fleet transport feb 16

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINEInside!

FEBRUARY 16

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New FUSO Canter E-CELLNew FUSO Canter E-CELLset to arrive soon in Ireland ... set to arrive soon in Ireland ... Silently!Silently!

So you think you are a So you think you are a good driver?good driver?Sweet taste Sweet taste

of success for of success for Team Petronas Team Petronas Iveco de RooyIveco de Rooy

April 26 - 28thNEC BIRMINGHAM

The UK’s

BIGGEST Commercial Vehicle Show

@TheCVShow

www.cvshow.com

The number one road transport and logistics event in Britain, catering for every operator’s business needs, the CV Show is the leading meeting place for suppliers and operators alike – a true one stop shop for the industry.

Located at the NEC, at the heart of the motorway network, the Show is open from 08:30 to 17:30 April 26 – 28.

Get your FREE ticketRegister today www.cvshow.com

Exhibitor enquiries call+44 (0) 20 7630 2102

www.fl eet.ie | 3

P4 News• Pollution an issue in banning trucks • Scenic venue for Waterford Truck Show • Latest transport fi gures raises concern • Chinese Truck of the Year established• DAF Trucks set up Driver competition• FPS Expo gears up • Update your toll transponder

P8 VIEWPOINTStuart Webster, MD., IVECO UK & Ireland looks to CV industry trends

P10 Report IIVECO forms new Business Lines

P12 New FleetBright shiny new 161 trucks!

P14 MarketplaceSlow sales comeback for the HGV sector continues

P16 Profi leSuperior in name and quality

P18 Report IIAlternative Drive event at Solutrans

P20 Cover/TestsExclusive test drives in Natural Gas & Electric vehicles

P23-26 Fleet Maritime

P27 Report IIITransport issues discussed at IRHA/AIB Bank event

P28 Fuel Prices/Health Matters

P29 Fleeting ShotsFeaturing FTA, Daimler and Stobart

P30 Report IVETSC discusses Supply Chain in transport

P31 Bus & Coach• New Otokar distributor • CTTC Show• 1,000 Wrightbus StreetLites

P32 MotorsportReview of Dakar Rally 2016

P35 Health MattersHead injury

P36 FinanceTraining anyone?

P37 LegalSelf Declaring for the RSA

P38 Times PastRecovery trucks

P40 TrailerBig news from top brands

P42 CommentRoad user charges in Belgium

P43 OpinionRecent sad tragedy

P44 AerodynamicsSleek trailers

P46 SoapboxUrban growth explored

Fleet Transport Magazine,

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Editor: Jarlath Sweeney - editor@fl eet.ie

Contributors: Sean Murtagh, Paul White, Cathal Doyle,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, HSA, Dr. Betty Maguire, Michael Corcoran, Rob

VanDieten

Photography: Jarlath Sweeney, Paul White, Cathal Doyle,

Rob Van Dieten, Howard Knott, Joe O'Brien, Michael

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Management are published by JJDS Publications Ltd.

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

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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 Award

Contents February 16

follow us on twitter.com/fl eettransport

Offi cial Irish jury member of the

International Forklift Truck Award

TimoCom receives "Connect Award 2015" from TomTom Telematics

*Customers of TimoCom and TomTom Telematics benefit from a shared interface. TomTom Telematics has honoured Europe's largest transport platform TimoCom with the Connect Award 2015. The award, in the category "International Partner of the Year" honours the widespread usage of the interface between the T imoCom tracking platform TC eMap and the fl eet management platform WEBFLEET. For common

customers the connection ensures a decisive advantage: No more switching between TimoCom and TomTom Telematics. For the fi rst time telematics expert TomTom has awarded partner companies that create true added value for shared customers. As in the case with TimoCom. According to Senior Sales Engineer at TomTom Telematics, Thomas Greaney, the advantages of the shared interface are obvious: "Users of our fl eet management platform WEBFLEET can use their access data to log in to TC eMap, and then directly see the location of their vehicles within the TimoCom application. This removes the need to switch between WEBFLEET and TimoCom."

Transport Barometer: Data from 16/12/2015 - 14/01/2016

P3 P14 P16P16

Banning HGVs in city centres could increase pollution eight-fold

New venue for Waterford Truck & Motor Show 2016

Calls to ban heavy trucks in city centres could be misguided, warns Cap, recognised as the

leading provider of data and insight to the automotive industry, commenting following COP21 and the agreed targets by International Governments to limit global warming.

“Society’s demand for material goods, fuelled by internet purchases that must be delivered in the shortest possible time, has seen an increase in freight on the roads. It’s easy to assume that the more freight, the bigger the vehicles, but with delivery times shortening, more and more light commercials are being acquired, increasing congestion and pollution,” explains John Watt s, Senior Editor Commercial Vehicles & Motorcycles for Cap.

“Th e reality of gett ing ‘stuff ’ from somewhere online to homes is that more goods are behind shipped by commercial vehicles that reduce in size as the distance to the fi nal delivery point shortens,” John added. “Rather than one long trailer, we have several smaller vehicles, taking up more road space, increasing congestion, slowing traffi c and resulting in increased idling times for older, more polluting engines. In addition, any plans to ban heavy vehicles in town centres, unless they are powered by alternative fuels, give no consideration to the environmental costs associated with warehouse construction, vehicle production, alternative fuel production and other factors. Th e vast majority of production of all fuel types is carbon-based, with its well-documented contribution to global warming.”

John Watt s concludes, “According to our fi gures, pollution could increase by as much as eight times, if city centres decide to ban heavy goods vehicles. In addition, there would be a huge increase in costs to get extra drivers for forklift s, more warehouse staff and extra vehicles. If alternative fuels were used, there would need to be an infrastructure to support it, as well as suffi cient parking space to store vehicles not in use. “Th is is a laudable principle, but the issues caused by banning trucks could outweigh any potential benefi ts. Th e danger is, we implement schemes that don’t actually reduce pollution and congestion, they simply move them elsewhere.”

Now in its fi ft h year, the 2016 running of the annual Waterford Truck & Motor Show will be

held in Tramore. Th e move to the Sunny South East’s beachside resort off ers even more space for truck displays and off ers visitors bett er facilities.

Scheduled for 28 and 29 May, the show is run by a local non-profi t organisation, with all proceeds for charities in the region. From humble beginnings, the show has grown each year from 80 trucks exhibiting in 2012 to over 500 in 2015. With a large following coming from the UK, the 2015 event had

over 10,000 visitors through the gates.

“Th is two-day event is designed to att ract families by off ering a full range of exhibitors for all. Th is year will see us move from the Waterford Airport Industrial Estate, which has been our home for the past three years to Tramore Prom with the help and support

of Waterford City and County Council,” explained Lynda Lonergan on behalf of the Waterford Truck & Motor Show.

*Bridgestone Tyres and Topaz have come onboard as headline sponsors with Fleet Transport acting as media partners.

4 | NEWS 1

FLEETTRANSPORT | FEBRUARY 16

The future of Ireland’s transport and logistics sector could be bleak according to Nicola Walker, Managing Director of Cronus Logistics, one of the country’s most innovative

supply chain companies on the Irish-UK gateway.

Th e Freight Transport Association Ireland (FTAI) recently highlighted the huge growth in foreign transport operators moving a large percent of Ireland’s goods. General Manager, Neil McDonnell, said: “We have consistently warned the Government about the danger of labour substitution by foreign operators. Our drivers are subject to competition from abroad, on both Irish and continental roads. We now have the second most expensive minimum wage in Europe aft er Luxembourg. If we do not control the costs of our internationally-traded services, we will lose them to lower cost locations - primarily to Eastern Europe. We ask all political parties to bear this in mind as Ireland enters the General Election cycle.”

Th e FTAI also highlighted that, even though in October 2015 imports showed a growth with an increase of 9% and exports were up 21% on the same period in 2014 - “It shows whoever is moving Irish goods, it’s

not Irish operators,” added Neil.

Th is is a timely reminder according to Nicola Walker, (pictured). “Th e business community should see this as a call to action, we should be supporting each other and working together to maintain our sector so vital for the Irish economy. Th is is a tough business to be in with competition from within Ireland and across the EU. What is needed as they have asked for, is a level playing fi eld. In an industry where margins are very low, it is diffi cult for companies to compete and pay the living wage when foreign competitors are not paying similar levels. Th e FTAI is working for a strong future for Irish transport operators and it is about time the politicians realised that without Government support this will have a negative impact on the current growth in the Irish economy.”

China is the biggest commercial vehicle market in the world and following the appointment of a Chinese associate member for the International Truck of the

Year award, the next phase sees the establishment of the inaugural 2017 Chinese Truck of the Year (CToY).

Th e announcement was made at CCVS (China Commercial Vehicle Show) 2015 in Wuhan Expo Center. Ms. Yang Lin, Vice Chairman of China Council for the Promotion of International Trade, Automotive Sub-Council (Auto-CCPIT), Mr. Gianenrico Griffi ni, Chairman of International Truck of the Year (IToY) (pictured), Ms. Yu Jing, Proprieter & Editor-in-Chief of Commercial Vehicle Magazine (CVM) News Agency, Representatives of Truck & Spare Parts Manufactures, China Automotive, China Transport News, China Industry News, National Business Daily, Auto NetEase, Auto Sina, Auto IFENG, Auto Sohu, and other well-known media in China att ending.

China’s Commercial Vehicle Magazine, as a strategic partner, will

co-ordinate the awards programme, with IToY jury members test driving and evaluating the vehicles in contention for the prestigious prize, and using the same criteria as per the IToY, which was established in 1977.

NEWS II | 5

www.fl eet.ie

Transport at a Crossroads?

Inaugural Chinese Truck of the Year in association with International Truck of the Year jury

Total Irish Licensed Fleet Jun-13 Jun-14 Aug-15 Jan-16Vehicles 14,798 16,094 16,766 16,889Licences 3,893 3,872 3,808 3,765Average vehicles per Fleet 3.8 4.2 4.4 4.5

Licensed Fleet (International) Jun-13 Jun-14 Aug-15 Jan-16Vehicles 11,047 11,239 11,471 11,630Licences 2,386 2,363 2,335 2,319Average vehicles per Fleet 4.6 4.8 4.9 5.0

Licensed Fleet (National) Jun-13 Jun-14 Aug-15 Jan-16Vehicles 3,751 4,855 5,295 5,259

Licences 1,507 1,509 1,473 1,446Average vehicles per Fleet 2.5 3.2 3.59 3.64


6 | NEWS 111

So you think you can drive? Take the DAF Transport Effi ciency Driver Challenge

Don’t miss the Fuel Oil Event of the Year - FPS EXPO 2016

Buying a new vehicle? Update ownership details

DAF Trucks has launched its DAF Transport Efficiency Driver Challenge – a UK and Ireland-

wide search to fi nd the best commercial vehicle drivers on these islands. With the DAF Dealer network supporting the search, DAF Trucks has already embarked upon compiling a shortlist of 20 of the best drivers. Th e shortlisted 20 drivers will participate in a series of challenging practical and knowledge-based assessments centred around an all-expenses-paid, two-day, live event at the Millbrook testing

facility in Bedfordshire in May. Th e top three winning drivers will be crowned as the DAF Transport Effi ciency Champions and invited to participate in a ‘classifi ed’,

once-in-a-lifetime driving challenge, taking them across the continent and fi nishing at the home of DAF Trucks in Eindhoven. The DAF Transport Efficiency Driver Challenge is being rolled out across the UK and Ireland and is open to any driver with a clean C+E Licence, a Driver Card and a Driver CPC. Th e Challenge is open to non-DAF drivers, too. Candidates must apply by visiting www.daf.co.uk/thechallenge where they will also be required to complete some initial questions on truck-and transport-related topics.

As well as a host of new names from the oil and fuel distribution industry, FPS EXPO 2016 is

being held at a new venue and in a new city. In its 36th year, FPS EXPO 2016 will be at the new Exhibition Centre Liverpool (ECL) on 20 and 21 April. “Th is year’s show promises to be even more exciting than previous exhibitions, with more exhibitors and larger stands with more products and services on display, so we urge all oil and fuel industry professionals to come along,” says Dawn Shakespeare, Marketing & Events Manager for Oil Distribution Industry trade association, Th e Federation of Petroleum Suppliers (FPS), the event’s organisers. “Th is is not only down to the incredible range of companies booked to exhibit, FPS EXPO also has for the fi rst time key industry professionals

scheduled to speak in a series of seminars to be held over the two days including the DVSA, HSE and CIRIA. Th e show will also off er great networking opportunities." “It’s fantastic that not only is it a new venue for us but it’s a new venue for the city, as the ECL only opened in September 2015. We’re excited about the extra space this venue provides, with exhibitors having much bigger stands and

visitors more space to browse.” In total the exhibition will feature more than 100 exhibitors from across the UK and Europe and across the manufacturing, supply, distribution and technology sectors. Some of the biggest names in the industry are confi rmed, including Scania, Wincanton, MAN Truck & Bus UK Ltd, Philips 66 UK, RTN, Kingspan Environmental, Hytek, Emco Wheaton, Pen Underwriting incorporating OAMPS, Williams Tankers, Valero Energy and

Mabanaft Ltd. “Visitors to FPS EXPO are able to see and experience fi rst-hand the latest technology, products and services from new tankers and tyres through to the most innovative soft ware yet to reach the market, as well as network with many of the leading industry professionals,” added Dawn.

Call to action for 161 reg owners from easytrip, Ireland's parking and tolling provider, is reminding

motorists to update their easytrip account details when buying and selling a vehicle this January. With an increase in new car, van, truck and bus sales in 2015 compared to 2014, and predicted sales for 2016 forecast for further growth, easytrip is calling on new private or commercial vehicle owners to remember to keep their account details up to date to avoid incurring toll bills and efl ow penalty notices from using the M50.

If you’ve sold your old vehicle and inadvertently left your tag on it, and haven’t updated your toll

tag account, the new owner could continue to use your tag at most barrier toll plazas, racking up a bill connected to your account.

If you’ve bought a new vehicle and transferred your existing tag to it but forgot to update your account details, you’ll risk receiving a toll bill (billed at the higher rate) and penalty charge if you’ve travelled through the M50 toll plaza, as your new vehicle registration is not connected to your toll tag account. "We’re advising all our customers - private or business - to remember to remove your tag from your vehicle before you sell or trade it in and to update your account details as soon as possible

once change of ownership has been processed,” said Colin Delaney, General Manager, easytrip. “Likewise if you are purchasing a new vehicle don’t forget to update your account with your new car registration details.” Existing easytrip customers can update their vehicle details through their online account or by contacting easytrip on 1890 676768.

Setanta Vehicle Importers, Long Mile Road, Dublin 12

FOR DETAILS OF OUR DEALER NETWORKAND TO BOOK A DEMO CALL (01) 403 4500

www.setantatrucks.ie

THE RENAULT TRUCKS CONSTRUCTION RANGE. TRUCKS TO BE PROUD OF.

BUILT TO LAST

I veco UK & Ireland recently moved into new headquarters at the CNH Industrial production facility at Basildon, where the Case IH and

New Holland tractors are made. Scott ish native Stuart Webster was appointed the new Managing Director during 2015 and in this month’s Trumpet Call raises a number of interesting points relating to the state of the industry.

“Our move here to Basildon has been a catalyst for change in so many ways, new people, new systems, new processes and a re-invigorated approach to so much of what we do. But that’s looking inwards. Because outwardly, I can tell you that consistency remains the name of the Iveco game. Consistency. Stability. And continuity.

Th ese are and will always be the hallmarks of Iveco under my watch. Because one thing is for sure aft er spending fi ve years with CNH here in Basildon, fi ve years focused on the UK market in Watford, and five years focused on our European finance approach, it has given me the widest possible perspective on our business and industry. An in-depth understanding of customers, an appreciation of the importance they place on stability and continuous improvement; and an empathy with what operators are looking for, in particular, from a partnership with a supplier such as ourselves. In my book, those are the number one priorities for anyone who’s going to head up a manufacturer in an industry like ours.

