royal Regatta and its ornamental folly. The temple boasts, among other features, wall paintings that are thought to be earliest surviving Etruscan works in Great Britain.

With rates on LateRooms.com at just £35 a night this luxury location comes with an affordable price as each Volkswagen California provides sleeping for up to four adults.

Situated bet ween the Berkshire and Buckinghamshire banks, Temple Island in Henley-on-Th ames will be the fi rst site for Hotel VW California. Parked at this location, staying in the ‘Hotel’ will offer guests the fi rst ever chance to sleep on the beautiful island

Rooms also include free wifi, iPod docking, ‘Climatronic’ three-zone automatic air-conditioning, heated seats and programmable central heating. As with every quality hotel, entertainment will be provided, while guests will also benefit from private boat transfers to ensure exploration of the mainland is also an option.

Text: Jarlath Sweeney - editor@fleet.ie

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18 | TEST I

MAN’s Euro 6 D38 640hp is more than MAN enough!

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here are few better places in Europe to put a vehicle grossing forty tonnes through its paces than the Sierra Nevada around Granada in southern Spain. The Andalucian countryside has peaks that extend to 2,000 metres above sea level and the area has been used by all vehicle manufacturers to test the endurance of their products among the steep hills and extreme summer temperatures.

The region works well for all commercial vehicle testing but especially for heavy duty trucks.

For these very reasons MAN Truck & Bus decamped from its Munich headquarters and moved south to the hills of Andalucia. Fleet Transport was invited to join them and experience a fi rst drive of the new Euro 6 compliant 15.2 litre D3876 engine. Over three days in Granada we were able to test two of the three power options that will be available for D38 - the 520 and 560 hp. The top rated D38 640 won’t be fully revealed until the 2014 IAA Commercial Vehicles Show in Hannover when it will be presented as MAN’s heavy hauler.

MAN’s new D38 series is sett ing a benchmark in engine production. The German company is making an explicit statement to Europe’s other truck manufacturers. MAN is clearly saying that it is setting the bar at 600hp give or take 50hp, and that there is no need outside of special applications for anything else. Engineering specialist at MAN’s engine division Thomas Leitel explained, “The idea was not to target the project at new power levels,” noting "That up to 600hp is reliable and robust and importantly fuel efficient." It is also a landmark with the truck that once held the most powerful production truck title, the V10 TGX 680 disappearing as a road going engine, though the unit will be available for other applications.

The newly developed D38 is a result of five year’s research and development.

It is an in-line 6 cylinder, with a displacement of 15.2 litres, two stage turbo charging and weighs in at 1,340 kgs – 160 kgs lighter than the Euro 5 D28 V8. The three power ratings of 520, 560 and 640 hp deliver torque figures of 2,500 – 2,700, and 3,000 Nm. MAN claim that full torque is available in all gears and importantly the torque begins as early as 930 rpm, and holds until 1,350 rpm. On the road this means that cruising at 89 kph with an axle ratio of 2.71:1, the rev counter sits nicely at just a shade over 1,150 rpm. Although numbers might be limited, for some an alternative axle ratio of 2.53:1 is available and could hold possibilities.

While the D38 is a newly developed product it shares much of its DNA with the well-known 10.5 litre D20 and 12.4 litre D26 engines. We would view this as a positive recommendation as both engines have proved solid and reliable for operators, and indicates the D38 should do the same. For the D3876 series MAN has introduced its third generation common rail fuel injection, which increases injection pressure to 2,500 bar from a newly configured Bosch delivery system. On the subject of fuel, MAN claims “comparative trials show the D38 560 hp at Euro 6 uses up to 3% less fuel than an equivalent Euro 5 with 540hp - and this with 200 Nm of extra torque.” MAN stated that with the new D38 engine range it intends to capture 20% market share in the 500 – 600 hp range. It is also worth noting that the D38 engine variant is only available with the wider 2.5m cab.

As well as launching the new D38 engine range, MAN also chose the event to introduce a number of additional driveline and soft ware enhancements to its heavy truck range. After the new engine, possibly the most important is the introduction of TipMatic 2, followed by MAN new EfficientRoll and EfficientCruise functions.

Bernd Maierhofer (Executive Board Member, MAN Truck & Bus) explained that the new transmission simply introduces a number of long planned improvements by ZF. The transmission upgrades are welcome and timely. Previously MAN was in line with and often ahead of other manufacturers in offering automated boxes. However, as the technology developed, MAN appeared to fall behind as others progressed, nothing too dramatic but falling behind nonetheless. Now TipMatic 2 gives us quicker selection times for the top three gears from 10 to 12. Th is improves downshift ing when hill climbing, and overall it means smoother climb up through the box. For D38 powered trucks TipMatic 2 will be the only transmission offered, there will be no manual version, and currently MAN’s HydroDrive is not available.

In the future we will no doubt see the imprint of MAN’s recent takeover of Scania, especially in the area drivelines. Speaking with Fleet Transport

FLEETTRANSPORT | SEPTEMBER 14

TEST I | 19

Summary of New Features on the MAN TGX D38 New D3876 engine 15.2 litre inline 6 cylinder two stage turbocharging Th ree Power Ratings of 520 - 560 - 640 hp - (382 - 412 - 470 kW) Torque Ratings of 2,500 - 2,700 - 3,000 Nm Idle Speed Driving (creep function)

MAN EfficientRoll and EfficientCruise

EBA & ESP Standard for TGX D38

Improved shift ing with new TipMatic2

Engine Braking from 340 to 600 kW

Plastic oil sump and rocker cover

Bernd Maierhofer said, “Don’t think we will not work together to provide greater synergies with transmissions in the future.”

In introducing EfficientRoll and EfficientCruise, MAN has drawn itself in line with others who have been offering similar systems for a while.

However, in the MAN versions they are not exactly the same as the systems currently marketed by other OEMs. EfficientRoll shift s the transmission into neutral when there is no load on the engine, and engages gear again as soon as necessary.

The new EfficientCruise programme uses GPS to read the road ahead and adjusts vehicle speed to account for the topography. So for example if the system detects a hill ahead it will not change down if EfficientCruise believes using the map data that it can top the incline in the current gear.

In an attempt to gain further efficiencies MAN has focused on a number of areas where savings may be found. Th is has resulted in the D38 coming with a lightweight and noise reducing plastic oil sump and rocker cover.

Improved on-demand air pressure management is reckoned to reduce compressor running time by 90% for long haul driving. Engine braking with MAN’s Exhaust Valve Brake can deliver retardation from 340 kW to full on BrakeMatic mode that combines the Turbo Exhaust Valve Brake, intarder and service brake to deliver braking effort up to a massive 600 kW (815hp) for the heavy duty applications.

capable of - or not. We found both the 520 and the 560 version of MAN’s D38 well capable of tackling the hills of Andalucia. In addition MAN could well be correct with the newly engined TGX, and would make you question if you really need to break the 600 hp barrier. All manufacturers will tell you that the vast majority of their sales are within the 400 to 500 hp range, so 520 or 560 should be more than enough for the majority of operators at regular transport work.

MAN is holding back the D38 640 hp to reveal at Hannover where it will be officially launching the D38 series to the public. Th is will also be the fi rst showing of the MAN 41.640 - heavy haul tractor for work up to 250 tonnes. The new D3876 series is an excellent, and important piece of engineering. It also clearly signals that MAN will no longer engage in the road going power race.

The Volkswagen Group having assumed control of both Scania and MAN Truck & Bus, one wonders how will it affect both brands? When can we expect to see some changes and how soon might something happen? There are many interesting questions which remain to be answered. It is positive to see MAN Truck & Bus pressing ahead with driveline developments, and we can no doubt look forward with interest to further improvements gained from the inevitable synergies, between MAN and its now sister company Scania. If managed correctly the resources and engineering experience inherent in both companies could create an entity as imposing as the Sierra Nevada.

A gross weight of forty tonnes and the stunning landscape of the Sierra Nevada with its 7% gradients will quickly let you know what a truck is Texts & Photos: Paul White - paul@fleet.ie

www.fleet.ie

20 | WAREHOUSING I

Warehouse Managers – a key cog in the logistics wheel

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arehouse managers and supervisors are a vital part of the supply chain process.

They oversee the efficient receipt, storage, value-adding servicing, order picking and dispatch of a wide range of goods including food, clothing, healthcare products, manufacturing parts and household items.

To achieve this, they manage people, processes and systems. They must ensure productivity targets are met and oversee the running of warehouse and labour management systems. Warehouse managers may also be involved in operating automated storage and retrieval systems. They are often expected to ensure workplace health and safety requirements are met and take responsibility for the security of the building and stock.

In large operations, warehouse managers manage teams of workers through the use of team leaders or supervisors and deal with personnel issues such as the recruitment, training and discipline of staff.

Specialist warehouses involve the storage of temperature-controlled products, such as food and pharmaceuticals, or the storage of hazardous materials.

Typical work activities include:

Qualifications

•

On-the-job experience linked to professional qualifications is undoubtedly the best way for a manager or supervisor to do their job effectively, while keeping abreast of the ever evolving technologies which help make the processes more efficient and cost effective.

• •

• • • • • • • • • •

Work activities Work activities are generally related to the size of the operation and the products being handled. In large storage operations, managers have a more strategic role and deal with planning, co-ordinating, administration and general management issues, which include the day-today supervision of staff. In a smaller operation, a manager often deals with more practical, ‘hands-on’ work.

FLEETTRANSPORT | SEPTEMBER 14

•

•

liaising with customers, suppliers and transport companies; planning, co-ordinating and monitoring the receipt, order picking and dispatch of goods; the efficient utilisation of space and mechanical handling equipment, ensuring quality, budgetary targets and environmental objectives are met; having a clear understanding of the company’s policies and vision and how the warehouse contributes to these; co-ordinating the use of automated and computerised systems where utilised; responding to and dealing with customer communication by email and telephone; keeping stock control systems up to date and ensuring inventory accuracy; planning future capacity requirements; organising the recruitment and training of staff, as well as monitoring staff performance and progress; motivating, organising and encouraging teamwork within the workforce to ensure productivity targets are met or exceeded; producing regular reports and statistics on a daily, weekly and monthly basis; briefi ng team leaders on a daily basis; visiting customers to monitor the quality of service they are receiving; maintaining standards of health and safety, hygiene and security in the work environment, for example, ensuring that stock such as chemicals and food are stored safely; overseeing the planned maintenance of vehicles, machinery and equipment.

In many small and medium size operations the manager or supervisor will have ‘grown’ with the company and evolved into the role, due to their practical experience and knowledge of the customers and products. However, when the logistic centre or warehouse outgrows this ‘handson’ approach it is necessary for the manager to not only implement inventory management systems but to also influence which system is selected and determine how it should be customised to best serve the company’s needs. To do this they will require formal training or education, which may be of third level standard. When large scale Th ird Party Logistics (3PLs) companies are recruiting for warehouse manager or supervisor positions, they will almost always look for people with practical experience, formal qualifications and soft ware knowledge.

Obviously how qualifications are achieved will depend or whether the individual is currently employed in the industry or has decided on Supply Chain Management (SCM) as a career path. Organisations such as the Irish institute of Purchasing and Material Management (IIPMM) offer an extensive range of HETAC accredited certificate and degree courses on a part time basis. One and two year certificate courses lead on to Degrees in Procurement and Supply Management. One and two day ‘in company’ training courses are also available covering a wide range of topics including: Purchasing and Supply management; Legal aspects of procurement;

WAREHOUSING I | 21

Negotiating, Management, Warehousing and Storage; Public sector procurement.

The Chartered Institute of Logistics & Transport (CILT) is the recognised global professional body for the Supply Chain, Logistics and Transport Industry in Ireland. It is a nonprofit organisation funded by its members and also offers one year certificate courses in Road Transport Operations, Management and Logistics in addition to a two year Diploma in Logistics and Supply Chain Management. The Institute also acts as the Examining body on behalf of the Department of Transport and the Health & Safety Authority for certain transport activities.

Solas which has replaced the recently dissolved FAS provide a ‘Supply Chain Logistics Administrator Traineeship’ as a foundation for school leavers, mature applicants and unemployed people to undertake the training required to gain employment in the supply chain management and transport field. The duration is 38 weeks consisting of 22 weeks off-the-job training with Solas and 16 weeks on-the-job training with a host employer.

Once qualified a Supply Chain Logistics Administrator should be capable of carrying out competently, under normal operational conditions, basic day-to-day tasks arising in the Supply Chain Management and Logistics industry.

Applicants for the course must have reached the school leaving age of 16 years and be educated to Leaving Certificate standard or equivalent and have good literacy, numeracy and communication skills. A basic knowledge of computer application systems is also an advantage as is previous experience of warehousing, distribution, retail or shipping, although not essential.

When qualified there will hopefully be opportunities to progress to more senior positions in the Supply Chain Management and Logistics industry through further experience and education or training in areas such as Logistics Management, Business, IT and related areas.

Successful participants will receive a fi rst year exemption from the three year Diploma in Materials Management from the Irish Institute of Purchasing and Materials Management (IIPMM).

Warehouse Management Systems (WMS) Most manufacturers or logistics hubs which Text: Joe O'Brien - joe@fleet.ie

make a substantial number of shipments on a daily basis from a distribution facility has probably considered introducing automation to its warehouse and shipping functions. For some companies, a full-blown Warehouse Management System (WMS) is a necessity, particularly if their operation has an automated racking or storage system. Rather than sending someone into the warehouse each time to process individual orders, WMS technology makes it possible for staff to: • • • • • •

pick multiple orders in a single pass through the warehouse; bring orders to a shipment or staging area; palletise and label the orders appropriately for each carrier; ensure that the orders are in the right place for pickup; automatically update inventory levels; generate invoicing and despatch paperwork.

WMS processes typically include receiving, putaway, flow-through, inventory management, order processing, replenishment/pick/pack, loading and shipping. Often these are linked to SCM systems which co-ordinate the movement of products and services from suppliers to customers (including manufacturers, wholesalers, and retailers). These systems are used to monitor demand, warehouse stock levels, transportation, tracking and movement of materials on their way to customers.

A modern WMS has a modular structure in which the individual functionality is divided into three groups: core functionality, additional functionality and expansion modules. This allows the customer to install only the modules that they require instead of the entire WMS. If the customer needs to expand the functionality of their system in the future to support new tasks, they can simply add the required modules to their existing system and activate them. The customer usually only has to pay for the required functionality.

Additional and Expansion Modules Usually some additional functionality can be installed if the customer specifically requires it, having operated the standard system for some time. Additional functionality such as loading dock, yard management and resource planning can be connected to the WMS via an interface and is normally part of the standard product line offered by a WMS provider.

