fleet transport april 2013

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINEInside!

APRIL 13

€4.50STG £3.75

inc.V.A.T.

Launch Pad: New Mercedes-Benz Atego • PACCAR MX-11 Euro 6 Engine

Special Edition

Call to your nearest MAN Dealer for further details:MAN Importers Irl, Dublin 12. Tel: 01 419 1300Dennehy Commercials, Limerick. Tel: 061 229900 Cork. Tel: 021 488 3344MS Commercials, New Ross. Tel: 051 422277

O’Reilly Commercials, Ballinalack. Tel: 044 93 71360Newtown Trucks, Newtowncunningham. Tel: 074 91 56666Athenry Truck Centre Ltd., Galway. Tel: 091 849 375

T his April 2013 edition mark s a sig nif icant milestone in the history of the Irish commercial

vehicle magazine known aff ectionately as ‘Fleet’. Ten years have passed since the take-over of the magazine that was originally branded Fleet Management by JJDS Publications Ltd. Since then, apart from the name change a number of regular supplements have been added to the family catering for many of the facets of the industry not to mention the very successful Fleet Transport Awards programme. For this special edition Fleet takes a nostalgic look back on the past decade in the road transport and commercial vehicle industries with a unique Test Drive Report on the original and new Iveco Stralis while we make a welcome return to Dungarvan Transport, fi rst featured in our June 2003 edition. Our usual columnists have gone all retrospective on the heady days charting the signifi cant changes and more. In addition we are introducing the ‘Irish Truck of the Fleet Decade Award’ where readers will choose from the past 10 winners of the Irish Truck of the Year Award. Th is bumper issue will also cover the latest developments in the commercial vehicle industry including the new Euro 6 MX-11 engine by DAF Trucks and a comprehensive report on the recent FTA Ireland Transport Manager Seminar plus previews to a number of Trade Shows happening soon. Our supplement this month is Fleet Car, which announces the shortlist for the 2013 Motorcheck.ie Fleet Car Awards.

A sincere thanks to everyone that has helped us to reach this landmark in company’s history from the vehicle manufacturers, advertisers to the many contributors. Th anks to you too, the readers of our magazine and websites, we appreciate your continuous support and look forward to serving you for the next decade.

As always our door is always open to your comments, opinions or follow up to any of the articles published, just send us an email to enquiries@fl eet.ie.

Th ank you again, mile buíochas,Jarlath Sweeney,Group Editor,Fleet Transport

www.fl eet.ie

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Fleet Transport celebrates 10th Anniversary

Fleet ManagementApril 2003 Fleet Transport December/January 2012/2013

4 | www.fl eet.ie

FLEETTRANSPORT | APR 13

TimoCom and Astre One Goal: combined strengthsAstre’s network is the fi rst independent transport and logistics association in Europe, with its members covering a variety of part and full loads as well as smaller shipments. TimoCom’s freight and vehicle exchange comes in handy to the medium-sized freight forwarding companies and hauliers.

Jean-Claude Plâ, President of Astre, on the cooperation said: “The advantages of working with TimoCom are obvious. In the freight and vehicle exchange a large pool of European providers is available to the users of our network, so they can offer their transports

even more effi ciently and avoid empty runs. We have had positive experiences with TC Truck&Cargo®. The online tool is perfectly in line with our international strategy. We are, for instance, founding our own organisation in Germany at the moment, so our French members can fi nd and be found by partners in Germany more easily.”

Contents April 136 News• RSA Commercial Vehicle Testing Review • IRHA’s 40th AGM • CPC.ie celebrates 25 years • 6 Companies Accredited to FTAI • NSAI invests in inspection vehicle • EUWVTA to take in LCVs • Scania Streamline re-incarnated • MAN at Bauma

10 Tech ForumMercedes-Benz Van Chief outlines its Safety Technology

12 New FleetTrucks & vans bought this year

14 CoverComparing the Iveco Stralis – 10 years apart

16 Fleeting ShotsColour features

17 Launch PadAll-new Mercedes-Benz Atego

18 ReportFTA Ireland Transport Manager Seminar

22 Preview 1CV Show 2013

24 Preview II• FPS Expo • Multimodal • Tip-ex

26 ReviewIMHX, NEC, Birmingham

28 Readers' ChoiceIrish Truck of the Fleet Transport Decade

30 Technology• Diesel Forever • New PACCAR engine

32 TrailerKrone expands into Turkey

33 AwardsFleet Transport Awards 2014

38 Fuel Prices/Safety Matters

40 Profi leRevisiting Dungarvan Transport

44 TyresConti’s new PSV products

45 TechnologyPart 5 of the Diesel engine story

46 Motorsport2013 EU Truck Racing Series

48 LCV IMercedes-Benz vans gets serious on safety

50 LCV IITested: Mini Clubvan

51 MaritimeIrish Shipping & Freight Newsletter

56 Retrospective10 years of technology

58 Times PastRecalling the decade

60 FinanceReturn on investment

61 CommentIn refl ection

62 LegalTransport and the law

63 OpinionAnother look back on the past decade

64 LogisticsEmissions and all that

66 SoapboxCelebrations all-round!

Fleet Transport Magazine,

D’Alton Street, Claremorris,

Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826

Fax: +353 (0)94 9373571

Email: enquiries@fl eet.ie

Subscription Hotline: 094 93 72827

Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott,

Jerry Kiersey, Rob Van Dieten, Michael Corcoran, Nigel

Devenish, Ailbe Burke

Photography: Jarlath Sweeney, Cathal Doyle, Paul White,

Rob Van Dieten, Howard Knott, Michael Corcoran,

Patrick Mullan, Irish Vintage Scene, FTAI,

sjofartstidningen.se, Team Hahn, MKR Technologies

Administration: Orla Sweeney, Denise Owens

Advertising: Mary Morrissey, Orla Sweeney

Design: Eamonn Wynne

Printed in Ireland

Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van &

Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet

Management are published by JJDS Publications Ltd.

Registered Offi ce: D’Alton Street, Claremorris, Co. Mayo.

Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

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 TransportOffi cial Irish Jury

Member of the International Truck

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

P 46P 40P 26

Data from 13-02-2013 to 14-03-2013

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6 | NEWS 1


Commercial Vehicle Testing - What’s your score?

CPC.ie celebrates 25 years of Transport Training

At a series of recent events around the country the Road Safety Authority presented

further details of the Commercial Vehicle Roadworthiness (CV R) Testing Review which began in 2010, and was followed by a Public Consultation through 2011/2.

Some regulations will take almost immediate aff ect, with the remainder being implemented through 2013. Th e new regulations will demand truck and bus operators to declare all vehicles in their fl eet, and self-declare their maintenance schedule. Operators must nominate a ‘suitably qualifi ed’ person to sign off on any work done. In addition, detailed records of all work carried out must be kept, and made available when requested.

Th e new measures will also see the introduction of a scoring system, which will apply a traffi c light rating (with green being the most compliant) to operators. While the RSA states it will not divulge any operator’s compliance score. It is felt that

operators could have to reveal their ratings when competing for work with high profi le companies, or if tendering for public service contracts.

Presenting details of the changes, Mr Bob Mc Cullagh, (RSA) said; “Testing will target those who choose not to maintain and test vehicles annually”. In addition to improving standards of commercial vehicles on the road, the measures also set out to ensure consistency in the way Test Centres apply the regulations governing vehicle standards.

Th e monitoring of test centre standards, and the resolution of disputes raised through the appeals process, will be overseen by the French company Bureau Veritas. Paul White

The Irish Road Haulage Association (IRHA) will host its 40th Anniversary

Conference and Annual General Meeting on the 12th and 13th of April in the Rochestown Park Hotel, Cork.

Given the significance of the occasion, this year’s Conference promises to be memorable with an extensive Trade Show as part of the overall programme with support from both Corporate Partners and Patrons of the IRHA. Th e event will be further bolstered by the success the Association achieved on behalf of the licenced road haulage industry with the introduction of the Essential User

Fuel Rebate (EUR).

Th e fi rst Session of business will commence on Friday the 12th of April followed by a Buff et Dinner. Saturday will facilitate the second Session of business until late afternoon. Saturday night there will be a Dinks Reception followed by Gala Dinner and the weekend will draw to a close with lunch on Sunday.

Further details on the event, can be obtained by contacting Catherine in IRHA head-offi ce.

IRHA Annual Conference 2013

To mark the beginning of the next 25 years in business, CPC.ie is to off er ADR/HazChem courses in addition

to their Transport Manager and Driver CPC courses. Company founder and Managing Director Tony Hynes stated that “These courses will be delivered with the same level of quality and excellence with which they have established their unmatched reputation over the last 25 years.” With 30 venues nationwide and 30 Driver Certificate of Professional Competence courses (all modules) every week,

customers can access the course schedule on www.cpc.ie, which is updated daily.

CPC.ie employs 4 full time offi ce staff and 35 trainers and this year alone Tony estimates that 15,000 drivers will participate in their courses. Last year, CPC.ie created and sponsored the reality TV series 'Ireland’s Most Professional Truck Driver' and the four episodes can be viewed on the home page of their website. A new series is to be aired on TV3 next month.

“ON THE ROAD AGAIN”Haulage Insurance to keep your business on the road even if your vehicle is not!

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NEWS II | 7

www.fl eet.ie

FTA Ireland recognises six new accredited members

EU Whole Vehicle Type Approval Update –LCVs to be included

On the eve of the Freight Transport Association Ireland (FTAI) Transport

Manager Seminar, six companies were recognised for their high standards of operation w ith accreditation to the Association. Representatives from Donnelly Fruit & Veg (Dublin), South Coast Transport (Cork), Macroom Haulage (Cork), Dixon International (Dublin), Dominos Pizza (Dublin) and Height for Hire (Meath) were presented with their accreditation certifi cates by FTAI President Niall Cott on during a reception held at Johnstown House Hotel, Enfi eld, sponsored by the RSA Insurance.

Guest speakers on the evening were Deirdre Sinnott , Health & Safety Authority and Seamus MacGabhann, RSA Insurance. Deirdre remarked that the HSA fully supports the FTAI Accreditation System as it underpins a safety system approach. “Th e safe operation

of vehicle fl eets is paramount,” and under the HSA Vehicle Safety Programme, the focus will be on reducing workplace injuries. “In 2009, 94 working years were lost due to injuries,” she stated. “Th is has a serious knock on eff ect on

absenteeism, insurance claims etc.” Seamus MacGabhann said he was pleased to be associated with the FTAI as RSA Insurance has a strong customer base within the transport industry. “In all we have 850,000 customers and growing,” he said of the company, which has links in Ireland stretching back 300 years.

At the event Tom Wilson FTA Ireland General Manager said, “FTA Ireland is delighted to be able to accredit six of its members today. Th is is testimony to the work of our growing list of members who recognise the benefi ts of demonstrating quality standards through independent audits. Th e industry desperately needs to prove that action is being taken to address

the high levels of non-compliance with road safety and that eff orts are now being made to make our roads safer through bett er standards of vehicle maintenance.”

To increase its eff orts to protect Irish Businesses and Consumers the NSAI (National Standards

Authority of Ireland) Legal Metrology Service has invested in a new MAN TGX 26.480 tractor unit and trailer for its inspection service. The new unit will transport high capacity calibrated weights to inspect weighbridges around the country, in companies such as quarries, livestock marts and meat plants. Th ese measuring instruments protect consumers and companies that rely on correct measurements to efficiently run their businesses. “Th e new NSAI truck will ensure accurate weighing of bulk materials across key sectors such as farming, agri-food and haulage,” says

Paul Turner, Manager of NSAI Legal Metrology Service. “Standards and measurements aff ect every aspect of our lives - whether it’s the amount of fuel in the plane you’re fl ying on, the

concrete used in the building of your home or the weighing of household waste. We especially rely on correct measurement when buying or selling goods. Legal metrology is just one example of the vital role that NSAI plays in ensuring the effi ciency of Irish businesses.” Loaded with weights, the new NSAI truck will inspect weighbridges to make sure they are measuring quantities correctly. “If you own a company that uses weighbridges, or similar measurement devices then you should be talking to NSAI about what we can do for you. We will work with you to

aid the effi cient running of your business,” says Paul Turner.

As part of the EU Directive on Whole Vehicle Type Approval, vehicles and trailers must meet

certain safety and environmental standards before being sold or first used on Irish roads. Th is type approval system already applies to cars and buses and from 29th April 2013 onwards, it will also apply to New Light Goods Vehicles (Gross Vehicle Design Weight of 3,500kg or less - EU category N1). From 29 April 2013 onwards, approval certifi cation obtained from the vehicle manufacturer/distributor will be required in order to register an N1 vehicle. The Road Safety Authority has prepared an information

leafl et which can also be downloaded from the information note section of the RSA’s website.

The RSA website contains further information on the type approval process and also includes links to the relevant Irish legislation and EC framework directive 2007/46/EC. If you need further information you can email [email protected] or phone 096-25040 or 096-25014. Th e NSAI (National Standards Authority of Ireland) is Ireland’s appointed Approval Authority and is responsible for issuing all approvals for vehicles in Ireland. For more information on the routes to approval, please visit www.nsai.ie. If you need

further information you can email [email protected] or phone 01-8073832.

NSAI take new ‘measures’ to inspect Weighbridges

Tom Wilson; FTAI, Declan McKeon; FTAI, Deirdre Sinnott ; Health & Safety Authority, Aidan Flynn; FTAI and Brian Markey; FTAI pictured at the FTAI Accreditation Members presentation event, sponsored by RSA Insurance Ireland.


8 | NEWS 111

Not for the fi rst time Scania has helped to reduce our carbon footprint by hosting the launch of its new Streamline range

of heavy-duty trucks by webcast. Th e eco-friendliness theme from the Swedish brand continued with the re-incarnation of the Streamline name from its G & R-series long-haul trucks where the concentration was on reducing fuel consumption. Th is is achieved through advanced aerodynamics and further effi ciencies gained from the drivetrain. Back in 1991, when Scania introduced the original Streamline, similar objectives were made and met in the same way. History repeating itself for the modern era.

Potential fuel savings in long-haulage are up to 8 percent with the new, more effi cient second-generation Euro 6 engines. A new version of Scania Opticruise features a choice of performance modes to maximise fuel savings. For example, the new Economy mode is fully integrated with Scania Active Prediction.

“Scania has invested a lot of ingenuity and know-how in perfecting the truck range for Euro 6 and we are very pleased with the results. We note with pride that our Euro 6 engines use less fuel than their Euro 5 predecessors in operation with customers – and the latest Euro 6 engines are even bett er,” explained Henrik Henriksson, Executive Vice President Sales & Marketing at Scania.

He added, “Scania’s long-standing focus on fuel economy pays off handsomely and our customers can rest confi dent that we do our utmost to keep them competitive in the transport business.”

Lars Stenqvist, Senior Vice President Vehicle Defi nition summarised the potential savings: “Scania’s new second-generation 13-litre Euro 6 engines are 2-3 percent more economical than the fi rst ones. Scania Opticruise and Scania Active Prediction contribute 2-3 percent each. In addition, we have improved the aerodynamics and reduced drag in our gearboxes. Even though you cannot simply add the fi gures, we estimate that the potential saving for a European Euro 6

long-haulage customer could reach 8 percent. For customers in markets without access to topographical map data, the potential is almost 5 percent.”

Scania Streamline features in brief:

Scania Streamline is the name of G & R-series tractors and rigids fi tt ed with a full air defl ector package ex-factory. Th e following items are included in the standard specifi cation for the European market:

Scania Opticruise with automatic clutch, • choice of up to three performance modes and other fuel-saving options Scania Active Prediction • H7 headlights • Scania Streamline badging, striping • optional New blue metallic, Ocean Blue, available • ex-factory, used as launch colour for Scania Streamline Central locking • Pullout bed (in all R sleeper cabs) •

Scania zooms Streamline evolution into 21st century

‘Consistently Effi cient’ Euro 6 MANs at Bauma

Scania R 113 4 x2 Streamline and Scania R490 4x2 Streamline.

Bauma 2013, Munich, the biggest Construction Industry Show in Europe will see a number of truck

brand premiers no more so than MAN Truck & Bus which will launch its new Euro 6 range. On display will be the full line-up from light/medium TGL (with new Crew Cab) to the TGM (all-wheel-drive) and TGS (with 6x4 version) and the TGX (with Hydro Drive). Also on exhibit will be the heavy-duty TGS WW tipper, which boasts a gross weight of 50 tonnes that will cater for the mining industry.

Th e new Construction specifi cation truck cabs feature steel bumpers and the Crew Cabs feature a new interior.

Meanwhile back in Ireland, Malcolm McKinstry has moved from Irish Commercials (Naas) to join Michael Hynes, Ed Meredith and all the team at MAN Importers on the Oak Road in Dublin. Malcolm, as Area Sales Manager for the German brand has already begun to interest customers in MAN’s wide range of trucks from 7.5 tonne all the way to 46 tonnes and above, through competitive pricing and the availability of MAN Finance.

For further details please contact:Setanta Vehicle SalesDublin 12T: 01 403 4555

Transport ServicesCorkT: 021 430 0200

Surehaul CommercialsCo. TipperayT: 051 640194

Joe Curran CommercialsCo. MeathT: 049 854 1114

Croompark Truck & TrailerCo. LimerickT: 061 602866

Shaw CommercialsCo. MayoT: 094 902 7250

Surehaul CommercialsCo. KilkennyT: 056 883 8696

Kelly TrucksCo. RoscommonT: 071 963 7070

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V olker Mornhinweg (pictured), Head of Mercedes-Benz Vans addressed the International Van of the Year jury at the inaugural Mercedes-Benz

TecForum at Friedrichsruhe, Germany on the development of various safety programmes which will feature on the forthcoming new Sprinter van range.

So, what’s the starting point for all our development projects?

“It’s very straightforward – we take a close look at our customers. For example, many of our customers are in the courier and parcel trade, which is a real growth market. Th e thing is: Demand for express shipment is increasing more than twice the rate of standard delivery services – 6.9% per annum compared to the 2.9% standard.”

“So, the old saying ‘time is money’ is more true than ever. In fact, a vehicle failure can cost you dearly: On the one hand the package isn’t delivered within the agreed time frame. On the other hand, the increasingly sophisticated logistics system is put out of synch. Th e bott om line is this: Our customers demand maximum “up time” from a Mercedes-Benz van. Th eir van is oft en their most important tool. So it needs to work – ideally all the time. Of course, that’s especially true when that vehicle has a three-pointed star on its grill. Th at’s why we build our vans to last –so the ”die hard” title actually fi ts just fi ne. However, our brand message has a signifi cantly more upbeat ring to it: Vans. Born to run. Realiable all over the world. Th e nearly 2.5 million Sprinters we’ve put on the world’s roads since 1995 have clocked a total of roughly 600 billion kilometers on their speedometer. To get to this number, every single one of the seven billion people on our planet could have used a Sprinter to move their homes to a town 85 kilometers away. We take this extraordinary Sprinter tradition seriously: When it comes to reliable vans, people will look to Mercedes-Benz – and we’ll make sure it stays that way. To this end, our engineers are focused on three qualities:

First, our vans should go the furthest possible distance on a full tank. Second, our high quality standards should make them as durable as possible and ensure maximum up time. And, third, they should set the benchmark for safety.”

“Th e safety of vans has been a regular topic of discussion. But a look at the facts sett les the issue once and for all: Vans are safe. And that’s not just my opinion. It was confi rmed by a research report issued last year by the Federal Highway Research

Institute, DEKRA , the German Insurers Accident Research and the German Association of the Automotive Industry. According to the report, nine in every 1,000 registered passenger cars were involved in an accident in 2008. For vans up to 3.5 tons that number was twelve. Th e key point is that a van’s performance is some 50 to 80 percent bett er than that of a passenger car. So, the data shows the risks associated with vans are in fact lower than with cars.

But you won’t be surprised to learn: We want to do bett er.

Aft er all, the vision of accident-free driving is as much part of the Mercedes-Benz brand as the three-pointed star. It all begins with passive safety. In fact, we have achieved a lot in that respect – the study I mentioned shows that the risk of injury to occupants in a van is already extremely low. Nevertheless, we intend to explore every possibility for additional improvement. By the way, we are convinced that vehicle comfort can also play a crucial role in safety. Aft er all, a lot of accidents come down to distracted drivers. Th at’s why we make sure the driver’s working environment is as clearly arranged, as ergonomic and as quiet as possible, so that they can devote their full att ention to traffi c conditions. But the fact remains: Th e best kind of accident is the one that never happens in the fi rst place. Th is is the reason we continue to play a pioneering role in the fi eld

of active safety.”

“Our developers are paying particularly close attention to the most common causes of accidents:

Almost a quarter of van accidents are rear-end collisions. A fi ft h of them take place at intersections. And in one in six van accidents, the driver loses control of the vehicle and, for example, leaves his lane.

Mercedes-Benz has clearly proven the positive eff ects modern safety systems can have in accidents like these. And it is just one of many areas in which our Sprinter is pioneering new technologies. In 1995, it was the fi rst van to off er ABS. It has featured ESP since 2002 – another fi rst in the van business. And our impact analyses show that since then, in combination with chassis measures, the number of accidents involving a Sprinter has dropped by a massive 64 percent.

Believe me, we’ve got plenty more ideas of how to reduce accident rates even further. Our greatest advantage is that we benefi t from the pooled expertise of the entire Daimler Group’s research teams. For example, Cross Wind Assist, operates on the same basic principles for our passenger cars and vans. During development, all of our divisions benefi ted immensely from one each other’s expert knowledge.

And that’s not all: We will also expand on our leading role with: Collision Prevention Assist, Blind Spot Monitoring, Lane Keeping Assist, and High beam Assist. I am sure you can already guess where and when our customers will benefi t from this new technology. Nobody is more committ ed to technological development for vans than Mercedes-Benz. And that will never change. Th at’s the reason our vehicles set the benchmark for effi ciency, quality and safety.”Refer to page 48 & 49 for more details.


10 | TECFORUM

Mercedes-Benz Vans bring 'Assistance Technologies' to the fore

Last year almost half of all workplace deaths involved a vehicle. As a business owner or manager, you’re responsible. Tomorrow is too late. Develop a vehicle safety programme in your workplace today.

Find out how at vehiclesatwork.ie

A new Scania P320 6x4 rigid curtainsider has streamed its way to Corcreagh County Monaghan, the home of Celtic Pure, the award winning Water Company. Supplied by McElvaney Motors,

Monaghan, Celtic Pure’s Managing Director, Padraig McEneaney commented to New Fleet that he chose Scania for its quality, reliability and fuel efficiency and McElvaney’s for its exceptional level of service.

C e l t i c P u r e Ltd., recent SFA “Outstanding Small Business Award ’ w i n n e r, c a t e r s for an increasing demand market in organisations around Ireland and the UK.

Th e water is bott led at source by the McEneaney family at Corcreagh, County Monaghan to bring the rare qualities of this purest of Irish drinking water to customers from deep below the natural limestone fi lter beds of rural south County Monaghan.