We need an appreciation of the pressures operators live and work under every day. A real perspective on what drives them in running their businesses. Because it’s been said many times before, and I make no apology for saying it again, ours is a service industry. People, and delivering their needs, is what it’s all about. Establishing relationships. Creating partnerships. Building trust, and being deserving of that trust.

So, where is this industry of ours as we exit 2015 and enter 2016?

Well, I mentioned the word ‘trust’ earlier. It was an uneasy word in the wider motor industry last year, and we all know the reasons behind it. ‘Dieselgate’ certainly rocked the confi dence of the wider world in diesel as a fuel and that has implications for the road transport industry in particular. Diesel is, aft er all, the fuel of choice for anyone involved

in moving goods. Th e diesel engine remains the most practical and environmentally-sensitive way of moving 25 tonnes of goods by road from anywhere to anywhere. Take today’s Euro 6 emissions legislation levels, in many cities, the air coming out of today’s Euro 6 diesel engines is cleaner than the air going into them in the fi rst place. Fact. Diesel and today’s diesel engines are the right choice for delivering the goods, locally and long-distance, in today’s demanding transport arena.

But what of 2016?

Of huge signifi cance and something that’s very dear to the heart of our industry is oil prices. Th ey’re low, are likely to go even lower and look set to remain low with the competitive nature of the sector and new entrants coming into the energy market to compete against. On-going prices for diesel well under a £1 per litre are now a very real prospect. Although this does litt le for the fi nancial markets, it has to be good news for the consumer. And especially good news for road transport, where the highest cost component in delivering the goods is still fuel.

Of course, the potential cloud on the horizon is the UK’s relationship with Europe. Th is is already creating uncertainty in some quarters. Polls indicate that business generally wants us to stay in Europe, in a reformed, healthier and perhaps more empathetic relationship with Europe. But until the question is resolved, it’s unlikely that signifi cant and future-impacting commercial decisions will be made by those exposed to an in/out position. We need to resolve it soon.


8 | VIEWPOINT

Stuart Webster,Managing Director,Iveco UK & Ireland

Economy and ecology reunites you and Schmitz Cargobull

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Where are we going?

Well, we think a lot calmer waters are on the way, and for a number of sound, solid and well thought-through reasons. Of course, the big question on the van side is - how will the introduction of Euro 6 aff ect the market? Will it be as dramatic as with trucks in 2013/14? Or will we hardly notice? In common with other manufacturers, we’re erring towards the latt er, although we expect there will be a pre-buy eff ect of some sort. Legislation rarely has a major impact on the buying patt erns and demand for vans, ultimately, because they are very diff erent beasts to trucks and because the buyers tend to be very diff erent. Th e drift away from light trucks to vans and 3.5 tonne vans in particular continues. It is far less marked than it was, but reality says the 3.5 tonne van will continue to grow as the distribution workhorse in line with the growth of e-commerce, web shopping and parcel deliveries.

And that’s not all. Reality says that legislation is doing everything it can to push trucks of whatever size out of cities. Five centres - London, Leeds, Birmingham, Manchester and Nott ingham - are looking at Low or Ultra Low Emission Zones, whilst London seems set on banning trucks in rush hours. And there can be litt le doubt that all this will only encourage the growth of van and particularly 3.5 tonne van demand.

In trucks over 6 tonnes, it’s a slightly diff erent picture. Trucks are immediately and directly aff ected by the advent of new legislation. There’s nothing significant on the books for 2016, so with a stable economy and business environment, we’re expecting no dramatic changes to patt erns of demand. Indeed, the trials and aft er-eff ects of Euro 6 and Whole Vehicle Type Approval have now largely washed themselves through. Perhaps the key word in the truck and transport world next year is going to

be availability, and I don’t mean of chassis coming off the production line. I mean of availability of bodies, in particular for construction rigids and tippers.

I mean availability of Drivers. Th e industry is gett ing desperately short of drivers. Reality says the advent of the Driver CPC did much to encourage older drivers to retire and leave the industry, whilst too litt le is being done to encourage new and younger drivers in. Th e conditions they have to work under put many of them off . Th e legislation that rules their lives is a factor deterring them from entering the sector. Th is is a crisis waiting to happen, and the time has come for the powers-that-be to take action at all levels.

And fi nally, I mean of availability to deliver in town centres. Local, regional and national legislation is doing everything it can to keep commercial vehicles away from where they need to deliver, when they need to deliver. Everyone’s in favour of optimised air quality and maximised safety for other road users, of course, but no trucks means no deliveries, means no sales, no shops, no

jobs - and ultimately no cities!

Life doesn’t get any easier for the driver, the operator, the dealer or the manufacturer. And there continues to be a lack of appreciation, a lack of understanding of the role that trucks play in delivering the goods a nd keepi ng our economy alive.


A ttending the annual Iveco State of the Nation conference provides a great insight to trends and happenings within

the commercial vehicle industry. Th e 30th edition held for the fi rst time at the CNH Industrial Headquarters at Basildon, outside London, proved invaluable as regards to how the market for vans and trucks is changing. As a result, vehicle manufacturers have to react, some even hedging their bets on gett ing it right ahead of time.

Nigel Emms, Director, Brand & Communications, briefed on the highs and lows of the past three decades, mentioning that recessions had the most arduous eff ect in the marketplace every time economic collapses came around. With the upturn comes restructuring and market changes. “Att itudes and demands, both consumer and industrial, always re-balance aft er the traumas of recession - and as an industry, road transport responds to fi nd a more proactive, productive way of working,” explained Nigel. “We can see it so clearly in the wake of recession. Greater efficiencies in long haul operations, with increasing numbers of operators turning to 3 axle tractors at 44 tonnes, with high cube or double deck trailers. Greater effi ciencies in pallet networks and urban distribution, with 6x2 rigids replacing 18 tonners. More productive, higher payload 12 to 16 tonners replacing 7.5 tonners.”

“Eight wheelers replacing six wheelers as the mainstream construction standard, and the emergence of ‘transfer station’, on-road recycling replacing ‘landfi ll’ or off -road rubbish disposal. Each and every one of these delivers greater effi ciencies per tonne mile, but with fewer trucks,” he added.

“Of course, the other signifi cant change? Th e emergence and growth of e-commerce - and with it, the growth in home deliveries. Parcels, fresh food and increasingly ‘fast track’ deliveries all arriving on the doorstep - in a panel van. Combine all this together, and the net eff ect is fewer, larger trucks being used more intensively, and a huge increase in the use of vans, particularly in the retail sector. But in simple terms, it’s been a drift away from the medium ground - that from 7.5 to 15 tonnes gross, and an increased focus on vans and

heavy trucks. 2015 was an excellent example,” concluded Nigel.

Iveco UK & Ireland is fi ne-tuning its future focus in-line with the increased demand for vans and heavy trucks by establishing a new Light Business Line and new Truck Business Line. “Re-organising our operations along business lines allows us to get even closer to the customers we serve. It allows us an even deeper appreciation of what they want,” said Stuart Webster, Managing Director, Iveco UK & Ireland.

“It allows us to tailor our customer support package - from marketing and sales, right the way through fi nance, service, repair and maintenance, parts and every aspect of what we off er - ever more closely to delivering the promise. And it allows us to build an ever-deeper awareness and understanding of the very real benefi ts that Iveco as a brand has to off er. In vans, we’ll be continuing our push to become ever-more prominent as a retail brand. We’ll be continuing our policy of growing our sales point footprint and building a more local retail presence, at the same time as strengthening our success in the high-visibility fl eet business.

“In trucks, we are growing our sales teams and looking to develop closer relationships with customers. It’s in Heavy Trucks that a diff erent challenge lies. Our new Truck Business Line gives us the tools to att ack the market more strongly than ever before. It gives us the spearhead we need to att ack and disperse the ‘brand snobbery’ that still exists in the heavy truck sector, and as a more fi nancially

measured buying process is becoming more commonplace, we are sure the time is now. It gives us the best possible platform to deliver our award-winning products, pioneering technologies and proven low costs of operation to the market, and make a very real impact.”

“We’ve re-organised to get even closer to customers. Our new Business Line structure takes us exactly to where we need to be in terms of gett ing our products, our technologies, our leading levels of customer support and our sheer enthusiasm for what we do!”

A main part of this new strategy at the heavy end is the establishment of Truck Station. Th is initiative is based on 23 premium Iveco dealers in the UK and possibly Ireland, part of a network of 280 across Europe. Together with the new network owners, Iveco will be investing in turning these dealers into pure Heavy Truck specialists. “Th ey will off er the longest opening hours, the best trained technicians, optimum levels of tools and

10 | REPORT I

Iveco points to the future with new Business Lines

Stuart Webster Managing Director Iveco UK & Ireland

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

REPORT I | 11

At the Iveco UK & Ireland annual trade briefi ng, we learned that demand for 18 tonne rigids have

positively rebounded aft er several slow years. This top-weight two-axle rigid sector remains one of the more stable and consistent in the longer term, despite a change in the make up, as several operators have moved up and into the segment from lower weights. With this in mind, we chose to take a fi rst drive in the Iveco 180-250 as it is badged. To explain further, this 18-tonne GVW Eurocargo rigid with 28 ft curtainside body built by JC Payne is powered by Iveco’s (FPT) 250hp Tector 7 (SCR only) 6-cylinder diesel.

Th is type and size of vehicle is typically used for deliveries to retail outlets and more oft en than not, features a refrigeration unit over the cab. Th erefore, this 18-tonner needs to be manoeuvrable, easy to get in and out of, and also off er excellent visibility.

Bearing in mind the Iveco promotional tag-line dedicated to the Eurocargo, as ‘the truck the city likes,’ the new look model with its ‘smiley’ face will fi nd instant appeal among the urban dwellers, which may refl ect a friendlier att itude towards the driver and more appreciation of exactly what they do.

While the changes made to the cab design may seem cosmetic to most people, the aerodynamic drag co-efficient has been improved by 2 percent, contributing to at least 1 percent improvement in fuel consumption.

Even though we spent our time in the entry level Day cab version, freedom of movement across the cabin is possible, facilitated by a fl at, compact console, thanks to the limited size of the engine tunnel. Among the signifi cant improvements made to the interior is with the new multifunction steering wheel with controls for various items such as engaging the automated transmission, ventilation, lights etc., placed on the new slicker centre console. A driver’s airbag can be ordered if required, and while on the safety theme, the Lane Departure Warning System fi tt ed did come in useful when out on the road, on the motorway or narrow county roads, (by keeping the truck correctly positioned between the lanes). LED Daytime Running Lights and the new legislated Advanced Emergency Braking System radar has also been installed.

Valuable to a driver of this kind of truck are the USB charging ports and the factory option smartphone or tablet mount on the dash top. From behind the wheel, visibility all round is good and although the mirrors are large, they do not cause any undue blind spots.

In this medium truck sector, where they spend most of their time in the urban environment, Iveco’s SCR only engine emission control system comes into its own. No action is required by the driver as there is no need to make period stops for DPF forced regeneration, thereby eliminating downtime. Th e award winning HI-SCR system of the new Eurocargo requires only passive DPF

regeneration, that continuously cleans. While fuel consumption is on par or even bett er than standard SCR/EGR combinations, AdBlue usage is a litt le higher, by 1-2 percent. In general, Iveco claims that compared to the previous model, the more powerful drivetrain developed is more powerful and more economical by up to 8 percent.

As discovered during the test run, drivers can bett er exploit the higher engine torque at lower rpm, and this results in a greater response rate in acceleration and pick-up. Th is means improved driveability, fuel savings and reduced CO2 emissions.

New Eurocargo scores well all over from its good looks, high tech features and superb driver comfort and of course, high on safety features. A worthy winner of the prestigious International Truck of the Year Award for 2016.

SPEC CHECK

Make/ModelIveco Eurocargo ML180E25 4x2 Rigid

Engine

FPT Tector 7 – 6.7 litre – Euro 6 SCR only 6-cylinder M-line, Direct-Injection Turbo Diesel

Power 251 hp @ 2050-2500 rpm

Torque850 Nm @ 1250-2050 rpm

Transmission12-Speed ZF Eurotronic automated

Cab Type/GVW Day/18 tonnes

Suspension

Parabolic leaf front and rear, shock absorbers and anti-roll bars. Rear air suspension with 4 airbags

BrakesVenti lated discs, ESP, Exhaust Brake

Tyres/Wheels 295/80R22.5

First Drive: Eurocargo 180E25

equipment, support facilities for trailers, fridges and tail-lift s and perhaps most of all, the ability to really look aft er drivers at the best possible level,” explained Nick Pemberton, Director

Truck Business Line, Iveco UK & Ireland. “For Iveco, Truck Station is a hugely important initiative in strengthening our credibility in what has to be the most important target

market for our future.” Th is initiative will further enhance once the face-lift ed Stralis range with latest drivetrain technology is introduced by the year-end.

FLEETTRANSPORT | FEBRUARY 16 Text: Jarlath Sweeney - editor@fl eet.ie

12 | NEW FLEET

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Thanks to Twitter, Transzone Logistic's rather special new Scania is a big hit already! Th e Ballinlough,

County Roscommon based fi rm recently took delivery from Westward Scania of this striking new custom-built, limited edition Scania R730 6x2 based on the original Scania Streamline model and Scania’s unique V8 heritage. “Blue Stream” features the R-series cab styled and enhanced in collaboration with Svempa Bergendahl, the legendary Swedish custom truck builder. Th e unique

truck will be produced in a limited number of units in Södertälje, as a tribute to the original Scania Streamline introduced back in 1991.

Th is top of the range truck comes with full V8 pack with custom made V8 Blue Stream seats. As well as having 730 horsepower it is equipped with a coff ee maker, fridge, microwave, satellite navigation, Alcoa Durabright alloys and has a full factory fi tt ed catwalk. Other stand out features include black Kelsa light bars with Cibie LED spotlights, twin LED tail lights and additional park and brake lights in the wind kit.

This Renault Range C.430 8x4 Grab tipper was sold to Dublin based grab and concrete pump hire specialist Graham Redmond (photo 1). Purchased from Setanta Vehicle Sales,

Long Mile Road, the multi-wheeler comes complete with a Th ompson tipper body and Palfi nger Epsilon M125L with Clamshell bucket.

Another pleased new Renault Trucks owner is Mayo based plant hire specialist Luke Monaghan (photo 2) with his new Renault Range K430 8x4 Tipper.

‘Actros with Attitude’, the first new Mercedes-Benz Actros SLT has arrived in Ireland

supplied to Mar-Train Heavy Haulage.

Mar-Train (photo 1) is the only heavy haulage company with bases in both the North and South of Ireland. Th e addition of this new Actros to their Irish fl eet, cements its place at the forefront of Heavy Haulage in Ireland and the UK.

Larger, longer, tougher and stronger than any within the Mercedes-Benz Actros family, the SLT is a semi-trailer tractor which has been systematically designed and built for heavy haulage which can operate as a solo vehicle carrying up to 250 tonnes GVW.

Supplied and delivered by Cork Truck Services Ltd, the model chosen by Mar-Train Heavy Haulage is an Actros SLT 4163 GigaSpace 8x4 tractor-unit equipped with driver and co-driver ventilated suspension seats, auxillary hot water heater, luxury bunk top and bott om, and leather steering wheel with

Style-Line interior design. Ambient lighting and FleetBoard telematics system completes the impressive specifi cations package.