Expansion modules, such as RFID (Radio Frequency Identification) soft ware are usually separate software packages that expand the functionality of a WMS or optimise the processes within a warehouse. These may be developed and installed by a WMS supplier and include ‘Pick to Light’ or ‘Pick by Voice’ systems but various off-the-shelf expansion modules are available for all types of WMS.

Training Regardless of the complexity of the WMS or simpler Inventory Management System (IMS), the warehouse manager will require training on its operation which should be provided by the system supplier. Th is can be carried out on-site or at the supplier’s facility where typical everyday scenarios are simulated to familiarise the warehouse manager with the systems functionality.

Many of the more established racking and conveyor suppliers such as Mecalux and Schaefer also provide WMS and training to complement their products and will therefore provide a ‘turnkey’ solution for warehouse or logistics companies who are upgrading or building a new facility. In some cases it may be necessary for a 3PL to implement a system, which is tailored to a specific customers requirements.

The recently established All Ireland Warehousing Association (AIWA) which is an affi liate of the United Kingdom Warehousing Association (UKWA) is a good starting point for individuals or companies who want to find out about reputable WMS suppliers and associated training.

Core Functionality Core functionality is necessary for the operation of the WMS and it is part of the minimum installation of each system. Some other core functionality, such as inventory, could be offered as a separate module by a company that specialises in that area.

Normally, the core functionality for a WMS is available in modules provided by supplier and supports the main area of application required from receiving to shipping. www.fleet.ie

22 | TEST II

Renault Trucks Range C -

‘Great Expectations - Exceeded’

W

hat we are still calling the ‘new’ Renault Trucks have been with us for just over a year. Since the dramatic launch in Lyon the truck models titled ‘Range C, D, K, and T’ have been gathering a band of followers that are increasingly pleased with their decisions to make the ‘French Connection’, and opt for one of the most dramatically styled trucks on the market.

Previously we have driven the Range C and the heavy duty Range K construction models at a special off-road test in Spain, and earlier this year we took the long haul Range T from Venice to Rome. Both occasions left their mark, with the trucks delivering impressive performance figures.

However, there is nothing like ‘bringing it all back home’ to compare it with the Irish operators' unique set of standards for vehicle performance.

We met up with our Range C430 8x4 test unit at Setanta Vehicles on Dublin’s Long Mile Road. The brilliant white demo unit was a high roofed sleeper version standing 3.76 metres tall, plus the beacons, which gave the truck a very striking presence. For the bodywork Renault Trucks chose a P.P.G Smoothline Insulated body with a Hydroclear lightweight sheet, and Ebro’s popular CX14 single action tipping ram. The complete package was rounded off with a set of Alcoa matt fi nished aluminium wheels and Bridgestone M840 and L355s.

Now that the exterior cab design has passed the initial fi rst shock stage, the Renault Trucks’ Range models are winning admirers - and deservedly so. The styling lends itself to some of the most elegant liveries seen on the roads of Europe, and the design is subtly clever in its method of improving vehicle aerodynamics. By shaping the cab in a trapezoid form (moving back

FLEETTRANSPORT | SEPTEMBER 14

to front) and by lowering the angle of the front windscreen, the design team has reduced the drag coefficient by 12%. Th is is only perceptible from certain angles, and inside the spacious cab it is hardly noticeable.

In tipper work there are differing opinions about which engine size makes the most efficient all round truck. The nature of the work can make it difficult to get it exactly right, as tippers are usually either fully loaded or empty, and the areas the trucks work in can also change dramatically even day to day. It appears that many operators have sett led on engine outputs just over the 400hp bracket, which is where our Range C fitted. Our test truck came with the specification that Renault Trucks feel will be the most popular with Irish operators - the dTi 11 rated at 430hp.

Th is high pressure common rail 10.8 litre is available in 380, 430 and 460hp (279, 316, 338 kW) versions, with torque ratings of 1,800, 2,050, and 2,200 Nm respectively. It comes with the right number of three letter acronyms (SCR and DPF) to achieve the Euro 6 emission standard. It was also good to see a neatly mounted SCR unit and vertical exhaust stack on the demo truck, compared to some we have seen that are excessively large and cumbersome.

To account for the previously mentioned diverse opinions on engine size, Renault Truck’s ‘larger dTi 13 litre is available for Range C. The dTi 13 offers power outputs up to 520hp with 2,550 Nm if you feel the need, and no doubt some will.

Renault Trucks has created a particular reputation for construction vehicles, especially with the Kerax and Lander models, and with this in mind

TEST II | 23

we climbed in with great expectations.

I m med iately t he interior of the Range C impresses, it is a well designed layout, and the level of trim, moves the truck up from a durable tipper into the long haul business class. Clearly the good design comes from actual thinking about the work of the driver. It meets all the ergonomic criterion though not just in the normal academic way - this truck has practicality stamped all over it. One example is the way that groups of switches can be easily relocated to whatever way the driver prefers without the need to rewire the dashboard.

Range C’s well designed simple and effective switchgear for engaging differential and inter-axle locks are especially worth a mention. Also having an electric parking brake is a welcome addition, and having one which engages automatically once the engine is turned off has added safety benefits. Accepting that our test truck was a demo unit with the hi-roofed sleeper cab, the Range C is a spacious and comfortable place to spend the day and we would contend that, considering the driving position, dash layout, trim and comfort level, Renault Truck’s Range C is arguably one of the best cab interiors available.

The current Renault Trucks' models are loaded with a vast array of telematic programmes and additional functions which can assist any driver to operate the trucks more efficiently. With all manufacturers the array of efficient driving and safety features that come as standard is beginning to swamp many drivers. Th is can result in neither the driver or the operator gaining any benefit from the systems. To address this issue Renault Trucks believe that it is now necessary to train the drivers and allow them time to learn and get the best out of the truck. Each driver will have their own individual preferences in how a vehicle is setup, with Renault Trucks, up to ten different drivers can store their own favourite sett ings through the Drivers Digi Card - they just need to be shown how.

Once we had our sett ings entered we left Setanta Vehicles and headed southbound on Dublin’s M50. The fi rst item on the agenda was a quick run down the N81 to the Kildare Sand and Gravel quarry just north of Blessington. On the weighbridge the C430 tipped the scales at 12,020 kgs, with about 300 litres of diesel and 30 litres of AdBlue on board. After a short drive around the pit we loaded just under 18,500 kgs of stone, and Text & Photos: Paul White - paul@fleet.ie

headed south towards Baltinglass, Castledermot, and onto Carlow. From Carlow we went to Tullow and then back to complete a loop.

With the dTi 11 producing 430hp the Range C was untroubled by the load.

The 12-speed OptiDriver AMT was well matched to the work, and with a rear axle ratio of 3.89:1 the combined driveline gives an exceptionally smooth drive. Noise levels on the road or in the quarry were never an issue. No doubt having the timing gear located at the back of the engine enhances the general calm produced by the inline six. Equally the steering and suspension is fi rst class. While a drive down the N81 is by no means arduous it has its moments, and the Range C’s positive and accurate steering is welcome. Speaking of steering we were pleasantly surprised with the tight turning circle and general manoeuvrability of the eight-wheeler.

To ensure the reliability of the product, Renault Trucks has invested heavily in a long term testing regime, and reliability is one aspect of the Range models that Renault Trucks is eager to promote. The new models have covered over 10 million kilometres in testing, with over 5 million of those in extreme operational conditions and in extreme temperatures.

Renault Trucks has done an excellent job with the Range C, and we feel it is one of the most competent construction trucks available. One year after its launch the in-service reports are indicating that performance data for fuel economy and reliability are exceeding the claims made by Renault Trucks. In addition improved warranty and servicing deals are also helping to reduce the total cost of ownership, and att racting new customers to the brand. The Range C is a truck that deserves serious consideration, and really needs to be driven to experience how the Renault Trucks’ brand has developed and progressed - prepare to have your expectations exceed.

Spec Check Make / Model Chassis / Cab

Renault Trucks - Range C430 8x4 Twin Steer / High Roofed Sleeper

Engine Rated Power Rated Torque Euro Rating Transmission Braking & Stability

dTi11 - 10.8 litre - in-line six cylinder 430hp (316 kW) @1,800 rpm 2,040 Nm from 950 to 1,400 rpm Euro 6 - DPF, and SCR with AdBlue Optidriver ATO 2612E - 12 Speed AMT Ventilated discs all round EBS - EBA - ASR Optibrake 412hp (303 kW) @ 2,300 rpm Front: Leaf Springs Rear: Parabolic leaf, stabilizer bar & shock absorbers Double reduction / Axle ratio 3.89:1 1,405 rpm @ 90 kp/h Alcoa matt aluminum Steer Axle/s: Bridgestone: M840 - 315/80 R22.5 Drive Axle/s: Bridgestone: L355 - 315/80 R22.5 P.P.G. Smoothline Insulated

Retardation Suspension Axle / Ratio Engine Speed Wheels / Tyres

Body

www.fleet.ie

24 | TRUMPET CALL

Disintermediation in the Supply Chain - Are Irish hauliers ready?

“B

usiness as Usual is not coming back,” writes Nigel Devenish of Macdui Business Solutions (MBS), the Dublin based Interim & Supply Chain Engineering Consultancy. The island of Ireland in Supply Chain and distribution terms is a small volumetric trading entity, supported by a highly fragmented haulage sector.

New disruptive technologies are forcing traditional orthodox executive management with their commitment for detailed annualised planning, developing road-maps, issuing targets, etc. are now devising new thinking built on – agility, speed, exponential “lateral” growth, change and resilience. So how are the management strategies of Irish hauliers going to support this change?

Today’s consumers, purchase managers, and traders have become conditioned by multiple industries to expect personalised interactions across different channels, as manufacturers, retailers and distributors wrestle with the paradigm shift to support the ‘Buy anywhere – fulfil anywhere, and return anywhere experience’ facilitated by exponential growth in disruptive technology.

The American Institute of Marketing stated a few years ago that data is the new oil. Pervasive mobile technology is reshaping global, national and local business at every turn. Interdependence is the new corporate default position, as it is recognised this will increasingly fuel business growth laterally through interconnected networks.

Much is being written about Big Data. But many businesses have tried to get precise on inaccurate data. In far too many cases, they are sales driven or marketing driven, not market driven. Many still pursing efficient supply chains and not networks.

This exacerbates the future commercial operating issues for Irish hauliers and the multifarious distribution companies, as they endeavour to chase declining volumes to support the traditional orthodox line haul, network, radial distribution, home deliveries, and collections etc. We operate in a global village and we can see “Business as Usual” is not sustainable within the Irish context for many fleets and distribution companies, if they are to survive. The warning signals are loud and clear, transport naturally reacts to the needs of manufacturers, retailers and suppliers. MBS suggests operating on an island supporting a relative small population, there is a need to radically re-examine how current businesses (corporate & SME) are going to adapt on whose future success Irish hauliers depend.

When you think over 70% of Apple's revenues and 48% of IBM’s revenue is generated from products that were impossible [or even planned] a few years ago, economic commentators are already stating by 2018 Corporate / SME revenues may well result from products and services that do not even exist today.

FLEETTRANSPORT | SEPTEMBER 14

Technology is driving the paradigm shift in establishing a networked society. With manufacturers, retailers and suppliers taking an increasing role in the creation and development of new digitally established eco-systems, their new objective is about being indispensable (not being in control) but by constantly adding value.

The markets are seeing this today.

Disintermediation by manufacturers, retailers and suppliers – “if it can go direct,” it will. Is already challenging traditional wholesalers’ business models. Technology is giving “user” empowerment, which will continue to disrupt more and more conventional ways in which business has been undertaken. The ramifications within the established island of Ireland Supply and Distribution Chain is axiomatic.

by Nigel Devenish

Nigel Devenish of Macdui Business Solutions (MBS), the Dublin based Interim & Supply Chain Engineering Consultancy

The Internet of Th ings (“IoT”) is moving on to Fusion of the many (“FOTM”). Growth is no longer contained within a silo, it grows with alacrity laterally. Th is growth and accelerated change is invading the “protected spaces” i.e.

“Business as Usual”, with their now traditional closed operating systems as they become increasingly isolated, disconnected, expensive, slow and irrelevant.

The trading world is now about open systems and sharing information for free. For the Irish Fleet operators and Distribution companies there are many challenges ahead, as well as opportunities. One thing is for certain in this new technological age, “Business as Usual” will never come back for the Irish haulier and distribution community.

26 | LEGISLATION

Ec Whole Vehicle Type Approval ‘Just your type’

T

herearevaried opinions about the benefits (if any) of the vast number of European Directives that govern the way we live and work. They touch almost every aspect of our daily lives, and in general protect us from being harmed, either by poor Government, malicious corporate types - or on occasion ourselves.

transport equipment that conforms to a recognised level of product quality and safety. The drawback is that manufacturers are now somewhat limited to what they can produce, apart from standard type approved vehicles and trailers. The inclusion of any additional components can create problems. Each extra component can be deemed a modification to the specification that was originally ‘type approved.’

In this case it is not the same design, and therefore not covered. If not covered a new Type Approval must be sought for the ‘new trailer design.’

The Directive (2007/46/ EC) concerning ‘European Com mu n it y W hole Vehicle Type Approval’ (ECWVTA) is transposed into Irish law by SI No’s 157 and 158 of 2009. The aim of the text is to create a harmonised system of approval for different types of vehicles and trailers.

Th is would mean that if a particular vehicle or trailer design is ‘type approved’ in one Member State, then it is approved for all Member States. Under the old regime this would require individual vehicle testing for each of the twentyeight Member States. Now the ECWVTA will simply harmonise the procedures and give mutual recognition to standards in the same manner as exists with driving licences.

Th is is once the unit has an EC ‘Certificate of Conformity.’

While there are valuable savings to be gained when vehicles or trailers do not have to be approved in each country, it is readily accepted that the Directive favours the large scale producer, and particularly those that export their products, and this aspect may need to be monitored. The reason is that obtaining Type Approval can be an expensive business, though costs can be reduced by producing a greater volume of units under the same approval. Conversely manufacturing smaller numbers or specific vehicle models can incur higher costs, which could be to the detriment of specialist vehicle producers.

In an attempt to redress any imbalance, the Directive contains two provisions for manufacturers who produce smaller numbers or individual bespoke vehicles. These provisions are known as the National Small Series Type Approval (NSSTA), and (IVA) or Individual Vehicle Approval.