Christy Lucey Transport (Macroom, County Cork), which runs a mixed range

of truck brands, has welcomed a new f lagship Scania R620 6x2 topline tractor-unit to its fl eet. Fitt ed with engine brake retractor, Xenon headlights (with power wash cleaning system) aerodynamic side skirts and short chrome air horns, enhance the new truck’s exterior while leather seats, multi-functioning steering and fridge adds to driver comfort.

Pictured are Tom Nolan, Sales Manager, T. Nolan & Sons Ltd., Scania’s Dealers and Christy Lucey

A p a i r o f new Volvo FH.460

4x2 tractor units with Globetrotter Cab and I-Shift transmission have replaced two DA F’s that were retired from its f leet, supplied by Irish Commercials, Naas, County Kildare.

I rish Commercials also sold this

new Volvo FH.460 6x2 tractor with Globetrott er cab to the award winning Coldcut Logistics (Dubl i n). W it h a large f leet that is dominated by the Swedish ‘Iron’ badged brand, and owing to the nature of their business, fuel consumption and workshop support were paramount in their decision.

12 | NEW FLEET

Finest Scania for the Celtic Purist! ….

Two new Volvo FHs for Wyse Transport ….

…. and another Scania in Christy Lucey’s Fleet

…. and One for Coldcut Logistics

FLEETTRANSPORT | APR 13 Text: Jarlath Sweeney - editor@fl eet.ie

Medicall’s three new Renault Master ambulances will be the fi rst in Europe to feature on-board remote monitoring of the patient’s life during transport to hospital. Supplied by

Renault Belgard, the Master vans were converted in Poland by Baus AT while Irish company Valentia Technology developed the patient monitoring technology for the in-cab computers. Th e tablet PC’s will be used for command and control and to guide the crew accurately and quickly to their destinations as well as play a vital role in tracking the patients vital signs.

Th e new Renault Masters are CEN certifi ed (latest EU safety standard) and carry European Whole Value Type Approval. “Th e new vehicle safety standards and the use of tablet computer technology for command and control allow us to deliver the very highest standards of patient care. Our client hospitals regularly entrust very seriously ill patients to us and these new state-of-the-art ambulances and new technology will enable us to provide an ever better and improved service,” stated Andrew Ly le , O perat ion s Director at Medicall Ambulances.

Green Light for innovative Medicall Renault Motor Ambulance

This new DAF XF105.460 ATe is one of three examples from the Dutch brand that will be making their way to County Cavan and on to Virginia Transport. Pictured at the FTA Ireland’s

Transport Manager Seminar at Johnstown House Hotel, Enfi eld, where Virginia Transport was Accredited to the Association, the new Euro 5 DAF XF105 will be joined by two nearly new models in the next few weeks.

February has been a good month for DAF Trucks in Ireland, topping the sales charts with 28.46% market share mainly due to a large fl eet sale to An Post aft er a lengthy evaluation and tendering process.

Triple DAF attack at Virginia Transport

Barry Dunne, Commercial Manager, Renault Belgard, Tallaght and Paul M. ff rench O’Carroll, MD, Medicall Ambulance Service

*Typical Finance example: Caddy Van 1.6TDI 75 BHP OTRP inc VAT €16,290. Deposit/Part Exchange €5,024.50. 60 monthly payments of €209. Total cost of credit €1,424.50, including acceptance fee (€75) and completion fee (€75). Typical APR 4.9%. Minimum deposit is 10%. Subject to lending criteria. This offer is made under a hire purchase agreement. Volkswagen Bank GmbH Branch Ireland is authorised by the Federal Financial Supervisory Authority in Germany and regulated by the Central Bank of Ireland for conduct of business rules.

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E arly in 2012, Iveco achieved an amazing one-two fi nish in the Dakar Rally. Winning Dakar heralded the beginning of a landmark year

for the Italian company. Later in 2012 Iveco released Hi-Way, the latest version of the Stralis, its fl agship truck. Th e Stralis Hi-Way fi nished off the year in style by being awarded the prestigious title of ‘International Truck of the Year 2013’ (IToY) at the IAA Commercial Vehicle Show in Hannover, Germany. Coincidently both trucks are featured on the front cover of Fleet Transport to mark this 10th Anniversary special edition.

Possibly due to some inexplicable alignment of the celestial bodies, but it was exactly ten years ago that Stralis fi rst made an appearance, and in 2003 it was also awarded the title of International Truck of the Year. So how does the 2013 IToY Stralis Hi-Way compare with the original 2003 IToY winner, and how has the truck developed over the decade?

Ten years ago when the covers were lift ed on the new Italian heavy duty truck range, there were more than a few eyebrows raised. Th e styling was strangely futuristic and yet slightly retro. A front profi le slightly reminiscent of the old American cab-overs, was merged with streamlined contours, managing to project the design forward, and sett ing a trend for future form.

Th e original ‘Garnero’ creation emanated from a recognised talent for design which the Italians have in abundance. Proof of which is that Stralis Hi-Way is not radically diff erent from Garnero’s original, which itself remains a distinctive looking truck, ten years on. When Stralis replaced its predecessor the EuroStar, it signalled the completion of a full revamp of the Iveco product

range. Th e new models were to take the range from the 90’s into the new millennium. Similarly Stralis Hi-Way announces the thinking for the next decade.

While cab dimensions for Stralis Hi-Way are the same, the interior feels lighter and gives a bett er sense of space - though Stralis was always a deceptively roomy cab. Improvements in trim levels with soft touch materials, and dashboard layout have updated the styling rather than totally changed the design. Th e driver has everything needed to hand in a well designed format, and overall the interior is more driver friendly through improved ergonomics. Standard seating in the original of the species was arguably the best available. Hi-Way takes this to a new level, with adjustable cushioning to support every section of the back - rather than the driver’s back fi tt ing the cushion.

Initially Stralis came with a choice of two engines

the Cursor 10 and 13 litre displacements, off ering four power ratings from 400 to 540 hp (294 to 397 kW) all at Euro 3 emission ratings. Today as we change from Euro 5 to Euro 6, the Hi-Way must off er customers more choice to account for those wishing to remain at Euro 5, or by special order make an early move to Euro 6.

Th e Euro 5 Hi-Way is available with three displacements of 8,10, and 13 litres with eight power variants covering 310 to 560 hp. Euro 6 off ers nine power variants from the increased displacements of 9,11, and 13 litres. Th e Cursor engines used in all Stralis models have been subtly developed by Fiat Powertrain Technologies (FPT) over the decade. FPT’s work to meet the Euro 6 standards has produced the Hi-eSCR version. Which achieves the standard without the need for EGR.

With no change in permissible vehicle dimensions over the ten years. Iveco, as with


14 | COVER

IVECO Stralis -

10 years on Europe’s ‘Hi-Ways’

all manufacturers, is limited in what it can do to alter the size or shape of its vehicles. Also the demands of emission regulations have caused manufacturers to allow for the increased cooling capacity necessary for future engine development. Th ere are some aerodynamic improvements made to Hi-Way by rounding body panels, defl ectors and fi tt ing a redesigned bumper. Th ese enhancements may appear small though they deliver a 3% reduction in the drag coeffi cient. However, one main target to provide effi ciencies has focused on Iveco’s ‘Driving Style Evaluation’ (DSE) and integrated on-board telematics.

Iveco’s DSE displays a message to inform the driver if the driving style could be improved. For example, if the engine brake could have been used instead of the foot brake. Th e messages are a gentle learning tool, and a reminder for drivers to be more att entive. DSE works well in that feedback is instant, and allows for an immediate change to the driving style to be adopted. So if a driver uses the footbrake excessively approaching a roundabout, a message will be displayed. At the next roundabout if the vehicle is slowed correctly, no message comes up on the screen. Subconsciously drivers will always att empt to keep the screen clear of warnings, which results in an improved driving technique.

For Stralis Hi-Way, Iveco has merged vehicle telematics with the smart phone, accessed on a 7” touchscreen display. IVECONNECT by Qualcomm Telematics, provides a wide range of functions for the driver including vehicle information, audio, sat-nav and voice activated telephone. Fleet managers can also remotely access the system to monitor driving style, fuel consumption and vehicle status.

Th e days of major mechanical developments in engine technology appear to be subsiding. It’s possible we are reaching the point of what improvements computer applications can bring to the internal combustion engine. If the 90s were the age when manufacturers developed the electronic systems they felt necessary to improve vehicle performance, the 2000‘s are the ‘age of application’, where the technologies are applied to the vehicles. In 2003 Stralis was prominent in the introduction of these systems, and similarly in 2013 Stralis is to the front again.

Keen to exhibit its award winning truck, Iveco set off on a Roadshow around some of the busiest Truck Stops throughout the UK. Th e purpose was to get the product out to the customers, especially the drivers and let them have a go. Iveco UK’s Product Director Martin Flach was very pleased with the events and said, “it was especially encouraging to hear comments from drivers who were not familiar with the trucks, and were viewing them for the fi rst time.”

We took a drive in a new Stralis Hi-Way 460hp 6x2 with a mid-lift . Under normal circumstances we compare the new model to the previous version and its contemporaries. However this run was a litt le diff erent in that we were comparing the latest model to the original a decade before. Th is is not as unfair as it may seem at fi rst, as no doubt the newer unit will be bett er than the original. Nevertheless the original was also the new truck back in 2003, and we get the same sense from Hi-Way as we got from Stralis ten years ago. A sense of a new departure and the beginning of a new era for Iveco. We were as impressed by Hi-Way today, as we were by Stralis back in 2003.

As expected the Hi-Way is quieter, more economical, and bett er equipped than previous versions. Build quality and fi nish have been enhanced and drivers comments would indicate that they are well catered for. Other aspects of operating have also been enhanced. Iveco claims to have the best ‘Total Cost of Ownership’ available, and off ers the customer a superior package to its competitors.

It could be argued that Hi-Way is not a new truck, but an updated version of one launched ten years ago. Nevertheless ten years ago Iveco’s Stralis was a good truck - good enough to win IToY 2003. Ten years later the Stralis Hi-Way has improved on a good vehicle to make it bett er - and re-claim the title.

COVER | 15

Text & Photos: Paul White - paul@fl eet.ie www.fl eet.ie

Iveco Stralis Hi-Way 2003 Iveco Stralis Hi-Way 2003 interior

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To help provide an effi cient, reliable and high quality service, Clare County Council has implemented an advanced vehicle tracking and lone worker solution from Ctrack to assist with its road maintenance operation. Th e

Local Authority will utilise the Ctrack Online system across 18 commercial vehicles as well as the Ctrack ICE2 personal tracking and panic alarm device.

Th e tracking system has been fi tt ed on all of its trucks over 15-tonnes within the Council’s fl eet that are predominantly used for road maintenance including the haulage of crushed rock and surface dressing chips during Summer months. It will provide added traceability and control of the vehicles, as well as enabling its garage to bett er manage planned maintenance and servicing.

All drivers of salting and gritt ing trucks used for the Winter maintenance services will be provided with a Ctrack ICE2 device to off er protection for those working in diffi cult weather conditions. Th e tool will ensure increased safety by monitoring the wellbeing of employees, whilst enabling them to call for assistance should any problem occur.

Ctrack ICE possesses a range of functionality including an SOS assistance panic alarm to alert of an incident or problem and auto answer to enable offi ce-based operators to open a communication channel with a device. Meanwhile, Ctrack ICE2 off ers an eff ective mobile communications solution that can be used to make and receive calls with up to 20 predefi ned numbers, four speed dial butt ons and a display screen to receive texts.


16 | FLEETING SHOTS

A ‘Good Day to Die Hard’ for Mercedes-Benz

Dmitri Galitzine’s ‘Fleet’ exhibition

Volkswagen eCo-Motion Locomotive

Clare County Council on-track with Ctrack

Bruce Willis’ latest blockbuster - ‘ A Good Day to Die Hard’ features fourteen diff erent models from the Mercedes-Benz family in the fi lm with additional support from the ‘triple-pointed-star

brand at premiere screenings in London and Berlin.

“We are very pleased that we were able to support the new fi lm in the exciting “Die Hard” series with a large number of our vehicles. From the C-Class to the Zetros, the Mercedes-Benz model fl eet could not be bett er suited to this action fi lm with its spectacular stunts in the streets of Moscow. An exciting fi lm with many emotionally appealing vehicles,” explained Anders Sundt Jensen, Head of Brand Communication Mercedes-Benz Cars. “Mercedes-Benz vehicles stand for safety, performance and distinctive design. And they are at home in all major European cities. Th is suits them perfectly and completely authentically to the screenplay. For example, the G-Class, Sprinter, Unimog and Zetros are the ideal “hero cars” for the hard-as-nails requirements of John and Jack McClane”, he added.

Images of the iconic Eddie Stobart truck fl eet formed an artistic exhibit for the fi rst time, in a photographic installation by artist Dmitri Galitzine, named ‘Fleet’.

Part of Galitzine’s God Save the Village Green exhibition, ‘Fleet’ represented his fi rst solo outing in London, which ran from 8 February to 16 March at Camden’s Cob Gallery. Th e exhibition att empts to reveal an overlooked England outside the country’s major cities.

In producing ‘Fleet’, Galitzine has collated an archive of over 3,000 photographs, all taken by the growing community of ‘Stobart Spott ers’. ‘Spott ers’ were invited to upload their photographs to a dedicated website and, in doing so, brought hundreds of members of this community together in collating a comprehensive archive of ‘the fl eet of 2011’.

Dimitri Galitzine said: “I was interested in understanding how a haulage company could captivate a nation. Th ere is a romance att ached to the Eddie Stobart brand that engages people from childhood.”

One of the more interesting launches at the Geneva Motor Show was the eCo-Motion concept vehicle from Volkswagen, an electrically

powered city delivery van. Designed to provide a solution to increase effi ciencies in the urban environment, the proto-type “is highly manoeuvrable, off ers very good all-round visibility with a high seat position,” explained Dr. Eckhard Scholz, Volkswagen commercial vehicles. In addition, good seat ergonomics with easy entry and walk-through facility are provided. Th ere are practical storage options, for example, as there is no gear level (just a rotary switch) and no conventional handbrake level. Also ingenious is the movable modular centre console with computer, storage compartment, drinks holder and 12V x 230V accessory outlets.

LAUNCH PAD | 17

Text: Jarlath Sweeney - editor@fl eet.ie www.fl eet.ie

I t was to be Andreas Renschler’s (pictured) ‘swan song’ event, the world premiere of the new Atego medium duty distribution truck. As the outgoing Head of Daimler’s

Truck & Bus division, Mr. Renschler has now swapped notes at Board level with Wolfgang Bernhard who was responsible for Production & Procurement at Mercedes-Benz cars. “Th ere’s a saying that the time to leave the party is when you’re really having fun. If that’s true, then I’m doing the right thing today. I’m celebrating a world premiere once again at our biggest truck plant. Th is event crowns our most extensive product off ensive in Europe and puts us ahead of our competitors by establishing a complete range of Euro 6 – compliant vehicles – eight months before we have to do so by law. Th at’s where we are today. And if anyone had asked me eight years ago how I wished to end my days at Trucks, I’m sure I couldn’t have come up with a bett er scenario.

In the past two years Andreas has successfully overseen the launches of three new Mercedes-Benz truck products in three diff erent segments – Atros (Heavy Duty haulage), Antos (heavy duty distribution) and Arocs (Construction) and now to complete the fi nal piece of the product off ensive jigsaw – the new Atego covering the light to medium distribution sector.

“I’m proud of what we have achieved at Daimler Trucks in just under ten years. Of course there’s still some potential to exploit – but I think it has also become clear that we’ve launched the right measures to achieve exactly this feat. You can see the most recent evidence of what I mean with our new Atego. Th is truck is a lot more than just the newest edition of our tried and tested best seller. It’s a celebrated conclusion of our European product off ensive, our response to Euro 6, the number 1 with a star in the medium-duty distribution segment and the best truck of its kind we’ve ever had,” he added.

In handing over the microphone to Georg Weiberg, Head of Truck Product Engineering, Mr. Reinschler said farewell, “Th ank you for your interest and co-operation over the years.”

Mr. Wieberg then began, “Today, we are presenting another perfect solution for distribution transport, our new Atego. What you see here is not a facelift but a completely new truck. Everything is bett er than before – we have redeveloped and improved engines, transmissions, chassis, cabin and interior design. From the bodyshell to the last seam of the seats, the Atego stands for top quality and reliability. For example, take a look at the wide, staircase-shaped steps, which are ideal for gett ing in and out of the cab. New elements such as the multifunction steering wheel, the on-board computer with its integral departure check routine, or the fully automated Mercedes PowerShift 3

transmission that comes as standard in Germany, set new benchmarks in this segment,” he said.

To ensure that the Atego is perfectly suited for every “territory” we have developed four different cabs for the Atego, ranging from the short ClassicSpace up to the BigSpace. Th ey are all 2.3 meters wide, which makes them easy to manoeuver even on narrow roads. The portfolio also includes a crew cab version.

“Th e heart of the Atego is provided by our new generation of BlueEffi ciency Power engines in their medium-duty format. Exactly a year ago, we fi rst presented these engines to you in Stutt gart. Four and six-cylinder units are all derived from one and the same modular system. Th anks to the new Euro 6 engine, the Atego consumes up to fi ve percent less diesel fuel than its predecessor. Specifi cally this means: You save more than one litre of fuel per 100 kilometres. And, by the way: Th e Atego also saves enormously with AdBlue - the AdBlue-consumption is only 2- 2.5% of fuel consumption.

You are already familiar with the OM 936 with a displacement of 7.7 litres from the Actros, Antos and Arocs, which will have power ratings from 175hp to 299hp for the Atego. Today, we are celebrating the world premiere of the four-cylinder OM 934 with a displacement of 5.1 litres. It has an output

range from 156hp to 231hp. With performance like this and between 650 and 900 newton meters of torque, you are gett ing an engine that can even compete with some six-cylinder engines.

Another strong feature is the decompression engine brake. With up to 231hp/170 kW of braking eff ect on the four-cylinder engine and as much as 300 kW for the six-cylinder unit, the brake is sett ing new benchmarks. Depending on the engine variant, the truck is available with a six-speed, a newly developed eight-speed transmission, or a nine-speed transmission. In conclusion, Mr. Wieberg said, “Our smallest truck is a very big boy and I am extremely proud of my team, which has completely renewed our truck range over the last few years.”

First orders for the new Atego will start in May with fi rst deliveries two months later. Th e May edition of Fleet Transport will feature further details of the new Atego.

World Premiere of the World Premiere of the Mercedes-Benz AtegoMercedes-Benz Atego

18 | REPORT

“K eeping up to speed with key compliance developments” was the theme of the second annual FTAI Transport

Manager Seminar held on 6 March at Johnstown House Hotel, Enfi eld, County Meath. Th e well att ended day long session featured keynote and specialist speakers providing detailed information, guidance and best practice advice that today’s Transport Manager needs to keep up with current and forthcoming legislation and enforcement changes.

From the various presentations made, it became clear that the effi cient and compliant operations need not worry about meeting the numerous new rules and regulations, but for those entering the industry there is no doubt they will fi nd it diffi cult to get their collective heads around all that is involved and may even be put off with the notion.

Declan McKeon, Head of Policy, FTA Ireland as Seminar Chairman welcomed the 120 delegates att ending and introduced Key note speaker Noel Brett , CEO, Road Safety Authority who began by congratulating the six transport companies that received their FTA Ireland Accreditation Certifi cates to join the other 24 companies that have achieved this marque of excellence in Irish logistics. He said that he was encouraged by the progress made by operators in recent years in changing att itudes towards operational standards and roadworthiness. “For decades, Ireland was a society of denial,” he said. In outlining statistics on road fatalities, Noel cited the signifi cant reductions achieved in the past 40 years where in 1972, 640 died on our roads in contrast to 162 in 2012. In relation to those involved in collisions driving goods vehicles, 9 were killed in 2012 compared to 32 in 2007.

“While credit is due to everyone involved out there on our roads,” he said that “we must not be or get complacent as already the number of road deaths are up on last year’s record fi gures which must be addressed. “Risk factors are not exclusive, they are interlinked”, he added. “Th ese factors

are of main concern to Transport Manager’s day-to-day operations such as inappropriate speed, inferior road infrastructure, badly maintained or designed vehicles, impairment, inexperienced drivers, vulnerable road users and many others,” he emphasised.

“Moving on to the new Irish Road Safety Strategy 2013-2020, Noel described the approach as “Closing the Gap” in that both traditional and emerging elements will need to be further addressed – see chart. “Th e evidence band policy will be data led, research led and psychology led

and continue to use the Road Safety educational/enforcement model.”

In taking stock on the achievements made he stated that the introduction of safety cameras and mandatory alcohol testing together with the lowering of the Blood Alcohol limit, dedicated Garda Traffi c Corps and Automatic Number Plate Recognition system have collectively made the diff erence. Noel also mentioned the development of the major inter-urban routes, which are up to seven times safer than single carriageways and the broad education programmes at schools,


Second Annual Freight Transport Ireland Transport Manager SeminarSponsored by Goodyear, RSA Insurance & Volvo Trucks. Media Partners: Fleet Transport.

Declan McKeon, Head of Policy, FTA Ireland

Noel Brett , CEO, Road Safety Authority

REPORT | 19

www.fl eet.ie

workplaces and public/trade events along with P.R Awareness campaigns that have been undertaken and are ongoing. Ireland is the fi ft h safest country in Europe in this regard, (road deaths per million inhabitants) improving consistently from 17th position, with the progress made an example to other countries particularly in the Eastern block. Currently, Ireland is ahead of the target set for 2020.

With reference to roadworthiness of vehicles, the revised NCT – National Car Test, “has put in place a robust anti-fraud plan to ensure integrity of the system.” For the road haulage fraternity, initiatives to support compliance within the road transport sector have been seen as an achievement also. A risk based approach to enforcement entailed a fi ve-fold increase in commercial vehicle inspections to 1672 roadside checks between 2007-2011. Premises inspections rose to 4,602 by Transport Offi cers. Although the RSA worked with operators to improve compliance, it found it necessary to take some prosecutions, with 201 cases successfully prosecuted in 2011 – a 229% increase in the number of cases from 2006. Measures have also been undertaken to reduce operator's administration burden from load permits, digi-tacho cards on-line etc.

Aside from the PowerPoint slides, Noel suggested that more power through fi xed penalties was required at Government level to address infringements made by foreign operators and was pleased to state that Irish hauliers were no longer at the top of VOSA’s black list. He is concerned that the age profi le of Irish registered trucks at 8.7 years on average has a knock-on eff ect in the industry as a whole. Th e RSA CEO remarked that within a few years, Government funding will cease, meaning that the Road Safety body will have become self effi cient. Further details on the next road Safety Strategy will be announced soon. (Chart 2)

Liam Duggan, Road Haulage Enforcement Manager, Road Safety Authority spent much time explaining the new Commercial Vehicle Roadworthiness Act (also known as the CVR Act 2012). Th e informative session explained what are the Transport Operator's and Manager’s responsibilities under the Act and the new enforcement powers for the RSA and the Garda Siochána. Later Liam described the new colour coded risk rating system and the timeframes involved.