Meanwhile Perennial Freight (photo 2) has increased the total number of Mercedes-Benz trucks on its fl eet based in Ireland to 57 with four new Actros purchased. Delivered in Perennial’s distinctive cobalt blue livery, the new Mercedes-Benz Actros 2545LS 6x2 tractor-units, featuring 2.5m StreamSpace cabs with fl at fl oor, will operate from the company's Taghmon base in Wexford, servicing daily routes across Ireland. Last month Ferns-based logistics company JC Breen & Co. Ltd (photo 3) added three new Antos heavy-duty short-radius distribution trucks to its Mercedes-Benz fl eet. Commenting, James Somers of Somers Commercials which supplied the new rigid trucks said: “Easy to operate and with good all-round visibility, the Antos is confi gured for single-day runs, where a broad spectrum of engine power is required to cope with varying loads and conditions with frequent stops and numerous route changes.”

1

2

3

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1

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14 | MARKETPLACE

Unlike the light commercial vehicle marketplace, which recorded signifi cant growth (42%) in Ireland last year, sales of new trucks increased by a mere 4.43%. According

to industry experts and sales managers for the various brands, there are no indications that the market will return to its highest level from 2007.

“Th e HGV market for vehicles over 17 tonnes GVW struggled to improve, meaning that the total market was slightly shy of 1500 units. Th ere are no indications that the market will increase substantially in 2016, thus meaning that the total HGV market is still 50% below its “boom time” levels. In 2006 the market for HGVs was almost 3900 units, many of these of course prior to the introduction of the Digital tachograph,” said Joe Crann, Managing Director, Westward Scania.

Taking the lighter trucks into the overall total, that fi gure rises to 1864 units, which shows the modest growth. “Confi dence is creeping back to the HGV end of the business and it is good to see customers have started to change vehicles that were certainly overdue a change,” said Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles (Ireland). “Government purchasing and economic sentiment were key factors in the growth. Th e outlook for 2016 is for the market to remain at the same levels as 2015, with regular business replacing the Government orders.

One leading industry expert expressed concern to Fleet Transport that the overall fi gures are somewhat distorted in that one leading brand registered: “Quite a lot of Euro 5 product within Ireland and then exported many of these. Th is was done by utilising a loophole in the legislation, so while there was nothing illegal in this activity, most observers certainly felt that this was sharp practice at best to see a major manufacturer taking orders from a known Euro 6 compliant country, long aft er the formal derogation date had passed.”

Regarding construction vehicles, the collective brands are dealing with more enquiries for eight wheelers, which is a positive sign. With the exception of Iveco, which plans to introduce the revised Stralis range later this year, the other main players will concentrate on customer requirements now that the latest safety regulations in

trucks have been implemented, such as Lane Detection Steering system and Active Brake Assist.

Commenting on the sales success during 2015, Joe Crann said, “Scania is delighted to have increased its market share to 33% during these diffi cult times. More than ever, customers are really utilising their trucks. When that happens, the value of a quality product becomes more apparent and that together with class leading fuel economy and driver appeal has clearly been to our advantage. Having the only Euro 6 V8 on the market is a great advantage for customers who have driver retention issues, and the cast iron residuals of the entire range have seen customers shorten the replacement cycle as they sell 3-year-old vehicles and move into a new truck with full warranty cover.”

Renault Trucks Ireland is pleased with its performance, according to Harry Nash, Managing Director, Setanta Vehicle Sales. “2015 was a very successful year for Renault Trucks Ireland. We generally held an eight to ten percent market share in the new heavy commercial registrations. New sales across our Construction, Tractor-unit and Rigid sectors grew at a very high rate, coupled with a steady demand for quality used tractors sold with manufacturer’s warranty.”

“2015 seen the addition of a number of dealers throughout the country, such as Dennehys in Limerick and Toal Trucks in Armagh. Shaw Commercials also opened its second dealership in Galway, giving Renault Trucks Ireland a broad dealer network throughout the country. Our order book for 2016 is reasonably strong so far, and enquiry levels are up. 2016 is an exciting year for us, as it will see the addition of a factory fi tt ed 5-axle tipper or mixer now available. We will also be off ering a tridem version on 4 and 5 axle rigids. We have an active demonstration vehicle plan for 2016 with the addition of a Range C tag-axle tractor-unit for tipping applications mainly. Th is will off er additional ground clearance coupled with great traction.” “We will also add a mini mid-lift tractor-unit to our demo fl eet, giving exceptionally light tractor tare weight and the capability of carrying large diesel tanks for continental use or long haul work. Th is is due to join our demo fl eet later this Spring.”

No strong ray of sunshine for truck sales market


MARKETPLACE | 15

Due to the long life cycles of trucks, manufacturers have more time than their car counterparts to design replacement vehicles, particularly when it comes to new

cabs. Th e evolution of cab renewal programmes among brands can span two decades or more and it’s refreshing to see totally new cab creations being revealed.

In recent years we were impressed by the latest examples from Volvo Trucks with the all-new FH series and the Range T from Renault Trucks, its sister brand within the Swedish group. Both new cab introductions were timed with their development of Euro 6 engine exhaust emission regulations while the other models within their range of vehicles were suitably modifi ed to match the new family look accordingly. Th eir competitors adjusted their line-ups also, which added another few years in their lifespan but collectively will have to go back to the drawing board in earnest once the new commercial vehicle weights and dimensions legislation change within the next decade or so. On the drivetrain side of things, truck manufacturers have to introduce the next phase of Euro 6 which will include more sensors plus more intense monitoring of AdBlue quality.

Before then we can look forward to new cabins from Scania and sister brand (under the Volkswagen Group) MAN Truck & Bus. Currently Scania is undertaking pre-production tests of its new cab and driveline in selected countries (including Ireland) but we will have to wait until later this year to see details of the fi nal production version. We hear that it will be into 2017 before the new TG - Truck Generation heavy duty range from MAN arrives, but in the interim, a new range of vans (from 3.5 tonne GW) to light trucks (up to 7.5 tonnes) will be entering the marketplace, based on the all-new Craft er range from Volkswagen Commercial Vehicles, due for launch this autumn.

Having revamped its complete range of trucks in all weight categories,

Renault Trucks is set to introduce the right-hand drive version of its new Range D2 series, which has 2-metre wide cab, based on the Nissan Atleon/NT500, most suitable for city centre deliveries.

Th ere is talk among the trade that Mercedes-Benz is about to give a facelift to the multi-award winning Actros, while Hino needs a Euro 6 engine supply for its European versions of the 700 series and is reportedly talking to Cummins. In Asia, the 500 series, its mid-weight truck class has got a cab makeover, as seen on the recent Dakar Rally.

Meanwhile in Turin, Italy Iveco is fi nalising details of its revamped Stralis at the heavy end set for a summer launch. Nothing new from Isuzu on the truck front for a year or two, but its fellow Japanese brand, FUSO Trucks will have the all-electric version of the Canter light truck range called the E-CELL on sale across Europe.

Staying with Asian brands, the Harris Group is planning to extend its model line-up of Sinotruk, adding to the multi-wheeler application presently on sale.

Word from Teeva Motors, which markets the Chinese JAC Motor’s Electric Range Extended Truck is entering Ireland, fi rst with retrofi ts and then with fully built vehicles once homologation requiements are met.

New Models coming down the road

SIMI New Registrations 2015Heavy Commercials

Position 2015 Brand Jan/Dec 2015 Marketshare

1 Scania 487 26.45%

2 Volvo Trucks 290 15.75%

3 DAF Trucks 253 13.74%

4 Mercedes-Benz 190 10.32%

5 Renault Trucks 190 9.23%

6 MAN 158 8.58%

7 HINO 103 5.59%

8 Iveco 50 2.72%

Totals: 2015: 1,841 vs 2014: 1,763 = +78 (+4.43%)Light Trucks

Position 2015 Brand Jan/Dec 2015 Marketshare

1 Isuzu Truck 89 4.83%

2 FUSO Truck 22 1.20%

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16 | PROFILE


T hree letters within the Superior Express name – PER – aptly sum up the Dublin 12 company’s philosophy. Th at

is, transport and distribution ‘per’ the customer needs. Add in a nationwide and personal service, throw in warehousing and contract hire, and you’ve got the fi rm established by Brian and Deirdre Cleary in 1987, in a nutshell.

As the company heads into its third decade of business, Superior Express has future-proofed the fi rm with investment in structures, technology and vehicle fl eet to facilitate expansion plans, which also includes off ering a European service. Most signifi cant perhaps is achieving ISO 9001 and ISO 18001 accreditation for Quality Management Systems and Occupational Health & Safety Management.

Substantial investment which is bearing fruit has been directed towards Information Technology (IT), customer support and driver training. “Our staff have the experience and expertise to ensure that all supply chain needs are met in the most effi cient and cost effective manner. Using the latest

technologies, we can plan and deliver all our client’s distribution and supply chain needs, both nationally and internationally,” explained Brian Cleary.

With all of their drivers having been trained in Good Distribution Practice, Superior Express enjoys a long held reputation in providing a fast, reliable and effi cient service. Th is has been recognised by Fleet Transport with Superior Express qualifying as a fi nalist in the 2016 Irish Haulier of the Year programme. “With the ongoing changes and demands on transport companies, we have remained fl exible and innovative, providing a wide range of transport solutions,” added Brian. This level of efficiency, matched with recent technological advancements and cost-eff ective solutions, ensures that Superior Express retains and maintains its competitive edge.

However there is no resting on laurels. Even during the recession, the vehicle fl eet was constantly upgraded. Whatever the customer requirements, there is a suitable type of truck, trailer or van available. “We can handle any courier, haulage or transportation requirement. With the help of a great team

of staff , we now run an extensive operation, with a fl eet of 80 vehicles operating from 12 locations across the island of Ireland,” Brian explained.

Additionally Superior goes one step further in off ering a special contract hire package, where a vehicle and driver are provided to the client full time for the duration of the contract. “We can brand the vehicle with the client’s logo and brand information, and deliver the vehicle to the client with one of our highly experienced drivers,” said Brian.

Location, location, location. Th ree of the most important words when selling property, but the same can be said when sett ing up a business of this nature. Superior, based at the Western Industrial Estate just off the Naas Road in Dublin 12, is within a short distance of the M50, with the M1 to the North, the N4 road West, and N11 and N7 to the South all close by. Another storage hub is situated at the Robinhood Industrial Estate, with similar easy access to the major junctions around Dublin. At the Dublin 12 site which spans 1.5 acres, over 40,000 sq. ft . of warehousing is available for customers can to pallets at an economical rate. Full storage and order fulfi lment services are provided with excellent back-up. “We use a stock control system so we can track packages, parcels and pallets at all times.”

Storage and next day delivery make up the bulk of the daily activities at Superior Express. It sees further growth potential in its Same Day delivery service around Dublin city. “We deliver post, parcels and pallets nationwide (to the 32 counties) within 24

Superior Express – All transport solutions sorted!

PROFILE | 17

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

hours, supported by our Track & Trace system that facilitates customers to see that their delivery has been made.”

“An increasing number of customers avail of our Same Day delivery service. We make set calls starting from 10 am in each direction of the capital - North, South, East & West, with further collections and drop-off s from 2 pm. Anything from parcels to pallets can be delivered in this manner,” explained Brian. With this in mind, Brian is thinking about becoming more eco-friendly for this strictly urban based service, noting that an electric powered light truck would be the perfect solution, but the initial cost could be prohibitive. On suggesting the likes of the Fuso Canter diesel/electric Eco Hybrid, he would be interested in a test trial to see how it would work fi rst.

Attracting overseas customers was the ultimate aim in the decision to have a stand at the annual Multimodal exhibition at the NEC, Birmingham, UK for two years in a row. “Exhibiting there provided a platform for us to promote our business abroad with some good networking opportunities added in.” Very much a hands-on owner-cum-Managing Director, Brian is keen to promote the company’s mott o: “Business made easy” – by being clear and positive in what it does. “Our modern fl eet of vehicles and staff are there to ensure your delivery, parcel or package gets to its destination quickly and securely. When you need fast and secure service we can off er same day delivery to anywhere in Ireland, or next day delivery covering most parts of the world. Once you give us your parcel, we’ll get our wheels moving.”


F ive com mercia l vehicle manufacturers participated in the bi-ennial Alternative Drives event, organised by the

International Truck of the Year jury at Solutrans 2015 at Eurexpo, Lyon, France. Advances in the further greening of road transport operations from a commercial vehicle aspect were explored by Iveco, Scania, Renault Trucks (all with Natural Gas products), while Fuso with Gruau covered the diesel/electric and all electric powertrains.

“Iveco has a long history in developing Natural Gas powered trucks, vans and buses,” began Clément Chandon, from the brand’s Heavy Line Gas Business Development business. Compressed or Liquefi ed Natural Gas is the best alternative to diesel as its available, cheaper to buy and above all produces a smaller carbon footprint, not to mention that the vehicle benefi ts from additional torque at lower revs, thereby producing less noise. Clement stated that over 6,000 Daily ‘Natural Power’ vans are in operation across Europe, along with 2,500 Stralis trucks and more than 5,500 buses. “By July 2016, France will be home to 33 fully serviced refi lling stations as the State invests in the growing uptake for Natural Gas in commercial vehicles.”

Erk Rönnefarth, Market & Production Manager at Fuso EU highlighted the developments in hybrid and all-electric drivetrain technology, which includes the Euro 6 Canter Eco-Hybrid and the latest E-CELL version. “For more than 40 years, Fuso has followed paths which nobody has taken before. It produced its fi rst electrically powered bus as early as 1973 and now as part of the Daimler Trucks business unit developing hybrid and electric products, the future has already begun,” emphasised Erk.

Promotion of the E-CELL in the Irish market will begin following its premiere at the SEAI Energy Show at the RDS, Dublin.

In 2006, Fuso began series production of the Canter Eco-Hybrid for the Japanese market, two years later it began Europe’s largest hybrid fl eet trials, with ten Euro 5 versions of the diesel/electric combination in London. Th en the fi rst E-CELL study was presented at the IAA CV Show in Hannover. Move on four years to the start of a one-year E-CELL fl eet trials with eight Portuguese

customers. In between, the Canter Eco-Hybrid was successfully launched in Europe. Used by Local Authorities in Portugal, the E-CELL test trial with fi ve dropside and three box bodied units had no failures and saved an estimated €1,000 over the average 50,000 kms driven compared to conventional diesel power. “Drivers loved the smooth, comfortable ride,” said Erk.

Representing Renault Trucks was Karien Forien, Director of Energy Effi ciency Strategy who promoted the CNG version of the Renault Range D Wide truck. “Natural Gas engines release practically no particulates, with no emissions of either fumes or smells;

moreover, their noise emissions are at lower levels than their diesel counterparts.”

“Natural Gas vehicles are the solution in response to the quest to improve air quality in cities, especially when running on biomethane fuel. Our biodiesel vehicles are compatible with B30 (30% biodiesel in the fuel) and up to B100.”

“For now, the city of Paris possesses France’s largest fl eet of Natural Gas vehicles, over half of which consists of Renault Trucks’ models. From a technical standpoint, this CNG version of the D Wide design off ers optimal functionality for distribution-type

18 | REPORT II

Alternative Drives explores

Iveco Stralis Natural Power

LNG Tank

uses or with a municipal waste dumpster. Th e vehicle is available in two confi gurations; a 4x4 carrier and a 6x2 carrier.”

While we’re heavily committ ed to developing Natural Gas vehicles, we don’t overlook the existence of other technologies offering viable alternatives to diesel. As a vehicle manufacturer, we must accompany this movement by proposing increasingly energy effi cient transport solutions, by speaking out loudly and with conviction in support of this evolution. Speaking ahead of the COP 21 climate change conference, Karien added: "Renault Trucks will be present at this worldwide event with two innovative vehicles; Maxity Electric featuring a fuel cell that runs on hydrogen and Renault Trucks’ D 100% Electric."