FLEETTRANSPORT | SEPTEMBER 14

Unfortunately this creates a trailer full of paperwork for manufacturers to deal with. Constantly submitting applications for approval is time consuming and tedious work, which in turn makes it costly and expensive. Like all trailer manufacturers Derren Casey of Casey Trailers (Naas, County Kildare), has spent many hours completing the paperwork to ensure its products comply with the regulations. Even though the company was well prepared for implementation of the Directive, Caseys like all other trailer producers we talked to, found the paperwork time consuming. However Derren is “hopeful that in time as each component or combination of components are approved the process will become easier, and with a lot less form fi lling.”

In Ireland, The National Standards Authority of Ireland (NSAI) is the approving body, and it decides after an inspection if a vehicle or trailer can be approved. The Directive covers all trailers manufactured after 2012 with some exceptions.

Trailers used by State bodies such as An Garda Siochana, the Defence Forces, Civil Defence, and the Fire Services are exempt - as are trailers ‘towed exclusively’ by agricultural tractors.’

ECWVTA ensures manufacturers must conform to certain standards when producing their trailers.

These standards aim to ensure that customers get

Using the experience of a local trailer producer like Caseys should not be underestimated, especially for operators who need advice on the more restrictive aspects of the regulation. Here the flexibility of a smaller producer can have an advantage over the volume fabricator which delivers a quality, but highly standardised product, that may not suit everyone.

The full implementation of Directive (2007/46/ EC) will be completed by October 2014. Like many other EU regulations, the spirit of the Directive is founded on good intentions and should bring benefits to all - eventually. One slight concern is while the intention is to ensure a quality product for the customers, that this is not achieved by handing an unfair competitive advantage to the volume manufacturers at the cost of the smaller producers.

from 2014-09-25 until 2014-10-02 + + + IAA Commercial Vehicles in Hanover/Germany + + + hall 13 | booth C19 + + + from 2014-09-25

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28 | IVOTY CONTENDERS I

SEVEL – trusted supplier of the new FIAT Professional Ducato

A

tessa, the FIAT Professional plant in Abruzzo on the west coast of Italy is where the heart and soul of the best selling Ducato range of light commercials is produced. Over the years the Fiat Ducato has crossed European borders to reach Russia, Latin America, the Middle East and Australia. It is currently marketed in more than 80 countries worldwide, including North America which, since last year is sold as the ProMaster under Fiat Group’s sister brand, Chrysler Dodge Ram. Now the world’s biggest commercial vehicle factory with over 6,000 employees working in an equipped area of nearly 1.2 million square metres

FLEETTRANSPORT | SEPTEMBER 14

produces over 300,000 units per year. Not all of the 4.8 million vehicles that came off the assembly line since the plant’s inception in 1981 are Fiat Ducatos as the Peugeot Boxer and Citroën Relay are also made here. The impressive plant which is a full cycle ‘World Class Manufacturing’ facility owned and run by SEVEL – a joint venture between Fiat and PSA Peugeot/Citroën features one of the most advanced automotive production facilities globally with over 700 robots in action 24/7.

Further investment to the tune of €700 million over the next five years will see additional upgrades to the auto-mechanical aspects of the production to support the new Ducato line and to prepare for a wider range of future products.

According to Plant Manager, Nicola Intrevado, meeting the ‘World Class Manufacturing’ standard the average defect rate has been reduced by 76%.

In addition, accident frequency has decreased by over 80% since 2009 and energy consumption by 33%.

Alessandro Silva, Head of Design at FIAT Professional gave some indication to members of the International Van of the Year Jury on the future thinking from the Italian manufacturer with the focus on technology, efficiency and value. The first aspect comes under the additional context of innovation and Mr. Silva began by stating that the side of the vehicle should be used primarily as an advertising billboard using an electronic-skin

IVOTY CONTENDERS I | 29

First Irish Drive of New FIAT Ducato Having covered over 900 kilometres crossing the Italian countryside in the Laika campervan version of the new Ducato, it is fair to say that we are well accustomed to the new sixth generation model. That said it was indeed a pleasure to have the opportunity to drive the RHD version of the 3.5 tonne panel van on home soil.

Painted in (almost) Ferrari like racing red with sporty alloys, its look alone with new more dynamic front created instant appeal. As did the drives around Dublin.

Factory Facts: • FIAT Group owned Comau makes the robots used at the SEVEL plant.

• It takes 40 hours to produce a complete van • From the 6,000 assembly line employees, 22% are female.

• Of the 300,000 plus units produced annually, 56% are Ducatos, 44% PSA Peugeot Boxer/Citroën Relay.

• Lightweight materials such as carbon fibre will be used in the future.

concept. Next is the increased human interface in using the digital world to have a better dialogue with the vehicle with the objective to increase both safety and comfort. Next is the powertrain. “Most likely the LCVs of tomorrow will not be equipped with an engine as we know it today, but with a hybrid power unit designed to couple electric energy with, who knows, hydrogen? A mixed power generation like this, does not need a single location, and could be conveniently disseminated in different parts of the chassis,” he explained.

For maximum flexibility and to increase the possible number of versions, a new base would be a skeleton, described by Alessandro as “a kind of organic structure made to contain the rear modules, designed for different uses; heavy duty chassis cab, people carrier, motorhome, etc. Lighter materials will have to be used with sleek aerodynamics a must. Through design, we will highlight the value of the FIAT Professional brand and the image of our customers – the companies that have decided to develop their business with us.”

“Ducato is a most successful light commercial vehicle range that appeals to different types of professional clusters, from goods transport, people movers, converters and motorhome producers,” stated Luca Marengo, Product Manager, FIAT Professional; outlining the company’s LCV Vision 2020 programme. “Ducato satisfies all these needs, making it number one in its gross vehicle weight category for the first half of 2014 with a market share reach of 23.2%, up 4 points from 2013.” Luca went on to explain the appealing characteristics of the Ducato from its capacity, performance and customer-related benefits.

“The new Ducato also offers alternative fuel and traction models with electric and hybrid versions codeveloped with GRUAU, the French coachbuilder.

As for CNG (Natural Gas) versions, a cornerstone for us since 2009, the new Ducato Natural Power will be available early next year equipped with a Euro 6, 3.0 litre 140hp engine with 350Nm of torque.” Most interestingly was his mention of their new Euro 6 diesel strategy which takes two

directions depending on the application. “The SCR after-treatment system is for heavy duty and people mover missions while to reduce maintenance and improve user-friendliness, a low pressure Exhaust Gas Recirculation (EGR) technology has been developed and will include a completely new engine – a 180hp, 2.3 litre with 400Nm torque, that will substitute the current 3.0 litre with the same power rating. The Low-Pressure EGR is an exclusive from Fiat powertrain. It reduces NOx emissions with a new engine architecture that provides more efficiency in air intake – so avoiding unnecessary complexity in the after-treatment system,” explained Luca.

“Beside the classic EGR system, a low-pressure EGR circuit will be adopted, that re-introduces before the turbocharger cold exhaust gases taken after Diesel Particulate Filter (DPF). Gas increased pressure enhances turbo efficiency – and consequently improves combustion. Thanks to its simple design, this system allows a significant weight reduction, less costs and more reliability – with performance and fuel consumption in line with SCR engines.”

“Engine downsizing and after-treatment alternatives will reduce the new Ducato weight of up to 40kg versus SCR. Th is, together with the 2.3 litre complete re-engineering and a new high-efficiency package on SCR versions, will improve fuel savings a further 15%.”

To say that vans have become more ‘car-like’ is a well worn cliché; well here is your proof. Apart from the fine driving position enhanced by the comfortable seat and multi function/fully adjustable steering wheel and column, the driveline was extremely smooth.

Provided here was the 130hp power unit from the 2.3 litre, Euro 5b+ MultiJet II 16v mated to a 6-speed gearbox. With 500 kg of cement bags secured on the load bed, the ship was superbly steady, with responsive traction up through the FWD system.

Fitted to this basic 35S1 model version was a host of extras that would put this Ducato on par with premium brand cars. We accept that ESC (Electronic Stability Control) with ROM (RollOver Mitigation), LAC (Load Adaptive Control) and Hill Holder are now standard items. But when it comes to the ‘goodies’, there’s Bluetooth and MP3/ USB connectivity, a five-inch colour touchscreen with a reversing camera, Sat Nav and DAB radio.

Then there are the driving assist systems such as rain-sensing wipers, Cruise Control, Tyre Pressure Monitoring System and automatic headlamps. Not to mention systems such as LDWS - Lane Departure Warning and Traffic Sign Recognition.

FIAT Professional’s investment in upgrading the Ducato in key areas such as robustness, reliability, efficiency and comfort has already paid off having been shortlisted among five contenders for the coveted International Van of the Year Awards 2015.

“In 2016 we will present our new 2.3 EcoJet engine. Equipped with smart alternator, Energy Smart Management system, Dynamic EHPS (Electric Hydraulic Power Steering), Start/Stop and Eco mode, it will achieve the lowest fuel consumption level in the category,” he added.

Other new MultiJet II engines developed to meet Euro 6 standards include 2.3 litre 115hp and 150hp units.

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

www.fleet.ie

30 | IVOTY CONTENDERS II

New Horizons beckon for Mercedes-Benz Vito

“New Vito has the will and skill to get the job done,” Dr. Dieter Zetsche

I

t is not often that the Chairman of the Board of Daimler AG, Dr. Dieter Zetsche attends a Mercedes-Benz Commercial Vehicle launch, but being present at the unveiling of the all-new Vito demonstrates the significance of this new panel van range within the Group. Dr. Zetsche (pictured right) stood shoulder-to-shoulder with Volker Mornhinweg (left), Head of Mercedes-Benz vans at the introduction of the third generation Vito at the former power Generation Station at Altes Kraft werk, Berlin.

that of the Sprinter thereby being functional yet durable albeit conservative compared to other van marques and models introduced this year.

Based on the original platform the latest Vito is 140 millimetres longer than before in all three length versions made. Th is has been directed towards the extended front end to help protect pedestrians. Up to four weight variants and two wheelbases are offered covering a broad spectrum of applications from panel van, Mixto (crew cab) and Tourer passenger version, the latter coming with three grade levels.

New Vito joins the record selling Sprinter (large LCV) range in a global assault concentrating on North America and South America initially.

Its trump card in this third incarnation of the medium panel van range is the improved quality all round and a number of segment fi rsts such as offering front, rear and all-wheel-drive traction.

In addition, two turbo-diesel engines – a new 1.6 litre and 2.1 litre are provided, offering five power ratings.

Covering the 2.8 tonne to 3.03 tonne GVW weight grades, up to 1289 kg payload can be carried on the new front-wheel-drive variant (with the new 1.6 litre CDI). This particular specification opens the Vito to a much broader customer base, not previously catered for in the segment. We hear also that the price entry point level will be seriously attractive. Customers of the current Vito will be pleased to know that the rear-wheel-drive version will have 3.2 tonne GVW and a class leading 1369 kg payload.

At the four workshop stations held at the historic power plant, every aspect of the new Vito’s design was explained. Chief Designer Kai Sieber detailed the synergies between the Vito’s new frontal look in-line with the Mercedes-Benz Commercial Vehicle family and differing somewhat to its car siblings to where the new V-Class (formerly the

Said new front-wheel-drive model features a transverse-mounted, compact four-cylinder single turbo engine with a displacement of 1.6 litres and supplied by Renault, its co-share partners in the Citan project and others. Two power ratings from New Vito has undergone 5.5 million kilometres of pre-production testing in extreme conditions (from -35oC in Sweden to 40oC+ in Spain). Its NVH – Noise, Vibration and Harshness have been drastically improved.

Looking at the Vito’s new bodywork, the quality build is apparent as part of the €190 million invested in the assembly plant in Vitoria, Spain has gone towards precision fitting of all parts involved.

More attention to quality control has been paid which even measures the hairline joints in the panels fitted. The completely redesigned interior exudes quality also with the dashboard replicating

Viano) now resides. “That design philosophy continues to the interior,” he said. “Just like the Sprinter, the dashboard is robust and easy to clean, storage is good and the fabric used for the seats is durable.” He mentioned that there is more headroom for taller drivers and bearing in mind that the world’s population is gett ing taller, this is good thinking. A deeper bulkhead by 8cm has helped achieve this objective. With its new frontal design, wind resistance is very low, boasting a Cd value of 0.32. Klaus-Jürgen Benzinger highlighted the ‘One for All’ uniqueness of the new Vito offering the three types of traction systems.

“The new front-wheel-drive system (FWD) in the range is very light, 120 kg lighter in fact to the standard rear-wheel-drive version,” he said.

“The proven rear-wheel-drive is the right solution for all applications involving heavy weights and high towing capacities” – (up to 2.5 tonnes where permitted). For the FWD its towing limit is 1,500 kg. “All-wheel-drive is necessary when high traction is required, including in tough conditions or off surfaced roads. Due to the new integral design of the all-wheel-drive, the vehicle height of the Vito 4x4 is the same as on models with front or rear-wheel-drive,” added Klaus.

FLEETTRANSPORT | SEPTEMBER 14

IVOTY CONTENDERS II | 31

Some models driven featured a slot for a tachograph to suit those that tow trailers or for company and drivers that have a Driver’s Card and need to have their Driver’s Hours monitored.

Gear-shift indicator in the dash ensures best gear is engaged at all times. On the top of the centre console, documents, clipboards, tablets and other items can be stored.

the OM622 are provided – Vito 109 CDI with 88 hp/230Nm and Vito 111 CDI, 114hp/270Nm. Th is engine downsizing follows the trend set by Renault with the new Trafic where only the 1.6 litre dCi in single and twin-turbo is offered. It is likely that the twin-turbo option will be available to the Vito should customers demand it in preference to the OM651, 2.15 litre currently offered with three power levels, Vito 114 CDI – 136hp/330Nm, 116 CDI-163hp/380Nm both in Euro 5 stage b+ form while the new 119 BlueTEC with 190hp/440Nm is the fi rst SCR Euro 6 in its class to be provided to date. 6-speed manual transmission will be supplied as standard while the impressive 7G-Tronic Plus, Daimler’s 7-speed autobox is an option on the 114 CDI and 116 CDI and standard on the Vito 119 BlueTEC and 4x4 versions. Most take up on the 7G-Tronic will be from the Tourer variants and the specially converted campervan version due for launch soon.

In order to keep running costs down, modifications made to the drivetrain from the new engines and transmissions, to the low-friction rear axle to the electro-mechanical steering, on average fuel consumption has been cut by 20% over the previous model. Service intervals have been made longer too – up to 40,000 km on two years (was at 30,000 km). Overall, maintenance costs are reduced by 6.4%.

due to the engine hump and gear lever mechanism as found in our inaugural drive of the new 111 CDI, the 1.6 litre with 114PS. In fact, just like the world exclusive drive in the new Fiat Ducato Laika campervan (as featured in our Caravan Cruise Ireland magazine), the drive in the front-wheeldrive Vito was another fi rst for this publication!