Th e main purpose of the Act, Liam began, is to set up a system to ensure roadworthiness of

commercial vehicles and said that the att endees needed no reminding that devastation can occur if a commercial vehicle is not roadworthy should an accident or collision happen. Th e scope and application of the Act allows for the reform of current arrangement in relation to commercial vehicle testing and sees the RSA take over the single responsibility for the Test Centres and testers. “Local Authorities will no longer be involved at this level,” explained Liam, “and the new system will see a consistent standard of testing across the network. In essence, the obligation of the vehicle operator is to have safe vehicles with safe system practices, while a more stringent enforcement policy will see increased standards that will have to be maintained. Th e benefi ts of the new system include enhancing fair market competition, as the enforcement eff orts will also take in non-licensed, domestic and foreign vehicles operating here. Th e effi ciencies introduced cover Internet based administration and the elimination of the need to visit the Motor Tax offi ce to collect the Certifi cate of Roadworthiness. Improved communications structure between operators and RSA is to be implemented. Transport Manager’s responsibilities – who eff ectively and continuously manage the transport activities of that undertaking – includes vehicle maintenance,” according to Liam. Own account operators are also to be covered in this Act.

“Current roadworthiness and testing compliance is unacceptable,” stressed Liam. “Of the 4819 vehicles checked for roadworthiness, 48% (2,312) had defects. 32% of that number had defects serious enough to warrant immediate action such as impoundment, repair on site or a new test”. On testing compliance Liam informed us that of the 1,000 randomly sampled commercial vehicles aged 5 years, only 70% had the legally required test conducted. “Th e CVR Act requires simple system to be implemented such as annual vehicle testing, ensure consistent roadworthiness, install a preventative and planed routine and establish a daily walk around check on all vehicles. Simple systems don’t need Rolls Royce solutions,” he emphasised. Th e transport operators’ obligations now cover everything basically from vehicle inspections and maintenance, to implementing walk around checks and systems.”

From this Autumn, the new CV test regime comes into play where vehicle owners can book the annual test on-line and that a single fee will be applied that will cover the test, the Certifi cate and the Road Safety levy. An I.D. will be required at Test Centres and once the vehicle has passed the test, a CRW disc must be displayed on the

windscreen and on the chassis of a trailer.

The CVR Act has put in place a series of recommendations apart from the regular maintenance routine and walk around checks, such as appointing a qualifi ed person to maintain vehicles (including trailers) regularly and ensure that documentation is made on checks, inspections and repairs.

New powers in relation to enforcement come into force with roadside inspections (supported by the Gardai) dovetailing that of premises visits. Enforcement will also entail prohibitions, Deferred Prohibitions, Detention and Immobilisation of unsafe vehicles and will apply to all commercial vehicles operating in the State – Own Account and hauliers registered outside the State.

Th e operational strategy will encompass liaising with organisations such as the FTAI, IRHA and CTT C (Coach Tourism Council). A colour coded risk based targeting system will come under CVORI – Commercial Vehicle Operator Risk Indicator – which will be evidence based, using results of annual tests, incidents and vehicles/premises checks. Operators will be scored and allocated a red/amber/green status with ‘red’ operators deemed dangerous and certain to be targeted by Inspectors. Operators will be able to access their CVORI status and the basis of their score through the Internet. Sectorial approaches will focus on school buses or sectors where there is a higher proportion of older HGV vehicles and trailers. Currently a broad communications programme is underway together with a number of Nationwide Seminars on the subject. A call was made by Liam on behalf of the RSA inviting operators to volunteer for inspections initially, which will benefi t all parties involved.

In his closing remarks, Liam stressed that the RSA is taking a balanced approach to driving improvements and the focus on the CVR Act will remain on all parties involved from the company owner, Transport Manager and the driver.

In the Q+A session that followed, he mentioned that a fi xed penalty system is proposed which should speed up prosecutions, fi nes etc.

Following the coff ee break, a joint presentation was made by Chris Evans, Solutions Development Manager, Volvo Trucks UK & Ireland and Jim Whitmore, Driver Trainer, Dairy Crest Ltd., relating to “Engaging drivers in fuel effi ciency programmes.” Chris delivered a similar Paper at the launch of the new Volvo FH Series in Sweden

20 | REPORT


recently which highlighted that by analysing and improving driving styles and behaviours can improve fuel economy, and reduce costs by as much as 20%. “Telematics will not immediately save fuel,” he claimed, “It collects data but it is how you use that information is where the savings can be made.” His bottom line was “saving fuel is a journey, not a destination” and in gett ing to that point he detailed the factors inf luencing fuel consumption – vehicle and load, Uncontrollable Variables, Conditional Parameters, Driver Techniques - Behavioural Parameters. “Having the right specifi cation and confi guration is important and that trucks used for urban distribution should focus more on tyre rolling resistance whereas trucks on long haul should focus on aerodynamics.” Road type and weather or seasonal variation were included among the uncontrollable variables which can aff ect fuel economy by more than 50% while measuring what the driver actually does while on the road come under Driver Techniques or Behavioural Parameters.

“As the driver becomes the main focus of att ention, developing a fuel effi cient way of driving and sticking with it is essential and constant eff ort is needed to keep drivers focused on the goals,” he emphasised. Driver training or coaching is the way to develop a driver into adopting a fuel-effi cient driving patt ern.” To illustrate the results achievable, Chris demonstrated the results from the Volvo Trucks Driver Challenge 2012 where 6 x 44t Volvo FH trucks were placed with transport operators for a week to measure driver techniques using Volvo’s Dynafl eet telematics system. Of the 116 drivers, the top 10 drivers recorded mpg fi gures 20% bett er on average compared to the bott oms 10 drivers.

Best example of how these effi ciencies can be achieved in real life, Jim Whitmore runs 51 x 44 tonne units at Dairy Crest has made impressive and signifi cant savings by implementing four main areas of the Volvo Trucks programme as described by Chris. 1) Idling – any time the vehicle engine is running and not in motion is considered as idling. In 2009, Jim recorded 250 hours per week from the fl eet. By 2012, that fi gure was down to 24, as a result fuel consumption improved from 8.4 mpg to 10.27 mpg, saving €700,000 in 2012. 2) Coasting – Keen observation and easing off on the accelerator can achieve the biggest saving – from Jim's 17.7% coasting time over 61,000 miles equated to 11,000 free miles per year alone, achieved at 10.10 mpg on average. 3) Within Economy Band – Staying within the ‘green band’,

through mentoring and monitoring brought the fl eet average up to 80.17%, with Jim recording 92.4%. 4) Engine load: - From the Fleet average of almost 5%, Jim reduced this to 0.4%. Due to one-to-one mentoring over 6 weeks at Dairy Crest, average fuel consumption improved from 10.06 mpg to 11.22 mpg, and within two weeks alone there was an 11.53% improvement.

Moving to vehicle engineering and technology updates, Andy Mair, Head of Engineering, FTA stated that 2013 will be a big year for vehicle developments and legislative changes with European Whole Vehicle Type Approval, Euro 6 engine emission controls and the aforementioned European Commission Roadworthiness package proposals, plus the mandatory fi tment of safety devices to HGVs. “In the past 20 years, engine exhaust emissions have been reduced dramatically, by 98% and with the implementation of Euro 6, Nitrous Oxide will be further reduced by 80%. “Th is high technology will come at an additional cost,” he added, up to €11,000 more with a weight penalty but no signifi cant change to fuel consumption”. Th e framework Directive 2007/46 on the EC Whole Vehicle Type Approval Programme “is shortly to bite now” aff ecting truck, bus, van and trailer manufacturers and by 29 October 2014 all new commercial vehicles and trailers will be encompassed. “No new vehicles can be sold, registered or used on the road in EU Member States without an Approval”. Th e advantages and disadvantages mentioned by Andy are charted here. He advised that operators should engage with brand manufacturers, body builders and dealerships and discuss and review commercial/contractual processes.

Th e General Safety Regulation EC 661/2009, which replaces 50 plus Directives in one swoop, centres on Advanced Vehicle Safety systems such as Emergency Braking Systems, ESP, Tyre Pressure Monitoring and Lane Departure Warning Systems, all of which will become mandatory fi tt ings in due course. “Tyre labelling is already with us”, he added.

Andy proceeded to further reiterate the EC Roadworthiness Package published in July 2012 as described by Liam Duggan earlier but with a special emphasis on load security. He recommended for operators to download the “Cargo securing for Road Transport” document on the EC website which clearly explains the code of practice in all areas of load, loading and load security. He referred to the recent RSA Consultation in Vehicle Modifi cation.

After lunch, Ian Smith, Manager – Ireland Information, FTA introduced the Transport Manager interactive session where att endees were asked questions in group format to test their collective knowledge on current legislation. While light-hearted, some serious facts were revealed as to the correct answers to some of the questions! Th is led into some serious fi ndings revealed by Tony Kelly, Head of Training & Investigations, Collision Consulting (IRL) Ltd. With almost 30 years in the Garda Siochana, a decade of which involved dealing with forensics. Tony described the signifi cant amount of information available to investigators from tachographs be it analogue or digital. While the former records speed, mode and distance, the latt er records acceleration, speed, time diff erences, 24 hours a day. “Serious analysis can be made,” he said, and continued to explain about the speed of recordings that can assist accident investigations, and mentioned that some digital tachograph producers can record and store information on incidents one minute before and aft er they happen.

Ian Smith returned to deliver the fi nal presentation of the busy day. Th e main focus here was safety in logistics, which concentrated on load security. In discussing the background to the importance of this issue, the legal requirements were highlighted as was a risk assessment such as falling off a vehicle, loss of the load or part of, poorly secured straps or even basic slips and falls, where the responsibility lies in one simple answer – everyone involved from the planning the load through to fi nal destination. He continued by explaining the various body types and devised a matrix of higher and lower risk Goods Vehicles and trailer types. Th at transcended into three types of risk A-High, B-Medium and C-Lower, which led to load security defects again using 3 risk scenarios .

Safe Container Packing and Loading Dock Safety best practice was then covered with further advice available from FTA Offi ces here and in the UK.

In summing up the day’s presentations, Declan McKeon highlighted the main points taken from the day and thanked the guest speakers and the att endees together with the event sponsors.


REPORT | 21

Seamus MacGabhann, RSA Insurance; Aidan Flynn, FTAI,;Tom Wilson, FTAI; David Magee, RSA Insurance

Newly AccreditedMembers of the FTA Ireland. Pictured left to right are; Richie O'Flynn, South Coast Logistics; David O'Keefe, Height for Hire; Kevin French, Donnelly Fruit & Veg; Michael Dixon, Dixon International; Ciaran Murphy, Macroom Haulage and Joe Harford, Domino's Pizza

Seamus MacGabhann, RSA presenting an iPAD to Paudraic Prendiville, Transport Manager of Pallas Foods, prize draw winner, with Jimmy Ward fr om Marsh.

FTA Ireland Members Accreditation presentation sponsored by RSA Insurance Ireland

22 | PREVIEW 1


L ike never before, the Commercial Vehicle Show 2013 at the NEC, Birmingham from 9/11 April will host a number of signifi cant truck

premieres, all of which will be introduced into the marketplace in time for the introduction of Euro 6 legislation. Taking centre stage will be new off erings from DAF Trucks, MAN, Mercedes-Benz and Volvo Trucks.

For DAF Trucks, the CV Show 2013 is a major milestone. Not only will the company be showing off its new fl agship model, the DAF XF, there will also be world premieres for its two other truck series – the DAF CF and the DAF LF. DAF President, Harrie Schippers, will be unveiling the new trucks on the DAF stand in Hall 5.

Th e complete renewal of its market leading truck range ranging from 7.5 to 44 tonnes GCW, which has been developed to meet the exacting standards of the new Euro 6 emissions legislation as well as delivering maximum transport effi ciency and industry leading low costs of operation will be showcased.

Th e new DAF truck range promises to att ract a lot of att ention as will the display of PACCAR engines, which meet Euro 6 emission levels – separate story on these developments on pages 30 & 31.

MAN will exhibit Euro 6 chassis for the fi rst time in the UK in the shape of an MAN TGL 7.150 4x2 C cab, MAN TGM 18.250 4x2 LX cab and MAN TGX 26.400 6x2 XL cab.

Th e German brand will also focus on sales of current Euro 5 vehicles, as operators look to delay moving onto the next phase of Euro legislation with its perceived complexities. Euro 5 tractor units will form part of the company’s display and include one of its highly regarded TopUsed models: MAN TGX 26.480 6x2/2 XXL cab and MAN TopUsed TGX 26.440 6x2 XLX cab.

Backing the hardware will be a range of MAN Competence Centres where operators can discuss key aspects of MAN customer support from sales engineering through to fi nance, telematics, rental, driver training and aft ermarket services.

With its unveiling at a world premier press launch event in Germany, Mercedes-Benz will bring its new generation short-radius distribution truck Atego one step closer to the public at the NEC.

Slott ing into the Mercedes-Benz range alongside its larger stablemates of Actros, Antos and soon to arrive Arocs, the Atego will as before cater for the 6.5 to 16 tonnes sector.

Powered by a choice of seven engines with manual and automatic transmission, its four Euro 6 BlueTec 6 four-cylinder engines cover the range 115 kW (156 hp) to 170 kW (231 hp). Th ree newly-designed six-cylinder engines cover the higher 175 kW (238 hp) to 220 kW (299 hp) range, all delivering up to 5 percent less fuel consumption. Features include Stability Control Assist as standard and a new high performance braking

system designed to ensure maximum driver safety.

Volvo Trucks has reported a hugely positive response from customers and media for the new FH series since its launch in September 2012. Promoted as ‘Th e Safest Ever Volvo’, the FH driving experience features precise handling and steering, closer to that of a luxury car than a truck. Th e truck off ers 300 litres more storage, a bett er, wider bed, fl att er fl oor, new security measures and Work Remote - a new wireless remote control unit with all functions that the driver requires while loading or unloading. Th e new Euro 6 FH also off ers operators major fuel savings of up to 10% if all driveline options are taken.

Th e Volvo stand will also feature an example from the new FM series. Described as the great all-rounder of the Volvo Trucks range, thanks to its impressive fl exibility and transport effi ciency, it covers the needs of most customers.

“With its multiple application areas the Volvo FM is one of our most important models and the new version takes a huge step forward in every major area. Embodying our very latest technological advances, progress on and off road is more stable, more comfortable and more effi cient,” stated Claes Nilsson, President of Volvo Trucks.

Production of the new Volvo FM will get under way in September. Among its new features are Volvo Dynamic Steering which off ers unique driving characteristics, I-See with the potential for cutt ing fuel consumption by up to 5 per cent and Remote Services which maximises uptime.

CV Show 2013 shines spotlights on Truck Premiers

Stoneridge Duo MobileNew Mercedes-Benz Atego


PREVIEW 1 | 23

Transport Managers will have the opportunity to undertake Stoneridge’s new Fleet Health Check of their business to see what savings they could make. Th is includes the company’s One Minute Rule digital tachograph, the SE5000 Exakt Duo. Th e Duo technology comes as standard and at no extra cost with all SE5000 Exakt Duos and gives real-time updates and countdowns on drive and rest times.

Show visitors will also get the chance to demo Stoneridge’s new free tachograph Apps, Duo Mobile and Tacho Center. With Duo Mobile drivers can now see drive, break and rest times in real time on their Smartphone, while Tacho Center enables the wireless download of digital tachograph data.

Additionally, Stoneridge will showcase one of its newest technological innovations - the Optimo workshop tool, which takes tachograph programming and calibration into the future.

Hiab will have its wide range of on-road load handling equipment under its market-leading brands: Hiab loader cranes, Multilift demountable systems and Moff ett truck mounted forklift s.

Making its debut is the latest addition to the Multilift XR Power Range of demountable body systems, the XR24S. Th e use of lower weight materials gives this sliding hooklift model a capacity of 24,000kg and its regenerative hydraulic system delivers signifi cant fuel savings and reduced emissions during operation.

Coming onto the market for the fi rst time is the all-new Moff ett E Series of truck-mounted all-electric forklift trucks. Th ese use advanced electronic technology to achieve near silent operation with a noise level below 60dba allowing their night-time operation in built-up areas.

Th e XS122E-3 HiPro, from the class-leading Hiab loader crane range, will also be on display as a Mobile Elevating Working Platform.

Meanwhile Search Impex will again have the largest fl eet at the CV Show, with a display of customised promotional model vehicles.

More and more companies are using model vehicles as unique marketing tools, sales incentives and key account gift s, and trust Search Impex to deliver quality products. With a number of businesses celebrating company milestones, 2013 has already proved to be a busy year for the Search Impex team at its showrooms in Derbyshire, where att ention to detail and customer service continues to be the company’s hallmark.

From the Light Commercial Vehicle front, Fiat Professional will display an impressive line-up of its award-winning range. Exhibits will show the breadth and depth of the Fiat Professional line-up and will include debuts for the new Fiorino Crew Van, Scudo Crew Van and Ducato Tipper. Th e new Crew Van versions provide fl eet operators and businesses with fl exible and versatile solutions for combined goods and people transport.

Prime Design Europe is one of the leading roof rack manufacturers and will demonstrate its extensive range of fully adaptable aluminium roof rack systems for safe and ergonomic transport of goods and ladders or long objects. Th ey can be built on the vehicle using the existing tie-in points and are ideal for leasing fl eets. Its ErgoRack is an ergonomic platform ladder loading system that is operated from the ground so eliminates lift ing heavy loads above the shoulders or climbing on the roof.

AluRack, its aerodynamic aluminium roof rack, fi ts most vehicle types and is available in diff erent confi gurations according to the loading challenge. Th e lightweight aluminium combined with structural stability, allows vehicles with limited roof capacity to carry more material.

Cycle Alert is a new system designed to keep cyclists safe on the roads and encourages both HGV drivers and cyclists to work together to take responsibility for making the road a safer place. Th e system has three elements: A sensor unit that is fi tt ed to the bike (or worn by a cyclist on their person or helmet), a sensor which is fi tt ed to an HGV, and a dashboard-mounted driver-alert receiver. Th ese three units work together to form a communication network between all parties, with the driver being given maximum advance notice of the proximity of a cyclist.

Driver First Assist (DFA), which has the active support of all three emergency services and the NHS, aims to train professional drivers in basic fi rst aid techniques which could be deployed at the scene of an accident, providing vital initial assistance. Th e man behind DFA, former truck driver, Business Development Director at the Road Transport Industry Training Board and General Secretary of the United Road Transport Union, David Higginbott om, explains: “Th e fi rst few minutes aft er an RTA are critical and that is the time – before the police, ambulance and fi re services arrive – when many casualties would greatly benefi t from the att ention of someone trained in basic fi rst aid techniques. It is virtually certain that a professional driver will be the amongst the fi rst on the scene. We aim to train some of those drivers to give assistance – a highly visible symbol of the road transport industry’s positive role in society.”

Cycle Alert -key unit

Moff et E2 electric forklift

New Volvo FM


24 | PREVIEW 11

W ith just a few weeks to go until FPS EXPO 2013, the largest event for the oil distribution sector in the UK & Republic of

Ireland is gathering momentum according to event organizers, the Federation of Petroleum Suppliers. Covering three halls and outside exhibition areas, over 95 companies from leading manufacturers, distr ibutors, equipment suppliers and soft ware companies will be exhibiting the latest advances in oil distribution technology and innovation.

Taking place on 17 & 18 April at Harrogate International Centre, FPS EXPO 2013 will bring together experts and decision-makers in the oil distribution sector from across the globe, providing a forum for the exchange of best practice in the downstream market and culminating in a spectacular industry Awards and Gala Dinner on 18 April.

New to FPS EXPO 2013 will be the Product Th eatre where over the two days, companies will be giving live product presentations and demonstrations. FPS Marketing and Events Manager, Vanessa Cook commented: “Th ere is a real buzz about the Show now and Exhibitors are looking forward to the ‘bounce’ in sales that FPS EXPO delivers. We’ve got some big names signed up and some new names as well as many companies returning time and time again citing the return on investment the event provides. FPS EXPO is unique in being able to off er visitors access to the leading players in the industry and many say a visit to FPS EXPO is a valuable use of time.”

D e n n i s o n , t h e undisputed leader in the manufacture of skeletal trailers, will

be exhibiting a gooseneck version, designed to suit 12.2 metre (40ft ) ISO containers at this year’s Multimodal Show which comes to the NEC, Birmingham from 23/25 April.

Th e gooseneck skeletal trailer enables a high cube, 2.9 metre (9ft 6in), container to be carried under 4.2 metre (13ft 9in) overall height with a standard 1250mm (49 in) fi ft h wheel height. It comes as

standard with BPW drum brakes, Knorr Bremse EBS with Roll Stability and Aspoeck lamps.

In 2014 Dennison celebrates half a century of trailer production during which time it has grown to become one of the leading players when it comes to trailer design and manufacture. Last October it delivered the 40,000th trailer to be built, marking another signifi cant milestone in the company’s long history. And in December, Dennison scooped a major award in the fi rst-ever German-Irish Chamber of Industry and Commerce and Enterprise Ireland

‘Irish Exporter to Germany Awards’, winning the ‘Best Emerging Exporter’ title.

FPS EXPO on the fi nal countdown

Dennison at the Multimodal Show 2013

Tip-ex 13: Catering for the needs of the tipping industry

T ip-ex is the UK’s only exhibition dedicated to the tipper and bulk transport sector. Now organised by the new owners, Road Transport

Media Ltd, Tip-Ex 13 looks set to develop into the must-att end event for all professionals involved in this specialist sector.

Held at Harrogate International Centre at the end of May, the three-day event promises to deliver even more for exhibitors and visitors with new Show features such as an exciting new auction, topical seminars and an interactive exhibition. “Th is really is the event to inform on the latest developments in the tipper and bulk transport sector, as well as an exclusive showcase from the leading manufacturers, equipment suppliers and service providers,” explained Andy Salter, Managing Director, Road Transport Media Ltd.

“Th e Tip-ex 13 show kicks-off with the inaugural Auction Extravaganza on the morning of 30 May as trucks, trailers, bodies and other ancillary equipment associated with the bulk and tipper transport sector come under ‘Th e Hammer’. Truck sale specialists Pro-Truck Auctions is organising the auction and will be interested to hear from you if you have product to sell in this not-to-be-missed activity. Call Charlie at 0044

7983 473050 or [email protected] to secure your place among the Lots to go under the hammer in what’s sure to be a frenetic sale,” he added.

Also new for Tip-ex 13 are the Soapbox Seminar sessions which will be held throughout the day in Hall C. Speakers will be made up of exhibitors and other industry experts with a point to make or a product to launch. Th ese 15 minute sessions are intended to give show visitors an update on some of the issues facing the industry in a lively, intimate and interactive environment. Th e simple set design and walk-up informal approach are set to ensure Soapbox Seminars are a key focal point of Tip-ex 13 and are sure to be a major visitor att raction.

Dates/Times:Th ursday 30 May: 1pm - 5pmFriday 31 May: 9.30am - 5pmSaturday 1 June: 9.30am - 4pm

H eld every three years, the 2013 International Materials Handling Exhibition has grown substantially since last held at the N EC,

Birmingham. With four well fi lled Halls brimming with technology and innovation, the IMHX has become the leading event for the intralogistics industry. “IMHX 2013 represented the whole of the industry, from forklift s and accessories to IT, automation, racking and shelving and all points in between,” stated David Rowell, President, BITA – British Industrial Truck Association in the Show brochure.