"Lastly, we’ve also been investigating over the past few months the potential of the 100% electric technology with a fuel cell that runs on hydrogen, as implanted into the Maxity Electric model adopted by the French Post Offi ce. Th e fuel cell solution actually serves to overcome two major obstacles with electric vehicles; autonomy (the fuel cell doubles vehicle autonomy), and recharge time (the time required to fi ll up with hydrogen is comparable to that for a diesel model). Th is vehicle will also be on display at the COP 21 conference, on the stand sponsored by SymbioFcell, our fuel cell partner,” concluded Karien.

Scania As Product Manager, Sales & Marketing Sustainable Solution- Trucks, Johan Palmqvist is to the fore at Scania’s CO2NTROL programme and referred particularly to the company’s long-term commitment to offering the widest range of sustainable transport solutions. “Scania produces the widest range of alternative fuels, he began, and referred to the fact that its engines run on gas and biogas, biodiesel, bioethanol and HVO (Hydrotreated Vegetable Oil). "Scania off ers transport operators the opportunity to reduce their CO2 footprint very simply, without giving up anything or incurring signifi cantly higher costs,” he added.

“Scania was the fi rst manufacturer to sell and deliver Euro 6 engines, and the fi rst to market a complete engine range based on three diff erent biodiesel platforms, which can provide up to 65% CO2 reduction when using

FAME (Fatt y Acid Methyl Ester fuel). With using HVO, this renewable biodiesel can yield up to 90% reduction in CO2 emissions.”

Johan mentioned the two types of Natural Gas powered trucks on exhibit at Solutrans, the P280 4x2 rigid in Compressed Natural Gas (CNG) form with Chéreau fridge body and the G340 4x2 tractor powered by Liquefi ed Natural Gas (LNG). A version of the same model was available for the ITOY Alternative Drive tests around the roads linking the Eurexpo to Lyon the next day.

GruauLeading French commercial vehicle builder and converter Gruau has since 2010, operated a ‘clean transport business’ by becoming an electric solutions integrator. Its background is in the design, industrialisation and integration of functions, marketing and distribution of specifi c vehicle kits, customised fl eets

or niche vehicles, according to Matt hieu Gougeon, Technical Commercial Expert at Gruau. “Blue Green,” represents the Gruau Group’s sustainable development approach and its 1,100 employees across its 17 sites are focused on this objective. On average, Gruau converts 48,000 light commercials per year covering 20 product application lines.

One of its latest developments is Electron II all electric light commercial, powered by a 400V Lithium Ferrophosphate (LFP) batt ery that off ers 3 levels of capacity from 38 to 58 k.Wh. Up 50 kms extra batt ery power can be gained through its 1-hour quick charging system.

An extra information touch screen diff ers the cabin from normal vans. Nothing is taken out either on the spec as full connection with the outside world is available.

the greening of transportREPORT II | 19


Gruau Electron II

Renault Trucks D Wide CNG Gas Euro 6


20 | COVER/TESTS

IVECO• Daily 35S14N V12 CNG Natural Power Panel Van• Eurocargo ML120 EL21P CNG Natural Power • Stralis Hi-Street AD190 S33P CNG Natural Power

The Italian manufacturer has been a forerunner in the field of Natural Gas power since the late 90’s. Both Compressed Natural Gas (CNG) and Liquefi ed Natural Gas (LNG) engines are provided for its truck and bus ranges, with power options stretching from 136 to 330hp. Without

EGR, SCR or Particulate Filters, the latest generation Cursor 8 CNG Euro 6 Natural Power engines require no additive. With the lower price of Natural Gas, total cost of ownership is reduced by up to 10% compared to the standard Euro 6 diesel. Where Biomethane is available, totally de-carbonised driving is achievable.

At the Solutrans A lternative Drive programme, Iveco presented the Stralis, Eurocargo and Daily vans using either CNG or LNG (or both). On the 330hp Stralis 4x2 tractor-unit, it had dual power from CNG and LNG, which enabled a range distance of up to 850 km (200 from the CNG and 650 km from the LNG tanks fi tt ed). Th e LNG off ers bett er distance as it is compressed and stored at extremely low temperatures (well below freezing). Producing less than 72dB of noise, the Stralis Natural Power is certifi ed according to the PIEK Quiet Truck, the European standard for silent trucks.

All three Natural Powered Iveco’s drives impressed with their superior levels of pulling power, especially in high gears. Th ey were more silent in movement out on the roads surrounding the Eurexpo Centre in the outskirts of Lyon. Surprisingly, both the Stralis and Eurocargo had manual gearboxes, which is not the norm, but were specifi ed on the customer vehicles driven.

FUSO• Canter E-CELL 6 C15EBased on the conventional Fuso Canter light-duty 7.5 tonne chassis cab, the second phase of the E-CELL development is cited as the brand’s “most innovative family member”. It has a 6.0 tonne gross weight off ering a 3.0 tonne payload (thanks to the unladen plus

batt ery weight exemption). Top speed from this 150PS/650Nm unit is limited to 90 kp/h and its driving range distance averages 100 kilometres. Two batt ery boxes weighing 600 kg are fi tt ed to the ladder frame chassis consisting of two batt ery packs providing 48.4 KWh.

Th ere are two charging options – with two on-board chargers, Normal with a 230V/16A system that takes 7 hours, or Quick with 390V/100A that takes just one hour.

Already expectations have been fulfi lled, with the customer trials in Portugal, conducted over a 12-month period. Supported by the Portuguese Government, the eight prominent municipal and commercial customers covered numerous applications such as waste removal, forest-care, gardening and landscaping, goods transportation and postal services. Some of the glowing comments from these operators included; “Environmentally wonderful,” “Th e Future,” “Charging and driving the vehicle is intuitive and quite easy,” “Th e main added value is definitely the absence of noise and emissions.”

Alternative Drives - Part II - Test Drives


COVER/TESTS | 21

While on the test drive accompanied by Erk Rönnefarth, the instant acceleration and silence was appreciated right from the off . Th e single speed transmission means that there is consistent smooth movement. Regeneration is achieved by deceleration and through use of the twin-phase exhaust brake engaged by means of a stalk on the steering column. On the satisfaction scale, we concur with one Portuguese operator; 9 out of 10!

Gruau • Electron II Electric Van

With the Electron II, based on the Fiat Ducato platform, both panel van and chassis cab are used by Gruau for conversion into a fully zero emission electric vehicle capable of covering up to 200kms with the larger batt ery pack or 150kms in its 58 k.Wh version. (Off ering a peak power of 90 kW, which is equivalent to 130 hp with a diesel). Its torque levels at 220 Nm @ 11,000 rpm exceeds the combustion engine (at a maximum speed of 90km/h).

Again, smooth, quick acceleration is the order of the day here with the added advantage of silent operation.

Renault Trucks • Range D 19 Wide 4x2 R CNG

Last March, Renault Trucks completed the renewal programme on its Range D (Distribution) with the D Wide CNG. It is fi tt ed with a new 9.0 litre Euro 6 Natural Gas engine, offering a power rating of 320hp and available in 6-cylinder NGT9, with two confi gurations – 19 tonne 4x2 and a 26 tonne 6x2 (both rigids) catering mainly for the urban environment. Both units operate equally well on Natural Gas or bio-methane fuel (biogas). Th eir driving qualities as experienced during the drive are on par with that of a diesel engine, while at the same time providing higher torque (1,356 Nm) with lower noise levels.

One of the main features of the D Wide CNG is the installation of a fully automatic Allison transmission (Series 3200), which is perfectly suited to refuse collection applications. Renault Trucks provides a choice of fuel tank capacities on the D Wide CNG – 600 litres of gas compressed to 200 bars, which is 90 kg of gas in six tanks, or 800 litres, which has 120 kg of gas using eight tanks. Th rough these systems an operating range of up to 400 kilometres in urban environments can be achieved.

Th e NTG 9 engine, featuring controlled ignition technology can operate on B100 which is 100% biofuel. Th is stems from

renewable raw materials produced using vegetable oils and animal fat. According to Renault Trucks, the return on the investment can be made within fi ve years based on the initial price premium. Th e customer truck used for the ITOY trials gave us an insight to the fi nal specifi cation required by the operator, and to how it has to work day-by-day.

Scania• Series G340 LA 4x2 MNA GL

In the latest Euro 6 guise, the Scania G Series with Natural Gas option used the Swedish brand’s 9.0 litre in-line 5-cylinder 340hp/250kW (@1900 Nm) diesel block converted to this alternative fuel. Maximum torque is at 1600 Newton Metres @ 1050-1400 rpm.

Th e 4x2 tractor unit driven featured the popular Highline cab, a wheelbase of 3,700mm, and a 12-speed manual gearbox, although a six-speed automatic with integrated retarder is the preferred choice. Driving the gas engine proved no diff erent to the way a conventional diesel performs in terms of ride or handling, but with lower noise levels (at 72dB) and bett er torque in the ‘high-box’. Other elements of the chassis are traditional with parabolic springs and air suspension on the rear.

TRANSPORT www.fleet.ie

REWARDING BEST PRACTICE

AWARDS 2017

Fleet Transport Awards 2017Date: Thursday 13 October 2016

Venue: Citywest Hotel, Dublin.

Sponsorship OpportunitiesThe Fleet Transport Awards are fi rmly established as the most

valued and respected honours in the road transport industry.

Celebrating its 10th Anniversary, these Awards provide a platform

for the sector to celebrate best practice and an ideal networking

opportunity.

There are sponsorship packages currently available for these

prestigious Awards. Being a sponsor at the Fleet Transport

Awards will not only position you as a leading company within

today’s challenging market place but will provide you with an

unrivalled opportunity to give something back to a client base

that is essential to your ongoing business success.

To enquire further about sponsorship opportunities please

contact Orla Sweeney.

Phone: +353 94 9372819

Email: orla@fl eet.ie

While the main business at Rosslare Port remains the handling of Ro-Ro services being operated by Irish Ferries and Stena Line, the County Wexford port

now handles a regular fl ow of cargoes of round timber shipped by conventional cargo vessels from Scotland. Irish Rail management is currently in a process that could lead to the Port’s operations being transferred to a third party under a long term contract. Th e Port also hopes to secure funding under the recently announced Department of Transport, Tourism & Sport (DTT AS) Tourism initiative. Th is funding, in which Tourism Ireland plays an active role, is directed towards regional ports and airports and is focussed on the development of traffi c levels through existing services, and the development of new services that will spread tourist activity to areas outside the busy Dublin region.

Frank Ronan, who has extensive experience in both manufacturing and transport services took the helm at Waterford Port on October 1. He reports that the Port is in good fi nancial health and, while the Lo-Lo container services have yet to recover from the economic downturn,

the Port’s throughput in bulk cargoes has grown substantially during 2015 with 21 vessels calling during the month of July alone. Th e opening of the Glanbia dairy products plant and completion of the re-development and extension of the Coillte panel board plant, both of which are located close to the Belview quayside will further boost traffi c through the Port.

In the context of development works being carried out at Irish Ports and others planned for the near future, one particular export activity at Waterford Port involved the loading of three vessels with dredged spoil for shipment to Zeebrugge. Th e spoil had come from nearby Dunmore East Harbour which was being dredged for the fi rst time in thirty years. Th e spoil contained the remains of TBT (TriButylTin) anti-fouling paint used by fi shing and other vessels. Although treated and dried the material had to be sent to Zeebrugge for fi nal treatment and disposal. Concerns are being expressed at Howth and other fi sheries harbours that the necessary dredging at their locations will throw up similar problems with associated high costs.

FLEETMARITIME | Spring 2016

FREIGHT FERRY SERVICES

E [email protected] 0044 28 87784949

www.derrybros.com

New opportunities at South Eastern ports

fl eetMaritime: IRISH SHIPPING & FREIGHT

Volume 11, No. 1 Spring 2016

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

MARITIME I | 23

Rosslare Europort Rosslare Container Terminal

Waterford Port Bulk Cargo Waterford


24 | MARITIME II

IRISH SEA ROUTES


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In his end of year statement, Port of Cork Chairman, John Mullins reported that total traffi c through the

Ports of Cork and Bantry Bay had reached 11.1 million tonnes. Total trade traffi c at the Port of Cork reached 9.8 million tonnes, up a significant 10% on 2014 traffi c fi gures. Bantry Bay Port Company dropped slightly from 1.3 million tonnes in 2014 to 1.1 million tonnes in 2015.

Total container volumes through both Tivoli and Ringaskiddy Container Terminals in the Port of Cork grew by 8% compared to 2014 fi gures, with over 205,000 TEU’s handled. Th is is very encouraging particularly as the Port received planning permission to move all container operations to Ringaskiddy in the near future. Dry bulk cargoes such as animal feed were up by 2% in 2015. Fertilisers and cereals both decreased slightly.

Th e Port of Cork cruise business grows year on year with 55 scheduled cruise liners calling to Cork in 2015. In total, these liners carried in excess of 145,000 passengers and crew to the region. John Mullins said: “Th ese transit visitors are an excellent economic stimulus for Cork, bringing a welcome boost to the local economy for eight months of the year. Th e Port of Cork has completed work

on upgrading the facilities at Cobh Cruise Terminal and can now handle ‘Quantum Class’ vessels, which are the largest liners operating in Europe today. Th e Port of Cork continues to work closely with cruise lines to increase calls to both Port of Cork and Bantry Bay.”

In 2015 the Port of Cork was granted planning permission for the Ringaskiddy Port redevelopment which is a milestone for the Port of Cork and particularly the Munster region. According to the Chairman, receiving planning permission for the Ringaskiddy Port redevelopment has given the organisation a renewed confi dence in the future of trade for the Cork region. He said: "Not only is this a great boost for our company but most importantly for our customers, who can now confi dently plan for the future, knowing the Port has the capacity to accommodate their growth."

Following a public tender process in November, advance works on the project are due to begin in January 2016. Th ese advance works are a positive step in terms of the Ringaskiddy Port redevelopment and will include site clearance to the proposed container compound area which will serve to prepare the site to ensure the main works are

not delayed. Th e next step is to launch the main works tender process in April 2016, with a view to a contract being awarded in Q3 2016. It is estimated that 849 FTE jobs will be created during the construction of the Ringaskiddy Port redevelopment project which the Port aims to have operating by Q4 2018.

Port of Cork is reported to be engaged in discussions with a view to returning the former IFI site at Marino Point to use as a rail connected quayside and bulk freight terminal. Lo-Lo containers shipped through the new Ringaskiddy Port redevelopment could also be fed to and from the national rail network through a proposed barge link between Ringaskiddy and the Marino Point facility.

Dublin Port Company has reported record trade volumes with 32.8 million gross tonnes moving through the Port in 2015. Th is surpasses the previous 30.9 million tonnes peak of 2007. 7,166 ship calls were made to the Port, more than twenty a day. Th e growth was evenly balanced between import and export volumes, with imports up by 6.5% at 19.5 million gross tonnes while exports reached 13.3 million tonnes, 6.4% ahead of the 2014 fi gure.

Both Cork and Dublin Ports have reported strong fi gures for 2015


MARITIME III | 25

EUROPEAN ROUTES


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As reported previously in Fleet Maritime- Winter 2015, the Doyle Shipping Group took over the Port of Greenore in early 2015, and has invested heavily in developing capacity there to handle a wide range of bulk cargoes. Given

the Port’s central location between the Dublin and Belfast areas, the Doyle Group is confi dent that it can drive considerable traffi c through the County Louth Port. It seems unlikely, in the short term at least, that Greenore will challenge the neighbouring Port of Warrenpoint for the Ro-Ro and Lo-Lo container traffi cs operated by Seatruck, Cronus and Cardiff Container Lines.

In the Shannon Estuary, traffi c levels at the Shannon Foynes Port Company controlled Limerick Port have been signifi cantly boosted by the return to full action of CRH’s Irish Cement factory in the city. Most of the cement is destined for the booming construction activity taking place in the south-east of England, but the Port also handles considerable volumes of scrap metal. Like many other regional ports, RFD (Refuse Derived Fuel), provides a source of steady traffi c through the port, most of it en route to the Baltic countries. For many of the shipping lines this traffi c is valuable return business for vessels coming to Irish ports with timber and agri-bulk products. However the rapid progress towards completion of the Dublin Waste incinerator could divert this product to Dublin and undermine the economics of some of the Irish calls.