Setting off from the impressive and highly successful Mercedes-Benz Commercial Vehicle Centre in Berlin, a city that enjoys the highest Mercedes-Benz van market share in the world with 25,000 customers, we got to like the Mixto 111 CDI straight away. The smoothness and quietness of the powertrain was fi rst noted with enough horses on tap for the loaded vehicle to master the various link roads driven on the day. Due to the extremely supportive and wrap around seats and the multi-adjustable steering, a perfect driving position was found. Visibility all round was good even though the A-Pillar is a wider thickness than expected. No harm to have the Blind Spot Alert System fitted here then.

Throughout the number of drives undertaken, the investment in enhancing the higher quality feeling all around was appreciated. Modifications made to improving the suspension sett ings make for a better ride and handling also. Vito’s turning circle is better as there is no drive shift to the front.

Next driven on the scenic loop across the Berlin countryside was the 2.1 litre, 116 CDI panel van with the 7G-Tronic Plus autobox. Th is twoseater offered much more room for driver and passengers. With 163 hp and the autobox, the drivetrain moved effortlessly and featured Stop/ Start technology when we came to traffic lights and junctions. Payload on the RWD model has improved by 60 kg.

Number three was the Vito Tourer PRO 116 CDI, the second trim level on the 9-seat passenger variant. It featured some chrome embellishments in the cabin which added a bit of life to the all black dashboard, while the range topping Tourer Select 119 CDI with BlueTEC Euro 6 was indeed the best wine kept until last. Here 190hp was pulled from the 2.15 litre mated perfectly to the 7G-Tronic.

The reversing cameras came in handy at times too. Up to 8 airbags are fitted here.

Unlike some of the other new vans launched recently, there is no cradle for iPads or such like, but there is a USB slot and a pocket to house an iPhone, iPod, etc. With its ‘One for All’ or should that be ‘All for One’ versatility, the new MercedesBenz Vito is to become a Great Musketeer in the van segment like never before.

Further details of the new Mercedes-Benz Vito from Volker Mornhinweg are uploaded on www.fleet.ie and on the Fleet Transport Ezine - Week 32.14.

Bernd Weber, Product Manager, Vito; and Dietmar Munz, Driver Assistance Systems, Vito; discussed the numerous safety elements fitted to the new van.

“Adaptive ESP is standard as are more powerful disc brakes that dry in wet weather,” said Bernd.

Other standard installations include Attention Assist that keeps drivers alert, Crosswind Assist and Tyre Pressure Monitoring Systems. A number of additional safety systems can be ordered such as Active Parking Assist, Blind Spot Assist and Lane Keeping Assist. Another option is the LED lighting system termed ILS – Intelligent Lighting System.

Both the driver and passenger are comfortably seated in the new Vito as the extra space created is noticeable. However, on the three seat version, leg room is tight for the middle placed occupant

New and previous model Vitos on display at Mercedes-Benz Commercial Vehicle Centre in Berlin

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

www.fleet.ie

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FUEL PRICES (WEEK 34) / SAFETY MATTERS | 33 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

199.00

-

188.00

Lithuania

LTL

4.65

4.78

4.43

Andorra

EUR

1.284

1.344

1.144

Luxemburg

EUR

1.303

1.350

1.190

Austria

EUR

1.381

1.529

1.305

Macedonia

MKD

78.50

80.00

67.50

Belarus

EUR

0.723

-

0.744

Moldova

MDL

18.37

18.77

17.37

Belgium

EUR

1.615

1.663

1.447

Montenegro

EUR

1.370

1.400

1.270

Bosnia-Herzegovina

BAM

2.35

2.50

2.40

Netherlands

EUR

1.793

1.864

1.491

Bulgaria

BGN

2.55

2.73

2.60

Norway

NOK

15.82

16.57

14.33

Croatia

HRK

10.83

-

10.13

Poland

PLN

5.41

5.69

5.27

Czech Republic

CZK

36.42

-

35.65

Portugal

EUR

1.610

1.723

1.386

Denmark

DKK

12.01

-

10.59

Romania

RON

6.14

6.79

6.27

Estonia

EUR

1.269

1.309

1.259

Russia

RUB

35.09

-

33.91

Finland

EUR

1.631

1.688

1.470

Serbia

RSD

155.90

-

157.90

France

EUR

1.522

1.566

1.319

Slovakia

EUR

1.487

-

1.353

Georgia

GEL

2.25

2.30

2.25

Slovenia

EUR

1.463

1.497

1.365

Germany

EUR

1.547

-

1.359

Spain

EUR

1.435

1.556

1.329

Greece

EUR

1.657

1.833

1.327

Sweden

SEK

14.68

15.18

14.62

Hungary

HUF

430.00

-

432.00

Switzerland

CHF

1.765

1.820

1.810

Ireland

EUR

1.569

-

1.469

Turkey

TRY

4.98

5.01

4.40

Italy

EUR

1.809

-

1.676

Ukraine

UAH

14.95

17.00

14.60

Kosovo

EUR

1.22

-

1.20

UK

GBP

1.298

1.385

1.339

Latvia

EUR

1.269

1.318

1.238

USA

USD

-

-

1.018

Safety Matters . . . Safety Matters . . .

Load Safety Revisited

E

very year loading, unloading and load shift accidents in the workplace and on the road injure hundreds of people and cost businesses millions of euro in damaged goods, damaged vehicles and lost work time. Loads that are not firmly anchored to the load bed can shift during transport.

Unsecured loads can cause: • • • • • •

Vehicles to become dangerously unstable on the road Vehicle overturns Load shed leading to road closure and traffic disruption Driver injury Road user injury Worker injury during unloading

Load Shift Every time a vehicle changes speed or direction, anything on or in it that is not secured will tend to move. Loads usually shift during braking or whilst cornering.

The weight will hold it Both heavy and light loads can and do shift. Heavy loads require a lot of force to overcome static friction as long as the load remains in contact with the trailer bed.

However if the load lifts off the bed, even momentarily, static friction is lost. Friction alone cannot be relied upon to hold a load in place.

How to keep it safe All loads should be secured to the load bed, and NOT to the weather protection structure. As a general rule, goods carried within curtainsided vehicles should be secured as if they were being carried on a flat, open-bed vehicle. If the loading configuration, or its securing, would cause concern on an open vehicle, then it should be considered equally unacceptable for a curtainsided vehicle.

Unless they are purposely designed according to EN 12642-XL, the curtains of curtainsided vehicles MUST NOT be considered as part of any load restraint system.

If the curtains and vehicle have been designed as a restraint system, the load capability should be clearly marked on the vehicle – if no mark can be seen, then it should be assumed that the curtain has NO load bearing function.

It can be done properly

Standards The European Standard EN 12195 (1-4) 2010, “Load restraint assemblies on road vehicles” is accepted as giving a safe level of cargo securing for road transport operations.

Further information and guidance The HSA is developing “Load Safety” Factsheets during 2014, dealing with the transport of: • Steel • Raw timber • Heavy plant & machinery • Pre-cast concrete products • Loads within curtainsided vehicles The HSA website contains links to further information, including European Community “Best Practice” and International Industry guidelines: http://www.hsa.ie/ eng/Vehicles_at_Work/Work_Related_Vehicle_ Safety/Load_Cargo_Securing1/

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34 | WAREHOUSING II

New UKWA/AIWA Chairman ....

U

KWA – the United Kingdom Warehousing Association and its Irish affiliate AIWA – the All-Ireland Warehousing Association – has announced the appointment of Tony Mohan as the Association’s new Chairman. Tony, with strong Irish family links takes over from John Maguire, who had held the role since 2011.

Tony Mohan joined Bibby Distribution in 1988 and has held various positions within the business, from operational roles through to the Business Development function. Tony Mohan commented: “I am delighted to be playing a part in UKWA & AIWA’s development and am looking forward to contributing to the Association’s ongoing success as it faces up to the challenges of the modern logistics industry.”

John Maguire for his tireless work on behalf of the Association during his time as Chairman.”

Founded in 1944, UKWA has over 600 members providing storage and third party logistics services, and represents the industry to both commerce and Government.

Roger Williams, UKWA/AIWA’s Chief Executive Officer, said of the appointment: “Tony bring a wealth of third party logistics industry experience to the UKWA/AIWA Chairman’s role which will prove highly beneficial to the Association and our members. I would also like to thank

.... Winners all at UKWA Awards 2014

M

eanwhile, companies and individuals across the warehousing and third party logistics (3PL) sectors were rewarded for excellence at UKWA’s Annual Awards for Warehousing 2014 ceremony, which was held recently at London’s Dorchester Hotel.

Roger Williams commented: “UKWA’s Awards are established as symbols of achievement in the 3PL sector and emphasise the importance of logistics within today’s economy. The high quality of the entries we received underlines the professionalism that runs through the modern logistics industry.”

A total of ten awards were presented and the winners were: • Best New UKWA member (Sponsored by Toyota Material Handling) Winner: Fenland Haulage& Storage. Fenland were selected by the harshest of UKWA auditors ‘Inspector’ Charles Watt who found the company runs one of the most impressive storage outfits he has seen for some time.

• Environment Award (Sponsored by Dexeco Solutions) Winner: Paul Ponsonby Limited. Developing from the smallest of bases this company has grown exponentially whilst managing to introduce driving and management policies which should see the company as carbon neutral in the next year.

• Technical Innovation Award (Sponsored by Bito Storage Systems) Winner: Swisslog. The company impressed the judges with its ability to maximise the use of space with its Autostore solution, increasing picking efficiency and drastically reducing the area previously taken up by the same goods.

• Training Award (Sponsored by RTITB) Winner: Eddie Stobart (ESL). A new, dedicated, £1 million training academy is at the heart of Stobart’s drive to maintain staff standards, seeing 750 new starters inducted per year which has seen accident frequency rates drop to 0.06%, a fall of 50%+ in a year, as did RIDDOR reportable accidents on ESL sites in 2013.

FLEETTRANSPORT | SEPTEMBER 14

• Team of the Year (Sponsored by Clarion Events) W i n ner: B ou g he y Distribution. Boughey’s IT team have proved outstanding, absorbing a massive (116%+) uplift in business IT support cases with 85% resolved within 24 hours last year.

Several in house projects saw processing costs down over 25% and the group introduced BougheyNET drastically improving customer service.

• Customer Service Award (Sponsored by Briggs Equipment UK) Winner: Eddie Stobart (ESL) with A G Barr. A completely redesigned facility in Milton Keynes was a bespoke operation for established client Barr which went ahead with no noticeable effect on service levels spoke volumes to the judges.

• Warehouse Manager of the Year (Sponsored by Knapp UK Ltd.) Winner: Natalie Wilkinson, Potter Logistics.

Five years in her role as boss at the group’s Ely Distribution Centre led to Natalie’s design and implementation of a reward scheme which increased ‘near miss’ reporting and produced a jump in the group Safety Audit of 96% whilst she also managed to improve stock accuracy and saved on overheads.

adept at managing people and extracting the best from processes and systems.

• Chairman’s Award (Sponsored by Hörmann) Winner: Iain Speak, Bibby Distribution. In the personal gift of the UKWA Chairman, John Maguire, the award went to someone who, although unable to take up an official UKWA post, has worked whenever possible to further the works of the Association – Ian Speak of Bibby Distribution.

Over 400 UKWA members and their guests, together with suppliers to the warehousing industry, attended UKWA’s Awards for Warehousing 2014 ceremony. The main sponsor of the event was Jungheinrich UK Ltd.

• Young Employee of the Year (Sponsored by Hoppecke Industrial Batteries) Winner: Lily Arnold, PF Whitehead Logistics.

Lily’s dedication at a young age, she started in 2011 at just 16, has led to her role supporting many valued warehouse and pallet distribution clients, often working with no complaint beyond her contracted times to ensure the job is done.

• Junior Manager of the Year (Sponsored by Aisle Master) Winner: Nick Godden, Wincanton. 27 year old Nick started in 2007 as a fork lift truck driver and has reached the level of Shift Supervisor with a management job firmly in his sights. He has proved

PROUD SPONSOR OF THE PALLET NETWORK MEMBER OF THE YEAR 2015 AWARD Text: Jarlath Sweeney - editor@fleet.ie

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36 | PREVIEW I

Continental VDO -

‘The Future is in your Digital Mirror’

M

there as efficiently and safely as possible. With this in mind Dr. Ruf gave us a glimpse of what we can expect to see at this year’s IAA Commercial Vehicles Show in Hannover - one of Conti’s developments that aims to reduce fuel consumption, while enhancing road safety is the ‘ProViu’ commercial vehicle mirror.

Continental AG is a massive company which makes a wide range of products, and last year the group turned over €33.3 billion. There are a host of interesting figures about the size and scale of Continental’s operation, like the fact that it operates 115 Research & Development locations and operates in 49 countries.

Continental’s idea is to move the truck’s mirrors inside the cab and locate them in line with, or integrate them into the ‘A’ Pillar. The view would be generated by externally mounted high resolution cameras. VDO believes that its ‘ProViu Mirror’ as well as saving fuel by improving aerodynamics will also enhance road safety by providing a better image and could display warnings to the driver.

ost people are aware of Continental Tyres as a well known and respected tyre producer. Others are more familiar with the Continental Tech that manufactures rubber products like conveyor belts. Then there is the Continental VDO brand which develops and produces tachographs, telematics, vehicle components and electronics.

Another figure is that of the 182,000 people it employs worldwide, 23,000 of them are engineers. That in itself is not surprising for a company heavily reliant on the automotive industry. However what is surprising is that almost half (11,000) of the 23,000 engineers, are soft ware experts or computer scientists. Th is is a clear indication of the current and future trends in vehicle engineering and design, more electronics and computers.

Continental’s Head of Commercial Vehicle & Aftermarket, Dr. Michael Ruf (pictured), forecasts that road and passenger transport will continue to grow until at least 2050 - in Germany alone he predicts an increase from 404 billion t/km in 2005, to 873 t/km in 2050 an increase of 115%.

Conti’s aim is to develop methods of gett ing the goods and passengers

One issue keeping the engineers busy is the increased demand to reduce road traffic fatalities through improved vehicle technology. The journey into the area of automated driving and how the vehicle connects to, and interacts with the future electronic environment through sensors has just begun, and will be one which affords a great number of opportunities for Continental. Already many of these systems have been in production for a number of years and are past the development stage. Indeed we are close to introduction for many of the features for Continental’s E-Horizon, which will feedback information from all vehicles to constantly update a live database of road and traffic conditions.