Richard Noble, the land speed record breaker of f icia l ly opened the four day event and informed att endees of his plans to break the 1,000 mph barrier and had his latest project the Bloodhound SSC on display.

COMBILIFTCelebrating 15 years of innovation, Monaghan headquartered Combilift had a number of premieres at the Show including some electric models. On its large stand with affi liated company Aisle-Master, Sam Moff ett was busy demonstrating one of Combilift ’s new products to interested parties.

CAMOPLAST SOLIDEALA world leader in the design, manufacturing and distribution of off -road tyres and high performance tracks, Camoplast Solideal is committ ed to delivering quality and value. It is represented in Ireland by Philip White Tyres (Northern Ireland) and FTS (Forklift Tyre Specialists) Dublin for the Republic.

CONTINENTAL TYRESTh e Industrial Network division of Continental Tyres was just one of the new list of products and services provided by Continental Tyres UK and Ireland. LifeCycle is its new retreaded super elastic tyre while CSEasy fi tt ed with a torque wrench is unique in the business. Check out www.conti-challenge.co.uk

DOOSANFrom hip-hop dancers to heavyweight forklift s Doosan att racted the crowds. Th e Korean brand off ers over 100 forklift models from 1.5 to 18 tonnes powered by LPG, diesel or electric. New warehouse equipment and reach trucks have been added to its multi award winning product range.

FLEXI NARROW AISLEA new Warehouse Systems Division was launched by articulated forklift truck technology provider Flexi Narrow Aisle. Flexi Warehouse systems off er impartial advice on a broad spectrum of warehouse based intralogistics solutions in a cost eff ective manner.

HEAVEY RF GROUPAnother Irish company of note in this sector is Heavey RF which develops and implements complete mobile soft ware and middlewave solutions such as the award winning VoicePoint, ServicePoint and InHouse systems. Some big name companies in Ireland and UK use their services.

HOPPECKE INDUSTRIAL BATT ERIESFounded in 1927, Hoppecke is the largest batt ery producer in European ownership. “Energ y Craft smanship” is how the Newcastle based company described its display at the NEC. Th e M50 Truck Centre, Dublin, has just been appointed new Irish Agent which will serve the materials handling and aviation industries.

HÖRMANNWith a much bigger stand than before, Hörmann showcased a selection of multi-function hinged doors alongside industrial doors, loading bay equipment and a fully equipped service vehicle. Hörmann’s innovations have been shortlisted for Design 4 Safety Awards.

JUNGHEINRICHTogether with the National debut of the ‘Class leading’ ETV 318 Reach Truck, the focus on the Jungheinrich stand was the environmental benefi ts across the range. Under the banner ‘BestInvest’ the German brand demoed its various products and services, highlighting their extensive customer benefi ts.


26 | REVIEW

IMHX 2013

NEC, Birmingham

Combilift

Camoplast Solideal

Continental Tyres

Doosan

Flexi Narrow Aisle Heavey RF Group Hoppecke Industrial Batt eries Hörmann

Text & Photos: Jarlath Sweeney - editor@fl eet.ie www.fl eet.ie

REVIEW | 27

LINDEIn developing its stand following consultation with customers, Linde wanted visitors to go away with three key messages – 1) Linde personnel know how to specify; 2) Linde has the best products for the job; 3) Linde products are more effi cient and help reduce ownership costs.

MANITOUWith indoor and outdoor exhibits, Manitou presented a range of industrial machinery including the MI series of counterbalanced forklift s, warehousing equipment, powered access and truck mounted forklift s. Sales Executive, Eamon Bolger, was busy throughout dealing with queries.

PIRTEKAs Europe’s number one provider of fl uid transfer solutions, Pirtex also carries out on-site repairs. Specialising in hydraulic hoses, pipefitters and couplings, Pirtex is well served across Ireland with branches in Belfast, Cork, Dublin, Galway, Limerick and Waterford.

PROTEUS SOFTWAREFrom its on-site Advice Centre, Proteus Soft ware was in a position to use the 25 years of experience in providing stock, inventory and warehouse management solutions for the all types and sizes of business, including Cloud WMS, RF WMS and Voice Picking Systems. David Gray and Nikki Sahota were kept busy!

RTITBA DVD training aid “Counterbalance Operators” was relaunched by the RTITB at the show, with an updated edition. Th e RTITB Operator of the Year fi nals took place at the venue with two Irish lads, Jan Kontul (Industrial Temps) and Anthony O’Reilly (Sheehans Cash & Carry) among the qualifi ers, with Anthony, trained by Daralinn Health & Safety Ltd, second in his Heat.

SPERRIN METALCelebrating 50 years in business Sperrin Metal based in Draperstown, Northern Ireland, specializes in creating and supplying storage solutions from racking, to lockers, mezzane fl oors, boltless/offi ce shelving. Free professional advice and no obligation quotations are provided.

TERBERG DTSMaking its first Show appearance, the Terberg Kingfi sher is a new truck-mounted forklift that fi ts all popular makes of trailer and rigid bodywork and are lightweight. Pictured at its stand were Etienne Blokker, Robin Johnson and Richard Woodings.

TOYOTA MATERIALS HANDLINGKen Williams proudly explained about the 1972 G20 Toyota Forklift that was beautifully restored under its Apprenticeships programme which is to be extended this year. Carryduff Forklift , Belfast, the Toyota Materials Handling agent is involved with this programme.

TRA NSLIFT BENDITwo new products were unveiled by the global manufacturer of articulated forklift trucks – the world’s fi rst Order Picking arctic forklift and the Bendi Arctic with a factory fi tt ed cold store cab which works effi ciently at temperatures as low as -30oC.

UKWA/AIWAAt the United Kingdom Warehousing Association’s Pavilion which was a ‘show within a show’ members and associates of the UK & Ireland’s (under the All-Ireland Warehousing Association) leading trade associations dedicated to the 3PL sector displayed their wares. Roger Williams and Daren Th omas were on hand too!

Jungheinrich Linde Manitou Proteus Soft ware

RTITB

Sperrin Metal

Terberg DTS

Toyota Materials Handling

Translift Bendi UKWA/AIWA

28 | READERS' CHOICE


C alling all transport operators, managers, drivers and enthusiasts! Th e time has come to select the Irish Truck of the Fleet Transport

Decade. Th is unique accolade will be presented to the truck chosen by readers of Fleet Transport as their top choice over the ten winners of the Fleet Transport Irish Truck of the Year in the past decade. From the list below please nominate your overall winner by email to awards@fl eet.ie, by Twitt er – twitt er.com/fl eett ransport or on facebook by 31 July. Just one nomination is allowed per voter and the truck with the most votes will win this unique honour and title.

Once all the votes are collected the overall winner will be announced in the September edition of Fleet Transport. Five of the voters who select the most popular top truck will be presented with a goodie bag full of branded merchandise. Th at

vehicle in question will then take pride of place at the Fleet Transport Awards Gala Dinner at the Citywest Hotel, Dublin on the 10 October next. As well as having the truck on display, the brand distributor will receive a special trophy to mark the occasion. “To mark the tenth anniversary of Fleet Transport, what bett er way than to ask our readers to select their favourite truck of the past decade based on the ten winners of the Irish Truck of the Year, starting with the 2004 winner right up to the current title holder," explained Jarlath Sweeney, Group Editor, Fleet Transport. “As you will see from the list there is a high quality line-up to choose from, with some brands having multiple entries due to their launch programme over the ten years. Th is will make for an interesting vote count at the end of July,” he added.

Th e Fleet Transport Irish Truck of the Year Award is presented to the truck, which has made the greatest contribution to road transport

effi ciency in terms of innovation, comfort, safety, driveability, fuel consumption and emission reduction. As per the list below, many of the contenders were crowned ‘International Truck of the Year’.

Let the game begin to select the ‘Irish Truck of the Fleet Transport Decade’.

Irish Truck of the ‘Fleet Tran• Readers to choose their favourite Truck of the Past 10 years

2004 Mercedes-Benz Actros II2005 Scania R-series I2006 MAN TGL2007 DAF XF1052008 MAN TGS/TGX2009 Mercedes-Benz Actros III2010 Volvo FM.112011 Scania R-series II2012 MAN TGX2013 Mercedes-Benz Actros IV

2004 - MERCEDES-BENZ ACTROS IIWhen Daimler launched the second generation Mercedes-Benz Actros, its claim to fame was the electronic sequential gearbox that was called ‘Telligent Gearbox’. Using high-tech electronics, gearshifts were pneumatically activated and together with a load-sensing system on the fi ft h wheel coupling, the correct gear was selected. Braking force was much improved also.

2006 - MAN TGLMAN’s light/medium truck range the TGL scooped the 2006 International Truck of the Year Award, an unusual outcome for a non-heavy duty vehicle. At that time MAN had made great advances in producing an effi cient distribution vehicle and had begun developing a diesel/electric hybrid version. 2006 will be remembered for MAN’s plans to take over Scania. Litt le did we know that both brands would eventually come under the Volkswagen Group.

2005 - SCANIA R-SERIES IOft en termed the 5-series as the newly launched R-series replaced the successful 4-series from Scania. In replacing the number designation the Swedish brand went for lett ers with the R/G/P-series covering all applications. Litt le was changed from the familiar Scania ‘look’ except for a few curves in the cab’s exterior here and there. It won the 2005 International Truck of the Year.

2007 - DAF XF105Up against the Renault Premium Long Distance, the DAF XF105 won the 2007 International Award with 86 points, 25 more than its French rival. It was powered by a 12.9 litre fuel effi cient engine mated to a ZF gearbox in both manual and automatic formats. A restyled exterior and an entirely new interior design continued DAF’s excellent standards in this sector.


READERS' CHOICE | 29

nsport’ decade launched

2013 - MERCEDES-BENZ ACTROS IVTh e all-new Actros, the fi rst totally new heavy-duty truck from Mercedes-Benz in almost two decades has made serious waves in the industry. Featuring a fully new award-winning design, new Actros was the fi rst truck to fully comply with Euro 6 emission controls while improving on the fuel economy over the previous Actros in Euro 5 guise.

2009 - MERCEDES-BENZ ACTROS IIITh e second of the Actros runners in this competition is the third generation of the Mercedes-Benz fl agship range. Although credited with pushing the boat out for increased use of electronics in trucks, some of these systems did have their gremlins. Actros III sorted all that out with problems to the transmission and brakes a thing of the past. It won the ITOY in 2009.

2011 - SCANIA R-SERIES IITh e latest Scania R-series, with a refreshed look and upgraded drivetrains, took the International award with much fanfare and secured almost double the votes over the other contenders - the Volvo FH.16 and MAN TGL/TGM. Operational economy and a unique support system that spurs the driver to adopt more effi cient driving habits helped to secure top marks.

2008 - MAN TGS/TGXIn succeeding the TGA – the new Truck Generation from MAN, the German marque produced two distinct models for heavy duty applications. Th e fl agship TGX for long haul work was marketed alongside the TGS which was designed for National distribution and also to cater for the construction sector. Fuel economy, driver comfort and total cost of ownership effi ciencies all round were appreciated by operators and the press.

2010 - VOLVO FM.11In introducing the 11 litre engine in the FM range, Volvo had a fuel effi cient light weight powerplant that best suited National distribution and applications where payload was paramount. “Due to its light weight and adaptability, we have put together a specifi cation for the petro-chemical industry and also for supermarket delivery,” stated a delighted Göran Nyberg, Head of Volvo Trucks UK & Ireland at the time of receiving the Irish Award.

2012 - MAN TGXFuel economy and reduced exhaust emissions were to the fore with this model, as were build quality, interior space, driver comfort, safety, new technologies, innovations and dealer back-up. “MAN is totally customer focused and the Irish award is a vote of confi dence in the brand,” stated Michael Hynes, M.D., MAN Importers Ireland.


30 | TECHNOLOGY PART 1

I n any walk of life, it is oft en bett er to get advice from an expert, no matt er what the subject matt er. Courtesy of DAF Trucks NV, we heard the expert view on

diesel engine technology from Prof. Dr. Franz X. Moser (pictured), AVL List GmbH, Austria, Honorary Professor, Technical University, Vienna. Under the topic “Diesel - What Else,” Prof. Dr. Moser enlightened us on the three phases of diesel engine development – Yesterday 1970/1990; Today 1990/2010 and Tomorrow 2010/2020. “Today’s phase,” he began, “is the most important and signifi cant.” “No other fuel source supplies the broadest application range like the diesel engine,” he added. Over 30 applications were listed on the PowerPoint slide. “Diesel engines cannot be replaced,” he emphasised and proceeded to demonstrate the energy efficiencies produced from 52% proportioned to low revving ship powerplants to 41% generated from diesel engines used in cars. From these fi gures, the 48% obtained from truck engines is notable.

On the requirements of diesel engines used in medium/heavy duty trucks from “Yesterday 1970/90”, low fuel consumption, durability and reliability and soot emissions were the main areas of concentration. Engineering wise, the technology of ‘Yesterday’ provided a good foundation for Today and Tomorrow’s engines. At that time a mechanical injection system was in place as was natural aspiration, direct injection turbocharging and later intercooling. Moving on to ‘Today’, Mr. Moser remarked on how worldwide legal requirements had to be fulfi lled that aimed to reduce gaseous emissions without increasing fuel consumption. Th e other challenges facing manufacturers then included further increase of durability and reliability while keeping the product competitively priced, which he stated was most important of all. In the advent of the introduction of Euro 6, there is no further room for manoeuvre in emission control anymore according to the Prof. Dr. Moser. Emission levels (CO, HC, NOx) and soot have been reduced by almost 100% at this stage and all achieved since 1988 with Euro 0.

An additional challenge for today’s engine developers is the whole weight issue – a heavier engine will reduce payload and increase fuel consumption.

Looking towards ‘Tomorrow’s’ requirements, downsizing is king. While engine capacity will continue to decrease, horsepower and torque levels will increase. Other features that will continue to come under the microscope will be fuel and labour costs. Th e price of the vehicle is likely to jump up too in order to provide the OEM’s with return on their investment.

Th e Prof. Dr. went on to explain further about the diesel combustion process and to where, when and how the harmful emissions form and the kind of aspiration – Natural, Turbocharged or Turbocharged & Intercooled. Th e onset of virtual

product development employing soph i s t ic ated computer simulation has been decisive in cross discipline simulation and optimization, according to Franz. Thermo-dynamics, Dynamics Acoustics, System analysis and vehicle simulation have all come under the microscope in this virtual world.

Diesel engine fuel injection systems were explained next as he recalled low pressure systems from ‘Yesterday’ such as the Distributor Pump, In-line Pump to the Unit Pump used successfully by DAF Trucks to the Unit Injector (still used by others) to today’s Common Rail system where pressures fi re up to 2500 bar (compared to 500-1100 bar from the Distributor Pump). Bosch is one of the biggest suppliers of the Common Rail system to vehicle brands.

From the chart below, the main concern for engineers from 1970-1990 was to reduce fuel consumption with the next 20 years taken up to sort out emission controls. Now the focus is back on reducing fuel usage and into the future, get the carbon footprint (CO2) down. Hybridisation and Electrifi cation will come more to the fore especially in heavy duty vehicles “Future development eff orts have to, and will be, focused on the reduction of CO2 emissions and fuel consumption as well as on the simplifi cation and cost reduction of the very complex and expensive aft er-treatment systems,” he said. “By applying engine internal improvements, downsizing and hybridization plus the recovery of the highly energetic waste heat and exploitation in a secondary process, fuel consumption and CO2 emission reductions can be achieved up to 20%. More are possible mid-to-long term, especially in long haul operation,” he concluded.

“Nothing better than Diesel Power – Even in the future” – Prof. Dr. Franz X. Moser

“The new PACCAR MX-11 engine fits completely in the trend towards achieving high effi ciency

at lower displacement volumes”, explained Ron Borsboom (pictured), member of the Board of Management of DAF Trucks with responsibility for Product Development. “11 litres is the ideal displacement volume for achieving outputs of 290 hp to 440 hp within the requirements of the Euro 6 legislation and using reliable single-stage turbo technology. When developing the PACCAR MX-11 engine, we started with a clean sheet of paper. Our main development criteria were high performance, low weight and fuel consumption, as well as maximum reliability and durability and excellent vehicle availability. Th e new PACCAR MX-11 engine has service intervals of up to 125,000 km”.

Th e double overhead camshaft s are a key feature of the new cylinder head, which has four valves per cylinder and an integrated inlet manifold. "Th is confi guration off ers signifi cant advantages", explains Ron Borsboom. "Firstly, the valve train can be confi gured in a smart and more robust manner, which optimizes durability. Th e cylinder head is also extremely robust, which enables us to use higher top pressures combined with larger reserves; these factors are key to improving durability and reliability as well as effi ciency. Direct valve control also has a positive eff ect on fuel consumption, as it minimizes losses. Th e double overhead camshaft s ensure that the integrated MX Engine Brake delivers an outstanding brake performance: it releases more than 70% of its exceptional 320 kW of power at low speeds (1,500 rpm). Th e overhead camshaft s also help to reduce weight. Th e camshaft s can be hollow as the injection system is driven by a separate FIE (Fuel Injection Equipment) camshaft , saving 15 kilos in weight".

Th e new MX-11 engine shares its advanced

common rail system with the PACCA R M X -1 3 e n g i n e , although each has its

own engine soft ware calibration. Th e common rail allows high injection pressures of up to 2,500 bar, and provides the opportunity to use pre-and post-injection, or a combination of both.

Th e fact that the temperature of the exhaust gases can be controlled so eff ectively also means that the engine can be optimally integrated w ith the ex haust gas after treatment system.

"We use a turbo charger with variable geometry (VTG), which ensures that the engine can call on the best turbo settings at all times and across its entire speed range in order to deliver maximum

performance. Th e EGR system is highly compact and designed for a perfect mixture of exhaust gases and fresh air. All this technology is controlled optimally and accurately by three actuators: the Back Pressure Valve, the VTG turbo and the EGR valve. Th e compact design of the PACCAR MX-11 is also a key feature of the engine, making it ideal for use in the DAF CF series," Ron concluded.


TECHNOLOGY PART 11 | 31

55 years of leadership in engine technologyTh e PACCAR Group has continuously invested in its DAF truck’s plant in Eindhoven. In 2007, €50m was directed towards extending its Engine Test Centre by adding 20 Cell units to record engine developments under every condition and extremes possible. Drivetrains are loaded and fully maintained as if they were working out on the roads in a truck or bus for up to 1.2 million kilometers. It all began here with the DD575 Leyland engine produced under licence.

Production of the PACCAR MX-11 in Eindhoven

More Power to the new More Power to the new PACCAR MX-11 PACCAR MX-11

FLEETTRANSPORT | APR 13 Text & Photos: Cathal Doyle - cathal@fl eet.ie

Krone expands its horizons Krone expands its horizons Eastwards with opening of new Eastwards with opening of new Turkish factoryTurkish factory

T he opening of a new trailer manufacturing facility at Tire in Turkey is set to provide Krone, Europe’s second largest trailer

manufacturer, with significant expansion opportunities in Eastern Europe, the Middle East, the Turkish States and Northern Africa as well as Turkey itself.

Located 90 kilometres south-east of Turkey’s third largest city Izmir, the new Krone Doğuş Trailer Factory is a joint venture agreement between the Krone Group and Turkish company Doğuş Otomotiv, a long-time importer of Krone products in Turkey. Krone holds a 51 percent stake in the venture with Doğuş Otomotiv owning 49 percent. Doğuş will be responsible for the distribution and sale of the trailers via its network of dealers in Turkey. Th e facility had originally been planned for 2009 but the fi nancial crisis put the project on hold for two years.

Founded in 1951, Doğuş Group is one of the largest conglomerates in Turkey. It is active in seven core businesses - fi nancial services, automotive, construction, media, tourism and services, real estate and energy. Th e automotive arm, Doğuş Otomotiv is the leading wholesale distributor in Turkey, and includes brands like the Volkswagen Group, Scania and Th ermo King among its customers.

With total investment in the impressive new factory of approximately €35 million, the plant, which has received DIN EN ISO 9001:2008 Certifi cation is the most modern in the Krone Group. It is expected to produce 1,500 to 2,000 units in its fi rst year of production, with a maximum capacity of 10,000 units in two shift s on one assembly line. A second line is currently planned that would double capacity.

Th e production line process involves full steel preparation, including steel blasting, KTL (cataphoretic painting procedure) dipping, and powder coating of the chassis, before assembly of the trailer components with state-of-the-art electronic systems. While chassis are being

imported temporarily, Krone plans to have 100% local production. Component parts such as axles and air suspensions are from well-known manufacturers unless specifi cally requested otherwise by customers.

Th ree trailer types are being produced at the Tire factory, the Profi Liner and Mega Liner curtainsiders, and the Profi Liner BS, an open body trailer popular in Turkey. While the chassis are the familiar standard versions as produced in other plants, there are detail diff erences in the fi nal products due to local requirements. Notably the trailers feature drop-sides, while other diff erences include a lift on axle one, the fi tment of fi re extinguishers on the left leg, and – something Irish transport operators may be envious of - a 50 litre water tank for fresh water and a food box for the driver. Th e curtainsider bodies are constructed with a 3-piece robust steel front wall att ached directly to the chassis front rail, while the rear doors are one-piece sheet metal, with aluminium available as an option.

Describing the project as a very successful collaboration between Germany and Turkey, Bernard Krone, Managing Partner of Krone Holdings, speaking at the offi cial opening of the new plant, said that aft er a few diffi cult years that saw turnover drop by 70%, the company has recovered strongly, and is on target for a €1 billion turnover this year. Regarding choosing Turkey for the new plant, he said there were many reasons, not least that it is an important bridge between Europe and Asia. As a market it is growing very quickly, and has a young population with average age of just 25. Expanding on that theme, Gero Schulze Isfort - MD, Sales and Marketing for Krone, said that Turkey is an important economic trading partner of Germany, and is already among the top ten most important markets for Krone. With 90% of goods transported by road, the logistics sector is hugely important, and is expected to grow in the coming years. Th e Port facilities at Izmir were also a factor in deciding on Tire as a location, he said.

Already a familiar sight on roads throughout Western Europe, and w ith additional manufacturing sites in the US, Russia and Kazakhstan, the new factory at Tire means that we can expect to see Krone trailers in even further fl ung corners of the world than ever before.

32 | TRAILER

in association with Rosslare Europort

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

Enter online at www.fleet.ie

Fleet Transport is delighted to announce, in association with Rosslare Europort, the launch of its 2014 Awards programme with 15 categories in contention this year. If you are a Road Transport Operator in Ireland, however big or small, you are eligible to enter the awards. The simplest way to enter the awards is online at www.fl eet.ie. Alternatively a hardcopy application can be downloaded from www.fl eet.ie.

The Fleet Transport Awards 2014, celebrating excellence in the road transport industry, will take place on Thursday 10 October 2013 at Citywest Hotel, Dublin. In addition to numerous awards recognising all areas of the industry, the ‘Irish Haulier of the Year’ and the ‘Irish Truck of the Year’ awards will be presented at this national event, bringing together commercial vehicle brand distributors and road transport operators operating the length and breadth of Ireland.