Th ere was particularly strong growth in imported trade vehicles with 102,149 vehicles brought in from overseas, an increase of 25.8% in the year. Th e unitised modes also grew very strongly with Ro-Ro units growing by 6.8% to 877,826 units. Th is is 145,000 more than came through Dublin Port in 2007.

Th e volume shipped through the Port in Lo-Lo containers increased by 8.6% to 614,226 TEU. Th is is very much an indication of the growth of export volumes from Irish based manufacturing plants to a signifi cantly more diverse range of destinations in continental Europe and further afi eld.

On the tourism side, 1.8 million ferry passengers travelled through the Port in 2015, representing a 5.1% increase on last year and placing Dublin Port on a par with major national airports including Cork and Shannon. Th is volume increase very much mirrors the Failte Ireland results for a year in which tourism growth was accelerated, particularly from Great Britain and the USA. Th e switch by Stena Line in March from the Stena Nordica to the Stena Superfast X providing capacity for an

additional 1000 passengers, and Irish Ferries moving Oscar Wilde from Rosslare to Dublin over the Christmas period contributed to the achievement of these improved results. In addition, 2015 was a strong year for the Port’s cruise business with 149,000 visitors on 93 cruise ships, up 8.1% and 5.9% respectively on 2014. Th e strong growth was driven in particular by the port having the capability to handle cruise ships greater than 300m in length for the fi rst time. One of these was P & O Cruises’ Britannia, the fl agship of that company’s fl eet with an overall length of 330 metres, a beam of 44 metres and a draft of a relatively modest 8.6 metres. She accommodated over 4300 passengers and 1400 offi cers and crew.

Eamonn O’Reil ly, Chief Executive, Dublin Port Company, said: “2015 was an exceptional year for Dublin Port with a 6.4% increase in cargo volumes. We have seen growth over the past three years of 17.3% and are now well ahead of where we were at the height of the boom in 2007.”

"It is timely that we received planning permission for the A lexandra Basin

Redevelopment Project during 2015. Th is is the single largest port development project ever in the country and will help us to continue to cater for the expected high levels of growth in future years. We also fi nalised debt facilities of €100m with the EIB during 2015 and succeeded in securing €23m in grant funding from the EU for our investment plans." "Our growth in recent years has been driven by the investment decisions of our major customers including Irish Ferries, Stena Line, Seatruck, CLdN, Doyle Shipping Group and Ecocem, and it is essential that we match these customers’ commitments by investing in nationally important port infrastructure in Dublin, the country’s premier Port.”

It has been suggested that these strong growth fi gures at Dublin Port may lead to the Port Company considering a revision of its Masterplan of 2012. Dublin and Cork’s growth fi gures over the last few years far outstrip those of other European ports, many of which have seen reductions in throughput over the same period.

A stand out example of such revival of business through local ports is the start of a series of vessel

calls to Dingle Harbour, County Kerry to load shipments of up to 3,000 tonnes of stone from a local quarry.

Th is is the fi rst shipping operation through the port since the 1960s, though Dingle has always been an active fi shing port. Th e stone is shipped to Northfl eet in the Th ames Estuary and to Ellesmere Port on the Manchester Ship Canal, and is ground up for use as road dressing.

Construction materials drive growth Cargo through Dingle


26 | MARITIME IV


www.derrybros.com

AN ESSENTIAL PART OF YOUR TEAM

Developments at the Port of Lisahally near Derry may be an indication of new business that will tip the balance of shipping activity in the bulk shipping sector towards

import dominance. In December 2013 construction work commenced on a biomass powered generating plant alongside an existing coal burning power station. While the plant, which has been operational since September 2015, is stated to be fuelled by timber that would otherwise have gone to landfi ll, the reality in 2015 was that the build up of woodchip for burning there was done with material shipped in from South Wales. In August alone, three vessels brought in almost 10,000 cubic metres (cbm) of this material.

Th e opening of the Mayo Power Plant (at Killala), scheduled for early 2017 will suck in considerable further quantities of wood products through Dublin, though in this case, from one of the US Gulf Ports, while biomass imports will ramp up considerably over the next four to fi ve years as Bord na Móna and other power providers switch to burning this material from peat or coal.

Remaining with bulk shipping, considerable progress was achieved at the Port of Foynes during 2015. Foynes is categorised as a Tier 1 Port under the EU Ports policy which means it is in a position to submit requests for EU funding assistance under the TEN-T and Motorways of the Sea programmes. Th e Port was successful in its 2015 application and has secured funding towards quayside works and preliminary work that could lead to the re-connection of the Port with the national rail network. During 2015 a number of projects were announced for the Foynes Port area mainly relating to the areas of fuels, and it appears likely that cargo volumes will considerably increase over the next few years. Re-opening of the rail link and upgrading of roads servicing the Port area will also facilitate this.

At a recent meeting held with the European Commission’s Mobility and Transport Directorate, Ireland South MEP Sean Kelly, and Pat Keating, CEO of the Shannon Foynes Port Company, spoke of the need for the EU to give recognition to the importance of the Port in increasing Europe's connectivity.

Sean Kelly said: “Shannon Foynes is one of a limited number of terminals with deep water facilities in Europe - facilities that no other Irish port enjoys. With the Panama Canal set to double its capacity in 2016, there is an unprecedented opportunity for Europe and for Ireland to capitalise as Shannon Foynes can cater for the huge new vessels that will be coming through.

We are asking the Commission to strategically extend the North Sea - Mediterranean Core Network Corridor under the Trans-European Transport Network to Shannon Foynes Port. Th e landscape has changed since these corridors were put in place and the Port has since become more connected through important transport infrastructure being put in place with the new motorway and extended rail line.

Being listed as part of this strategic corridor will bring increased funding and investor confi dence to the local area and ultimately lead to signifi cant job creation. Super tanker trade alone has potential to generate more than 3,000 jobs on the Shannon Estuary," Mr. Kelly added.

"Th e future is increasingly bright for the Shannon Estuary with the Shannon LNG terminal last year being identifi ed as a key part of European energy strategy, following a successful campaign in Brussels. Similar recognition for Shannon Foynes Port can see the region become a centre of International Trade as Chinese and US links intensify, and Europe seeks to diversify energy sources away from Russia."

On Christmas Day, President Michael D. Higgins signed the 2015 Harbours Act into law. Th e main thrust of the Act is to transfer

direct ownership of the four ports designated as Regional Ports from the Irish State to the appropriate Local Authorities. New Ross will transfer to Wexford, Galway to Galway Council, Drogheda to Louth and Dun Laoghaire to Dun Laoghaire Rathdown County Council.

Local sources are unsure as to how the implementation of these changes in ownership structure will impact on Port Development plans, particularly those of Galway and Dun Laoghaire which are presently with An Bord Pleanála.

Biomass and other fuels good for Derry and Foynes

The strong growth in activity within the Irish economy has been refl ected in substantial increases in traffi c through Irish ports in 2015. Driven, as in previous years by increased exports, there has also

been a substantial pick-up in imports of consumer and construction related goods. While the big increases in tonnage numbers have been shipped through the major ports, 2015 has also seen significant new business being routed through regional ports.

Trading activity up in 2015 in what was a good year for Irish Ports

2015 Harbours Act signed by President

www.fl eet.ie

The Irish Road Haulage Association (IRHA) and AIB’s Asset Finance division jointly held a conference

attended by for over 200 transport operators in the South West region on 28 January. Kieran Marshall, Head of Asset Finance for AIB, chaired the event.

Keynote speaker, Minister for Finance Michael Noonan T.D., emphasised the crucial role the transport and logistics industry plays in the economic wellbeing of Ireland’s economy. He highlighted the role of the current Government in raising the profi le of the industry through the provision of an Essential User Rebate and reduced road tax, so that Irish transport companies can compete on a level playing fi eld with UK/European operators. Working with the IRHA over the last four years, these steps have safeguarded Irish jobs, been revenue generating for overall tax take, and are key steps in eliminating rogue operators within the industry. Minister Noonan stated that a small number of operators that are non-compliant diminish the professional standing of the industry, and that investment in training and development are key areas for future development.

Robert Mulhall, Managing Director AIB Retail Banking, outlined key challenges to the transport industry, notably increases in insurance, labour expenditure, labour availability, and cost of compliance. Short term fuel cost decreases have given rise to rate reduction demands, but in the long term a competitive, compliant and productive haulage sector is needed for continued economic growth. He noted that the impact Government has on road safety is crucial through the Road Safety Authority (RSA), but that this has been at a substantial cost to operators who are experiencing substantial Insurance cost hikes even though their risk profi le is substantially reducing. Robert stated, “Th e transport sector is a key area of business development for AIB. Th e bank has access to industry experts to develop businesses further, and the secret to success lies in their knowledge, experience and personal contacts with its existing and new customers in this industry.”

IRHA President Verona Murphy spoke about the importance of professional development.

The transport industry remains highly competitive, but needs the support of Government for continuous professional development and training for transport operators, necessary to increase professional standing and overall productivity of the industry in general. All industries in Ireland depend on transport to be a success. Verona announced a Driver Apprentice Scheme that will be rolled out shortly benefi tt ing all members of the industry. She also announced a toll discount scheme for parkmagic/IRHA toll users, starting at 10% with further discounts possible.

Oliver Mangan, AIB Chief Economist, spoke on the reasons behind low fuel prices. He predicts that prices will remain low in the short term but that overall, supply will decrease at current barrel prices as off shore (deep sea) or oil ex-shale producers exit the market, thereby decreasing supply and causing inevitable price increases. His thoughts on infl ation and interest costs were very informative, with his prediction of low interest rates for the next fi ve years. In relation to euro/sterling exchange, the uncertainty surrounding the UK’s possible exit from the EU is having a signifi cant eff ect on the exchange rate, probably weakening the Euro to 85 pence sterling or weaker, but the eff ect of a UK exit from the EU would be profound on our trade with the UK.

Th e fi nal speaker, Peter Capriani of AON Insurance outlined why the cost of insurance is rising, and how the haulage industry can obtain competitive quotes in a limited market that sees Irish claims as major cost drivers in higher policy costs. Legal fees, an injury board that is no longer fi t for purpose, and an insurance industry whose brokers gain higher fees from higher rates, all adds to our spiralling insurance costs.

A lively questions and answers session concluded the event, and the large att endance were left under no illusion that spiralling Insurance costs are the next main item on the IRHA agenda.

Text: Donal Dempsey - donal@fl eet.ie Photos: Brian Gavin - Press22 www.fl eet.ie

REPORT III | 27

IRHA & AIB host successful transport conference for South-West operators

Robert Mulhall,Managing Director - Retail, Corporate & Business Banking at AIB

Ms Verona Murphy, President IRHA

Oliver Mangan, Chef Economist, AIB


28 | FUEL PRICES (WEEK 4) / SAFETY MATTERS

Safety Matters . . . Safety Matters . . .Heavy Goods Vehicles: Safe coupling/uncoupling of tractor and trailer combinations

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

Albania ALL 169.00 - 169.00 Lithuania EUR 1.023 1.068 0.900

Andorra EUR 1.007 1.075 0.795 Luxemburg EUR 1.036 1.091 0.847

Austria EUR 1.063 1.206 0.954 Macedonia MKD 61.00 63.00 42.50

Belarus EUR 0.527 - 0.545 Moldova MDL 16.75 17.35 13.97

Belgium EUR 1.278 1.336 1.054 Montenegro EUR 1.060 1.100 0.870

Bosnia-Herzegovina BAM 1.81 - 1.71 Netherlands EUR 1.513 1.589 1.110

Bulgaria BGN 1.94 2.14 1.88 Norway NOK 14.18 - 12.59

Croatia HRK 8.78 - 7.61 Poland PLN 4.03 4.38 3.83

Czech Republic CZK 27.27 - 25.39 Portugal EUR 1.323 1.456 1.041

Denmark DKK 9.79 - 7.69 Romania RON 4.54 5.31 4.16

Estonia EUR 0.905 0.955 0.835 Russia RUB 37.15 - 35.56

Finland EUR 1.338 1.410 1.141 Serbia RSD 127.00 - 127.90

France EUR 1.270 1.337 1.022 Slovakia EUR 1.153 - 0.956

Georgia GEL 1.64 1.74 1.54 Slovenia EUR 1.159 1.209 0.988

Germany EUR 1.212 - 0.951 Spain EUR 1.092 1.226 0.918

Greece EUR 1.298 1.520 0.937 Sweden SEK 12.47 12.97 11.43

Hungary HUF 339.00 - 346.00 Switzerland CHF 1.351 1.404 1.352

Ireland EUR 1.249 - 1.099 Turkey TRY 4.25 4.27 3.31

Italy EUR 1.409 - 1.202 Ukraine UAH 19.10 21.80 15.70

Kosovo EUR 0.90 - 0.88 UK GBP 1.022 1.120 1.023

Latvia EUR 1.040 1.086 0.889 USA USD - - 0.558

A number of fatal and major vehicle incidents are reported to the Health & Safety Authority every year where heavy goods vehicle1 drivers have been killed

or seriously injured during the coupling and/or uncoupling of the tractor and the trailer unit.

When coupling and uncoupling the trailer to and from the tractor unit, the parking brakes on both units should be applied to ensure that neither unit is able to move in an uncontrolled manner. Th is unintended movement is known as a ‘vehicle runaway’.

A recent HSE2 (UK) led study explored the factors that contribute to vehicle runaways using a multi-method approach. Some of its key messages are listed here:

Failure to apply the cab handbrake and/or trailer parking brake was identifi ed as the primary reason contributing to vehicle runaways. A combination of individual, job and organisational factors were identifi ed as aff ecting drivers’ behaviours, and particularly the extent to which the cab handbrake and/or trailer parking brake would be applied. Distractions, complacency and the adoption of bad practices (e.g. relying on the emergency braking system), as well as a lack of technical knowledge and poor appreciation of risks (e.g. beliefs that the trailer parking brake is not necessary to prevent the cab-trailer confi guration from moving) were perceived as contributing to failures in applying the cab handbrake and/or trailer parking brake.

Control Measures:Provision of easily accessible controls, physical solutions (e.g.

interlocks, cab alarms), supervision and raising risk awareness were control measures identif ied that could help prevent vehicle runaways.

Effective means of preventing vehicle runaways include:

interlocks that automatically apply the trailer parking brake • when the red air lines are disconnected.cab alarms that remind drivers to apply the handbrake were • also perceived as helpful in preventing vehicle runaways.automatic site systems (e.g. ‘locking’ trailer wheels).• loading bays that slope downwards toward the loading • ramp.

A copy of the full report in PDF format can be downloaded here: htt p://www.hse.gov.uk/research/rrpdf/rr1069.pdf

Further information:For further information on Work Related Vehicle Safety matt ers. Please follow the links below.www.vehiclesatwork.ie or by contacting the Workplace Contact Unit at Lo-Call: 1890 289 389 (Between 9am and 5pm, Monday to Friday).

1 Including Shunter operations; Shunter driving involves driving vehicles in company

premises only rather than on public roads. Shunter drivers may also, however, hold a

license to drive HGVs on the road.

2 Health and Safety Executive

FLEETING SHOTS | 29


FTA publishes new edition of popular legal guide

Stobart helps to save Carlisle United

Fully updated for 2016, the 54th edition of the Freight Transport Association’s Yearbook of Road

Transport Law, sponsored by Bridgestone, has now been published. Th e must have Yearbook is an indispensable publication designed to provide those in charge of commercial vehicle fl eets with all the information they need on road transport legislation.