It’s important not to underestimate the significance of these systems and the potential value to the developing companies. By the year 2020 it is estimated ‘Intelligent Transportation Systems’ (ITS) will be valued at around €70 billion. As an example Europe’s E.Call emergency system has created an opportunity to develop and sell a system to a vast number of consumers. By making the system compulsory automatically ensures its profitability.

Another division of Continental is VDO, famed for its model of the Digital Tachograph called DTCO. Since the introduction of DTCO Continental VDO has developed the vehicle units (VU), and the tools that accompany the correct operation to ensure compliance. The fi rst version 1.2 appeared in 2006 and we have now reached version 2.1 which will be linked to the Smartphone. While the Smartphone has been an important part of people’s social life for a number of years, the same device is beginning to play a more pivotal role in the workplace, and is now becoming an integral component of vehicle telematics. The latest version of VDO’s Digital Tachograph (DTCO) will connect with a Smartphone via a ‘smart link’, and help the drivers organise breaks and rest periods by displaying data on the phone.

FLEETTRANSPORT | SEPTEMBER 14

PREVIEW I Th is is just one of a number of new functions that will be available.

Another is to ensure compliance with the introduction of ‘Intelligent Transport Systems’ (ITS) under EU Regulation 165/2014. Regulation 165 will amend Regulation 561/2006 and introduce the remote downloading of driving and DTCO data. The EU Commission intends that as well as making the DTCO more secure from tampering, R165 will make DTCO more user friendly, and control friendly, and hopefully improve harmonisation of regulations across the Member States.

It is intended that future DTCO will have a ‘Dedicated Short Range Communication’ interface (DSRC), and a ‘Global Navigation Satellite System’ (GNSS) integration function, which will record the vehicle’s position every three hours. What this means in real terms is that when at a vehicle control, the Enforcing Authorities will be able to remotely acquire specific defi ned data from the VU. However the whole area of remote downloading and the acquisition of data without the person’s knowledge strays very close to areas of personal privacy.

Within the 165/2014 there are a number of Articles, which regulate who can access the data, how data is obtained, and securing control equipment.

Article 9.3 says that communication with a VU can only be requested by the equipment of control officers, that access to the data communicated is restricted to the Authorities and workshops, and the communication (link) shall be secured to ensure data integrity and authentication of the recording and control equipment.

| 37

of TIS-Web, which can be extended to cover the full range of vehicle telematics programmes. Including tyre pressure monitoring, and driver behaviour analysis.

As Continental clearly explained, Regulation 165 will bring in some significant changes, and while many will question what the overall benefit will be, it is equally clear that there will be some benefit, at least for the law abiding operators. All the vast majority of law abiding operators want is a level playing field, operating conditions where one operator does not gain an advantage by contravening the regulations. If the expectations are delivered, then 165/2014 should bring improved targeting of noncompliant operators.

In other jurisdictions enhanced targeting using remote systems has delivered increases in the effectiveness of control measures because it removes the guesswork. In France a weigh-in-motion project with informed targeting improved the accuracy rate from 25% to 96%, delivering a significant timesaving for the Authorities and benefiting compliant operators who are not stopped unnecessarily.

It was an interesting presentation from Continental VDO which offered a view into the future as far as it can see. Considering Regulation 165/2014, Continental VDO is itself working towards meeting a set of regulations and a deadline - that has not yet been clearly defi ned or fi nalised.

It is intended at this stage that no personal information will be transferred, and that the data exchange will be limited to what we now term ‘events’.

Some examples would include attempted security breaches, power supply interruption, sensor faults, driving without card and calibration data. It is also intended that remote access is not to be used for any reasons other than roadside checks for pre-selection, and that any data should be deleted at the latest three hours after download, unless it indicates a possible manipulation or misuse, transport operators are responsible for informing drivers of any remote communications, and interestingly Article 9.8 states “in no case shall a remote early detection lean to automated fi nes.”

All data will be available to the traffic office via Conti’s ‘TIS-Web Fleet APP.’ The TIS-Web App allows the office to calculate driving times, rest periods, driver availability, and includes remote downloading of the VU and driver’s card. By integrating the DTCO Smartlink and TIS-Web Fleet App, companies can better manage time and the system will now integrate Continental’s ‘Fuelgate’ programme. Fuelgate can record fuel consumption from the vehicle CANbus, and Conti claims it is the only system to include this function. Fuelgate is also just one of the features

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

www.fleet.ie

38 | COMMENT

Ignore Coastal Shipping From where I'm sitting at your peril Howard Knott

O

ne of the groupings that did not survive the last change of Government and the public service cutbacks, North and South, was the All-Island Freight Forum. Having been in the freight business in Ireland for so long I could not help being an enthusiastic supporter of a cross-Border body that was set up to facilitate the movement of freight throughout the island of Ireland. It also sought to correct the inequities that existed in terms of operation for hauliers in the two jurisdictions and, indeed, had it not been killed off by the Dublin Department of Transport and the Belfast Department for Regional Development, you cannot help wondering how the issue of the implementation of the UK HGV Road User levy might have been discussed.

I took part representing the Irish Exporters Association and had been given the task of leading the Rail Freight and Coastal Shipping agenda. I then made the mistake of writing somewhere that coastal shipping was all but dead in a world of container ships, Ro-Ro ferries and Panamax bulk carriers. A little while later I was contacted by Bernard McCall, publisher of the magazine ‘Coastal Shipping’, a publication devoted to telling the story of what I discovered was a huge range of vessels operating ‘under the radar’ in European waters. Bernard began to tell me about the vital role of this group of vessels, some small and quite elderly, others much larger and modern. Most of the owners’ names were unfamiliar to me but while I had heard of ScotLine and of Arklow Shipping, I had no idea of their level of activity. Indeed, Arklow Shipping which can trace its history through the 20th century and further back is probably the biggest single operator of coastal shipping tonnage in Europe with a fleet of over 40 vessels all painted with its distinctive green hulls.

Perhaps even more important than the fact that the demise of coastal shipping vessels had been greatly exaggerated, was the fact that the demise of smaller ports that would serve these ships was also exaggerated. Th is can all be summed up in quoting from the first paragraph of Bernard McCall’s current ‘Coastal Shipping’ edition when he is talking about Scottish News; “although there were only five exports of round timber from Campbeltown during May, the port nevertheless enjoyed one of its busiest periods. Looking fi rst of all at those shipments of round timber the ‘Ayress’ (1719gt-gross tonnes) loaded twice for Londonderry, the ‘Raba’ (1843 gt) loaded for Youghal, the ‘Patria’, (2210 gt) for Gruven and ‘Victress’ (1512 gt) for Londonderry.

The ‘Fame’ (549 gt) called on three occasions to load feed for fish farms in western Scotland. Making two calls was a much larger vessel, the ‘Flinter Arctic’ (6887 gt) which took 28 wind turbine tower sections to Dublin on each visit.”

Th roughout the publication other Irish Ports are mentioned, places such as Kilroot, Warrenpoint, Drogheda, Wicklow and Galway. One ScotLine vessel brought timber from Sweden to Warrenpoint, cement from there to Erith in the Thames Estuary, before loading China Clay on the South Coast and taking it back to Sweden.

Clearly I was very wrong to have dismissed this non-glamour shipping business and now I have to think that there is a danger, when the new ‘Harbours Act’ which is currently in draft form passes through the Oireachtas, that the Local Authorities, who between them will control Ireland’s smaller ports, will also be unaware of at least the regional significance of these smaller ports and, for some traffics the National significance also, nor might they appreciate the value of the infrastructure that exists at the smaller ports to handle bulk FLEETTRANSPORT | SEPTEMBER 14

cargoes. There must also be a worry that as larger ports including Dublin and Cork focus more on handling large volumes of unitised cargo carried on even larger vessels, these ports will not be able to accommodate the smaller coastal vessels. If there are no suitable alternative ports close to hand then shipping and trucking costs for much cargo that is the lifeblood of the agrifood and construction businesses will not be delivered to the right place and at the right cost.

Yes, Bernard McCall was right, coastal shipping is important and an island nation ignores it at its peril.

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40 | PREVIEW II

65th International Commercial Vehicles

“Commercial Vehicles –

Martin Lundstedt, President & CEO Scania Group

C

up by year-end with better uptime and better fuel economy the big advantage for the customer.

ontinuing our exclusive report from the pre-IA A Commercial Vehicles Show 2014 Workshops held in Frankfurt, Germany with interesting presentations from Scania, Volvo Trucks, AT Kearney and Volkswagen Commercial Vehicles

Speaker

Speaker

Commercial Vehicle companies in global competition: standards, customer needs and perspectives

Martin Lundstedt, President & CEO Scania Group

Topic: More Safety & Efficiency with Modern Assistant Systems & Connectivity Mr. Lundstedt by not standing on the podium captured the audience with his frank to-thepoint address. In citing that Scania seeks 100% uptime from its vehicles for its customers, he mentioned of the many latest technological innovations featured in today’s trucks need to work in harmony in order to get the best out of them. He compared the development and introduction of Lane Departure Warning, Active Cruise Control and Scania’s Active Prediction (Predictive Cruise Control) to that of Henry Ford’s creation of the car production assembly line. Relating to further reducing fuel consumption and CO2 emissions from trucks, the Swedish company is currently trialing platooning where a fleet of trucks travel on the same road up close to each other to reduce drag. Th rough showing an interesting graphic, he said that the development of autonomous vehicles is on-going and for certain applications such as mining, they could work efficiently.

Turning to road safety, Martin stated that one of the ways to reduce road fatalities is to develop a line communication structure between the commercial vehicles and the infrastructure around them. Th is connectivity can avoid accidents, and in case of an incident, there will be a faster turnout of the emergency and reserve services.

To date, Scania Communications, its telematics hub will have over 100,000 vehicles connected FLEETTRANSPORT | SEPTEMBER 14

Claes Nilsson, President, Volvo Trucks (Volvo Group)

Topic:

Connectivity, Alternative Drives and Road Safety were outlined by Mr. Nilsson in addressing the topic. As the Volvo Group is one of the very few truly global commercial vehicle companies, Claes highlighted the advantages of same “being global for us as a manufacturer is economics of scale but also input and demands from customers and society, all over the world. The advantages for customers and the societies where we are at present is that they can benefit from the most advanced innovations driving progress in terms of transport efficiency but also improvements to safety and for the environment.”

From the invention of the three-point seat belt in 1959 to the introduction of the electronic catalytic converter in 1976, Volvo has been a global leader for decades. “But being global has its challenges; several of the global challenges we face are directly or indirectly related to infrastructure and the transport sector, such as climate change, population growth and rapid urbanisation. The lack of uniform legislations and standards is a well-known challenge for a truck manufacturer. But being global mitigates the problem in different ways. The fragmented standardisation turned into an R&D advantage when we used experiences from solving the USEPA10 requirements for creating efficient Euro 6 solutions. But again, it would have been even better for everyone, us as manufacturer, customers and society if the US, EU and Japanese rules had been harmonised,” stated Claes.

improving customers’ transport efficiency:- (i) Connectivity: Claes more or less repeated what his Scania counterpart said and added that information and communication technology is being developed continuously as is the platooning system following the successful Sartre project. He is all for the introduction of autonomous vehicles in a larger scale; (ii) Alternative drivelines: “In 2011 we were fi rst to launch a heavy-duty truck powered by Methane Diesel technology. Methane is a fuel we believe strongly in. Using liquefied gas in the diesel process, our Methane Diesel trucks enable longer and heavier transports, a unique quality for a gas truck. The technology results in considerably lower fuel consumption compared with traditional gas vehicles. A wider use of Liquefied Natural Gas will also help boost the demand for Liquefied Biogas produced from renewable sources. We are also exploring other solutions, such as electric hybrids and trucks powered by Dimethyl Ether, and DME;” (iii) Road Safety: “With about 1.2 million people killed each year, traffic accidents are one of the world’s major ‘health problems’. Creating a better interaction between driver, truck and the surrounding traffic is at the heart of Volvo Trucks’ safety approach. Collision Warning and Emergency Brake is one of our latest safety innovations. The system, which deals with both stationary and moving vehicles, is able to prevent a collision with a moving target at relative speeds of up to 70 km/h. Investing in development of useful, innovative technologies is money well spent for us. Driving customer efficiency and profitability certainly reinforces our competitiveness. Determined policymakers and innovative companies are the keys to a sustainable future. As always, Volvo Trucks is determined to play a major role in this positive development.”

Speaker Dr. Götz O. Klink, Partner, A.T. Kearney GmbH

Topic: Mr. Nilsson then gave three examples of major areas where Volvo Trucks contribute to more sustainable transport solutions as well as

Global Truck Study 2014 After the break for lunch, Dr. Klink detailed

PREVIEW II | 41

Motor Show, IAA Hannover, Germany

– Driving the Future”

Dr. Götz O. Klink, Partner, A.T. Kearney GmbH

some very interesting facts and figures relating to the global truck industry into the future. “The industry is on the cusp of major change. Over the next decade, selected OEMs are likely to join the club of global players that are active in at least four regions. At the same time, some regional and niche players will disappear as they fail to reach the size required for survival.”

“After a time of consistent but volatile growth over the last decade, the global truck market for medium and heavy duty trucks looks set to grow by 4.8% annually until 2020.” Mr. Klink broke down the figures to 52%/72% for heavy duty trucks in Europe versus China with 22%/47% for medium duty trucks.

Total Cost of Operation (TCO) will be the drivers into the future with fuel costs and consumption the biggest factor,” he added. Offhighway growth is excellent as the construction industry returns. “By 2030, there will be more global truck makers than there are today.

Several players in emerging markets have the potential to outgrow their current positions as regional giants. The current group of these niche players will shrink to include just a few Chinese and Indian manufacturers. Mergers and acquisitions increased competition between the remaining players will spell the end for many joint ventures. With the general balance of power being preserved in these markets, the batt le between global truck makers will shift to other regional batt le-grounds such as India, Brazil, Russia, Indonesia, Mexico, South Africa or Thailand.”

Among the regional players mentioned include Toyota (Hino) and Hyundai, with the latter deemed to be “the surprise player, and judging by their success in the global car market, anything is possible.” Mention of Dong Feng (China) and Tata (India) as becoming global players and with the Volkswagen Group interested in the North American market, possibly through both of their truck brands MAN and Scania, the future is intriguing.