For the past number of years this awards ceremony has received the support of the industry, not just from the leading operators in the country but also from small relatively unknown fi rms, demonstrating that companies of all types and sizes are recognised and awarded. Whether you operate or manage a large, medium or small sized company your application will be welcomed. This is the only awards programme that is truly supported by the industry.

Why Enter?

Winning an award will have a direct commercial impact on your business by not only retaining existing clients, but also in securing new business. In the current economic climate it is more important than ever to diff erentiate your company from the competition and a Fleet Transport Award is an independent stamp of approval which is highly valued by customers. See for yourself the benefi ts of winning an award as told by some of the previous winners at www.fl eet.ie.

Entering the awards is also the best way to demonstrate your company’s commitment to the specifi c area of the road transport industry in which you operate and to be associated with management excellence and best practice.

Companies that reach the fi nalist stage will gain extensive recognition and profi le building opportunities during 2014 and beyond through Ireland’s leading commercial vehicle magazine, Fleet Transport.

What category can my company enter?

You may enter as many of the following categories as you wish. A full description of each category is included on the attached Application Form.

The overall title of Irish Haulier of the Year 2014, sponsored by Rosslare Europort, will be selected from one of the category winners. This company will then go forward to represent Ireland in the European Road Transport Company of the Year Awards.

What do I need to do now? ……….. 3 simple steps!

There are 3 simple steps in the entire process to complete your submission.

STEP 1 - Enter onlineThe easiest way to enter is online at www.fl eet.ie which takes approximately 5 mins. Alternatively complete the attached form.

STEP 2 - SubmissionAfter receipt of your entry form you will receive a number of questions related to the category/categories, which your company has entered. It will take approximately 3 hours to complete the submission and you will be given approximately 1 month to complete the paperwork. All information submitted as part of this process is handled in the strictest confi dence and is protected under the Data Protection Act.

STEP 3 - Important dates for your diaryPlease reserve the following dates in your diary now:• 4 and 5 September - Interviews - Finalists will be announced in August and the precise date and time of interview confi rmed • 10 October - Fleet Transport Awards 2014

Questions? If you have any queries or would like to discuss any aspect of the process please do contact us by email at awards@fl eet.ie or tel: 094 93 72819.

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

Fleet TransportFleet Transport Awards 2014Awards 2014• Irish Haulier of the Year • Irish Haulier of the Year 20142014

Environment Award• Customer Service Excellence• Women in Transport Award• Pallet Network Member of the Year• Fleet/Transport Manager of the Year• Technician of the Year• Services to the Transport Industry•

National Haulier of the Year• International Haulier of the Year• Own Account Transport Operator of the Year• Owner Driver Operator of the Year• Regional Transport Operator of the Year• Livery of the Year• Safety Award• Innovation Award•

Associate Sponsor: Road Safety Authority


www.fl eet.ie

Award CategoriesAward Categories

This category is open to operators that transport goods within Ireland and are registered in the Irish Republic. Companies will need to show the active measures they have taken to improve service levels and to grow the company, in both size and profi tability. The judges will be looking for all-round commitment to good business practice led by a commercially minded individual.

National Haulier of the Year

(sponsored by Volvo Trucks)

Open to Irish registered hauliers that transport goods overseas. Details of vehicle fl eet and type of contracts undertaken must be outlined. If there are depots overseas, please state together with measures taken in terms of driver and load security when overseas. Adhering to European/International legislation is also a key consideration within this category, such as meeting Low Emission Zone areas etc.

International Haulier of the Year

(sponsored by Thermo King)

Entrants must operate their own fl eet of vehicles to distribute their own goods. Companies will need to show the active measures they have taken to improve service levels and to grow the company, in both size and profi tability. Judges will focus on investments made to increase effi ciency of the distribution sector of your business/production facility.

Own-Account Transport Operator

of the Year

(Sponsored by Mercedes-Benz Commercial Vehicles)

Operators of own vehicle(s) as an owner-driver are eligible to enter this category. History of involvement in business and type of work undertaken must be outlined as well as vehicle details. National, International and Regional hauliers can be in contention for this Award. Details of vehicle fl eet should also be outlined together with service and maintenance routine.

Owner-Driver Haulier of the Year

(sponsored by MAN Truck & Bus)

This category is open to operators who transport goods within a specifi c region of Ireland. High levels of customer service together with effi ciency and reliability are key factors here. If a member of a network, please state. Details of types of vehicles as well as service and maintenance routine should be outlined.

Regional Transport Operator

of the Year

(sponsored by Bord Gáis Networks)

A good corporate image can be achieved through stylish and modern livery on operators’ vehicles. These mobile advertising billboards can impress both the customer and public alike and do a lot to increase levels of professionalism within the company. Not only are clean, eff ective graphics and colour schemes required here but the condition of the vehicle carrying the livery is also up for consideration when the marks are allocated. Detail on how the corporate image supports the business objectives/strategy is also key in this category.

Livery of the Year

(Sponsored by TBC)

Companies entering this category should show evidence that their company embraces safety as a culture and provides the same resources to it as all other activities in the organisation. An active safety management system which includes Hazard Identifi cation and Risk Assessment must be in operation for all the company’s activities. Investment in safety procedures through implementation of staff training or safety items must be outlined.

Safety Award

(Sponsored by Health

& Safety Authority)

The Innovation Category seeks entrants who can demonstrate that their ideas have made a genuine diff erence to their company resulting for example in either profi tability, a new or altered business process within the company or changes in the products and services provided. Companies that have entered new sectors/markets or have introduced a new product should enter this category.

Innovation Award

(Sponsored by FUSO)

Companies will need to demonstrate how they have developed environmental impact assessments and environmental statements to meet planning, transport and other environmental consent requirements. Increases in effi ciencies through reducing empty running, driver training, purchasing of Euro 5/EEV or alternatively powered engines will prove your care of the environment as will recycling/waste disposal regime. Special emphasis will be placed on vehicle telematics, tyre monitoring and maintenance. Companies entering this category could include a successful overall company-wide environmental or sustainability policy, improved recycling of waste material, reduced use of raw materials and other non-renewable resources, reduced noise or cuts in local pollution by reducing non-carbon emissions such as NOx, particulates etc.

Environment Award

(Sponsored by TBC)

Overseeing the effi cient and safe operation of a fl eet of trucks and their drivers are what the Judges will look for here. Methods of reducing costs as well as knowledge of IT techniques in improving the day to day running of the business must also be detailed. Type of vehicles used and employment responsibilities should also be outlined.

Fleet/Transport Manager

of the Year

(Sponsored by Iveco)

This category is designed to recognise women working in all areas of the transport and haulage industry. If you have achieved success in your area of expertise in the road transport industry, the judges will welcome an entry from you, whatever your position. This category aims to recognise women who are positive role models in the industry to encourage more women to see the haulage industry as a worthwhile career. The judges will look for innovation, enthusiasm and dedication in what is often perceived as an unattractive industry by women.

Women in Transport Award

(Sponsored by Derry Bros

Shipping Ltd.)

This award has proved hugely popular since its introduction in 2009, this award proved hugely popular. All links in this logistics chain must be equally strong to deliver effi ciencies throughout the operation. Companies entering this category should demonstrate how their business has capitalised on the benefi ts of being involved in the Network. Also outline what contribution has been made in building up the success of their own Network.

Pallet Network Member

of the Year

(Sponsored by All-Ireland Warehousing Association)

36 | AWARDS


Terms and Conditions:

Any licensed Haulier or Own Account Transport Operator is eligible to enter in the Fleet Transport Awards 2014, established to honour excellence in operation or services to the •

transport industry.

Entries must be received by 28 June 2013 and will not be returned. There is no entry fee.•

All entries will be treated in strict confi dence and are judged by a panel of experts from the industry.•

Confi rmation of receipt of entries will be sent out to all applicants.•

The completed entry form can be accompanied by a 1000 word document outlining further details on your company and its operations. Photographs and customer testimonials •

can be included.

The fi nalists will be published in the September edition of Fleet Transport Magazine.•

Short listed candidates will be called for interviews on Wednesday 4 September and Thursday 5 September. A fi ve minute video or Powerpoint presentation will be welcomed •

on the day of the interview.

Presentation of the Awards will take place on Thursday 10 October 2013 at an Awards Gala Dinner at Citywest Hotel, Dublin.•

The decision of the Adjudication Panel is fi nal and no correspondence will be entered into afterwards.•

Fleet Transport Awards 2014 Irish Haulier of the Year

Entry Form

Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Company Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Company Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Telephone: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Website: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of Vehicles: . . . . . . . .

Category Entering - please tick boxes

National Haulier of the Year Environment Award

International Haulier of the Year Customer Service Excellence

Own Account Transport Operator of the Year Women in Transport

Owner Driver Operator of the Year Pallet Network Member of the Year

Regional Transport Operator of the Year Fleet/Transport Manager of the Year

Livery of the Year Technician of the Year

Safety Award Services to the Transport Industry Innovation Award

‘I have read and understood the terms and conditions of entering the Fleet Transport Awards 2014’.

Signature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Please send completed Entry Form plus additional material by Friday 28 June 2013 to Competition Secretary, Fleet Transport Awards 2014,

D’Alton Street, Claremorris, County Mayo. Alternatively it is much simpler and quicker to enter online at www.fl eet.ie.

Tel: 094 93 72819 Fax: 094 93 73571 Email: awards@fl eet.ie

The ‘Customer Service Excellence’ award recognizes specific accomplishments in customer service, whether they are achievement by an individual, a team, or a department. The Judges will look for evidence of the eff ort and impact of excellent customer service on the customer and business. Training and demonstrable commitment of the company to customer service will be an added bonus in this category. Customer testimonies will also be of benefi t.

Customer Service

Excellence

(Sponsored by

Chartered Institute of

Logistics & Transport)

Entrants in this category, which is open to all Technicians, must have completed an apprenticeship and have a minimum of two years’ experience. Entrants should be fully competent in the servicing and repair of vehicles, to the highest manufacturer standards in the heavy goods, light commercial, service and passenger carrier industries. As well as technical competence in the mechanics of a vehicle, entrants must have a thorough knowledge of the electrical and electronic components of a vehicle and be comfortable with using the latest diagnostic equipment to identify and rectify faults. Judging will be conducted in association with the Dublin Institute of Technology (DIT) and the Athlone Institute of Technology (AIT).

Technician of the Year

(Sponsor TBC)

Any individual who has made a signifi cant contribution to the transport industry can be nominated in this category. Those who have helped to raise standards or are actively involved in campaigns on behalf of the transport industry will be acknowledged with this award. It is open to nominees of all ages not just those who have completed a life time of service.

Service to the Transport Industry Award

(Sponsored by TBC)

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38 | FUEL PRICE UPDATE (WEEK 13) / SAFETY MATTERS

Country Currency 95 Lead Free 98 Lead Free Diesel Country Currency 95 Lead Free 98 Lead Free Diesel

Albania ALL 182.00 195.00 180.00 Lithuania LTL 4.85 4.93 4.65

Andorra EUR 1.318 1.378 1.188 Luxemburg EUR 1.339 1.400 1.225

Austria EUR 1.396 1.591 1.361 Macedonia MKD 83.50 85.00 71.00

Belarus EUR 0.710 - 0.719 Moldova MDL 17.57 17.77 16.67

Belgium EUR 1.659 1.720 1.479 Montenegro EUR 1.400 1.430 1.300

Bosnia-Herzegovina BAM 2.40 2.55 2.45 Netherlands EUR 1.817 1.884 1.487

Bulgaria BGN 2.60 2.76 2.63 Norway NOK 15.03 15.63 13.70

Croatia HRK 10.45 10.83 9.73 Poland PLN 5.59 5.85 5.61

Czech Republic CZK 36.30 37.90 35.82 Portugal EUR 1.640 1.758 1.451

Denmark DKK 12.49 12.89 10.92 Romania RON 5.89 6.56 5.90

Estonia EUR 1.354 1.394 1.339 Russia RUB 32.00 - 33.09

Finland EUR 1.651 1.699 1.546 Serbia RSD 148.90 - 151.90

France EUR 1.591 1.660 1.400 Slovakia EUR 1.515 - 1.415

Georgia GEL 2.18 2.25 2.17 Slovenia EUR 1.505 1.519 1.381

Germany EUR 1.578 1.671 1.432 Spain EUR 1.440 1.557 1.360

Greece EUR 1.702 1.825 1.387 Sweden SEK 14.68 15.18 14.28

Hungary HUF 431.00 - 435.00 Switzerland CHF 1.806 1.864 1.886

Ireland EUR 1.619 - 1.549 Turkey TRY 4.74 4.83 4.18

Italy EUR 1.802 1.923 1.689 Ukraine UAH 10.80 12.30 9.80

Kosovo EUR 1.25 - 1.24 UK GBP 1.380 1.460 1.449

Latvia LVL 0.942 0.972 0.912 USA USD - - 1.058

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Talk to us : 053 9155 600Wright Insurance Brokers are regulated by the Central Bank of Ireland.

New

Exclusive

Cover

Do vehicles visit your workplace to deliver or collect goods? Does your business use vehicles to deliver or

collect goods from other businesses?

Deliveries and collections are essential to business, but can be some of the most dangerous activities you have to deal with. Hazards may include manual handling injuries when loads are moved by hand or pedestrian injuries when reversing or manoeuvring vehicles come into contact with people. It is oft en the drivers of vehicles who are the victims. Many delivery and collection accidents could be prevented if there was bett er co-operation between the parties involved.

Everyone in the transport chain from consignors to consignees must co-operate to prevent workplace vehicle accidents.

A substantial number of accidents at work occur during deliveries and collections. People are at risk from:-

being hit by moving vehicles• falling from vehicles• being hit by objects falling from vehicles•

Employers have duties under the Safety, Health and Welfare at Work Act 2005 to ensure their employees and others who may be aff ected by their work activities (such as delivery drivers) are safe. Under the Safety, Health and Welfare at Work [General Applications] Regulations 2007, where 2 or more employers share a workplace, even on a temporary basis, they must co-operate with each other to make sure they both comply with their legal duties.

A common factor in delivery accidents is the lack of any agreement between supplier, carrier and recipient about “who is responsible for what” in terms of safety. Th e safety of everyone at delivery premises, including people visiting the site, is in the hands of the person in charge of the site (the recipient or supplier).

You can fi nd detailed information on controlling workplace vehicle risks in HSA resources for employers and employees on managing workplace transport Safety at htt p://www.hsa.ie/eng/Vehicles_at_Work/Workplace_Transport_Safety/Managing_Workplace_Transport/


Safety Matters . . . . Safety Matters . . . .

Delivering Safely

IE

-GB

-20

13

02

26

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D ungarvan Transport is a second generat ion fa m i ly ow ned and r un indigenous f irm based in Dungarvan County

Waterford specialising in three sectors of the market, wood transport, agri-products and pharmaceuticals. Tomas and Gerard Horgan are the new generation of professionals operating Waterford’s largest transport business headquartered on the Clonmel road. With a fl eet of twenty fi ve vehicles and seventy trailers, they also run a very busy commercial workshop and an expanding farm enterprise.

In 2003 Fleet Transport previously interviewed Tomas Horgan when the fl eet was at seven vehicles and back then Tomas and Gerard Horgan combined driving with the management and control of the business. Over ten years and with the constant development of the business, it is opportune timing that this profi le feature coincides with eight new Mercedes-Benz Actros tractor units joining the fl eet, along with a new specialised Scania R560 6x4 unit with timber crane and an additional bulk feed trailer. Th e brothers are in their 30s, with Tomas Horgan as Managing Director specialising in the management and business development of the business, while Gerard Horgan, a qualifi ed technician, specialises in workshop management and technology.

Dungarvan Transport is known for its customer care and high quality standard of vehicle and equipment on the road. Th e company has a strong and loyal customer base, and employs over forty staff . It’s a credit to the business that many of the original customers of company founders, Diarmuid and Noreen Horgan, (Tomas and Gerard's parents), still remain loyal to them for over three decades.

Tomas said that Dungarvan Transport has always invested for its future growth, whether that was in its staff , technology or equipment. With an investment of over €1 million in one fi nancial year, Tomas outlined the key strengths of this business and what the future holds. Th e

fact that both brothers are Owner Directors, and having diff erent skill sets is a huge benefi t to how the business has successfully grown. Tomas and Gerard have inherited the business intuition and hard work ethic from their parents, and it shows.

Th e fact that the transport business is based on the farm means the transport and commercial vehicle maintenance business has ample space for development (even staff parking for forty employees is considerable). Dungarvan Transport has grown its customer base and turnover from referrals and expansion of its original customer base. Th e company guarantees a fully compliant and cost effective service while day-to-day

Dungarvan Transport Ltd –10 YEARS ON

*Continuing our retrospective look over the past decade with a return to Dungarvan Transport fi rst featured in 2003

40 | PROFILE


Pictured on receiving the fi rst of the new model Mercedes-Benz Actros is Tomás Horgan, Managing Director, Dungarvan Transport Ltd., fr om Mark O'Connor, Sales Director, Surehaul (IRL) Ltd.

Dungarvan Transport hits Actros for six!To follow on fr om its purchase of two new Mercedes-Benz Actros trucks last July, Dungarvan Transport has doubled-up on this investment in taking delivery of four new examples of the Fleet Transport Irish Truck of the Year 2013. Th e Waterford Haulage specialists specifi ed the 2543 model, with 2.3 metre wide StreamSpace cabs fr om Surehaul (Ireland) Ltd, Clonmel, the local Mercedes-Benz CV dealers. Th ey have joined a 24 strong fl eet including a new Scania R580 V8 6x4 tractor-unit with Palfi nger Crane (pictured top right opposite page).

PROFILE | 41

Text: Rob Van Dieten -rob@fl eet.ie www.fl eet.ie

Transport Management is carried out by Tony Curley, a driver who took up this position as the business expanded, customers appreciate that both Tomas and Gerard are always contactable. Good staff are key to any business success, working on the business as opposed to being behind the wheel were big changes that both Tomas and Gerard have made, but the image and standards are set by the drivers out on the road. Th e business has the latest in telematics technology and it also has two Managers in Tomas and Tony that understand key information from the system and how to monitor vehicles and drivers eff ectively. Tomas has the support of Offi ce Manager Bernie O’Donoghue and Financial Controller Donal Dempsey, both having served thirteen years with the business.

A big threat to any transport fi rm is unfair competition from non- compliant hauliers according to Tomas. “We strive to do things right, our family name and crest is on the vehicles and we stand by our service,” he stressed. “We know our costs and we guarantee a competitive rate based on the optimum legal operational method of working, however, some customers will always strive for the cheapest solution.” Another issue that Tomas highlighted is the lack of on-going professional training for transport owners, “I keep abreast of technology, our workshop staff are trained in new equipment and technology developments but there is very litt le support and training for the business owner in relation to new concepts and ideas in the logistics industry,” he added.

“For the future we have targeted specifi c sectors to concentrate on and be best in class. Because of our “can do” att itude we are the fi rst point of reference by our existing customers

for new and additional services. It might be as simple as keeping customer’s yards free of snow and ice (crucial to a multi-national phrmaceutical customer), it also occurred when we developed our workshop into a commercial workshop off ering a maintenance contract to the region's biggest Agri-fi rm, and we always look to see where we can use our core skills eff ectively for business development.”

Looking ahead to the next ten years, Tomas and Gerard have young families but their paths to

the business are likely to be aft er Th ird Level Education. Tomas stated that both he and Gerard were fortunate to have the opportunity to take over the control of the transport and farming enterprises at a young age. "It’s a diffi cult learning curve when you are managing and developing a business but it's also fantastic to have the drive

and energy to run a business when you have the experience and knowledge built up and still be in your 30s."

Tomas' aims for the business are long term sustainabi l it y and competitiveness, “We have a mind-set of planning for the future, we have loyal staff and customers and we want to guarantee our service and standards for the future.”

Dungarvan Transport is a member of both the Irish Road Haulage Association (IRHA) and Freight Transport Association Ireland (FTAI), Tomas sees the strength of both Associations - the success of the IRHA in recent Essential Fuel User Rebate and weight increase negotiations, and the input that the FTAI has made to raising standard and accreditation for both licensed hauliers and own account operators.

Asking Tomas what has made the business successful in the past and what will be the key ingredients for the future, he summed it up “as family support, calculated business decisions and an on-going personal commitment to staff and customers alike.”

Dungarvan Transport Ltd sponsors motorbike racer Richard Power, who happens to be a technician with the Waterford company. Richard’s bike is Honda CBR 600 and is raced in the pre-Injection Class, run at Mondello Patk and Bishopscourt in Northern Ireland.

Tomas Horgan

Dungarvan Transport feature fr om Fleet Management June 2003

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W hen is a bus tyre not a truck tyre? When it’s a bus tyre of course. Belatedly, some might say, but the fact that beyond sharing similar sizes, bus tyres have markedly diff erent operating requirements to those on trucks is

starting to be recognized by tyre manufacturers. Leading the way in this regard is the Continental Group. Th e German company’s Commercial Vehicle Tyre department is set to introduce three new tyres specifi cally designed for bus and coach usage.

Explaining the rationale behind the focus on bus specific tyres, Bernd Corte (pictured), Vice President - Research & Development at Continental Tr uck Tyres noted that goods transportation accounts for the majority of the commercial vehicle tyre market at 74%, while construction and bus and coach each accounted for 13%. However, he said, a number of factors such as a rapidly increasing and ageing population based largely in urban areas, and a continuing large dependence on rapidly disappearing fossil fuels is likely to increase the demand for ‘people’ commercial transport in the years to come.

Th e company’s research has identifi ed key diff erences between truck and bus tyre requirements. For instance, while the truck market has distinct tyres for steer, drive and trailer functions, bus tyres are a one size fi ts all - i.e. the same tyre has to be able to perform drive and steer functions. While truck tyres are designed for running at an optimum 80 km/h, coach tyres will be expected to run for long distances at 100 km/h. Add in diff ering requirements for safety, handling, comfort and rolling resistance amongst others, and it is obvious that the product designed for a truck can be far from suitable for bus and coach usage.

In designing new tyres specifi cally for the bus and coach market, Continental

has defi ned three distinct segments, each with their own specif ic characteristics and operating requirements. Two of these - the Long Distance Inter-City coach market, and the Urban town bus segment, are already well documented, but Continental has identified an in-between Regional category, which it says has not been really analyzed properly before. As the name indicates it is for all-rounder buses and coaches that take in a mixture of long distance and

urban running. Tyres for these vehicles need to combine very

good economy due to extended mileage, retreading and regrooving

capabilities and optimized rolling resistance with a high level of driving

and operating safety in daily usage.

Introducing the three new tyres for the bus and coach market, Continental says its brand names of Coach, City Plus and Urban have been chosen to simplify choosing the correct tyre for the type of usage required. All three tyres are all-axle fi tment. It makes Continental the fi rst manufacturer to have a complete ‘people’ product portfolio says Bernd Corte.

Th e Conti Coach HA3 Long Distance tyre is available in two sizes - 285/80R 22.5 and 315/80R 22.5. Th e Conti CityPlus HA3 is available in the size 295/80 R22.5 as an M+S version for all weather conditions. Th e Conti Urban HA3 comes in sizes 275/70 R22.5 and 315/60 R22.5 as M+S version. Continental also off ers the special HSW 2 Coach winter tyre since 2010 for wintry road conditions.