Th e Yearbook’s 460 pages covers all aspects of road transport law, including Operator Licensing, driver licensing, weights and dimensions, construction and use and traffi c regulations, together with related material regarding employment, health and safety,

plus key addresses and other contact details. “Bridgestone is once again proud to sponsor the Yearbook of Road Transport Law, which will prove an invaluable tool for f leet operators in the months ahead. Bridgestone is closely aligned with a large proportion of the Yearbook recipients, so sponsorship of this publication is a great opportunity for us to reinforce our presence in the industry, and build upon our existing reputation amongst readers,” said Robin

Shaw, Managing Director, Bridgestone Europe - North Region.

Every FTA member receives one copy of the Yearbook. Additional copies can be purchased from Shopft a at a cost for FTA members of £42, or £80 for non-members with discounts for multiple orders. Please quote product code 4501. Further details are available from htt ps://www.

shop.ft a.co.uk/p-229-ft a-yearbook-of-road-transport-law-2016.aspx or by calling 0044 3717 11 11 11.

*11/17 April 2016 in Munich

Strong. On every terrain. Th at is the Daimler mott o for its appearance at the Bauma 2016 trade fair. As the

world's leading show for the construction sector it off ers the ideal podium for the Group's diverse construction vehicles.

From A for Arocs to Z for Zetros, Daimler’s truck range cover the entire spectrum of construction vehicles. Whether it's an urban delivery vehicle or van, a light-duty

truck or a heavy-duty truck, heavy-duty tractor units or an individual special-purpose vehicle – the Mercedes-Benz and Fuso brands off er the right answer to every question in the construction segment.

Over a total area of 2100 m2, on an area of 1700 m2 in Hall B4 and over a space of 400 m2 in the open-air grounds right next to it, Daimler is exhibiting 22 vehicles in all for virtually every conceivable application.

Carlisle United received a series of very special deliveries courtesy of

club supporter and sponsor Eddie Stobart, as a fl eet of 22 trucks transported pristine new turf, free of charge, to replace the recently f lood-stricken playing surface at Brunton Park.

The Cumbrians, currently chasing a play-off place in League Two, played their last game on their own pitch at the end of November and have since staged ‘home’ fi xtures at Deepdale, Ewood Park and Bloomfi eld Road as they continue to recover from the devastating eff ects of Storm Desmond.

Carlisle United’s Sales & Marketing Director, Phil King said: “Eddie Stobart has been absolutely magnificent and has led the way for us, including the handling of the logistics for a complicated haulage task like this to making sure it was dropped off exactly when and where it was needed. For

us it has been another example of the generosity and desire to help, which has come out of the adversity so many people have faced with the recent fl ooding events around the country.”

Eddie Stobart Chief Operating Offi cer, David Pickering, said: “It has been a very tough few weeks for many Cumbrians, and as the county’s only professional

football team, Carlisle United is something of a symbol for the region. As a business with its roots in Carlisle, we felt we needed to do something to get the team’s home ground back in action, and to give Cumbrians something to cheer about – hopefully at the next home game.”

Daimler Trucks at Bauma 2016

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Since it was established in 2009, the European Transport Safety Council’s (ETSC) PRA ISE project has produced a number of Work Related Road Safety (WRRS) reports

annually. Addressing the safety aspects of driving at work and driving to work, topics it has covered include Managing Speed, Minimising In-Vehicle Distraction, Safer Commuting to Work, Safety for Van Fleets, and Fitness to Drive.

With statistics estimating that in Europe six out of ten work accidents resulting in death are road crashes, including both crashes while driving for work and commuting crashes, and 40% of all road crashes involve people on duty and people driving for work, PRA ISE’s (Preventing Road Accidents and Injuries for the Safety of Employees) aim is to promote best practice in order to help employers secure high road safety standards for their employees.

A recent report published by ETSC PRA ISE is ‘Reducing Road Risk at Work through Procurement - Integrating Safety Requirements in the Transport Sector Supply Chain’. Procurement is the acquisition of goods, services or works from an external source. Th e report focuses on an increasing awareness that, while it is relatively straight-forward to manage road risk within an organisation, where companies employ or use external sources then those contractors in the supply chain must fulfi l the organisation’s obligations on traffi c safety as well as meet other sustainability criteria such as reduced environmental footprint.

With EU public authorities spending the equivalent of 16% of EU GDP on procurement, it’s clearly a very signifi cant part of the economy. Cost savings, improved services, greater fl exibility, and a focus on core business are the main reasons why companies outsource business to contractors. Unfortunately though, road safety very oft en does not get the same priority.

Th ere are valid business cases in terms of effi ciency to be made for integrating road safety into procurement through which an employer can also make gains. Th e business case for road safety is centred on the prevention of harm to persons and the protection of property and the environment. It involves managing road safety in a proactive way for fi nancial, moral and legal reasons by overseeing drivers, journeys and vehicles. Savings can be made not only on direct costs such as insurance, damage to vehicles, and delayed delivery costs, but also on indirect expenses such as missed orders and business opportunities, loss of customer goodwill, and low morale among staff .

Th e PRA ISE report has a series of recommendations for Procurement Managers as well as the EU and Member States.

Steps for employers and Procurement Managers include recognising legal compliance and the economic benefi ts of integrating WRRS requirements to procurement, including developing structures to conduct joint risk assessments between client and contractor, sett ing up certifi cation schemes for contractors on work related road safety, and selecting ‘safe contractors’ based on a sound procurement strategy that considers best value rather than lowest price.

Th e report also recommends a ‘partnering culture’ - where large employers who subcontract out work out to SMEs should be encouraged to share good practice with these smaller companies who may not have the same capacity for designing new working practices.

Amongst recommendation for the EU, the PRA ISE report proposes developing specifi c guidance for integrating work related road safety into public procurement, encouraging national authorities to set up certifi cation schemes for contractors on work related road safety, and the creation of an EU Safe Certifi cate Contractor Scheme which includes WRRS.

Additionally it has recommendations for individual EU States including encouraging co-ordination between occupational health and safety, road safety and national procurement authorities on strategies to integrate work related road safety requirements into procurement processes. It also suggests increasing eff orts to stimulate, incentivise and enforce procurement which includes road safety requirements

Reducing Road Risk at work through Procurement - Integrating Safety Requirements in the Transport Sector Supply Chain can be downloaded in full at htt p://etsc.eu/wp-content/uploads/REDUCING-ROAD-RISKS-AT-WORK_fi nal.pdf

FLEETTRANSPORT | FEBRUARY 16 Text: Cathal Doyle - cathal@fl eet.ie

30 | REPORT IV

Improving Road Safety in the Transport Sector Supply Chain

RSA noted for best practiceTh e ETSC PRA ISE report highlights a number of ‘Best Practice’ examples from selected countries. Among them is the guidance leafl et from Ireland’s Road Safety Authority entitled ‘Chain of Responsibility’. Th is two page leafl et targeted at those involved in the transport industry explains the chain of responsibility for breaches of rules on driving time, breaks and rest time.

Launching the ETSC PRA ISE report at the 2015 European Conference on Work Related Road Safety in Brussels.

Well known Maynooth based bus and coach dealer Brian Noone Ltd., has been appointed by

Otokar Europe as distributor for Otokar buses in the Republic of Ireland, Northern Ireland, the Channels Islands and the United Kingdom. For the UK distribution of Otokar buses, this business will be conducted through Minis to Midis, the appointed British agent of Brian Noone Ltd.

A second generation family run business with over 30 staff , Brian Noone Ltd., specialises in providing a broad range of small and large coaches and full aft ermarket sales support. Brian Noone Ltd will undertake and market sales and aft er-sales activities for Navigo T, an 8.4 m Midi Coach with 37 seats.

Founded in 1963, Otokar offers operators an opportunity to optimise their fl eets with products ranging from 7 - 18.75 metres in the city, interurban and tourism segments. Th ese products are designed to be simple, functional and suitable for multipurpose. A fl eet optimised with Otokar products ensures high effi ciency and a signifi cant contribution to operating profi ts. Each vehicle is developed with a focus on low operating costs as well as optimum fl exibility and long years of reliable service.

As a Koç Group company, Otokar operates with over 2,000 employees at its 552,000 sq. metre plant in Arifi ye, Sakarya, Turkey. Otokar established Otokar

Europe located in Paris, France in 2011, for the European bus market.

Preparations for the ninth CTT C Coach & Bus Show are well underway. Th is bi-annual event,

which is Ireland’s largest passenger transport exhibition takes place in the RDS Simmonscourt Pavilion on the weekend of the 12/13 November. Th e Show, sponsored by Campion Insurance, is organised by the Coach Tourism & Transport Council of Ireland (CTT C), which is the representative body for Ireland’s coach touring companies and private bus operators.

“To date demand from ex hibitors has exceeded al l expectations. The Show

was officially launched at the beginning of December 2015 and already in excess of 40 percent of the total ex hibition space has been booked,” stated Kevin Traynor, National Director of the Coach Tourism & Transport Council .

“The ex hibitor demand ref lects the posit ive out look i n t he economy. L ead i ng coach ma nu fac t u rers have repor ted a substa nt ia l i nc rea se i n the purchase of new coaches. This increased sales activity is evidenced by the fact that a significant number of the top coach manufacturers have already

booked their places at this year’s Show to display their products.”

Ex hibitors w ishing to book a stand c a n do so by log g i ng onto w w w.coachandbusshow.ie or a lternatively by contacting Kevin Traynor on 085 858 8395 or 01 8902635.

Wrightbus, Ballymena and First Bus have welcomed a landmark 1,000th delivery

to the latt er's fl eet some 2.5 years aft er taking delivery of its fi rst StreetLite city commuter. Today First Bus has more than 650 StreetLites and in the last two years First Bus has placed orders for more than 450 StreetLite Micro Hybrid buses, one of the most fuel effi cient buses on the market delivering signifi cant fuel savings, aft er working in partnership with Wrightbus to test, trial and develop the vehicles.

The 1000th bus produced was recently delivered to the brand new First Bus depot

in Colchester and forms part of an order for 17 new StreetLite Micro Hybrids with Euro 6 engines for First Essex. To mark the special occasion, Wrightbus presented a Waterford Crystal bowl with an engraved wooden plinth

to Alex Jones, Managing Director of First Essex.

Micro Hybrid technology has been exclusively designed and developed by Wrightbus, as a technique which captures its energy generated from a bus’s braking system, and redistributes the energy to power pneumatics, hydraulic and electrical systems, which would otherwise require additional power from the engine. Th e result is a reduction in fuel consumption and,

in turn, substantial cost savings over a bus’s typical 15-year operational service life.

Otokar arrives into Irish & UK markets through Brian Noone Ltd

CTTC Coach & Bus Show 2016 – RDS, Dublin – 12/13 November

Wrightbus reaches StreetLite milestone moment

BUS & COACH | 31

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

32 | MOTORSPORT


Europe conquers South America … Again! … as Peugeot, Iveco & KTM take the honours at Dakar 2016

38th Dakar Rally covered 9,500 kilometres through • Argentina & BoliviaOff -road terrain driven in extreme weather and altitudes • at 4,800 metres

354 entries – 143 motorbikes, 110 cars, 55 trucks and 46 • quads 218 fi nish – 84 motorbikes, 67 cars, 44 trucks and 23 • quads

With four Iveco trucks in the top ten of the general classifi cation, three of which were inside the fi nal top fi ve, the 2016 Dakar was the most successful

yet for the Italian commercial vehicle manufacturers. Out of the 55 competing trucks, six diff erent brands made it into the top twelve.

For the second time in four years, Dutch driver and Team Petronas Iveco DeRooy leader Gerard de Rooy, has tasted success. His performance over the rally’s thirteen stages was commendable, not only on how he controlled the technical aspects of the challenging route but, with his team-mates, kept the serious challenge of multi-time winners KA MAZ at bay. Th e Russian force was somewhat overwhelmed by the speed and reliability of the FPT Industrial powered Cursor 13 Ivecos, with Argentinean driver Federico Villagra placed third together with Ton van Genugten (Netherlands) off ering great support to de Rooy in the specially built Iveco Powerstar. Last year’s winner Ayrat Mardeev fi nished runner-up, 1 hour and 10 minutes behind the Petronas Iveco.

Gerard’s cousin Hans Stacey, a winner in 2007 with MAN, returned to the German brand to come home fourth. Best of the Sugawara Hino 500’s was 13th, achieving another class win.

Pierre Lahutt e, Iveco Brand President commented on the success, “Iveco’s vehicles triumph in the 2016 edition of the Dakar, with a resounding success and recognition, aft er the Eurocargo “International Truck of the Year 2016” and Magelys “International Coach of the Year 2016” titles. Iveco puts the excellent reliability of its trucks on the trails of the Dakar Rally, enabling the team’s outstanding pilots to give their best performance in the race. I would like to thank Gerard de Rooy, Federico Villagra, Anton van Genugten, Pep Vila and Ales Loprais and their remarkable teams for the determination and drive they have shown.”

Trucks: Iveco ‘Powerstars’ to Dakar dominance

Dakar 2016 Argentina – Bolivia

Special Stage 1: Rosario/Villa Carlos Paz

Special Stage 2: Villa Carlos Paz/Termas de Río Hondo

Special Stage 3: Termas de Río Hondo/San Salvador de Jujuy

Special Stage 4: San Salvador de Jujuy/San Salvador de Jujuy

Special Stage 5: San Salvador de Jujuy/Uyuni

Special Stage 6: Uyuni/Uyuni

Special Stage 7: Uyuni/Salta

Special Stage 8: Salta/Belén

Special Stage 9: Belén/Belén

Special Stage 10: Belén/La Rioja

Special Stage 11: La Rioja/San Juan

Special Stage 12: San Juan/Villa Carlos Paz

Special Stage 13: Villa Carlos Paz/Rosario

Th e delighted Team Petronas Iveco De Rooy crew

KA MAZ under control!


MOTORSPORT | 33

Stéphane Peterhansel’s twelft h Dakar Rally win is all the more signifi cant in that it recorded Peugeot’s return to the victory podium aft er 26 years. At that time, rally legend Ari

Vatanen took the honours in a 405, now Peugeot Sport celebrates with the latest 2008 DKR two-wheel drive buggy type vehicle. It was the French native’s sixth win in a car following six titles in the motorcycle class.

Reigning champion Nasser Al-Att iyah (Qatar) took second place in an ALL4Racing Mini with another former winner Giniel de Villiers (South Africa) completing the podium positions in the new Toyota Hilux. Notable performances by ‘rookie’ drivers Sebastien Loeb (9 times WRC Champion) and experienced WRC campaigner Mikko Hirvonen for Peugeot and Mini respectively, took many seasoned competitors by surprise. Mini had four cars in the top 10, with Toyota and Peugeot on three, with the Axion X-raid Mini team claiming the 4x4 honours. Lower, wider, longer and more powerful, the 2016 Peugeot 2008 DKR claimed nine special stage wins out of thirteen over the two week cross-country marathon – four for Loeb, three for Peterhansel and two for Carlos Sainz (who retired with a broken gearbox).

On the success, Bruno Famin, Peugeot Sport Director said, "Th e results have surpassed our expectations because we came here just to show the performance of the car. And we've achieved that objective well throughout all diff erent types of conditions. Th at goes to show that we have accomplished the technical mission that we set ourselves. We've nonetheless found a few small mechanical issues, which show us that there is still a margin of progression left in our Peugeot 2008 DKR. We're absolutely delighted with this

result and we hope to confi rm it again next year - maybe even by aiming for a one-two-three."

At only his second att empt, Australian Toby Price has set a new standard in winning the most arduous and competitive off -road rally in the world. Th e KTM rider

made no mistakes en route to achieving the fi ft eenth Dakar rally win for the Austrian bike manufacturer in-a-row. Fellow KTM competitor Stefan Svitko (SVK) further improved on his fi nish record with a runner-up spot followed closely by Husqvarna 450 Rally rider Pablo Quintanilla from the event’s neighbouring country Chile.