Text: Jarlath Sweeney - editor@fleet.ie

Claes Nilsson, President, Volvo Trucks (Volvo Group)

Speaker Dr-Ing Eckhard Scholz; Volkswagen Commercial Vehicles

Topic: Urban Delivery Traffic 2020 +: Zero Emissions & Zero Noise In the rapidly growing urban population, World City Authorities all over the world are reacting to the increased traffic volumes and higher levels of CO2 by marking out low-emission zones. Some countries are issuing targets for CO2 reduction with Singapore seeking an 11% decrease by 2020 while Copenhagen wants to lower its carbon footprint by an ambitious 84%. That was the synopsis of the opening remarks by Dr. Scholz on the damage limitations on our environment and to improve the quality of life as the volume of private and commercial vehicle traffic increases.

“In average we are talking about a 45% reduction within the next 16 years!”

On top of this come EU directives leading to strict limits step-by-step for NI vehicles from 175 to 147 grams per km by 2020. Commercial operators will have to react accordingly, some already are, such as Deutsche Post with an inhouse policy of up to 30% lower CO2 emissions by 2020.

Manufacturers can help according to the recently appointed Volkswagen Commercial Vehicles’ Head, "The Volkswagen Group could achieve a CO2 reduction of 90% by 2050 and reach flexibly to future customer and market demands.

Measures to reach this target include developing modular vehicle concepts, weight reduction, Best-in-class air resistance, consumption – optimised drives and alternative engines such as Natural Gas (CNG), Plug-in Hybrids and Full Electric." To date, the Volkswagen Commercial Vehicle Division has developed CNG and AllElectric versions of the Caddy van and he cites that both alternative drives have great potential for the future.

Dr-Ing Eckhard Scholz; Volkswagen Commercial Vehicles

three groups of users that can successfully operate electric vehicles: i) City couriers, mail and parcel services covering on average 35 kilometres per day; ii) Logistics and service companies such as pharmaceutical or pizza deliveries covering 40-120 kilometres; and iii) Craftsmen and other service providers that travel as much as 200 kilometres. Whilst this distance is currently outside the scope of electric power alone, the plug-in hybrid option is viable.

Reaction to the selected/invited drives was positive with such comments made as “Drives agile – brings fun,” “Not stressed at all,” “I want to keep the vehicle now.” Dr. Scholz admitted that EVs are not profitable but their total cost of ownership (TCO) is much lower than conventional oil sourced engines, “For BEVs (Battery Electric Vehicles) the costs for maintenance, wear parts and consumables are relatively low or even non-existent. And the inexpensive price of electricity is persuasive.

With sinking costs of batteries and components, electrification will become more att ractive for CV customers. What is needed for electric light commercial vehicles is the introduction of fi nancial incentives that make going electric att ractive,” he added. A special mention was directed towards the latest development in the e-load up! derived from the e-up! city car. One of the accompanying slides showed draped covers on the future Caddy, Transporter and Crafter models that will see Volkswagen Commercial Vehicles further venture into the world of e-mobility. However, on being asked about the benefits of driver training to achieve the best range distance possible due to their differing characteristics, Dr. Scholz offered a non-committ al response.

From the field trials held over the past three years, Volkswagen Commercial Vehicles identified www.fleet.ie

42 | LEGAL

Is texting while driving the most serious motoring offence?

R

ecently a family of three were killed in a road traffic accident with a commercial vehicle. The subsequent investigation established that, at the time of the accident, the driver was texting. Research suggests that a driver who is texting is 23 times more likely to have an accident.

The increasing awareness of the dangers of texting whilst driving mean that, in the case of a serious road traffic accident, the Gardai are likely to look at the records of any relevant mobile phone, and, of course, it is increasingly easy to examine the call history of any mobile phone.

Additionally it should not be forgotten that the employer of the driver of a commercial vehicle will, at the very least, share the responsibility if the driver’s use of a mobile phone contributed to the accident and the use occurred whilst the driver was working for the employer.

Every employer should have a clear written policy dealing with the use of mobile phones whilst working. Th is policy should be reviewed and up-dated at reasonable intervals. It should also be possible to show that it has been given to every employee, possibly by gett ing a signature from each employee confi rming receipt of the policy. The employer should have a record of every mobile phone held, and used, by an employee, with the number and a description of the phone. i.e., standard, Smartphone.

There should be written instructions given to those working in the traffic office, or to those responsible for giving drivers delivery or collection instructions, to ensure that there will be no occasions during the course of the working day when the driver of a vehicle will be expected to have a conversation on a mobile phone whilst they are driving.

Clearly it may be necessary to speak to a driver during the course of a day but this should always be at pre-arranged times when the vehicle is stationary. The driver, of course, should know that no call should be made whilst the vehicle is moving. For this purpose the vehicle will be deemed to be moving if it is stationary with the engine running.

It is clearly difficult to supervise drivers when they are away from base.

Th is is particularly true if a driver receives a call from home, or from a close friend whilst they are driving, or needs to make a call of his own. The fact remains however that if an accident is found to have been caused, or contributed to, by the use of a mobile phone, the employer may fi nd that he is being expected to share the blame.

The only available defence may be persuasive evidence to show that there has been specific training for employees dealing with the dangers that can arise from the use of a mobile phone. Any employee who is likely to use a vehicle in the course of their employment should receive this training which should be provided at reasonably frequent intervals.

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Other relevant evidence would be disciplinar y records showing that prompt and effective action had been taken against any employee found to have been using a mobile phone whilst driving.

As the technical capabi l ities of mobile phones increases it is inev itable that the public make greater use of the facilities that are offered. The sight of a driver here in Ireland using a phone whilst driving is commonplace and, of course, a driver on the phone does not necessarily have an accident. The problem is that, when an accident does occur, it tends to be serious.

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Text: Jonathan Lawton - jonathan@fleet.ie

44 | OPINION

Novice Licence Scheme is a progressive idea

R

ecently the Road Safety Authority (RSA) introduced a campaign to highlight a new status of licence holder, ‘N’ (Novice) drivers, and used an interesting concept to launch it. In its radio advertisement campaign the phrase used should make people think, “We are introducing a new scheme to protect young drivers.”

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

A Novice driver remains officially in that status for two years after passing the test. Good drivers always give ‘L’ drivers extra space and time. Unfortunately, prior to the ‘N’ driver status, other road users had no way of knowing that a car in front of them may be driven by someone with only a few hours experience as a full licence holder. There are no plans to extend this scheme to truck or bus drivers but it might be worth considering.

In the past and before any kind of organised training for commercial vehicle drivers were provided or readily available, experienced drivers were often critical of ‘Learners’. New drivers starting out were often ridiculed or made the butt of jokes and sometimes the victim of harmless pranks. Often times as a Learner, unless you were related to or associated with someone who was a ‘legend of the road’ the novice period could be stressful enough. Most professions have structures to allow people move from being qualified to being proficient. It is unlikely that a doctor/surgeon will perform a complicated operation the week after they qualify. Proficiency comes from a combination of mentoring by others and the experience built up over time. In the same way drivers at every level need time to develop their skills.

As the RSA continues with new policies to improve road safety, there are two areas worth looking at as having the potential for fatalities. Firstly, people walking around vehicles on dual carriageways and motorways when they have stopped for whatever reason and secondly, the confidence or arrogance that some pedestrians show around pedestrian crossings.

As far as stopping on the hard shoulder goes, the rules are very clear in the case of a motorway – never stop, except in the case of emergency.

Now an emergency is not stopping to answer a phone, or pulling over to feed a child. If you are stopped on a motorway you should get out and stand in on the grass margin or climb on to the embankment. Wear a reflective vest. Most people do not realise the danger they are in when stopped on the hard shoulder. Drivers on the road witness these types of events every day, particularly when two vehicles are stopped and drivers may get involved in a conversation, seemingly oblivious to the passing traffic. A high-speed incident on the motorway with a stationary car and pedestrians is an awful prospect.

me at the time that had the young man been in a similar situation in his professional life, there would have been protections with procedures to keep him safe. I am not sure what the circumstances of his road accident were but maybe, just maybe, if the Driver Novice System was in place he might have been an injury statistic rather than a fatality.

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An equally horrible prospect is an accident at a pedestrian crossing.

A pedestrian crossing can be like the batt lefront between drivers and pedestrians. Again, the law is very clear, the driver must give pedestrians at a crossing the right of way. Unfortunately some pedestrians think one can walk up to a pedestrian crossing and without missing a step walk straight across. Just like the people who stroll around the hard shoulder on the motorway, they do not realise the danger they are in at times. A pedestrian should never cross until the vehicle has stopped.

Road safety is a complex issue and keeping the roads safe is and always will be a challenge. Every initiative taken by the RSA will help. I think the Novice idea is progressive and gives a driver the freedom and safety to improve and develop their skills. When I fi rst heard about the ‘Novice’ scheme I was reminded about an incident that happened many years ago.

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46 | ALTERNATIVE

Developing a Biogas/CNG for the Road Transport Fleet in Ireland • The energy and economic challenges for Ireland, the BioCNG solutions and how we can apply them by Bart Bonsall, Technology Leader at Ireland’s National Technology Centre for Biorefining & Bioenergy The opportunity: Economic and Environmental Biogas production from organic residues using well-established technology is gaining acceptance across the European Union (EU) Member States as a major mechanism for achieving Renewable Energy Sources – Transport (RES-T) targets. Biogas (biomethane), after cleaning and upgrading, is 100% equivalent to Natural Gas. Natural Gas and Biogas are developing rapidly as a real alternative to liquid fossil fuels in road transport in the EU and worldwide.

Development of the biomethane industry in Ireland will bring major economic, social and environmental benefits with modest support from the Government and a neutral to moderately positive affect on tax revenues.

The economic and social benefits include major import substitution both on imported fossil and biofuels, employment growth in the region of 6,500 jobs over a 10-year period, significant savings for the heavy goods transport industry with a consequent competitiveness stimulus, including for exports.

The environmental benefits include a reduction in the growing levels of waste in the food and agriculture sectors (an area worth almost €10billion in food and drink exports in 2013).

The RES-T target for 2020 is 10% of all transport energy from renewable sources. Failure to meet the RES-T target for 2020 will result in significant penalties for Ireland. The current strategy in Ireland to meet the RES-T target for 2020 is based on blending imported biofuels and deploying electric vehicles. At best this is an expensive approach when a cheaper and indigenous alternative is available – biomethane.

The Economic Challenges: Energy costs for industry and enterprise – a tipping point for Ireland’s economy For the many highly mobile large multinational corporations located in Ireland, their energy and heat bills are one of their largest costs. In order to keep and attract these large employers in Ireland, there is a need to offer a cheaper energy alternative. For many hauliers and businesses running their own fleets, transport fuel costs are eating into their profitability.

Many of the large multinational Information and Communication Technology (ICT) fi rms have large energy requirements, both heating and electric power, particularly for their large data servers, which form a significant part of their running costs. Ireland also has a number of large multinational pharmaceutical producers whose business model is being weakened as many of their products meet the so-called “patents’ cliff,” reducing their energy costs could significantly reduce their input costs. A Renewable Heat Incentive that includes Biogas produced from second generation feedstocks such as food wastes and agri-wastes could be instrumental in providing these large employers with a reduced energy bill and in stimulating an indigenous biomethane industry. Unlocking the potential of indigenous biomethane in this way also opens up wider opportunities for the road transport fleet area.

Irish Biofuel blending obligations do not currently optimise the environmental benefits from localised domestic production or from use of second generation feedstocks. Development of a significant BioCNG industry that targets production of BioCNG from second generation feedstocks can assist to meet the RES-T obligations while remedying these deficits. Fuel derived from second generation feedstocks or wastes earns double credits when FLEETTRANSPORT | SEPTEMBER 14

counted towards Ireland’s EU 2020 RES-T targets.

The Biogas industry spans a range of stakeholders and market participants from farmers to fuel users.

The opportunity: Meeting the looming Alternative Fuel Infrastructure requirements Agreement was reached recently between the European Commission and EU Member States on the measures that will provide for alternative fuels infrastructure throughout the EU. A new EU Directive has been agreed and the publication of its fi nal text is imminent. Ireland will be obligated to comply with the provisions of this Directive.

Advances in the use of CNG as a transport fuel in the neighbouring UK market means that many of these vehicles are available in the right-hand drive mode required by Ireland.

Many of the advantages of CNG are best exploited in long distance or heavy goods vehicles. Manufacturers have been quick to provide a variety of models to meet market demand. For example, Volvo is delivering factorybuilt Natural Gas spark ignition powered trucks for local and regional distribution applications, featuring Cummins CNG powered engines.

SUSPENSION SYSTEMS making everyday smoother Scania, Mercedes-Benz and Iveco have also developed vehicles that can run on Bio/CNG.

Creation of a green gas market via the grid 1 m3 of BioCNG is approximately equal to 1 litre of diesel. The BioCNG is compressed for transportation. The target is for the substitution of 200million litres of liquid fuels (5.1% of today’s total) by biomethane after 10 years, provided mostly by anaerobic digestion of feedstocks in facilities providing sustainable local jobs.

Natural Gas is supplied to customers via a very competitive regulated market. Whilst development of a gas powered transport fuel market will increase the demand for Natural Gas, it is not anticipated that the level of increased demand will outstrip sources of supply or overly tax the capacity of the national grid, and accordingly the supply of gaseous transport fuels would be considered stable and secure.

In 2011 Ireland consumed 4,138 kilo tonnes of oil equivalent (ktoe) of Natural Gas representing 30% of total primary energy. 1,583 ktoe of this amount was used for heating and 2,500 ktoe for electricity generation. Indigenous Natural Gas totalling 285 ktoe was produced.

With a supportive fi nancial and regulatory environment in place, this industry can become a reality in the near term. It requires capital investment, confirmation of the excise duty derogation and a gas distribution and supply protocol that supports the industry to get up and running rather than freezing it out before it can begin.

A protocol on the injection of Biogas into the National Gas grid is pending from Ireland’s Commission for Energy Regulation (CER).

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www.vbairsuspension.ie Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

48 | FINANCE

Business Development

D

uring 2014 some transport fi rms are experiencing, for the fi rst time in five years, volume and margin growth, with indicators that well managed medium to large logistics fi rms will again have the opportunity for substantial increase in business value.

In this column we look at five elements to maximise business opportunities: 1.

2.

3.

4.

5.