Managing Tyre PressuresWith commercial vehicle operators increasingly micro-managing fuel consumption, the importance of correctly infl ated tyre pressures is being ever more recognized. Continental has recently introduced ContiPressureCheck, a tyre pressure sensor system that can be fi tt ed to any make of tyre for coaches, buses, trucks, trailers and truck and trailer units. A sensor glued to the belt of the tyre is linked via an ECU to an in-cabin display, ensuring the driver is always aware of the pressures on each tyre at all times. New Hot Retreading FactoryAnother area that Continental is focusing on is on hot retreading of tyres, and is set to open its fi rst dedicated plant for hot-retreads in Hanover later this year. Up to now the company has only done cold retreads in-house or hot retreads through third party providers.

44 | TYRES

Continental Targets Bus and Coach Market

FLEETTRANSPORT | APR 13 Text: Cathal Doyle - cathal@fl eet.ie

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TECHNICAL | 45

Text: Ailbe Burke www.fl eet.ie

I n last month’s issue Ailbe Burke looked at unit injection systems, here he looks at Diesel Common Rail Fuel systems. Th e Common Rail Fuel system is popular

across the light, medium and heavy range of commercial vehicles such as developed by DAF, Renault, and Scania. Just as the Unit Injection system was a natural fi t for Cummins, the Common Rail system is an easy fit for conventional diesel engine design. Th ere is still a pump, injectors and piping, with the addition of a Rail or Gallery and an electronic architecture mounted on top.

Figure 1 shows a diagram of the main components of a Diesel Common Rail System. Th e system comprises of the following:

Electric or manually operated priming • pumpA fi lter to remove any impurities that could • damage the high pressure pumpTh e high pressure pump to charge the rail • with fuel pressureA rail to hold the fuel under pressure while • waiting for injectors to be operatedInjectors for introducing the fuel into the • combustion chamber of the cylindersHigh pressure feed pipes to supply the Rail • and injectors with fuel at up to 2000 bar pressureLow pressure return pipes to return any • excess fuel delivered to the injectors and Common RailA ECU that controls the operation of the • injectors based on information received from various sensorsSensors such as camshaft , crankshaft , Th rott le • Position, Air Flow, Fuel Temperature, Coolant Temperature, catalytic convertor, etc.Actuators such as fuel pump cut off solenoid • and (EGR) Exhaust Gas Recirculation

Th e fuel fi lter and housing (fi g 2) have a very important role in the CR (Common Rail) system as they are the last line of defence to prevent any impurities from entering the high pressure circuit. A lot of commercial vehicles also have a fi lter in the fuel tank as well, or a water separator

prior to the main fuel fi lter. Th is gives longer service life to the fi lter in removing most imputities before the fuel reaches the fi lter. Th e fi lter element itself is vital to the system in that the fi lters are rated in the Nominal Micron Rating (NMR) and if incorrect rating is used it could lead to lack of power or poor fi lteration levels. Th is in turn could lead to fuel pump failure.

Th e high pressure fuel pump (fi g 3 and 4) sometimes incorporates a low pressure priming pump if the system hasn’t an electric priming pump. Th e function of this pump is to supply the fuel rail and injectors with fuel under the correct pressure to provide for the most complete combustion process. Th e latest HPI (High Pressure Injection) systems can have injection pressures as high as 2000 bar or 30,000psi. If you consider the old inline injection system operated at approximately 2500psi you can see the massive improvements in engineering to be able to deliver fuel under that pressure.

Th e next major component in the CR system is the Rail. With the Fuel Rail under the pressures listed above it needs to be built to withstand those pressures. Th e fuel pump supplies the rail which in turn supplies the injectors. To prevent damage to the system the fuel rail pressure is monitored via the fuel pressure sensor, which in turn sends information to the engine ECU. Th e ECU controls the fuel pressure regulator solenoid which when activated allows fuel to return to the fuel tank if

the system pressure is exceeded. Older systems had a spring loaded fuel pressure relief valve but the solenoid allows for far greater precision control of the pressures.

Moving on from the Rail we come to the injectors. With the introduction of tough emissions legislations, electronic fuel control played a big

part in designs of injectors and fuel delivery systems. Th e precise control of injection timing and amount mean almost complete combustion, fuel economy and a decrease in emissions. Computer controlled solenoid injectors coupled with the common rail technology can deliver a number of injections per combustion, and operate under much higher pressures up to 2000 bar (at present BOSCH). Th e cycles are divided into pre-injection (pilot injection) for quiet engine running, main injection for ideal power deployment and secondary injection for reduced emissions.

Th e injectors operate when a solenoid is energized by the ECU. When the injector needs to be closed the power is cut to the solenoid and the spring forces the valve down ending the injection.

Piezo injectors use the piezo electric principle where a crystal when subjected to a physical force will produce a small current. Th is also works in reverse where if current is applied to the crystal it will change in size. Th is is the main reason why piezo stacks are used in injectors. Th ey can be precisely controlled and are up to 4 times quicker to react than the solenoid type. However, the opening voltage is slightly higher than of solenoid (120 V for piezo, 100 V for solenoid).Piezo injector operates on the same principle as a solenoid injector but instead of using a solenoid valve it uses a piezo stack.

Th e opening of the injector occurs when the ECU supplies 120 V to the piezo stack whereby it expands and creates the same pressure imbalance as in solenoid type injectors. To close the injector the polarity of the voltage supplied is reversed and the stack contracts ending the injection. Th e solenoid version piezoelectric injectors can perform several injections per cycle.

Diesel Engines – Part 5

Figure 1 Siemens

Figure 2 Siemens

Figure 3 Siemens

Figure 4 Bosch

Figure 5 AK Training

Figure 6 Bosch

A fter a fraught w inter close season, the FIA European Truck Racing Championship (ETRC) calendar for 2013 has fi nally been

decided. As expected the 10 Round Race Series will not return to Turkey, but more disappointingly, there is no British Round in the new programme.

In the lead up to the year end, there were only eight rounds declared with some confusion mainly concerning the Nürburging, which is the most popular venue that att racts over 200,000 fans. Th e so-called ‘turbulence’ centred around whether or not there would be a Formula 1 race at the legendary race track in the Eifel region. Now that the German GP will be held there on 7th July the German Truck Grand Prix is now scheduled back to its originally planned date on the second weekend of July, the fi ft h round out of the 10 round calendar for 2013.

Th e high-horsepowered race trucks will rev-up in earnest over the weekend of 18/19 May in Mizano, Italy for the start of the FIA Championship, followed by the fi rst visit to Navarra in Spain and a return to Nogaro (France).

On the weekend prior to the German Truck

GP, it’s back to a revamped A1 ring in Austria (now renamed the Red Bull Ring, due to its new owners). Before the summer break, the cavalcade heads to Smolensk, Russia. September to October sees events in Most (Czech Republic), Zolder (Belgium) and Jarama (Spain) with the season fi nale in Le Mans (France). Having hosted two successful Rounds in Donington Park in the UK, there is no British GP this year. Att empts were made to bring it to Brands Hatch, but sadly this did not materialise.

Defending Champion Jochen Hahn (Team Castrol MAN Hahn), (pictured right) along with his family run outfi t were busy over the winter not only preparing his all conquering MAN TGS race truck for the new challenge but also improving facilities at Altensteig workshop in the Calw district in Germany.

By the beginning of April, the white MAN tractor will be ready for pre-season testing with the help of the technical team at MAN Truck & Bus in Munich. Having sorted any teething problems the fi nal appraisal will take place in early May. Other MAN drivers, namely René Reinert and Mika Mäkinen, will undertake the same schedule. Renault Trucks racing arm MKR Technologies, which captured the

Manufacturer's Trophy in 2012, will once again campaign with an unchanged side, as will runner-up driver Alberto Albedite from Team Cespa (Spain) who will once again be out in force having put up the stiff est competition to Jochen Hahn, while David Vrsecky will entertain the crowds in the US built Freightliner. Fleet Transport will once again feature the Championship throughout the 2013 season.

46 | MOTORSPORT

2013 FIA European Truck Racing Championship is Go!


Calendar19.05.2013 Misano

ITA

02.06.2013 X G.P. Camion de Navarra ESP

16.06.2013 Nogaro FRA

07.07.2013 Red Bull Ring – Spielberg AUT

14.07.2013 Adac Truck Priz Nürburging DEU

28.07.2013 Truck Batt le Russia 2013 RUS

01.09.2013 Czech Truck Prix 2013 CZE

22.09.2013 Truck Grand Prix – Zolder BEL

06.10.2013 ZZVII G.P. Camion de Espana ESP

13.10.2013 24 Heures Camions FRA

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‘B e Prepared’, the Boy Scouts mott o could well be adopted by Mercedes-Benz Van division as the Daimler owned company is

about to introduce a series of safety innovations that can actively prevent accidents.

At the inaugural Mercedes-Benz Vans TecForum “Assistance Technologies” at the Bosch Proving Ground at Boxberg, Germany, the concentration of the presentations made centred towards active safety. Dr. Sascha Paasche (pictured), Head of Product Engineering set the scene: “At Mercedes-Benz we are aiming high, we have a vision of accident free driving and step by step we’re gett ing closer to making this vision a reality.

Rather than just minimising the consequences of an accident we want to stop them happening in the fi rst place. And we want to make the driver’s job easier amid the stress of everyday driving. Assistance systems do both, which is why we place so much importance on them”.

“For years, Mercedes-Benz vans have been causing quite a stir with their safety engineering. Following their first introduction of ESP (Electronic Stability Programme) the number of accidents caused by the driver losing control of the vehicle dropped by a staggering 39 percent. On the basis of their experiences we are continuing to refi ne not just the Sprinter but ESP too. In 2006 when we introduced the adaptive ESP system the number of accidents fell by another 28 percent”.

Dr. Paasche was clear in the company’s philosophy in this area – “Assistance systems prevent accidents, save lives and creative electronic helpers for vans”.

Fleet Transport got the fi rst glimpse of the fi ve new assistance systems that will be featured in the new Sprinter that will be launched this summer. Not only did we get the preview but also to put the theory into practice at the Bosch Proving Ground.

"The new Crosswind Assist with the third generation ESP for vans will not fail to make an impression on you. Even when subjected to gale force winds, we’re now looking at lane direction measuring centimetres rather than metres. It doesn’t take an expert to work out that a full-size van roughly seven meters long and up to three meters tall means a big wind exposure area. Th ere’s no ignoring the physics of it – whether it’s the crosswinds on a bridge or when overtaking a truck. But we now have control of the physics. I’m confi dent that our new generation ESP with Crosswind Assist will help prevent even more accidents and save even more lives. In basic term, sensors detect the wind force and keep the van in its lane by using minimal brake intervention on the windward side,” explained Dr. Paasche.

“Th e second is called Collision Prevention Assist for vans. Th is assistance system is based on radar sensors situated behind the front bumper. We all know that not every van driver takes to the roads with the courtesy and consideration that we’d like, whether it’s down to time pressure, distractions, lack of information or just plain carelessness. Using warning lights and sounds, it alerts drivers to any dangerously small gaps between them and other vehicles. Th e Collision Prevention Assist doesn’t only react to vehicles driving in front. It also warns of stationary obstacles such as traffi c jams up ahead. Our researchers have proven just how crucial this assistant system is. Th ey discovered that warning systems cut driver reaction times by 2.0 seconds. At the same time, the system boosts the intensity of their reaction. Th is makes the driver’s response faster and sharper, enabling him to avert an accident or prevent a collision with an emergency stop. At the very least, he can drastically reduce the speed of impact. And if it’s still a close thing, the driver can now react more eff ectively: Our new Brake Assist Pro continuously calculates the brake force required for an accurate emergency stop and regulates the

brake pressure accordingly.”

Th e other assistance systems explained included Blind Spot Assist and Lane Keeping Assist. “You may well be familiar with Lane Keeping Assist from our trucks and coaches. With the help of a camera, the system warns the driver if he accidentally strays from his lane. Blind Spot Assist is brand new to commercial vehicles. Th e system warns the driver of any vehicles in the blind spot when changing lanes. It is based in sensors installed on the side of the vehicle. Blind Spot Assist is ideal for highway journeys, but it also helps when driving around multi-lane roads in urban areas. Another new addition is Highbeam Assist. Th is reacts to oncoming vehicles as well as the car in front, automatically switching between high beam and low beam headlights.”

“Th ese fi ve new assistant systems represent a monumental step forward for vans.” Dr. Paasche concluded.


48 | LCV 1

Mercedes-Benz: Driving Force in Van Safety Innovations

LCV 1 | 49

At the snow covered 100 hectacre Bosch Test Centre at Boxburg, Germany, the new Generation4 Mercedes-Benz

Sprinter prototype fi tt ed with all the new safety enhancements were appraised and appreciated. Our instructor, Tobias Gallas from the Daimler Development Team brought us on a demo-run through the staged forced wind along the Oval track.

At a steady speed of 110kp/h, the 40kp/h cross-wind pushed the loaded 3.5 tonne van sideways around half a metre onto the next lane without the benefi t of the Crosswind Assist technology. With the appropriate butt on pressed, the same exercise was repeated and thanks to the additional grip provided by the Adaptive ESP cutt ing in at the appropriate time, there was litt le or no weavering. Th is system, which reacts at speeds of 80km/h, will become mandatory in the Sprinter 4 as it will not have the on/off switch fi tt ed. To alert motorists travelling behind, the van's brake lights come on when this action occurs. Cruise control resumes following the corrective mechanism from the Crosswind Assist.

Blind Spot Assist is another advantageous tool to have in a van cab. All too oft en vehicles creep up alongside just at the point of changing lanes on a motorway. Th anks to an audable warning and the appearance of a red triangle on the mirror of concern, the driver is alerted. Th e sensors at the rear, side and front section of the van activated from a distance of 3 to 4 metres and at over 40km/h. And if the indicator signal is engaged the direction light in the dash will not light up.

A suggestion was made to include this triangle warning in the dash area to notify car drivers which underpass at high speed, an increasingly regular occurrence on Irish motorways today.

Th e Lane Departure System common on trucks nowadays, and featuring in more and more cars, has made its way to van thanks to Mercedes-Benz. Operational from 60km/h, it works best with Cruise Control on, as any slight deviation from the lane will sound the audio warning in motion. However, if there is steering movement or irregular acceleration it will not work as it senses that the driver is alert. Unlike the S-Class and on some trucks, there is no vibration up from the steering wheel with this van system, as it would make the additional fi tt ing too expensive to sell as an option.

On the Collision Prevention Assist the system helps the driver to avoid a rear-end collision through audio warning to prompt braking, and once that response happens it can sense the necessary force required to ensure a safe stop. Mid-range sensors on the bumper measure the distance and the relative speed of the vehicle in front to perform the safe manoeuvre.

In practice, one of the Sprinters driven by Tobias was put to the challenge. Up front was a Mercedes-Benz B170 bubble car towed on an elongated trailer. Tobias brought the van up close

to the rear of the B-class within an earshot of its plastic bumper. Th e warning signal alarmed him into braking and thanks to the technical signals between the brake pedal and the van’s front bumper, no contact was made.

If the distance of the vehicle up ahead drops by 25% or less of the required braking distance, the assistance system light fl ashes more frequently, the alarm sounds louder if the likelihood of a collision is necessary. Th is warning happens at speeds of 30 kp/h or more.


Putting the Theory into Practice

Crosswind Assist

Lane Keeping

Assist

FLEETTRANSPORT | APR 13 Text & Photos: Jarlath Sweeney - editor@fl eet.ie

50 | LCV 11

I n the April edition of Irish Vintage Scene, a 1973 Morris Mini Van is prominently featured, beautifully restored by proud owners Pius and Kerry Doherty from

Donegal. Aff ectionately christened ‘Vanessa’ the 1,000cc petrol powered commercial has travelled the length and breadth of the country and also to Birmingham for various events, picking up numerous awards along the way. Over the years, litt le had changed with the Mini van since it began production in 1960 to the end of the line in 1983. Not until 2012 that is, to when we saw the re-incarnation of the Mini Van under the guise of ‘Clubvan’ concept at the Geneva Motorshow. Under BMW Group ownership we have seen the Mini range expand substantially and the Clubvan prototype was described at the Show as a compact van for business and leisure, and the fi rst premium model in the small car-based van segment. From concept to production took litt le time such was the positive reaction to the commercial vehicle based on the existing Mini Clubman (estate variant) launched in 2008.

Like the original model, the Clubvan is a two-seater, with a fl at load area which reaches from

the split rear doors right up to the partition grille behind the seats. Th en there’s a twist! Two front doors for the driver and front passenger and a rear hinged ‘Clubdoor’ on the right hand side, which creates useful access to the load area, although access to same in this Clubvan version is restricted due to the fi tment of a bulkhead. Mentioning the cargo hold, six att achment loops recessed into the fl oor can facilitate elasticated straps to hold cargo in place, while the 12 volt plug socket provides additional practicality. While overall dimensions are larger than the Mini van, its design is still distinctive and with the vehicle’s fl anks off ering extensive scope for use of large graphics, business users have an eye-catching mobile advertising unit.

By combining both the versatility of a 860 litre / 500 kg load capacity with premium features already familiar to existing Mini customers, the Mini Clubvan off ers commercial customers both style and substance on the road. Inside, the cargo area stretches back 115 cm and even at its narrowest point, just behind the rear doors it’s 102 cm wide. Roof height is 84 cm. Featuring powertrain and chassis technology from the Clubman, this version tested featured

the 1.6 litre 112 bhp Mini Cooper D (Diesel) which provides plenty of zip. As the van’s centre of gravity is low, road holding and handling is superb aided by the electric power steering system, MacPherson strut front suspension and multi-l ink rear suspension. Through the 6 speed manual gearbox, the PSA Peugeot/Citroen sourced diesel unit off ers up to 72.4 mpg while CO2 emissions of just 103 g/km puts it into the eco-friendly bracket.

Built in Oxford, the Clubvan features a much higher specifi cation than compared to the now vintage model such as air conditioning, electric windows, anti-theft alarm and side/head airbags included as standard.

Inside, the black interior colour scheme contrasts well with the pepper white exterior, while the dials, clocks and switchgear all have a modern feel with a retro touch.

One thing for sure though is that the new Clubvan is continuing its award winning trail set by the original. Just recently it scooped the Editor’s Choice Award at the 2013 What Van? Awards. “Th e arrival of the MINI Clubvan is the most exciting and charismatic entrance into the light commercial vehicle arena for many years, off ering small businesses in particular the opportunity to run a vehicle that combines workman-like light van practicality with a style not currently available, and that’s without mentioning MINI’s unrivalled driving pleasure and good fuel effi ciency,” said What Van? Editor Paul Barker. “It’s fair to say we’re looking forward to the Clubvan’s arrival, and it will off er small van users something unique and appealing.”

Mini Cooper D Clubvan 1.6 with options totalling €3,679.96 is priced at €24,479.96 (incl. VAT).

MINI Cooper 1.6D ClubvanTe

st D

rive

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Spec CheckMake/Model: Mini Cooper D ClubvanEngine: 1.6 litre dieselPower: 82 hp @ 4000 rpmTorque: 270 Nm @ 1750-2250 rpmAcceleration: 0-100 k/ph 10.2 secondsFuel Consumption: 72.4 mpg/3.9L/100 kms

CO2 emission: 103 g/km

Mini Van 1969

MARITIME 1 | 51

FLEETMARITIME | SPRING 2013

FREIGHT FERRY SERVICES

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I n a surprise move, Gothenburg based Stena Line has announced the start up of its fi rst Ro-Ro ferry service outside Europe. On 19 March, the Ro-pax Ferry,

M/V New Blue Ocean opened a new route operating between the South Korean city of Sokcho and the Russian Port of Zarubino. Th e operator, named Stena International Freight will be based in Sokcho and the initial service rotation with this single vessel will be two round trips a week from there to Zarubino and once weekly to Vladivostok.

Th e vessel, M/V New Blue Ocean has a capacity for 1400 lane metres of trucks, trailers and containers as well as 750 passengers. Explaining the rationale for the introduction of the service, Hans Nilsson, CEO of Stena International Freight said; “Th e region around Zarubino and Vladivostok is developing into a transport hub for traffi c to both Russia and China. In addition, there will be direct access to the Trans-Siberian Railway making journeys all the way from Korea, via Russia, to Europe easier. At the same time, the route also provides direct access to the Korean market.” Th e Company, in which locally based, Daea has a 10% interest, expects passenger traffi c on the route to quickly grow to 100,000 persons a year and it very much sees the new route as a fi rst step in a signifi cant shift into the Asian markets.

Stena Line is a part of the Stena Group which has signifi cant global interest particularly in the

Dry Bulk and tanker markets, but this new move into Asia is probably the fi rst move by a ferry Operator outside its local marketplace. Stena has two ferries operating in the Newfoundland area but these are on long term charter to a local operator, while Irish Ferries Group, ‘Isle of Innisfree’ is on charter to a local operator, Interislander, running between the North and south islands of New Zealand.

Back on the central corridor services between Dublin Bay and Holyhead the vessel ‘Finnarrow’ had been covering for the ‘Stena Nordica’ while that vessel, in turn covered for each of the other vessels in the Irish Sea fl eet as they were dry-docked, most of them at Harland & Wolff in Belfast. Finnarrow had to be withdrawn early from service following an incident, and then

returned to Finland. Stena replaced the capacity by bringing in the freight ferry, ‘Stena Scotia’ to operate a daily rotation between Dublin and Holyhead carrying mainly unaccompanied trailer traffi c, while it also retuned the HSS ‘Stena Explorer’ to her Dun Laoghaire to Holyhead route a month earlier than had been planned. Th e HSS vessel runs a similar schedule to the summer service but at a slightly slower speed covering the run in two hours, fi ft een minutes. Speaking about the return of this vessel focussed on the driver accompanied trailer traffi c; Frank Nieuwenhuys informed ‘Fleet Maritime’ that the use of the HSS in this way is proving highly successful. At the time of going to press, Stena has not confi rmed the fi nal confi guration of its central corridor services for summer 2013.

Stena Line moves into the Pacifi c region

Maersk Refrigeration Containers Find New Use in Storing Archeological Artifacts

fl eetMaritime: IRISH SHIPPING & FREIGHT

Volume 8, No. 2 Spring 2013

Compiled by Howard Knott Edited by Jarlath Sweeneyemail: maritime@fl eet.ie

High-tech refrigeration containers from Maersk Container Industry have found a new and unconventional

use: on the spot conservation of fragile archeological artifacts.

MCI’s Star Cool reefers are deployed in Luebeck, Germany, where a unique and ancient wooden structure came to light during new housing construction. A rescue excavation on the UNESCO world heritage site revealed a wooden storage cellar from 1180. Among the crops once stored in the cellar were apparently hops and cereals that could provide insight into medieval

German beer production.

Conservation of the cellar is diffi cult. Artifacts of this kind will decay and disintegrate if they are exposed to radically diff erent temperature and humidity during relocation. “Star Cool was chosen because of its extremely precise temperature and atmospheric control. Such precision is a must if you want to preserve sensitive cultural assets like wet organic structures,” said conservator Maruchi Yoshida who is associated with the Fraunhofer-Institute for Building Physics and Leibniz-Gemeinschaft to manage the reefer container project, ARCHe.