Meanwhile in the Quad category, Argentina’s set of brothers in this sport the Patronellis, thrilled the vast numbers of native supporters with a great in-house batt le for the coveted prize. Th e younger, Marcos, outpaced Alejandro by just 5’23” to mark three overall wins to two. South Africa’s Brian Baragwanath fi nished third. All were behind the wheels of Yamahas.

Cars: Perfect dozen Dakar wins for Peterhansel

Bikes: Price name tagged on Dakar trophy

ResultsBike

1) Price (Aus) KTM 2) Svitko (SVK) KTM3) Quintanilla (CLL) Husqvarna4) Benavides (Arg) Honda5) Rodrigues (PRT) Yamaha

Quad

1) M. Patronelli (Arg) Yamaha2) A. Patronelli (Arg) Yamaha3) Baragwanath (ZAF) Yamaha4) Karyakin (Rus) Yamaha5) Gonzalez Ferioli (Arg) Yamaha

Cars 1) Peterhansel (Fra) Peugeot 2) Al-Att iyah (Qat) Mini3) De Villiers (Zaf) Toyota4) Hirvonen (Fin) Mini5) Poulter (Zaf) Toyota

Trucks

1) De Rooy (NLD) Iveco2) Mardeev (Rus) Kamaz3) Villagra (Arg) Iveco4) Stacey (NLD) MAN5) Van Genugten (NLD) Iveco

Mercedes-Benz Genuine Remanufactured Parts100 % Mercedes – up to 50 % lower costMercedes-Benz Genuine Remanufactured Parts are available for almost every vehicle model. Including yours. For more information about the full range of Mercedes-Benz Genuine Remanufactured Parts contact your local authorised Mercedes-Benz dealer.

www.mercedes-benz.ie

Boxing is unique among sports in that the aim is to strike the opponent, and damaging his/her brain by way of a knockout a mark of success.

Football, and especially rugby players also commonly suff er concussion, but all too oft en are seen to “recover” and will oft en insist on playing on. Even without obvious concussion, there will be impacts to the head producing subtle subconcussive injuries that only become obvious where the person is dazed or staggering - this used to be called “punch drunk.”

Road traffi c accidents as well as collision sports such as hockey, karate, horse riding and parachuting can produce multiple subconcussive injuries.

As the brain is a delicate soft tissue mass surrounded by fl uid encased in a rigid box (the skull), a blow to the skull causes the brain to bounce away to the other side of the skull and impact there.

Th is displacement causes a ripple eff ect through the brain tissue, pulling and stretching the nerve filaments and causing tiny haemorrhages deep inside the brain. Damaged cells will eventually be replaced by scar tissue which by its nature does not transmit brain impulses, thus leading inevitably to the disruption of the normal working circuits of the brain.

Repetitive head injuries of whatever type are closely related to early onset Dementia, Parkinsons disease and Alzheimers disease. Th ese early changes are insidious, showing decline in att ention, concentration and memory. Disorientation and occasional confusion follows, with the person oft en suff ering from headaches and dizziness. A personality change occurs with irritability, outbursts of aggressive behaviour, speech abnormalities and cognitive decline. Th ese symptoms are commonly manifested when the patient is in his early forties as he will have been playing contact sports since the age of eleven or twelve.

Th e symptoms progress slowly over several decades with increasing abnormalities in behaviour and personality, memory loss, cognitive decline and diffi culty in muscular coordination. Th e person will have a staggering, shuffl ing gait, slow and slurred speech, poor balance and abnormalities of vision.

Once this damage has been infl icted it does not reverse, but advances steadily even though the patient may have stopped the causation.

Th e National Football League of America had stoutly denied any link between football and brain injury, but recently they sett led a case (for $ 870 million) fi led by former players who claimed their neurological defi cits were from playing football.

Previously these brain injuries were only positively diagnosable on postmortem examination, but in the U.S. recently it has been reported that Magnetic Resonance Imaging (MRI) studies of patients with

early onset Alzheimer’s Disease demonstrated obvious damage to the substance of the brain as well as specifi c areas that were seen to be shrunken and atrophied.

In order to reduce the number of concussive and subconcussive head impacts it has been suggested that the rules of various games should be changed in order to limit deliberate or avoidable trauma.

Protective equipment has been studied and it is thought that some designs of helmets may be eff ective.

However, the popularity of these games may be due to their capacity for the players to injure one another – as in boxing, football and illegal sports such as cockfi ghting and hare coursing. Gladiators in the Roman arenas fi ghting to the death would be considered barbaric nowadays, but where there are big bucks involved with major television interests, the continuing appetite for sports of all kinds (especially dangerous ones) persist.

Consequently, there may not be an urgency to modify the participant's risks, especially when these brain injuries will not manifest themselves for some years aft er the initial trauma, when the star players will be well forgott en to all but their families and friends.

Mind Your Head

Text: Dr. Betty Maguire - contributor@fl eet.ie www.fl eet.ie

HEALTH MATTERS | 35

36 | FINANCE

AA ll businesses are created to make profi t and maximise the wealth of their owners. Employers may have diff erent management styles but unless you are heading a ‘not for profi t’ charity, your focus should be to run

your business in a manner that creates profi t. Turn this profi t into cash and you maximise your personal wealth from the process.

When margins are tight the common strategy is to eliminate all discretionary spending. Even maintenance and tyre costs are typically reduced, fl eet replacement is put on hold, pre-owned units are purchased instead of new replacements, and contract labour favoured over long term employees. Th ere is the perception that money spent on training has poor, if any return. It can be diffi cult to monitor, and may lead to good employees leaving to pursue bett er positions with competitors who did not incur training costs.

Let’s look at the various categories of employees in transport - drivers, workshop staff , administration, management and owners. Money spent on the proper induction and ongoing training of drivers will always be cost eff ective. Handing keys of a 46 tonne GVW unit that costs over €160,000 to a new employee that has a driving license and Driver CPC without assessing how the individual drives and operates the unit is reckless and defi nitely not cost eff ective. We expect drivers to handle new technology (either the vehicle, trailer or electronic device for truck and load confi rmation) in an optimum manner, so they have to be trained in proper work practices and how to achieve optimum results. Th is training has to be structured, continuously monitored and updated.

In the workshop training is even more important. A technician working in a typical transport company may have multiple truck brands and trailer types to contend with. Technicians now have to be familiar and competent with more sophisticated electronics, a greater level of documentation and scrutiny of work done, and will need to be continuously updated and monitored on safe work practices. Not only does training save money, it keeps the technician competent, relevant and safe.

In relation to administration staff , very litt le by way of training tends to be invested. New accounting and payroll packages, and transport systems are purchased, but the typical implementation strategy is of the ‘sink or swim’ att itude, whereby staff learn by use and any issues will be explained by the accountant during the annual accounts process. Most administration systems that are expensive to purchase and maintain are rarely used to their optimum, because the administration staff have not been trained.

In relation to management and owners of transport businesses, spending money on training is normally non existent. Owners are too busy in their business to take time out and the big investment is actually their time. All professionals must, as part of their qualifi cation, undergo mandatory continuous professional development.

Training within a transport company will be fi nancially benefi tt ing if the following criteria are met; the correct course content is used, staff want to learn, there is monitoring and feedback of training,and the managers and owners are willing to be involved.

Does Training Pay?

FLEETTRANSPORT | FEBRUARY 16 Text: Donal Dempsey - donal@fl eet.ie

LEGAL | 37

Text: Jonathan Lawton - jonathan@fl eet.ie www.fl eet.ie

T he Commercial Vehicle Operator Risk Indicator (CVORI) was introduced as a result of the Raod Safety Authority's (RSA) determination to improve safety standards in the haulage industry.

Legislated for under the Road Safety Authority (Commercial Vehicle Roadworthiness) Act 2012 (CVRA ), it extends and defi nes the checks that are to be applied to commercial vehicles and their operators. Th is will have a major impact on the haulage industry in the Republic.

One of the cornerstones of the new regulations is the legal requirement that all operators of Heavy Commercial Vehicles (HCV’s) are now required by law to complete an online ‘Self-Declaration’ sent to the RSA, providing required information in respect of their HCV’s, and Goods Trailers. (Buses and Ambulances are also included). Th is obligation became a legal duty in June 2014.

Th is duty to ‘Self-Declare’ needs to be understood by all operators and a helpful and explanatory leafl et which is called ‘Operator Self-Declaration’ can be obtained from the CVRT.ie website and from any HCV Authorised Test Centre.

Th e new ‘Risk Indicator’ is intended to show how likely it is that an operator will fail to comply with the existing road safety regulations which, of course, include all the regulations controlling the activities of drivers and their employers. Th e rating will refl ect current factual information, and reports from encounters with RSA Enforcement Offi cers. It is clear that making an online Self-Declaration is likely to have a favourable infl uence on an operator’s profi le and reduce the operator’s Risk Rating. In this context, it is important to remember that an operator has a legal duty to complete a ‘Self-Declaration’.

Before a ‘Self-Declaration’ can be lodged each operator must register at www.cvrt.ie. Registering will give the operator access to an individual CVRT Online Account. Th e RSA is anxious to underline the fact that it hopes that the information it obtains will help to support compliant operators.

Th ere are four categories of vehicle which att ract the duty to complete a ‘Self-Declaration’ form and these are: - 1. Goods carrying vehicles that have a design gross weight over 3,500 kilograms. 2. Passenger carrying vehicles with more than eight seats, excluding the driver’s seat. 3. Goods trailers that have a design gross weight over 3,500 kilograms. 4. Ambulances.

Th ere is no legal duty to declare Light Commercial Vehicles (LCV’s) but, as it may well be easier to have all the vehicle records in one place, LCVs can be added to an operator’s CVRT Online Account. Interestingly it is not necessarily the registered owner of the vehicle who has the duty to make the ‘Self Declaration’ but rather the person or business that normally operates the vehicle.

In other words the person responsible for ensuring that the day-to-day maintenance procedures, and the periodic checks that are

required are carried out, will have the knowledge necessary to enable an accurate ‘Self-Declaration’ to be made.

Th ere are occasions when an operator may take the view that a vehicle is no longer an eff ective part of the operational fl eet and, for that reason, may not need to be included in a ‘Self-Declaration’. Examples might be a vehicle which no longer has a Certifi cate of Roadworthiness (CRW), a vehicle which is no longer taxed, a vehicle which has a particularly low annual mileage, or a vehicle which has been temporarily withdrawn from service.

Th ere is a special provision for a vehicle that has been temporarily withdrawn from service allowing the operator to notify the RSA that the vehicle has been withdrawn from service by using the operator’s CVRT Online Account. All the vehicles in the other categories have to be included in a Self-Declaration.

It remains to be seen how many offi cers the RSA will be able to ‘put on the ground’ but it is increasingly clear that the RSA will be an important part of a haulage company’s operation. Reference to the websites of the RSA and the CVRT should be part of the administrative routine of every operator.

RISK RATING - SELF-DECLARATION


38 | TIMES PAST

R ecover y vehicles have appeared in Times Past before and probably will again because they cover

such a wide range of makes, shapes

and historical periods. In former times when regulations were more relaxed, they were oft en a fascinating, ingenious and sometimes a Heath Robinson-like adaptation of some superannuated vehicle.

Th ey might happen to be taking up valuable space in the garage but were still capable of turning a wheel in case of a breakdown. Th e more professional operators invested in sophisticated recovery vehicles which were att ractively painted and lett ered, making them an excellent advertisement for the business.

As time passed and commercial vehicles became ever bigger and heavier, more robust towing vehicles were needed. Th ree types frequently adapted to a second life feature here. One of the most remarkable is the AEC Matador, a classic British vehicle from World War II. Powered by a 7.7-litre diesel engine, it was built by the thousands and served faithfully with all branches of the British Forces. When Matadors were sold off at auctions in post-War times, they were eagerly bought up by circuses and showmen but especially by fl eet owners and garages. A familiar sight on our roads, several Matadors are still at work, aged sixty years plus, and the great numbers in preservation have become a legend that are a welcome sight on the rally fi eld. Th e National Transport Museum is proud to have a Matador – a recovery vehicle, as it happens – that came from our own Defence Forces. Th e Matador shown here was photographed near Listowel, County Kerry. An unlikely but successful basis for conversion to recovery status are fi re engines. With the rear bodywork and pump removed and then fi tt ed with the essential crane or other recovery gear, they usually retain a most acceptable feature not found on other vehicles. Th is is the double cab which affords some comfort to the crew of a disabled vehicle on a suspended tow – or to an enlarged crew which may have to be dispatched to the scene of a serious incident. Older fi re engines, most of which were petrol-engined up to the 1960s, did not fi nd favour with recovery fi rms, but conversions are sometimes encountered from the diesel era. However, it should be remembered that fi re tenders are much admired vehicles that engender much aff ection, and so are regularly sought aft er by preservationists.

Th e most appropriate conversion to towing duties is arguably the artic tractor. In Ireland, the most prolifi c practitioner is probably the CIE Group of companies, which has always had a ready supply of such vehicles

SERIOUS WORK - RECOVERY VEHICLES

Leyland Beaver Recovery Tractor LBT100

AEC Mercury FIC 552 (ex Fire Service)

AEC Matador Recovery

from its former Road Freight Department, now part of Irish Rail. Cut down buses were formerly used, and these have also been of great interest to vehicle enthusiasts – a subject to which I would like to return later. But for now, suffi ce it to say that Dublin Bus and Bus Éireann have made some splendid conversions of tractors, and two classics in the museum fl eet from these sources will, I hope, appear in a future off ering. Meanwhile, Brian O’Leary’s fi ne restoration of a Leyland Beaver is illustrated here.

Looking at towing vehicles in isolation is all very well but to see them at work is another matt er. Now I have for several years never gone out without a camera, especially since the digital became small enough to fi t into a pocket. I therefore off er pictures taken at two incidents, in neither of which I am glad to say anybody was seriously hurt. Th e fi rst happened on a Saturday in 1999 when an artic carrying empty trailers came up North Wall Quay in Dublin and turned on to the Matt Talbot Bridge. Th e trailers shift ed dangerously and a crane had to be summoned to lift them back in position as shown in one of the pictures I took that day – I just happened to be passing when the incident occurred with an interesting recovery – or in this case – “Save the Day” vehicle in att endance.

A fi nal pair of pictures shows a more serious incident which happened in July 2003. An artic collided with a van at the junction of Tara Street with the South Quays and Butt Bridge. Th e artic ended up in the Liff ey with the cab submerged as can be seen in one of the pictures, but thankfully the driver was rescued and a major recovery operation ensued. Pollution Control, the Fire Service, Gardai, a crane with its tender vehicle and two recovery trucks were involved for several hours. Th e most diffi cult part was probably gett ing the vehicle clear of the water and up high enough to enable the crane to work safely. Th is eventually got the truck back on the ground and it was towed away, however the traffi c disruption was considerable.

Due to space limitations, I have off ered only two of the many pictures I took – one of which shows a recovery vehicle standing on its rear wheel as it grappled with the angle of its load.

So much – for now – about recovery vehicles and the activities of an inveterate picture-taker.

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

Opening Times:Saturdays, Sundays and Bank Holidays - 2.00 - 5.00pm

Th e National Transport MuseumHeritage Depot, Howth Demense,

Howth, Dublin 13.

TIMES PAST | 39

Trailer Talbot Bridge June 1999

Artic in River, Butt Bridge, July 2003

Preparing to pull trailer up.

40 | TRAILER


Dennison Trailer's impact on the ultra competitive German market is continuing to grow with new orders from customers who have previously purchased Dennison

container and tank chassis. Richard Heinbokel & Co. GmBH and Eurogate Intermodal GmbH have placed additional orders due to the quality of the products and the follow up service off ered from the Dennison Team.