Customer Base and Business Knowledge Financial Strength and Bank Backing Drive and Commercial Ability of the Business Owner Administration Support Workforce operating as a team

Customer Base and Business Knowledge The greatest asset of any business is its ability to develop and retain a profitable customer base. Additionally the ability to measure costs, price each activity in a manner that makes productive use of resources, forecasting and controlling costs are all key elements in developing a profitable transport business. Your ability to access operationally how best to carry out the service that exceeds customer expectations, preferably in a manner that gives you cost advantages (example niche market that you have dominant volume or use of new technology) so that your knowledge of this sector of transport will generate maximum results.

Financial Strength and Bank Backing Financial strength and support of fi nancial institutions is crucial to business development. Your ability to react to customer requirements depends on the use of assets (trucks and trailers) that have a seven to ten year operational life. These assets need to be fi nanced from medium term funds. Working capital is required to fund debtors and without access to funds, business opportunities will be lost. Because of increased risk assessment on borrowings, fi nancial institutions are now taking up to two months to turnaround an application for credit, much longer if it applies to borrowing for land and buildings, so the ability of a business to quickly react to market opportunities depends on the ground work being prepared prior to the commercial need arising.

Drive and Commercial Ability of the Business Owner Post any economic slump business' that have survived intact have two options; a) is to push forward with the business, increase turnover where profitable opportunities arise, review new markets and customer base and push forward the business for the next generation. Th is needs drive and enthusiasm of the business owner, normally it has the added incentive of involving the next generation of family members in the business and a shared workload in implementing new technology and work practices in a changing market. Option b) is to profitably sell your business, gain the balance sheet value of the business along with an added value amount applicable to the future profit potential of the business if its amalgamated into a larger entity or new blood operates the business.

Administration Support A major factor in a business' ability to expand profitably is lack of administrative and managerial support. Basic soft ware requirements to operate the business or adequate number of trained staff have not been put in place. During periods when the business was losing turnover and margin the common practice was to cut overheads and all elements of administration spend was fi rst in line. Because of the increased compliance requirements, more detailed and timely information required by banks, greater scrutiny and administration requirements by customers, lack of administrative ability curtails many transport fi rms from niche profitable business opportunities.

Workforce operating as a team Since 2008 many businesses have had to cut staff numbers and/or reduce pay, it was an economic necessity for many in order to survive and compete.

Most staff accepted this new reality, there was litt le staff turnover and proprietors were seen to put their shoulder to the wheel, work long hours and litt le outward personal spend. In effect the business had created a core team, its motive was business survival and all parties took reductions to weather the storm.

As we experience economic lift , pressure is now starting on core driver rates (good drivers will gradually drift), key staff that took the largest cuts will question their split of business rewards, and while it is much to early to commence a spiral of wage increases (bearing in mind it’s the second highest cost) we need to be aware that if the business is to continue to gain advantage from an economic upturn we have a mechanism to retain key staff and the ability to recruit in the future. Building a team is not all about basic pay BUT pay is an important element and if you can remunerate in line with your competitors and then incentivise all staff for work that improves the bottom line, then you have a far more harmonious and profitable business.

T

ransport professionals gathered in Cork with a Breakfast Seminar attended by over fi ft y operators dealing specifically with financial information on how to increase profit and grow business. The importance of the industry to AIB was highlighted by John O’Doherty, Regional Director, AIB and by the presentations made by Alan O’Regan and Deirdre Morrissey.

Accountant, Donal Dempsey outlined the current 10 key issues in transport, 10 KPIs (Key Performance Indices) to monitor business and 10 key strategies to improve profit and long term value of companies in these sectors.

Deirdre Morrissey outlined in a comprehensive manner the benefits of commercial fi nance especially to the haulage and coach industries and Alan O’Regan explained AIB’s plans to maintain and grow its position as Financiers of key assets to the industry with staff that know customer needs and can advise, assist and support.

Pictured (l-r) are Alan O’Regan, Head of Asset Finance, AIB; Deirdre Morrissey, AIB Commercial Finance; John O’Doherty, AIB Regional Director; Conor O’Sullivan, Head of Business Centre, AIB Cork; Deirdre Moore, Head of Commercial Finance, AIB and Donal Dempsey.

FLEETTRANSPORT | SEPTEMBER 14

Text: Donal Dempsey - donal@fleet.ie

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fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 51

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

Volume 9, No. 4 AUTUMN 2014

Dublin Port drives forward as economy lifts

I

n his commentary on the company’s 2013 results, Dublin Port C.E.O. Eamonn O’Reilly, stated; “We entered 2013 believing that we might see a small increase in our volumes over the course of the year. By the end of the fi rst quarter even this seemed over optimistic when our volume had reduced by 2.5% on 2012.

However, thereafter, our volumes began to increase and by year end we had achieved a growth of 3.1%.”

The total 2013 volumes through the Port was 28.5 million tonnes, only 6.8% behind the record 2007 figure of 30.9 million tonnes.

W hile Dublin Port handles substantial volumes of cargo both dry and liquid and shipped in all modes, the Ro-Ro traffic now dominates. 2013 volumes here were 18.1 million tonnes, which was an increase of 4.6% on the 2012 figure and, perhaps more significantly, of almost 6% over the 2007 figure. By contrast the Lo-Lo container business continued to reduce through 2013 with that year’s volume down over a quarter compared to 2007.

In spite of this reduction, however, the Port did invest further in completing the fi nal phase of the Alexandra Quay East redevelopment project during 2013 and this will add a further 80,000 TEU of Lo-Lo capacity. First half 2014 figures would seem to indicate the wisdom of making such investments as Lo-Lo volumes have turned around mainly fuelled by the return to growth of the import business.

Dublin Port Company lodged its planning application with An Bord Pleanala in March 2014 for a number of developments around the Alexandra Basin area of the Port. Completion of the project, which is at the core of the company’s masterplan, will cost in excess of €200 million.

Unlike the situation in a number of Continental countries and elsewhere, Irish Government Ports Policy dictates that funds for development work cannot be secured by way of State grants or other assistance and Dublin Port is seeking European

customers, importers and exporters, with the wherewithal to operate in an efficient and sustainable manner.

One specific area of concern is the designation of empty container storage and repair facilities within the Port as ‘non-core’ while the document also gives expression to some concerns about the terminal land requirements for Ro-Ro services which carry significant numbers of unaccompanied trailers and other equipment that may move off the terminal quickly.

Investment Bank loan funding as well as funding from other European sources. In this pursuit the Port is aided by the fact that Dublin Port has been designated – along with Cork and Foynes – as part of the European Core Ports network.

In July the TEN-T (Trans European Network Agency) approved the allocation of grant aid of over €2 million to Dublin Port to help fund the development work on the new project.

The nub of the Alexandra Basin project has been to improve the facilities so that the Port can operate more effectively, making better use of its land bank and can accommodate significantly larger vessels, whether bulk, Ro-Ro, Lo-Lo container and Cruise Ships. Th is will involve, not only work on quay walls but also significant redevelopment of the navigation channel in and out of the Port.

While the Port Community and other Agencies have been very supportive of the Port and its future vision, there have been concerns expressed following the publication at the end of May this year of Dublin Port’s franchise policy document. These concerns mainly surround the issue of what activities now carried on within the Port area are ‘core’ to the Port and its function of providing Shipping lines and its

Expected Cruise Ship calls and passenger numbers at Dublin and other Irish ports in 2014 are expected not to match the 2013 levels. The cruise holiday companies arrange their call schedules in two year cycles so that many vessels that called at Irish ports in 2013 will now operate in Mediterranean waters this year before returning to Northern Europe in 2015. Early indications are that 2015 will be a bumper year for Irish cruise tourism; Dun Laoghaire Harbour, which this year will host only four vessel calls already has twenty two vessels booked for 2015. These vessels will bring 100,000 visitors to the south Dublin town.

Cork Port also reports solid 2013 results The Port of Cork reported an increase in traffic volumes in 2013 with a total of 9.12 million tonnes. Turnover was up by over six and a half per cent reaching €23.3 million during the year. Profit before tax increased by 27% to €1.74 million. Among the Port’s investments during 2013 was a Liebherr LHM 550 crane which has been located at the deep water berth at Ringaskiddy and is servicing both bulk cargoes and the weekly Maersk Line container service delivering fresh fruit from Central America.

Export cargoes on that service are increasing.

In May 2013 the assets and business of the Bantry Bay Harbour Commissioners were formally transferred to the Port of Cork company. The new Bantry Bay Port Company Ltd is 100%

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52 | MARITIME II owned by the Port of Cork and it will complement the activities at Cork Harbour.

In May 2014 the Port of Cork Company lodged a Planning Application for new Port Infrastructure in the Ringaskiddy area of the harbour with An Bord Pleanala under the terms of the strategic infrastructure process.

Dynamic Future for Ireland’s Maritime Sector’ with a focus on exploring the future of the maritime sector within Ireland and looking at the challenges and the opportunities faced by many within the sector. Amongst the panel of speakers will be Liam Lacey, Director of the Irish Maritime Development Office (IMDO); Joachim Coens, President of the Port of Zeebrugge and Christophe Mathieu, Deputy M.D. of Britt any Ferries.

…… and develops a Maritime Forum event The Port of Cork Company has announced that the fi rst ever Irish Maritime Forum will be held on 26 September, taking place in the Cork City Hall.

In putting together this event the Port Company is leveraging off the Irish Ports Association

Conference which it will also host this year.

Full details of the Forum and booking arrangements are on: www.irishmaritimeforum.ie and email: info@irishmaritimeforum.ie

The Forum theme will be ‘Developing the

Cork Harbour Marino Point site for sale

T

he 114 acre Marino Point site which had formerly accommodated the Irish Fertilizer Industries complex has now been formally put on the market by the Receivers, Ernst & Young. A deadline for the receipt of bids has been set for 17 October and

it is expected to be sold for about €7m.

The facility’s purchase and new uses have been repeatedly linked to the Port of Cork but other possible purchasers have also expressed interest in the well located site, principally for energy

generation and production, mostly linked to biomass, and the utility of having a jett y capable of berthing 25,000 tonne ships and an on-site rail terminal are seen as strong assets.

A successful year fuels Warrenpoint Port’s ambitions

2

013 saw a throughput of three million tonnes, the highest tonnage ever to go through the Port of Warrenpoint. In addition to the established Seatruck ferry service linking with Heysham and the Cardiff Container Line Lo-Lo link with Cardiff, a new containerised service to Bristol started on a charter basis but has since become the Cronus Logistics service. Animal feed imports remained strong while exports of bulk cement

and other building materials, mainly shipped

by Coastal vessel into the London area grew strongly.

down Carlingford Lough.

Plans are now afoot for the development of a 200 berth leisure boat Marina close to the Port and to develop its cruise vessel call business. Local media have also reported rumours that the Port has also been in negotiations with a view to the possible purchase of the Port of Greenore, further

Samskip Multimodal introduces part container load service

S

amskip Multimodal has introduced a twice weekly part container load service for traffic from Italy to Ireland.

The service operates using its extensive Italian distribution network which operates not only on mainland Italy but also, covers Sicily and Sardinia, for collection of the cargo

taking it to Milan and thence in container by rail to Rotterdam. From there it is shipped on its twice weekly Dublin service. Cargo collected in Northern Italy on Monday could be delivered in the Dublin area on Tuesday of the following week.

Samskip claims that this service will offer considerable cost savings over the traditional trailer services out of Italy and also CO 2 emission savings. On a 45ft unit from Milan through to Dublin it claims a carbon reduction of 1320kg.

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

IRISH SEA ROUTES FLEETMARITIME | AUTUMN 2014

MARITIME III | 53

Congestion, delays at SECA looms he implementation date for the Rotterdam Terminals & European Sulphur Emission Control of 1 January 2015 is elsewhere bring surcharges coming upAreafast.(SECA) Despite efforts made by the

T

O

n 21 July, Mannheim based barge operator Contargo, issued a release to customers advising that from 1 August it would be making a surcharge of €15 per TEU (twenty foot equivalent) for each container that it handles on its scheduled barge services linking the Port of Rotterdam with Rhine Ports. Th is announcement has been followed by plans for some feeder vessel operators linking Ireland, Britain and other parts of the Atlantic Arc with Rotterdam, specifically the Euromax and ECT Delta terminals to introduce surcharges from the same date. Feeder lines, Team Lines and OPDR have signalled €75 per TEU surcharges. Deep sea line, Hapag-Lloyd has also announced that it will impose its own €75 surcharge per TEU on containers arriving on its Asian and North Atlantic services from early September.

Within the next few weeks some feeder shipping and barge lines using Terminals in Antwerp and in Hamburg may also seek to impose surcharges.

The cause of the problem is very serious congestion in the Ports arising from a number of factors but almost all triggered by the arrival of the megacontainer ships, each with container capacity of up to double that of the vessels being displaced. The problem is made worse by the fact that vessels of say 10,000 TEU capacity having been displaced on the Asia-Europe lanes are now being introduced onto other trade lanes that have, up to now, been operated with significantly smaller vessels.

Vessel delays have been gett ing worse over the period from April this year. A study undertaken in May showed that more than half the arrivals by vessels at major Continental Ports of more than 10,000 TEU capacity, were delayed by more than 12 hours and nearly a quarter were delayed by more than 24 hours. In the case of Rotterdam more than 34% of such vessels were delayed by more than 24 hours.

These delays have seriously impacted on the schedules for the feeder lines and barges, requiring more road haulage and the addition of extra tonnage in an effort to meet schedules. Delays to such vessels in Rotterdam of up to 96 hours have not been uncommon. One particular consequence of these increasing levels of delay has been the cancellation, almost before it began, of the Xpress feeder line service set up to link Rotterdam with Thames Gateway and Dublin. As more of the

British Chamber of Shipping and others, there is now litt le likelihood of a deferral of the launch date and, with that, the imposition of surcharges on all traffic shipping to and from Ireland other than that purely in the Irish Sea or operating to and from ports on the Biscay coast or further south.

Deep Sea Lines run services into the Thames Port, finding good links to Ireland from there becomes more important and this service would have been a valuable fi rst step.

Rotterdam’s container traffic increased by 1.9% in the first half of 2014 from a year earlier to just over 6 million TEU’s while the total Port throughput taking in bulk and other cargoes as well was 0.6% higher at 221 million tonnes. The Port is also under investigation by EU Tax Authorities who have expressed concern that tax breaks for the Port breach State Aid Rules. The Port reckons that, without the current exemptions, its annual tax bill would increase by about €50 million.

Amsterdam Port also benefits from similar Dutch Tax reliefs but has expressed concern over the tax regimes at competing Belgian and French Ports. Rotterdam claims that it is losing about one million TEUs annually to German and Dutch Ports that benefit from Government subsidies for infrastructure projects.