Normally, Maersk reefers with the so-called CA and AV+ technologies are used to transport sensitive cargos like bananas, vegetables, fi sh and meat around the globe. Now, the ARCHe pilot test may yield new business perspectives.“We are looking at a business plan for a company that on short notice can provide conservation services and reefers upon sudden discovery of new archeological sites,” says Maruchi Yoshida. “Such a company would benefi t both urban developers and cultural heritage care offi ces, but above all the society to whom the cultural heritage belongs.”

sjofartstidningen.se

Volume 5, No. 4 Winter 2010


COAST LINES Warrenpoint Port has seen a very satisfactory start to 2013 according to Chief Executive, Peter Conway. Th e Port located towards the head of Carlingford Lough had been established in the 1970’s to replace the very constrained Port of Newry, and in the wake of the virtual closure of Greenore Port on the south side of the Lough following the ceasure of the Mail Boat service to Heysham from that port. Its building also coincided with the development of the city of Craigavon, close to Portadown.

Warrenpoint’s main business streams over the years had been the Kersten Hunik and other container shipping services to the Benelux Ports, fuel, and paper and other forest products, but, apart from paper imports for the local SCA mill, much of the paper and timber business switched to Belfast, closer to major importers while the Kersten Hunik container service was absorbed into Eucon and also moved to Belfast. In the mid-1990’s the Ro-Ro service now continued by Seatruck, commenced. Th is continues to operate to Heysham, currently with twice daily sailings in each direction. It is a freight only service with limited driver accommodation but is actively supported by a number of substantial hauliers many of them based within the Port’s catchment area.

In its 2011 annual report Warrenpoint Port Authority reported a tonnage throughput of 2.7 million tonnes, up from 2.6 million tonnes in 2010 and a profi t of GBP 179,000. Th e recorded throughput increase was mainly due to an increase of 6% in volumes aboard the Seatruck ferries.

Th e Cardiff Container Line which is controlled by the Associated British Ports Group now operates a twice weekly service between Cardiff and Warrenpoint with calls from time to time to Dublin. Th e base cargo for this service is shipment on 20ft , ISO fl ats of steel coil to the Tata plant at Lisburn, but the company is now actively seeking further containerised cargo traffi c and is off ering the full range of container equipment.

During 2012, Westland Horticulture Garden Health, which is based at Dungannon, County Tyrone and a supplier of peat based products to major Garden Centres in Britain, trialled the shipment of packed peat moss using containers shipped on a chartered vessel sailing from Warrenpoint to Bristol. Th e experiment proved to be highly successful for the Dungannon based company, so much so that it has now chartered a 270 TEU vessel to shutt le between the Ports on a continuous basis giving sailing of, at least, once a week. Th e operation is done in conjunction

with Northern Ireland based Surefreight, which in addition to delivering the containerised cargo to Warrenpoint for shipment, takes care of distribution from Bristol Port to the customers’ Distribution Centres. Th e haulier also sources return loads for containers to Warrenpoint.

A further boost to the Port’s early 2013 business has been a major increase in the number and size of vessels bringing in animal feed. Because grain harvests throughout Western Europe were very poor in 2012 due to wet weather, the feedstuff s have had to be sourced further afi eld. Th is has led to cargoes being shipped through Warrenpoint from the Ukraine in signifi cantly larger vessels then are usually used to bring animal feed into Irish Ports.

Peter Conway, CEO, told Fleet Maritime “In the course of a recent discussion that the Port’s recent investment in dredging both at the Quays and in the Port approach were now paying dividends in its ability to handle these larger vessels. It has also launched a marketing campaign to position Warrenpoint as a base for servicing Off -Shore renewables, particularly the Wind Farms planned for off the Counties Down and Louth coastlines. He was disappointed that the Authority did not receive planning consent to develop a 250 berth marina at the original town dock and was anxious to move on a road project that would link the Port to the M1 motorway, south of Newry. Th e Port recently took over further land to the west of the Ro-Ro area and this is being used by a local fi rm to fabricate “Pop-up” hotels which will be shipped from the Port to locations around the British Isles. While Fleet Maritime was in Warrenpoint, a vessel chartered by Scot Line, having completed discharge of timber from Sweden was now loading cement from Derrylin to Rochester in Kent.

Derry/Londonderry Port expects to see a substantial boost in business following the development there of two major Power Plants. Th e ESB has received planning consent for a 400 MW gas-fi red plant and Cork based Kedco plans to build a Biomass powered electricity and heat generation plant at the Port.

Translink /NIR has completed the re-laying of track on the Coleraine to Derry stretch of line and has done this to a spec that will enable heavy freight trains to be run from the Port to all parts of Ireland. Th e Port is also the loading point for a coastal shipping operation run on behalf of Coillte bringing logs harvested in North Donegal to Waterford for pulping.

Dun Laoghaire Harbour saw the early return of the Stena HSS service from Holyhead on the same February day that the 6,120 tonne M/V Myrtle docked at the Carlisle Pier to discharge a cargo of Fermentation Tanks. Th ese tanks, each with a capacity of over one million pints are to be installed by Diageo at their re-built Guinness Brewery at St. James’s Gate. When loaded on specialist low-loader trailers brought over from Holland to transport them to the Brewery, each unit was between 7 and 7.5 metres high. Th is vessel was the fi rst of three similar ships required to complete the job with all tanks delivered by mid-March.

Th e Ship’s agency and logistics planning was carried out by Celtic Forwarding Ltd and putt ing the whole project together took almost three months. Th e same company had taken care of a similar shipment landed in Dun Laoghaire twenty fi ve years ago and that was, in fact, the last substantial freight shipment through the County Dublin Port until the February arrivals. Th e harbour company is hopeful that the large clear area of the Carlisle Pier which is located in the centre of the harbour will now be used for further ‘out of gauge’ shipments. It will be used also by up to ten cruise vessels planned to call there during the coming summer months.

Th e Doolin2Aran Ferry Company will launch an up to four times a day passenger/tourist ferry service linking Dun Laoghaire Harbour with Howth Harbour during April. Th e vessel being used, the 26 metre “St. Bridget” is one of fi ve vessels on its fl eet. Th is will be the fi rst such service linking the two harbours. Ironically, Howth Harbour was originally built as the Terminal of the mail boat service from Holyhead in the early 1800’s but the completion of the much larger and easier to access both from sea and land, Dun Laoghaire Harbour in 1817, led to a switch of the service to the South Dublin Harbour.

52 | MARITIME 11

IRISH SEA ROUTES


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MARITIME 111 | 53


EUROPEAN ROUTES


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Dublin Port will host its fi rst ever “Dublin Port River Fest” over the June National Holiday weekend. Th e idea of the festival is to celebrate the role Dublin Port plays in the local community, the City and the Nation as a whole. Th e event will, to some extent, follow the format of the “Port Days” held at various Continental Ports in which the objective is to bring to the public mind the role that the Port plays in their lives and to show the career opportunities in the Maritime Sphere.

Dublin Port also expects to top the 100 mark in Cruise Ship calls during 2013 while Cork also hopes to establish a call record of 65 vessels with some calls in which passengers can join or leave the ship at Cobh.

Waterford Port hosted a large gathering on Monday 4h March to see off the fi rst DFDS intermodal train of the new service linking the Port with Ballina. On board were 18 mainly 45 ft . containers. Initially the service will run twice weekly, linking in with the Line’s Lo-Lo container service to and from Rott erdam. Th e event was att ended by Gert Jakobsen, the DFDS Group V.P. Communications who told the gathering that this was an important next step in the re-invention of DFDs as a full service logistics company and is an extension of its network across Ireland.

Michael Connolly, Sales Manager of DFDS in Ireland told Fleet Maritime that the Line’s recently reorganised calling schedule, in which the import led Dublin call is made fi rst and followed by the export led calls to Waterford (twice weekly) and Cork (once weekly), not only gave exporters a faster transit time but also enabled the Line to take empty equipment from Dublin to the southern Ports for use by those exporters. Where space on board allows, DFDS will also ship empty containers to the Southern Ports on behalf of other lines so as to reduce the amount of empty equipment trucking.

Drogheda Port handled over one million tonnes of cargo over the Quays during 2012. Th is is a signifi cant growth on the 2011 fi gure and the fi rst time that the million tonnes mark has been reached since 2007. While import volumes remained low, exports through the Port mainly of minerals, construction bulks and agri-trades all grew. A major product growth shipping through the Port has been that of cement products.

Th e Port welcomed its fi rst cruise liner in 2012 and expects a number of calls during 2013. It will also host a Tall Ships Gathering during the May Holiday weekend and local people will be encouraged to join the crew of these vessels as they sail on to Liverpool.

Shannon Foynes Port Company has launched its “Vision 2041” Masterplan which envisages a doubling of the Port’s traffi c over the next three decades. At present the Port handles 37% of Ireland’s dry bulk traffi c amounting to 10 million tonnes.

Th e plan anticipates that the Port of Foynes will require an extra 127 hectares of Port development land to fulfi l its promise. Th e plan envisages berthing facilities for vessels of up to 80,000 tonnes and these will probably be provided on Foynes Island which has water alongside of up to 20 metres depth.

By 2041 the plan envisages that there could be an additional 1370 HGV movements a day on roads to and from the Port, though this could be signifi cantly reduced by the re-development of the rail link to Limerick and the national network. Th e cost of this restoration work has been estimated by the Port Company at €12 million.

Launching the plan at the Foynes Flying Boat Museum which has now been extended to take in the history of the Port and of the Shannon estuary, Transport Minister Leo Varadkar T.D. said: “I commend the Port for draft ing such a realistic, achievable and ambitious plan. Shannon-Foynes is an important asset for the south-west of Ireland and for our national economy. I welcome the plan’s goal to att ract signifi cant international investment. Th e signifi cance of the Port has been recognised internationally by its designation as a TEN-T core Port by the European Council.

Volvo Ocean Race 2014-2015

Th e Volvo Ocean Race will return to Sanya’s sparkling Serenity Marina in 2014-15, with the Chinese holiday destination once again confi rmed on the race route aft er making a great impression on its debut in 2011-12.

Th is means the race will be visiting China for the third edition in succession, having become a fi xture on the Race calendar aft er a stop in Qingdao in 2008-09 and Sanya in 2011-12.

Sanya, a tourism capital in Hainan province boasting year-round sunshine, will be the fourth of 10 Host Ports along the route and as in the 11th edition in 2011-12, the stopover will come between Abu Dhabi and Auckland.

Sanya made a striking debut as a Host Port in the 2011-12 Race, with hundreds of thousands of visitors gett ing their fi rst taste of the Race amid the tropical conditions of the island.

Th e city is the ninth to be unveiled on the route for the 2014-15 edition, which will start in Alicante, Spain and fi nish in Gothenburg, Sweden.

Th e other confi rmed stopovers for the next race are Recife on the north east coast of Brazil, Abu Dhabi in the United Arab Emirates, Sanya in China, Auckland in New Zealand, Itajaí in the south of Brazil and Newport, Rhode Island before a transatlantic crossing to Lisbon.

Volume 5, No. 4 Winter 2010


PORT PORTALSDFDS Seaways has moved quickly to secure the business arising from the cessation of the ‘North Sea Ro-Ro’ services linking Britain with Scandinavian Ports, an action that led to an immediate increase in profi t forecasts for the DFDS Group and a surge in share price.

In anticipation of the very strict pollution control scheme being put into play on the North Sea and English Channel from January 2015, DFDS is making arrangements with all of the Ports there through which it operates, for ‘cold ironing’. Th is means that on arrival in Port the vessels plug in to shore electric power so that they can close down their on-board generators. While the group is investigating the use of Exhaust Gas Scrubbers it is, in the meantime, requiring the Terminals used by its freight ferries to install LNG refuelling facilities.

DFDS Seaways and P & O Ferries, both of whom now compete with Eurotunnel and its associate My Ferry Link have both expressed satisfaction with the interim ruling by the UK competition regulator. In a statement, the UK Competition Authority, Deputy Chairman, Alasdair Smith said that it would seem that Eurotunnel moved into the ferry business because it was concerned at the increased competition it would face if another operator bought the Sea France assets. A fi nal ruling from the Authority is expected during April.

Irish Ferries parent company, Irish Continental Group recorded a 2.2% decline in its operating profi t for 2012. Chairman, John McGuckian commented that these are resilient results in the face of a challenging economic background. He went on to say: “Th ere was some emerging evidence of an improvement in the Irish economic background,” but added that the company remained cautious, “particularly in relation to freight capacity.”

On the Ro-Ro ferry business the number of freight units shipped fell 5.6% year on year to 183,700, a fi gure that, the company says refl ected a “challenging” year with overcapacity and “unsustainable” rates continuing to plague trade lanes. Th e company operated 4316 ferry sailings during the year and car volumes were down by 1.9% for the year as a whole but the fi gures for the second half were considerably bett er, being up by 2%.

Britt any Ferries Th e Britt any Ferries service linking Cork with Roscoff using the “Pont Aven” commenced its Saturday from Cork schedule on 23rd March and will continue through until 2 November.

LD Lines. Th e only ferry service now operated by this company outside the co-operation with DFDS Seaways is the link between St. Nazaire and Gijon. Th is operates three overnight sailing a week in each direction and plans are still on track according to the company for the deployment of a second vessel from the end of 2013. Th is would facilitate the increase of service frequency to daily. Th is is a ‘Blue Corridor’, EU supported service with a view to relieving congestion at Irun on the Spanish/French Border. Th e promoters have now secured EU funding of €1.1 million for a study on the installation of LNG fuelling facilities at Gijon that would enable low-carbon objectives of the corridor be achieved.

54 | MARITIME 1V


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ADVERTORIAL | 55

W hat has the past ten years in transport been like, and how have things changed? Th e perception is generally that in transport things have not improved, though if you talked to operators back in 2003, they would tell you that things

then were as bad as they could possibly be and couldn’t get any worse. So what has changed through the fi rst decade of the Millennium, what did we fear that is now accepted as normal - and what can we expect through to 2023?

Delving into the archives we came across a report from a visit paid to an engine research and development centre in Arbon, Switzerland in 2003. In amongst the facts and fi gures was a presentation by facilities manager Mr. Walter Knecht, in which he stated “some of the greatest challenges facing his team was to meet the stringent emission regulations of Euro 4 and Euro 5.” In 2003 the developers had a good grasp of the Euro 4 regulations due in 2005, but had no idea of the criteria for Euro 5 - then expected in 2008.

It may seem strange now, but Mr. Knecht believed that Euro 5 may require a complete overhaul of vehicle components, which could include the upgrading of vehicle electrics to 42 Volts. However, he noted that this would not be economically viable for the commercial vehicle sector alone. He continued, "To meet the regulations especially Euro 5, we may need to use a fuel additive. Most likely a Urea based liquid, which would need an injection system to deliver it to the engine or exhaust. Th ough at present we are far from that as it would need a network of new fuel pumps throughout Europe.”

Long term infrastructure projects were also a cause for much debate in the early part of the decade. Th ough in Ireland it had moved from the usual, fi lling in of potholes in the roads, to the deliberate large scale excavation of one. Th e debate surrounding Dublin’s Port Tunnel primarily centred on the internal height of the Tunnel, and what vehicles would be able to use it. From the outset the long running debate was mired by misinformation and an apparent unwillingness of the Authorities to engage with the people most aff ected by the project. Nevertheless on December 20th 2006, the ribbon was cut and the trucks rolled, and since then it has worked well and for the most part been forgott en about - until it’s closed for some unexpected reason.

Th e opening of the Tunnel in 2006/7 signalled the end of that construction project, and just as the shovels were put away and the tippers parked up, it transpired that many would not start their engines again, as the demise of the construction industry really began to bite. Th e one time constant stream of eight-wheelers on the roads began to disappear. Many owners and operators called time on their businesses, some with signifi cant amounts outstanding to contractors, who themselves were suff ering from the bubble bursting.

Another signifi cant event occurred in May 2006, with the introduction of Digital Tachograph for newly registered commercials. Th e impending legislation caused much consternation among drivers and operators alike. Seven years later and now into the third generation of the device, the changeover was, as with many issues in transport, not as world shatt ering as fi rst thought. In reality it was just accepted and everyone got on with it.

Driver Cards were originally issued under the remit of the Department of Transport. However this was to later change, and Cards were issued by the newly formed Road Safety Authority (RSA). Th e Authority was formed to gradually take responsibility for a variety of motoring and road safety matt ers from diff erent Government Departments. Th ese issues included driver testing, driver training and education, vehicle roadworthiness, and standards and enforcement. In 2008 the Authority was also charged with the implementation of Directive 2003/59/EC of Th e European Parliament and of Th e Council.

56 | RETROSPECTIVE


Engine Research

Digital Tachograph

Port Tunnel

Driver CPC

Th is Directive was transposed into Irish law as SI No 359 - otherwise known as Drivers Certifi cate of Professional Competence (CPC).

In a similar fashion to the introduction of the Digital Tachographs, Drivers' (CPC) was initially viewed with scepticism by the majority of drivers. Compulsory att endance for ‘one day a year’ was strongly resisted. Th ough it turns out to possibly have been the correct decision, considering the levels of compliance in jurisdictions that allow drivers to att end for all modules within in one week, within the fi ve years.

From the outset it was accepted that the curriculum was generally poor, and did not encourage or engage course participants. To be fair to the RSA this was acknowledged, and since late 2011 a major review of the course syllabus was undertaken. In future the revised material should provide a more meaningful learning experience for participants, with the curriculum more relevant to the passenger and transport industries.

Driver CPC is one of the many Directives from Brussels, which must be transposed into Irish law. As a nation we generally implement these Directives in full, without taking to the streets in great numbers. However there was one exception which remained outstanding since we joined the EEC forty years ago in 1973 - the Metric System.

It sounded like one of the weird facts about a foreign country you might hear in passing on an aft ernoon radio show. What European nation measures it’s road network in kilometres - but it’s road speed in miles per hour? Well, until 20 January 2005 the answer was Ireland! On that date we fi nally harmonised our road signage and our vehicle speeds.

Th e harmonisation of so many areas of transport will shape the manner in which the industry progresses through the next ten years. Th e RSA, the Health & Safety Authority, An Garda Síochána and other State bodies, have over the past number of years developed close working relationships. Th ese Authorities are demanding ever increasing levels of compliance from operators in all aspects of their businesses. Impending changes to Commercial Vehicle Roadworthiness, and the accurate recording of all vehicle maintenance will demand higher standards from operators. We will soon have an increase in the maximum permissible weight, though who will benefi t most from the increase remains to be seen.

While so much has changed, especially the increasing levels of regulation on operators - so much remains the same. Since 2003 the industry bodies have lobbied numerous TD’s, MEPs, Ministers for Transport, and the RSA, on issues that concern the industry. Some of these issues include unlicensed operators, consignor liability, clarity on weights and dimensions, the use of green diesel, ‘Phoenix’ companies, and the use of tractors and dumpers as transport vehicles - today the industry is still lobbying on the same issues.

While this endurance is testament to the resilience of the people in an industry, that contributes so much, but demands so litt le - other than laws be observed and enforced. It also reveals how the industry is regarded by the Authorities. It is hoped that at some point during the next ten years some progress can be made.

Going back to the comment Walter Knecht of Arbon made in 2003 referring to fuel additives to meet Euro 5 when he said, “Th ough at present we are far from that, as it would require a network of new fuel pumps throughout Europe.” Within fi ve years fuel additive pumps, or AdBlue as we know it now, were on forecourts throughout Europe - things can change.

RETROSPECTIVE | 57

Text: Paul White - paul@fl eet.ie www.fl eet.ie

Police - Out in Force

AdBlue

Speed Limits

58 | TIMES PAST

W ondering about what to reca l l in mark ing the tenth anniversary of Fleet Transport, initial thoughts

turned to the vehicle types familiar in 2003 and where they are now. Ten years ago, for instance, there were still numbers of Bedfords, ERFs and Leylands on Irish roads. As a result of takeovers, mergers and badge extinctions - euphemistically called globalisation - these have now disappeared, but examples fortunately survive in preservation and what follow are some connected recollections from the ten years to 2013.

A vivid memory concerns Bedfords. Although manufacture ceased in the late 1980s, there were still some around in the early 2000s. But then they vanished, a whole marque of working vehicles entering the twilight zone that leads to either preservation or oblivion. Th e speed of the Bedford transition was explained by a visitor to Howth who off ered to buy the Museum’s Bedford 575 TZH, a 1979 TK that had been splendidly refurbished by Telecom in 1995. Th is of course was impossible – vehicles donated or given on permanent loan to the Museum are National assets which must be protected. Th e visitor turned out to be an agent who was buying up every reasonably good obsolete right-hand drive lorry he could fi nd for export to Africa.

Some time later, watching the television news one evening I was intrigued to see a line of British Army Bedford MKs crossing the desert in Iraq – we already had an Irish Army example in the Museum and here surely was proof of the rugged reliability and endurance of these vehicles. And mention of military vehicles recalls a most satisfying event which occurred during the ten years. Th e vehicle involved here is a Leyland Retriever mobile workshop ZC 9394, one of four delivered to the Army in 1939. It came into the collection in dire condition in 1981, literally rescued from the brink of destruction. It was partly restored by the late Jim Crosland and duly went on display.

In 2007, when the workshop equipment originally fi tt ed to the Retriever was found in the Curragh, the Supply and Transport Corps collected the vehicle from the Museum, fi tt ed it out and then returned it in beautiful condition to Howth where it is now a prime exhibit. ZD 1751, another of the Retrievers, is maintained in superb condition by the Army in Cork. As exemplifi ed by ZC 9493, the help and encouragement given to us by the Defence Forces, as by the other organisations and companies that support our eff orts, incentivize us powerfully.

Among new arrivals at the Museum during the decade were four fi re appliances: 1935 Dennis

and 1939 Bedford pumps donated by Allison Edge, the 1943 Dennis pump escape 2406 IE gift ed by Sean Keoghan and the 1955 Dennis Metz turntable ladder YRI 584 from Dublin Fire Brigade. Th e DFB also sent the restored 1969 Bedford Ambulance HZU 738. Restorations and overhauls continued throughout the ten years. Most notable, but not by us, was that of the 1921 Leyland pump IK 4246, restored by the Dublin Fire Brigade in connection with their 150th anniversary celebrations and several other events due in the years up to 1923. Th is vehicle, the subject of a piece in the predecessor of Fleet Transport many years ago, will turn up again in the future.

Th ere were also two comparatively modern but redundant batt ery-electrics from Guinness - an M & M (421 IZO) and Electricar 729 BZU. A 1972 Berliet recovery vehicle, 8818 ZO, came from the Army and 1948 AEC Regent open-top double-deck bus IY 1940 from B Kavanagh of Urlingford. Unfortunately, shortage of space prevents all of these vehicles being exhibited at present.