Richard Heinbokel & Co. GmBH, with operations in Hemmoor, Duisburg and Leipzig is a strong family business founded in 1919. A leader in the fi eld of transporting foodstuff s and chemicals, the company has previously bought tipping chassis from Dennisons and based on the experience with the product, placed an order for 12 Tank chassis which are ideal for carrying all combinations of ISO tank containers.

Announcing the deal during the Enterprise Ireland Trade & Investment Mission to Netherlands and Germany led by an Taoiseach, Enda Kenny TD., Dennison Trailer's CEO Aidan Kinsella commented: “We are delighted to receive the order from Richard Heinbokel and Co. Gmbh. Th e team has worked very hard to deliver a tank chassis for the European market, given our experience of being the leading tank chassis manufacturer in Ireland and the UK.” Eurogate Intermodal GmBH - a part of the Eurokai group and Germany’s biggest container terminal operators - has placed another order with

Dennison’s for an additional six chassis to add to its fl eet at its operation in Hamburg. “Over the last three years Eurogate has purchased a number of diff erent chassis types from Dennisons. Th e chassis for Eurogate was developed aft er understanding their needs for a heavier chassis for its operations. Th e chassis is stronger at key points due to the workload of a trailer in port operations where it can take additional stress in loading,” explained Aidan.

Speaking at the event, an Taoiseach said: “Small and Medium industry forms the backbone of the German economy where companies fi nd a niche, become experts in their fi eld and then export their innovative products around the world. It is great to see Irish companies, like Dennison Trailers, working in a similar fashion - honing their expertise, building on years of experience and know-how, to create products that are designed to meet specialist marketplace demands. I am delighted to see that Dennison Trailers are continuing their success here in Germany and wish them well for the future”.

FFounded in 1953, Chereau, the award winning French truck and trailer constructor, 100% dedicated to controlled temperature vehicles, marked the end of 2015

with the 100,000th truck and semi-trailer body produced in its factories at Ducey and Avranches in the Manche region.

“On the occasion of this 100,000th vehicle, a special numbered series has been off ered to “VIP” partners with an exclusive décor customised with the customer’s livery,” said Christophe Danton, Marketing & Communication Manager.

“Limited to one vehicle per customer, the Chereau Special

100,000th semi-trailer can feature all of the equipment required to meet customers' businesses.”

Kässbohrer, the German trailer producer with 120-year plus history has been nominated for the Best Trailer Manufacturer in Th e Heavies 2016 by Britain’s Heavy

Torque magazine.

Th e Heavies is an annual awards ceremony honoring heavy haulage transportation achievements under 15 categories. While most of the awards are voted by judges, the best trailer manufacturer and the best truck manufacturer awards are voted through an open poll.

“With engineering and ingenuity at the heart of its production, Kässbohrer’s sole purpose is to improve upon its products and services to better serve its valued customers. We take ‘Best Manufacturer’ award nomination as a token of appreciation by our

customers and as such the nomination motivates us to work harder to create value for our customers,” said İff et Türken, Kässbohrer’s Business Development Executive Board Member, commenting on the nomination.

Two signifi cant new deals for Dennison Trailers in Germany

KÄSSBOHRER nominated for Best Trailer Manufacturer in The Heavies 2016

Chereau produces 100,000th reefer unit!Chereau produces 100,000th reefer unit!

FLEETTRANSPORT | FEBRUARY 16 Text: Howard Knott - howard@fl eet.ie

W hen thinking over the first days of the New Year about the subject matter of this month’s

‘Comment’ piece, I found myself torn between a wide range of topics. Th ese included, for example, the new National Planning Framework published just before Christmas and succeeding the long forgott en National Spatial Strategy. Th en there’s the study published by the Western Development Commission on the potential to rail freight as part of the armoury to bring more business to the region. Th e imminent adoption by the Revenue of the EU’s Union Customs Code. How about the adoption of the International Maritime Offi ce of the new safety of Life at Sea regulations or, perhaps, BREXIT of COP21. But then I met Colin Dunne of IWT at a meeting and he mentioned the new HGV road user pricing system coming into eff ect in Belgium on 1 April this year.

When I started to look into this one the fi rst thing that struck me was the potential increase in cost suff ered by trucks operating in and through Belgium and the likely impact on Irish exporters, in particular. Th ese increases are real. Local estimates give cost increases for an average journey within Belgium of between 0.87% and 8.8%, and anticipate that vehicles that are operating a run that crosses the border between Belgium and the Netherlands will be hit even harder. It will be interesting to see if these increases lead shippers to switch away from using services operating through Belgian ports, or perhaps make more use of rail and barge services to transit the country.

At a time when the EU is trying, despite all the tensions within Europe, to establish common rules and systems, the departure of Belgium from the Eurovignett e road user charging system which also includes Netherlands, Luxembourg, Denmark and Sweden, and its move to a completely diff erent charging system would seem to be unhelpful. Th e current system has certain similarities to the UK one; it is based on the specifi cation of the truck and is charged on a daily, weekly or annual basis. Th e same Eurovignett e document will cover work in all of the subscribing countries. Th e new Belgian system uses ‘On Board Unit’ (OBU) which every truck of over

3.5 tonnes GVW must carry and have in operation whenever and wherever the vehicle is on the road. Th e actual charge will vary with the GVW, the Euro Emission norm and the type of road being used. Th e operators, Viapass, make the point that all roads in Belgium are subject to toll, though for many a zero rate applies. Th e soft ware and the detection systems that are part of this are highly sophisticated with a range of detection systems being put into place to ensure that all vehicles do comply.

Th ere are a couple of really interesting things about this new system. Th e fi rst is that it will be a charge on vehicle usage, not on ownership, and this seems to be much fairer than the annual £1000 fees and the like. Th is also puts payment for use of roads onto a structure that is very similar to the rail track access schemes which determine the cost that a rail service operator must pay to the infrastructure provider for use of a particular track path. (So, whether intentionally or not, the Belgian system, if it were to become the European norm, could fi nally address the long standing controversy about the relative cost burdens of road and rail freight operators.) Th e second point is that this development does validate the clear reluctance on the part of the Department of Transport here to put into place any of the existing road pricing schemes.

Might now be the time to adopt the Belgian model?

42 | COMMENT

Planned Belgian road pricing system is costly, but fair

From where I'm sitting From where I'm sitting

- Howard Knott- Howard Knott

Exceptional Loads Services Ltd.Specialist Services to the Heavy Haulage Industry

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Tel: 0402 31229 Fax: 0402 31257 Mobile: 087 2549601 Website: www.wide-loads.com

M onday 11 January started as a normal day for all truck drivers including Declan Holian, Klaidas Bakanas

and their families. However, within hours of leaving their respective homes in Donegal and Dublin, they were involved in a horrifi c crash on the A2 near Monaghan that claimed both men’s lives.

Th ere is something gut wrenching when you hear a report on the radio of any head-on collision where there have been fatalities. As a truck driver, it is always a litt le more personal because we are a fairly small community. During the day pictures of both trucks, such as they were aft er the impact, were shown on social media, and by the time evening news bulletins came on TVs the full extent of the early morning crash became apparent. During that day and in the days following there were many conversations between drivers as to what happened and how the accident could have happened. In a follow up operation Gardai spent all of the next day at the scene checking for vital clues that may help build a picture of the lead up to the accident.

What is most unfortunate is that all this information never gets into the public domain so that other drivers could learn from this and other incidents that happen on our roads.

Air accident investigators will tell you that there is seldom one cause of a plane crash. Generally a series of events that may have started years before the crash happened will line up in a sequence topped off by one simple event that leads to a catastrophe.

It is likely that road accidents are no diff erent. Both drivers involved in the Monaghan accident were experienced

drivers. However, whatever set of circumstances they found themselves in on that fatal morning, they were left with a split second to make decisions and get themselves out of danger and back into safety. Unfortunately, there was not enough time or a mechanical failure made it impossible for a bett er outcome.

Drivers oft en comment that the CPC (Drivers) can be repetitive and sometimes uninteresting. If there was a section in all modules to see the

results of accident investigations from the previous year, it should act as a tool to improve road safety and identify some risks that drivers were not aware of.

For the two drivers who lost their lives in Monaghan early last January, it would be a fi tt ing tribute to them if some of the lessons learned from their misfortune saved other lives.

Tragedy strikes hard!View from the Operators Desk by Sean Murtagh - sean@fl eet.ie OPINION | 43

www.fl eet.ie


44 | AERODYNAMICS

I n the commercial vehicle industry, the great debate of weight versus aerodynamics has been rumbling on now for some years and it is a subject

worth understanding if you’re to get the most value from your fl eet specifi cation. Even at today’s low diesel prices, gett ing it right can generate signifi cant savings in fuel costs but gett ing it wrong can mean a worthless investment. Trailer and bodybuilder Don-Bur has an interesting insight on the subject.

Critically, there are two distinct considerations any Fleet Engineer should make. Firstly, what payload do you expect to be carrying and secondly, what is the average speed of the vehicle? Th e results from this simple research will determine whether your vehicle will be most aff ected by either momentum or relative wind speed.

Let’s fi rst address the subject of weight. Most engineers will understand the implications of momentum and inertia when it comes to mass and when referring to HGV’s, we’re not talking about a few hundred kilograms. Make no mistake, every time the driver puts his right foot down on the accelerator of a 44/46 tonne GVW combination, overcoming inertia will easily represent the largest chunk of consumed fuel. Having reached a comfortable cruising speed with a healthy momentum, any braking would subsequently burn all that stored energy in wasted heat and the engine has to start over again.

Weight therefore would seem an important factor; however, the issue of weight saving can be misunderstood. It is possible to get a trailer tare weight down to below 6 tonnes but this impressive weight reduction, relative to the overall total laden weight, is fairly small. As an example, engineering 1 tonne of weight out of your 44 tonne tri-axle trailer specifi cation represents 2.3 percent of the total mass. It doesn’t take a rocket scientist to calculate that this reduction just isn’t going to have much of an eff ect.

However, a 1 tonne tare weight reduction may off er a unique opportunity to add more payload. Th is won’t directly aff ect the overall weight and fuel consumption, but it will reduce the number of trips required to transport the same load; indirectly saving quite a high

percentage in fuel. On a smaller scale, you have to consider the eff ect of a 500kgs weight saving achieved on a 7.5 tonne rigid. When you understand that weight is more critical when stopping and starting, this relatively large weight reduction will have a far greater eff ect on fuel economy for a strictly urban vehicle than any aerodynamic widget you can stick on it.

Now we turn our att ention to the subject of aerodynamics. As your vehicle approaches anything over 60kp/h, air resistance starts to become a far more signifi cant gas guzzler. In fact, at 85kp/h, approximately half of fuel burned is directly att ributable to aerodynamic drag.

As food for thought, an aerodynamic trailer with a humble average fuel saving of just 5 percent will save almost €2,000 per annum in diesel; a fi gure which can’t be ignored. Under the same circumstances, a Teardrop trailer with an in-operation average fuel saving of 11.3 percent will reduce fuel consumed by near €4,000 per annum. (Th is fi gure is based

on 120,000 kilomteres per year and a bulk diesel price of €100.18cpl.

Th ese two key factors then should drive the decisions you make about how to reduce fuel consumption. Trunking trailers that spend much of their time running between 60 and 85 kp/h will benefi t hugely from aerodynamic interventions whilst urban trailers on strictly stop-start cycles with multiple drop-off s are unlikely to reach high enough speeds where aerodynamics will have any eff ect at all.

Th en, there’s another subject not touched on yet; cube and double decks. A 'Blade' panel Lift ing Deck trailer can have a tare weight of 13 tonnes or more. Th e benefi t though is a full 52 mid-weight pallets; enough to cut delivery frequency in half, which in turn almost halves your fuel cost.

All in all, it’s horses for courses. Aerodynamics plays a huge part with trunking trailers whereas weight becomes a more important consideration for secondary distribution rigid vehicles.

Weight versus Aerodynamics – the great fuel saving debate

Th e best of both worlds - Lafarge Teardrop trailer is engineered down to just 5,820kgs for greater payload potential. It incorporates full-wrap side skirting and aerodynamic fr ont dome for optimum aerodynamic effi ciency

An Argos max-cube Longer Semi Trailer with a tare weight of 14.9 tonnes capable of carrying 60 pallets.

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FLEETTRANSPORT | FEBRUARY 16 Text: Jerry Kiersey - jerry@fl eet.ie

46 | SOAPBOX

M ovement of people from the land to cities is nothing new, but is becoming an ever increasing phenomenon.

Today 50% of the world’s population live in cities, with this number growing to 70% by 2050. Cities occupy 3% of the globe’s surface, and consume between 60 and 80% of the world’s energy whilst producing 75% of the world's carbon emissions. In London alone, last year approximately 10,000 people died from pollution related diseases, more than were killed in RTA’s.

Recognising this trend, a group called C40 met at the recent COP21 conference in Paris. Consisting of the Mayors of 80 “Mega” cities, all committ ed to making their cities more habitable.

Wherein lies the future for the road transport industry and its role in delivering to our cities? It is a question that is currently focusing minds in the International Road Transport Union (IRU). It is seeking to oppose the notion that all CO2 and Nox emissions are the total responsibility of the road transport industry and must be shared by traffi c management authorities.

It is obvious that at a local level, Municipal Authorities have more power and can move far more quickly than national or EU authorities. Th e outcome for hauliers potentially is that they will be met by a hodgepodge of local rules governing axle weights, entry times, energy requirements etc., as they att empt to make their deliveries. Municipal Authorities have just been given more power by the British Government and will proceed as I have outlined in a very short time. Where we currently complain about diff ering national standards within the EU, we potentially face a myriad of standards within our borders.

What are our options? Working both at national and EU levels, the industry and those we serve need to interact with C40 in the interests of common competitiveness and prosperity. Responsible members of the industry do not want to poison our children but we do need to agree common standards for cities rather than diff ering standards between Paris and London, or fi nding that the truck equipped to deliver to Dublin fails to meet an obscure standard in Cork.

How does Ireland, which doesn’t have any city in C40 fare? Th at doesn’t mean the various Irish bodies involved locally and nationally don’t have views. Unfortunately most play to the public mood by

blaming trucks for everything wrong with our roads and streets. As long ago as 1986 the then Dublin Corporation Public Health Offi cer reported levels of air pollution in College Green that were way above legal limits. He blamed trucks despite the fact that at that time College Green was a bus parking lot and trucks came up the Quays. Unsurprisingly the refuting of his claims by the IRHA did not att ract the same headlines.

Given the level of pollution in our cities, other than just banning various forms of transport, have our authorities not got standards of their own to achieve? Dublin City Council’s only solutions at the moment seem to involve making life more diffi cult for traffi c. How do we deal with crashes on our motorways? Equally what is the role of the morphed quango NTA into Transport Infrastructure Ireland (TII)? Th eir spokesman is on the radio every other day blaming everyone but themselves, meanwhile the RSA does not appear to have a voice. It’s not just a matt er of inconvenience to the public, it is to do with road safety and surely minimising pollution from massive traffi c jams? Th ere are standards laid down for traffi c management both on motorway and urban routes, yet TII and local authorities don’t seem to have heard of them.

Looking at urban stretches of roads with multiple traffi c light sets, where is the co-ordination to allow for effi cient traffi c fl ows? I have recently been caught in two traffi c accidents on the M50 where members of An Garda Síochána undoubtedly did their best, but appeared to have no master plan. For instance there are no means of establishing contra fl ows even if they wanted to. Our Minister for Transport presents plans but who has writt en them, because from a common sense point of view they don’t make sense?

Looking to the future, it is said that a Euro 6 truck will emit more emissions from its tyres than its engine. Is that good enough for our cities? Somehow I doubt it. With 70% of the worlds population crowded into 3% of its surface with 70% of global CO2 emissions we can expect some prett y draconian measures.

The fl ight from the landC40 and Local Governments for Sustainability

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fleet transport feb 16

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