From the perspective of Irish exporters, particularly those shipping using Lo-Lo services through Rotterdam either feeding onto Deep Sea services or shipping onto the European continent, the delays to services increase the risk of missed vessel connections, even for reefer cargo. There is also the matter of the extra surcharges.

Where Deep Sea lines make multiple European Port calls the exporter and the Line must now look at loading at Ports such as Le Havre, Southampton or Thames Gateway. For the moment, the situation at Antwerp is not as bad as that at the Rotterdam ECT Delta and Euromax terminals.

In the case of the Port of Hamburg, not only is there considerable congestion on the Quayside but the steady increase in business activity over the last year has resulted in a sharp increase in traffic congestion on roads accessing the Port and, in early August, hauliers advised that they would impose a congestion surcharge taking containers into and out of the Port of up to €80 per TEU.

By 2020 these waters will be subject to similar controls and within a further few years most of the major sea lanes close to areas of dense population will operate under pollution control regimes. A number of Shipping lines based in the North Sea area have now commenced to work together to establish an equitable policing and penalty regime for vessels operating within the control areas.

Considerable work is currently underway to improve the technology and lower the cost of pollution control from vessel operation. Ferry Line, Calmac, has already introduced a hybrid small ferry operating the Scottish Western Isles while DFDS Ferries, in particular, has done extensive trials with the installation of Exhaust Gas Scrubbers. Th is particular technology appears to offer the most immediate solutions with the cost of equipping an existing vessel dropping from initial figures of €20 million to €4 million. Th is technology is particularly easy to fit on vessels with large funnels, such as those built by Visentini (ref. LD Line’s piece).

In the longer term Liquified Natural Gas (LNG) appears to be the preferred solution due to the fuel’s readily availability and negligible emissions. However, there are issues to do with fuel storage aboard vessels and safe re-fuelling.

A number of European ports have also, many of them assisted by EU funding, begun to install quayside facilities to enable vessels to plug in to shore electric power when alongside, rather than use their diesel generators. Investments will also have to be made in facilities to allow vessels discharge the sludge and other waste material arising from the use of Exhaust Gas Scrubbers.

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

EUROPEAN ROUTES FLEETMARITIME | AUTUMN 2014

54 | MARITIME II

LD Lines Rosslare ferry service makes a good start

S

peaking to ‘Fleet Maritime’ in mid-July, Gary Andrews of LD Lines advised that the weekly Rosslare-Montoir (St. Nazaire)-Gijon service is operating well and to full capacity on its passenger side. LD had tried to get the service, running out of Rosslare to Montoir (St. Nazaire) and then on to Gijon on a weekly basis, up and running from January this year but the very severe Winter/Spring weather made it impossible to keep the schedule and the service start was deferred until 16 June.

Present plans are that the service will cease for this year at the end of August, resuming next Spring.

Th is service seasonality may be a factor in the relatively slow uptake by hauliers and others of the freight side of the operation, though volumes are increasing.

A particular aspect of this service which differs from the normal ferry based offering is the use of mafi trailers to carry palletised or bundled cargo. A mafi is a heavy duty trailer that cannot operate on roads but is used to take heavy loads, usually containers, on board Ro-Ro ships. CLDN

Ro-Pax ship design and building with its current series of vessels starting with ships such the ‘Dublin Viking’ almost twenty years ago and its vessels are found in fleets throughout the world. The Danish Nordana Line has just introduced the latest such vessel onto its Mediterranean/USA Ro-Ro service. The builders see this as a tribute to the versatility of their vessels.

(Cobelfret) use such equipment to load double stacked containers aboard its vessels operating in and out of Dublin, but in the LD case, its main use is for pallets of heavy goods such as tiles and steel.

Other products including ‘out of gauge’ goods can be efficiently carried using this equipment.

The LD vessel, ‘Norman Atlantic’ is like Stena Line’s ‘Stena Horizon’ which also operates to France out of Rosslare, and like Irish Ferries’ ‘Epsilon’ runs a weekend service to Cherbourg out of Dublin, a product of the Italian Visentini yard, with all three vessels of a similar design.

Visentini is now the established leader in standard

LD Lines' experience with palletised cargo on mafis on the Rosslare route vessel and others in its fleet would appear to indicate that substantial volumes of worthwhile business could be generated by lines using such vessels where the cargo is transferred at Port of export onto mafis which are then rolled aboard vessels for shipment. On discharge the cargo is taken off and loaded onto a local trailer or railcar. Operating in this way would save hauliers considerable costs, tying up trailers for days and the almost inevitable damage en route, while giving the shipping line high stowage factors. If some or all of the lines serving Rosslare Europort were to commence operating in this way, then the Port would have to provide warehouse, cross-dock facilities within the Port area.

CMA-CGM service schedule shows Ballina as an Inland Port

D

eep sea line CMA-CGM has launched its first Ireland focussed intra Europe service. It is built on the company’s feeder vessel operations serving Irish Sea ports through Le Havre and the company’s extensive network of services using principally, barge, rail and road connections, mainly in combination, to destinations throughout France and into Germany. Among the inland ports featured on its schedule is Ballina enabling CMA-CGM to offer ‘rail options to the North West-great value’.

The Irish Sea ports called directly are Belfast-sail on Saturday arriving at Le Havre, Monday; Dublin, leave Wednesday and Cork, leave Thursday before reaching Le Havre on Saturday. Initially, the line offers 20ft and 40ft standard containers and 40ft high cubes. At present it does not offer pallet-wide equipment.

The management and operation of this service is completely separate from that of the CMA-CGM owned MacAndrews actively linking Ireland with Iberia.

Following the abandonment by the world’s three largest container shipping lines, Maersk, MSC and CMA-CGM of their planned P3 alliance following the refusal by the

Chinese Competition Authority to authorise it, there is widespread speculation as to what action CMA-CGM will take. Maersk and MSC have already announced that they will develop a new Alliance dubbed ‘M2’ which will allow them rationalise their global services, but particularly those on the Asia-Europe Trade lane. CMA-CGM operates a growing fleet of Ultra-large Container carriers on this lane and both Maersk and MSC currently take slots on these vessels. If they operate their own Alliance, CMA CGM will have to fi nd new partners and industry speculations are the United Arab Shipping Company (UASC) and China Shipping Container Line (CSCL).

Both of these lines are building vessels similar to those operated by CMA-CGM. Such an Alliance would make the world’s shipping lanes more competitive.

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

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56 | HEALTH MATTERS

Diabetes and the Driver

S

ugar – brain food – is the end product of much of our daily nutrition.

T he body processes carbohydrates in a complex process, turns them into sugars and delivers them to our tissues - not too much and not too litt le. Anything that interferes with that process is liable to upset this delicate balance and alter the ability of the body to deliver the right amount of sugars to the tissues to keep them functioning normally.

abruptly in some people with minimal warning. People have often been thought (wrongly) to be intoxicated when in fact they are suffering from a hypoglycemic att ack.

As one in ten people lose the ability to anticipate a hypoglycemic state, it is important that the diabetic patient is aware of this fact, and takes precautions to provide for this by checking the blood sugar levels frequently, and by carrying sugar or sweets, which the person’s system can assimilate rapidly to bring up the blood glucose level.

Diabetes is a disorder in which the sugars in the body are not utilised properly due to lack of insulin – a hormone produced in the pancreas.

The diabetic driver needs to know about their condition, and check blood glucose levels every two hours if they are a professional driver. They must always be aware that blood glucose which is too low will lead to an immediate emergency, whilst if it is too high (not a good thing either) at least the problem will be less acute, and can be dealt with later.

Type 1 diabetes is one in which the person produces almost no insulin, and depends entirely on insulin injections to survive.

Type 2 diabetes occurs usually after the age of forty, when the person retains the ability to produce some insulin, but it is inadequate for the body’s needs.

Th is person may require treatment with medication or insulin. In both types of diabetes the diet must be carefully controlled.

Of course the diabetic driver must inform the Licensing Authority if he or she has diabetes and is being treated with medications, also as to whether he/she suffers from episodes of severe hypoglycemia (low blood glucose) and if not whether they are likely to develop this condition, and if they do will they recognise its onset – due to the nature of the signs themselveswhich include mental confusion and lack of memory.

Type 1 diabetes is an acute illness presenting with the classical symptoms of sudden weight loss, extreme thirst, and passing large amounts of water. It is usually diagnosed within three weeks of the patient contracting it.

Type 2 diabetes is an insidious form and can smoulder on for years without the patient being aware of its presence, as its symptoms are non specific and vague, such as weakness, tiredness and lethargy. In fact Type 2 diabetes is usually diagnosed during a routine medical examination.

What the two forms of diabetes have in common is that the person must learn to understand and control his/her disease, and be responsible for his/her own health.

It is important that people with this disease control it fi rstly to save their lives, and alleviate symptoms, and secondly to minimise long-term complications, such as those affecting the eyes,

kidneys, nerves or major arteries. Control is achieved by either diet alone, or with diet and oral medication or diet and insulin.

When control is achieved, the person will be able to check their blood glucose measurement, and decide whether it is satisfactory, or whether he/ she should take measures to correct it.

If their diet is too rigid, or medication too strong, or if he/she has taken unusual exercise, the blood glucose level may drop. Th is results in the dreaded “hypo” i.e. hypoglycemia, which causes muscular weakness and incoordination, mental confusion and sweating. Th is attack can come on

Type 1 diabetes is usually a fi xture in the patient’s life, whereas Type 2 diabetes can respond dramatically to weight loss to the extent that the patient ‘recovers’ completely and does not need any medications.

In the meantime the diabetic driver is advised to take precautions, such as always having a supply of glucose tablets or sweets within easy reach in the vehicle; always carrying their glucose meter, and glucose strips; stop driving as soon as practicable, wait at least 45 minutes after a normal blood glucose reading. He/she must take regular meals, snacks, and of course adequate rest, which is very important in the general scheme of things.

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FLEETTRANSPORT | SEPTEMBER 14

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

Where our industry meets...

2014

Euro Bus Expo has firmly established itself as one of the most important dates in the coach and bus sector’s calendar. With exhibitors from every link of the supply chain, this year’s show will once again provide an unrivalled showcase for the industry to gather and see the latest product and service innovations, not least all the cutting edge vehicle developments from many leading manufacturers.

Euro Bus Expo 2014 will focus firmly on the future of passenger transport too, with a stimulating and informative education programme based on technology and the environment.

So whether you are a bus and coach operator, an industry supplier or stakeholder - all roads lead to the NEC Birmingham 4-6 November for Euro Bus Expo 2014.

To get your free entry into the industry’s premier trade fair in 2014, register online today at:

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58 | SOAPBOX

Future Shock

T

he Road Transport Industry thoughout Europe is facing major skills shortages while at the same time some countries are experiencing twenty five per cent unemployment amongst their young people. Th is indicates to me a serious mismatch of an entry point into the industry or the need and aspiration of our unemployed youth, Government policies or a combination of them all.

Early this year I went to a seminar hosted by Fine Gael Ministers, Fitzgerald and Bruton, it was for small business owners to identify the barriers to those businesses taking on more employees. I knew that the Government through its Job Bridge programme requires the long term unemployed to retrain and one of the courses on offer is for the HGV Drivers Licence. According to a training company I spoke with, most of those doing the course are in the thirty five to forty five age group and of those completing the course, two out of ten actually get driving jobs.

I asked Minister Bruton if he felt this was a worthwhile exercise as our industry is not easily adapted to at that stage in life. He responded by asking was I suggesting these people should be consigned to the scrap heap? I replied that I was proposing the money would be better spent on younger people who could adapt more easily to our culture. I informed him that the Irish Road Haulage Association (IRHA) has been trying to get an Apprenticeship Scheme off the ground for the last two years with varying degrees of indifference but no success to date.

More recently I attended a Forfas workshop to identify the future skills required in the logistics industry. It seemed to me that the whole tenor of the basis of the workshop was a third level qualification required to enter the industry, no mention of truck drivers or mechanics, yet these are the very basics of logistics.

of all that the EU produces or imports is carried by truck, but Ireland’s dependence on trucks is far more dramatic.

It is worth remembering what our ignorance of the shipping industry cost I rela nd i n World War II. We live in a Europe of non existant growth, serious issues of competitiveness allied to youth unemployment. Europe, but more particularly Ireland, will live to rue the day it ignored its road transport industry.

Ireland’s Unemployed There are 295,000 people on the live register of which 34,521 have never worked in paid employment in their lives. Of these, 19,400 are under the age of twenty five and of these 7,200 are under twenty.

I don’t know and cannot find the figures for those who are under eighteen who are out of work and too young to claim the “Job Seekers” allowance.

Are we to consign these young people to the ‘scrap heap’ too?

There has to be a better way to run our society.

It now costs €1,200 to €1,500 to get a licence to drive a car, but if you intend pulling a trailer with the car it will cost you another €500. Recently I talked to a young man of twenty eight who had become unemployed and I knew aspired to be a truck driver. I asked him had he made any progress and he said he had abandoned the idea due to the cost of gett ing his HGV licence.

He reckoned it was going to cost him (apart from his time) a minimum of €7,000 and possibly up to €10,000 and he said for that sort of money he could do better things in Australia. He wasn’t out of work for long enough to get on Job Bridge. More recently my company in the car transport industry sought to get two experienced rigid drivers tested for thirty six tonne drawbars. They were told they could only be tested in a box van truck and drag which the company would be required to hire, that’s akin to saying to be examined in French it must be through German?

These are costs imposed ad infi nitum by the Bureaucracy that is the dynamic in Brussels and enthusiastically adapted by the equally dynamic Irish Bureaucracy. These along with the daily threats to truck drivers for this and that offence on the airwaves and in the print media are major barriers to what was once an industry of comparatively easy entry for early school leavers. Mature drivers within the industry unwilling or unable to do the Drivers CPC (DCPC) are going to simply walk. We are told that the Government cannot for constitutional reasons remove a hauliers licence, will our constitution do the same for those who have not completed the DCPC? It now costs more to get a truck drivers licence than to go to University for a year. The latter is funded by the Government on the basis that it will get you employed, why not the former?

It’s not just the Government, it’s agencies and quangos that needs to change course, industry itself needs to put its house in order. At a recent Road Haulage Association seminar in the UK the image of the industry was reckoned to be a large part of the problem. The UK’s transport press carries regular reports of employers bullying drivers into breaking the law and from talking to drivers here in Ireland I know that the problem is at least as big here.

The International Road Transport Union (IRU) states that the road transport industry employs five million throughout the EU, 90% by value FLEETTRANSPORT | SEPTEMBER 14

Text: Jerry Kiersey - jerry@fleet.ie

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