Vehicles have been sent to several rallies and other events during the last ten years – a considerable achievement considering that the total workforce in Howth is less than twenty, who perform every task including management, administration, cleaning, staffi ng, driving and maintenance. Some tasks obviously give more pleasure than others and among the most satisfying have been those connected with the reintroduction of trams to Dublin – the Luas system, gleefully seen by old Tramway enthusiasts as the revenge of the electric dinosaur. Tram No. 224 of 1900 vintage was present at each of the inaugurations and to mark the opening of the Tallaght Line in September 2004. No. 253 was displayed outside the National Museum at Collins Barracks for several months. Th is 1928 Bogie Standard was returning to its old haunts, having plied between O’Connell Bridge and Lucan for twelve years. Its transfers from Howth to Collins Barracks and back were two enormous operations involving much equipment and many skilled people.

TEN YEARS – The Highlights

Bedford School Bus and Telecom TK. Terenure, July 2008

Dennis Metz Ladder YRI 584 and Dennis Ace Pump JB 7280, Howth Yard DUTC Bogie Standard No. 253, Collins Barracks, 2004


TIMES PAST | 59

Led by John Molloy, a most fulfi lling restoration was carried out in Howth in 2008. Th is involved the CIE Bedford School Bus SS1, the prototype of more than 700 similar vehicles. Th is bus, which has previously featured in Times Past, att ended several Rallies at which it evoked amazing reactions from very many people. Considering that these vehicles were used all over rural Ireland for close on twenty years, this is not entirely surprising – but the intensity of the reactions and the stories told by the numerous people who spoke to us wherever it appeared are the stuff of history – of communities and parishes, of teachers and schools, and most importantly, of families and individuals. A wonderful experience.

Th e foregoing are but a glimpse at some of the experiences of Museum people during the past ten years. Th ere will be many more in the coming decade and I hope that somebody will write a similar piece to this in 2023. And, reverting to working vehicles: what makes will be be recorded as still in existence - or preserved – at that time?

Opening Times:Sept - May:

Saturdays, Sundays and Bank Holidays,

2.00 - 5.00pm

Th e National TransportMuseum,Heritage Depot,

Howth Demense, Howth.

GNR Gardner 390 under restoration, 27 August 2011

Horse-drawn Milk Float, Howth Yard, 11 Aug 2012. It won a prize at the RDS

Refurbished Guinness Trader 271, 1 August 2009

Guinness Electricar - Arrival in Howth 26 March 2003

Newly returned Leyland Retriever 26 July 2010

Tram No. 224 - St. Stephen’s Green, June 2004

Text & Photos: Michael Corcoran - enquiries@fl eet.ie www.fl eet.ie

FLEETTRANSPORT | APR 13 Text: Donal Dempsey - donal@fl eet.ie

60 | FINANCE

I n the last ten years of publication of Fleet Transport the biggest developments in road transport in Ireland has been the adoption of technology in the tracking, monitoring and productivity of Commercial Vehicle fl eets. Th e cost of tracking of vehicles has

dropped by over 50% in that period, and the level of technology that is now available links all location, speed, engine and braking, fuel monitoring and digital tachograph information back to management, whether they are at their PC in the offi ce or by way of an APP to their Smartphone .

Ten years ago only large fl eets and early adaptors of technology had tracking on vehicles, the information was only available on an offi ce based computer and the main application was for high value loads. Move on ten years and all the information that the vehicle's Electronic Control Units (ECU) can be downloaded in real time back to management, along with the details on the drivers digital tachograph card. Information on harsh braking, over-reving, idling time all are accumulated by the new electronic systems so as to monitor and improve driver behaviour. In relation to real time information from the digital tachograph, this allows a Transport Manager to route and schedule drivers within the regulated hours and monitor their adherence to same. Linking the truck’s fuel details allows the system to monitor any diff erences between levels of fuel in the tank when the vehicle stops and levels in the tank when it commences its journey.

All the advances in motorsport technology stem from competition, look at the level of detail fed back to Formula 1 team’s engineers track side and the way they can alter sett ings remotely shows how far this application can be taken. Remote fault diagnosis by main dealers for vehicles with engine malfunctions is currently possible, the reason is that the cost of installing this technology, its durability and the ability of technicians to use it have all dramatically improved in the last decade.

Th e biggest issue with transport fi rms investing in technology in the current recession is that if there is not a clear plan of benefi t and the right person to deliver on this plan (in other words understand what fi nancial benefi ts are required, train in the use of the technology and then implement and monitor this plan). Medium to large transport fi rms may have invested over one hundred thousand euro in technology that is only partially being used. On-going monitoring and use of the technology diminishes as the novelty wears off , and while the technology is referred to in new business development meetings no one is responsible for its long term benefi t.

A simple fi nancial question needs to be asked. In a medium sized Irish transport fl eet of twenty vehicles, what will be the average cost per annum of the adoption of this technology and what are the benefi ts?

Average cost per annum of Vehicle Tracking, Vehicle Management, Digital Tachograph Monitoring, and Trailer Monitoring systems equate to €9,000 to €11,000. Add a Technology Co-ordinator with a salary of €30,000 to €40,000 per annum. For a cost annually of €50,000, where are the benefi ts?

For starters, Driver Monitoring and Monthly League Tables can save fuel consumption by 5 per cent, while further cost savings that you can apportion your actual costs to include:

Driver Tacho Monitoring and Compliance• Vehicle Productivity• Vehicle Maintenance and Tyres• Insurance Costs• Possibility to off er link on vehicle location of certain vehicles to • customers whose work these vehicles carry out.

Th e fi nal element of technology integration in transport is to link your transport management package with vehicle and tacho monitoring. Now you have an integrated system that allows the Transport Manager to monitor all work carried out by the fl eet.

Th e adoption of technology must be based on the fi nancial benefi t it will bring to the business, large fl eet operators are now looking to integrate

this technology w i t h t h e i r requirements to streamline their transport costs and protect their product. The adoption of any new technology must be based on cost benefi t analysis. Th e one single biggest factor that limits the benefi ts from technology is the lack of proper planning in its implementation and on-going use of the resource of trained and motivated manpower is not properly implemented. A transport company will not purchase a new truck unless it has a driver to use it and certainly will not invest €100,000 and put a person with an agricultural tractor license behind the wheel, which is a good example of most transport company's IT strategy.

As owners and managers of transport companies what type of information we get from technology and how we use it are crucial in making fi nancial sense of the investment. If we are gett ing reams of paper from the system on vehicle fuel economy etc., but have no benchmark or plan to improve, then the exercise is pointless. What’s the biggest cost we want to monitor and improve? Diesel consumption is number 1. What is the norm for our trucks in our line of work? What is the best and how can we reach this?

Whats the next biggest cost? Drivers wages. How can we maximise drivers hours (legally) with productive driving. What percentage of empty running. What percentage is waiting time?

Financial Benefi ts of Technology

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COMMENT | 61

O ur editor reminded me that this edition of ‘Fleet Transport’ would mark the completion of ten year’s continuous publication by the

present team and that it could be interesting to turn our minds back to the early days of the “noughties”. It’s astonishing how quickly that ten year period has gone. Even more so, I suppose it’s astonishing that this column has appeared ten times a year almost every year for twenty two years. Reading some of the very early pieces and others that were writt en in 2003 is to discover that much has indeed, changed, and that most of those changes have been for the bett er.

A ‘stand-out’ issue in 2003 was the Dublin Port Tunnel and the fact that its maximum permitt ed vehicle height would be 4.6 metres. It appeared that the fact that the Tunnel was 0.5 metres lower than the loading height on the Ferries would render it quite useless and a waste of money. In the event the Port Tunnel has been a huge success and has contributed greatly to the success of the Port. Of course, if it, and the later Shannon Tunnel, had been built to the proper height matching all of the new infrastructure....... I thought about that the other day when I watched one of the one million litre Guinness holding tanks being loaded onto a trailer at Dun Laoghaire, that combination was 7.5 metres high and never going through any Tunnel.

Probably a part of the reason for the Port Tunnel’s success was the completion of the widening of the M50 to three or more lanes. In 2003, despite the economy being in what we considered to be a serious downturn following the 9/11 disaster, congestion on that Motorway was dreadful. At the time, in a perverse sort of way, we were hopeful that, whatever about the road widening, the problem might be solved as Ireland inc. was moving out manufacturing goods for export, and moving to the new model in which we would, literally, build our own prosperity with bricks and mortar. Exports were dropping off and the reasoning behind a 17% benchmarking wage increase for the public sector might have provided an explanation to anyone who would see the facts.

But, perhaps that Celtic Tiger II was not all bad; some great motorways were built, complete with city and town bypasses, some of them even with Service Areas, something that this publication had fought for through many years, Ports were upgraded and none of the more outrageous schemes got built and Dublin Airport may have got over-improved. In 2003 the future of Knock Airport seemed uncertain but by 2013 it is steadily ploughing ahead and playing a vital role in ensuring that despite the worst recession in modern times, it and the rapidly growing “inland Port” in Ballina show that Dublin does not have to be the centre of everything. (I might be permitt ed to say that half way between those two location lies Claremorris, the home of ‘Fleet’, and itself further evidence of the same thing).

Th e relative prosperity of the 2003-2008 period facilitated the growth of a consciousness of the “green” agenda. Truck manufacturers were focussed on lowering emissions while TV programmes showed melting ice caps. In the political arena, Green parties were springing up everywhere. Companies, US multi-nationals in particular, were becoming increasingly focussed on driving down the carbon footprint of their products, though as the recession took hold, the wish to be “green” was tempered by the thought that doing so should not increase costs.

We should look ahead also and, following up on the same theme, I was very impressed by a presentation last week at a Weastfl ows partner event in Rott erdam, by a presentation by Nico Anten of Connekt/ITS on

their “Lean and Green” programme. Th is is an awards system in which companies receive a gold star and the right to call themselves “Lean and Green” if they reduce their CO2 emissions by 20% over fi ve years. I was more impressed, later in the day when I was at the massive ECT Container Terminal and found that that company had achieved “Lean and Green” status, but reckoned that it was only at the beginning of the low carbon road. A “Lean and Green” group for Ireland might be one of the big ideas for the next ten years.

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FLEETTRANSPORT | APR 13 Text: Jonathan Lawton - jonathan@fl eet.ie

62 | LEGAL

A lthough the days when a single churn of milk was taken to the crossroads by donkey and cart have long gone it is arguable that, in the Republic,

that tradition continues. In the past ten years the nature of domestic haulage has changed litt le. Th e use of commercial vehicles is accepted as part and parcel of normal daily life, and rarely, if ever, do newspapers report cases where the public have expressed concern about the use of commercial vehicles.

In many ways this is surprising because the island of Ireland, comprising Northern Ireland and the Republic of Ireland, has an extensive network of tens of thousands of kilometres of public roads, usually well-surfaced. But the degree of use refl ects the comparatively small population even though these roads have been developed and modernised over centuries, from trackways suitable only for walkers and horses, to surfaced roads including modern motorways. Historically, the road network in the Republic of Ireland has been less well developed and maintained. However, with the advent of the Celtic Tiger and signifi cant European Union funding, most national roads in the Republic continue to be upgraded.

In fact the provision of transport in the Republic is still largely divided between those operators who off er a domestic service, and those who carry export traffi c and whose vehicles operate in Europe. Th at distinction is not recognised by the law and, since joining the EU in 1973, the Irish Government is committ ed to the adoption of the many relevant transport related Directives that come out of the EU.

In the years since Ireland joined, the EU has made it clear that it is determined to establish a ‘level playing fi eld’ for those in the haulage industry, and also, and perhaps more signifi cantly, to improve the professional image of those involved in transport. Th ere are now professional qualifi cations required for those working in the transport industry which were unheard of ten years ago. Both drivers and Transport Managers now require Certifi cates of Professional Competence (CPC) which have to be renewed.

In May 2006 digital tachographs had to be fi tt ed to commercial vehicles, (although retrospective fi tt ing was not required), which made it easier for the Enforcement Authorities to control driver’s hours. It has been an aspect of enforcement given priority by the EC which has created the need for Irish operators to rexamine their att itude to driver’s hours regulations.

Without enforcement legislation, either domestic or with those EC Directives incorporated is eff ectively meaningless. Amongst those operators in other countries there was a widely held view that Irish operators could do as they wished without eff ective control and, to some extent that belief still continues.

In the last few years however, there has been a determined eff ort to improve the level of enforcement and now that the Road Safety Authoritiy (RSA) has the responsibility for ensuring that transport operators comply with the law there is litt le doubt but that enforcement will increase.

Inevitably this change in att itude will take some time and, in the meantime, the distinction between the att itude of those operators whose work is purely domestic and those who work in Northern Ireland, the UK and Europe will remain as those operators have to face frequent and stringent checks either at the roadside or at the Port of entry.

It is arguable that the reputation of the Irish transport industry will only improve slowly unlesss the results of enforcement action taken in the Republic is reported either in the trade or national press of EC member

countries.

Having said all that there can be no doubt but that the standards in the Irish transport industry both in respect of vehicle maintenance and operational management are unrecognisable compared with those of ten years ago. Be that as it may there are those who believe that we are at the beginning of a new era in which the new professionalism of the road haulage industry will be recognised.

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OPINION | 63

www.fl eet.ie

I t is hard to believe that this is our tenth anniversary edition and it is unlikely that anybody could have predicted back then how things would have looked a decade into the future. As we know, litt le of the

landscape has remained the same in the Irish transport industry.

At that time the Port Tunnel was well under construction as was the debate about its height. Many felt it would cause havoc in City Centre Dublin as the higher trucks were diverted through the Capital. As our fi rst edition of the re-launched ‘Fleet Management’ hit the streets in April 2003, the Irish Road Haulage Association (IRHA) was preparing for its 30th Anniversary, which would be marked at their Annual Conference in Cork. At the Annual General Meeting there were two issues that took up a lot of time, Road Tolls and Penalty Points.

Penalty Points and Road Tolls always create debate at IRHA Council meetings and AGM’s and it is important that Law makers listen to concerns of this industry. Something else that was prominent within the IRHA was an incentive to make banks deal with only legitimate and legal hauliers. My memories of these discussions were that the bankers paid the proposal a lot of lip service. Had the banks paid more notice to that matt er of concern by the IRHA, our industry and their Balance Sheets might be in bett er shape.

In the past decade we have seen many changes in the way our industry is governed, with the introduction of said Penalty Points, Digital Tachographs and Speed Limits. However the biggest change in relation to Enforcement was the establishment of the RSA (Road Safety Authority) in 2006.

For years the IRHA has lobbied for an Industry Regulator. During the Government review of the industry in 2000 (which became known as the Indecon Report) the IRHA representative had always pushed for this appointment. When the Indecon Report was published there was no mention of it at all. Some years later when Ivor Callaly T.D was appointed Minister of State at the Department of Transport, he along with then President of the IRHA, Eamon Morrissey oversaw a review of the Indecon Report. It was called the 14-point plan and was launched at the IRHA Conference in 2005. Last on the list was the appointment of said Industry Regulator.

At an implementation meeting with the IRHA some months aft erwards, a Department of Transport Offi cial informed members that they would be appointing an industry regulator. I was at that meeting and was surprised by the comment. We were told about the formation of the Road Safety Authority (RSA), and its role as an Industry Regulator. Some weeks later we were introduced to Noel Brett who would be the CEO of the RSA. I found him to be very interested in the industry and a most sincere man, and still hold that belief. However deep down I knew that this was not the idea that the IRHA membership had in mind when they made the original proposal. I hope in time that people will see it achieve a perfect balance of enforcement and protection of the Irish road transport industry.

In the last ten years ‘Fleet’ has witnessed a lot of changes. We saw the economy climb to a height nobody thought possible. Of course it was not real, but the consequences of it are very real. I hope the next ten years will see the economy and our industry sett le and prosper. In 2003 we faced a lot of challenges and changes, many are still there, but the last few years have made us fi tt er and more agile. Perhaps the worst is over. When ‘Fleet’ opened its doors for business in Claremorris, County Mayo, a new road opened to bypass the town. Some worried about the town’s future, on the contrary, the town thrived. What looks like a threat in the future may be an opportunity. Here’s to the next ten years!

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FLEETTRANSPORT | APR 13 Text: Nigel Devenish

64 | LOGISTICS

S CLG promotes the merits and benefi ts of an Integrated Supply Chain (“ISC”). It is the model, which integrates responsibility across a corporation

or in this case, Ireland Inc. Responsibility must include each decision-making unit such as; departments, business units, and Government bodies for the management and planning of all activities in the end-to-end national supply chain processes. Th is incorporates employment, procurement, sourcing, manufacturing, shipping, transport, and logistics activities. Th e absence of a national ISC policy is now having a damaging eff ect on our ability to satisfactorily manage our CO2 emissions.

Th e Environmental Protection Agency (EPA) stated that Ireland will comply with its Kyoto GHG obligations but from 2017, it expects Ireland to be in excess of 4.1 to 7.8 million tonnes of GHG for the 2020 Target. Recent announcements from the European Environment Agency (EEA) states the need to reduce the annual €45 billion health care cost of air pollution generated by HGV’s. Th e EEA states that the Transport sector is responsible for 100 million sick days and 360,000 premature births in Europe due to emissions.* Th e 2011 Eurovignett e Directive suggests Member States could incorporate recovering healthcare costs due to air pollution through charging mechanisms such as roads and tolls. Th e EEA Director is on record as saying countries are reliant on road transport, and a way of recovering these hidden costs could be through incorporating this expense into the price of goods!

Supply Chain Owners (“SCO”) in line with their Corporate Social Responsibility (“CSR”) policies pursue a common course in ways to embed sustainability into their operations. Conventionally SCOs focus on carbon reduction through their supply chain(s) with responsible sourcing of fuel-effi cient hauliers to deliver their

CSR policy commitment.

We know empirically that the Global downturn has reduced signifi cantly the numbers of HGVs in the UK, and we have anecdotal evidence of increasing numbers of trucks coming off Irish roads. Th is vital supply chain defi cit is a potential commercial and economic crisis unless there is strategic intervention through Governmental policy.

Th e Government’s macroeconomic policies have diminished growth without real supply-side benefi ts. Th ese policies have suppressed capital investment by some Irish transport operators, in the belief that they will not secure suffi cient revenue to match the depreciating value of their assets. Somebody needs to own these assets apart from the very large SCO, all others are happy for the sub-contract haulier, Operator License owner to accommodate all risk.

In last month’s article, SCLG highlighted the dependency the Irish economy has on a fully functioning commercial vehicle fl eet sector. Commercial logistics is primarily about volume and activity. With diminishing volume, and reduced activity the Irish Logistics /Distribution Industry, with some noticeable exceptions, will

continue to suppress further capital investment in terms of investing in new carbon effi cient assets.

Th e Government’s announcement to support failing retailers by encouraging greater on-line activity is illustrative of its failure to recognise the importance for an integrated national supply chain policy. Th e absence of such a policy further exposes the economy to unintentional cost, to support its CO2 obligations at a time and when it and its fl eet operators can least aff ord to do so.

A further example of unnecessary cost to the industry and CO2 management is the impediment of the continued absence of post codes in the determination of the most cost eff ective and effi cient solution for Home Delivery Services (“HDS”). For the Government to fulfi l the country's EU emission obligations and / or enhance the economy there is an urgent need for greater participation in the development of an integrated national supply chain.

* Directive 1999/62/EC as modifi ed by Directive 2006/38/EC and by Directive 2011/76/EU

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FLEETTRANSPORT | APR 13 Text: Jerry Kiersey - jerry@fl eet.ie

66 | SOAPBOX

A s the Chinese proverb goes “May you live in an Interesting Age” and as Fleet Transport celebrates its 10th Anniversary and the Irish Road Haulage Association (IRHA) its 40th these are indeed interesting times.

Th e IRHA’s origins are the Licensed Road Transport Association and the Dublin Master Carriers. ‘Fleet’s’ origins stretch back to the days of the Freight Observer (’85) and Fleet Management (’87) publications. Th e Editorial in the re-launched Fleet Magazine in April 2003 stated its aim was “to highlight and improve professionalism in the transport sector,” the IRHA’s website reads “Promoting professionalism, excellence and safety in transport”.

I am a member of IRHA since 1976 and an ardent reader of the magazines since their fi rst publication, and looking back over issues of Fleet the need for both magazine and association are as relevant today as when fi rst founded.

Changes in the last forty years in the ways in which Ireland connects both with itself and the world have been dramatic. Symbolic is Th e O2, one of

the busiest concert venues in the world. Forty years ago it was a hub for CIE’s sundries traffi c with goods wagons drawn in by steam engine. It since hosted the wonderful Eurovision Contest and Riverdance and was converted by a man of transport, Harry Crosbie.

Up river we had the B & I, B & L, and catt le lairages, with the livestock having been herded down North Circular Road from the market. Down the Liff ey we had the North Wall extension and Bristol Seaways. Th ose were the days when checkers ruled the roost and no matt er what you were collecting or delivering it cost you a £1. Horse drawn goods wagons were common on the cities streets those days. Th e IRHA operated out of a terraced house on Mayor Street beside the Midland freight yard. Today that freight is containerised, arriving either by Lo-Lo or Ro-Ro, and the Ferries are now so good that they are called Cruise Ferries, a long way from the smell and bellowing of frightened catt le.

Computerised systems load and unload the cargos onto trucks now ‘legally’ grossing up to 46 tonnes and the majority leaving via the Dublin Port Tunnel. Th e Tunnel has removed the hour long journey up the North Quays for the majority of trucks, we still don’t like the M50 toll if you are heading south but it saves endless dices with life and limb and about sixty seven gear changes.

Th ree axle tractor units brought into operation over the last two years can now haul forty-six tonnes thanks to the IRHA, which opposed the decision of the Road Safety Authority (RSA) to incorporate safety features that will not be required by the EU until 2019. Th rough a relationship fostered by the IRHA, Minister Varadkar saw the inequity of the RSA proposition. Likewise the Minister has changed the rules governing motorway lane

usage for overtaking, and is still considering the use of farm tractors forhaulage.

Th e IRHA’s fi nest hour came with the Essential Fuel User Rebate (EUR) and a ringing budgetary endorsement in the Minister for Finance’s statement of Ireland’s dependence on road transport. Th e IRHA needs now to capitalise on this achievement to deal with the Eurovignett e which sees a severely road taxed industry facing further competitive disadvantage, particularly from Northern Ireland hauliers in the form of the UK’s Lorry Road User Charge. Th e diffi culty in dealing with the Eurovignett e was highlighted by the late Seamus Brennan’s speech on this topic as we commenced the 2004 EU Presidency its fi nal implementation is still not enacted.

Major changes in truck roadworthiness mean a need for ongoing pressure on the EU to implement this regime fairly across Europe. Local interpretation by the RSA will also need very close scrutiny.

Th e IRHA’s 40th Annual Conference will take place the week aft er the special 10th Anniversary edition of Fleet Transport is printed. Motions before Conference include a Review of IRHA Articles of Association to

refuse membership to those guilty of ‘Phoenix’ trading. Th e UK’s RHA has been forced to take action on what has become an epidemic there. Our constitution appears to prevent the Department of Transport refusing a licence, and legal fears have to date prevented the IRHA emulating the UK, so it will be a contentious motion.

Th ese are indeed “Interesting Times” and some of what Fleet Transport contributors have to say does not always appeal to the leadership of the IRHA, nor is Fleet always right in its view of the industry, but like the association both need to retain their independence and right to comment as they see fi t.

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