fleet transport magazine november 2009

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

Inside!

NOVEMBER 09€4.50

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THE NATIONAL TRANSPORT MUSEUM

60 years restoring history

Inside!

4 NewsFleet Transport Award Winners Announced • Tyrone laundering plant raided • Alcohol level for professional drivers to be reduced • IRHA reacts to High Court Fastrac judgement • Terms & Conditions do apply! • Ethanol is a viable fuel source • GreenChem is taken over • Life Sciences Ireland Good Distribution Code of Practice • Ireland plays leading role in the electrifi cation of the EU motor industry • Workshop 2010

10 Test SpecialNew Scania R-series-driven!

12 New Fleet’09 regs on Renault, Volvo, DAF & Mercedes-Benz

14 CoverProfi le on the National Transport Museum, Howth

16 Concept Iveco’s Project Diciotto

18 Fleeting ShotsColour news pictorial

19 Review 1Logistics Ireland Conference – Crowne Plaza, Dublin

32 Interviewwith Ivan Hodac, Secretary General, ACEA

22 AwardsAnnouncing the winner of the 2010 Fleet Transport Awards

28 SafetyA high priority at Daimler

31 Review 11Euroquip 2009 – Paris

32 Review 111The Fingal Vintage Show, Lusk, Dublin

34 Fuel PricesGlobal diesel and petrol costs

35 TyresLatest from various manufacturers

36 ShippingKeeping abreast of the maritime sector

37 LegalDismissal at your peril!

39 FinanceThings are not so bad – going forward!

41 CommentFrom where I’m sitting – Howard Knott

42 Test 11Hybrids – Mercedes-Benz & Fuso

44 LCVContenders for the 2010 Irish Van of the Year Awards

46 SoapboxGreen with …?

contents NOVEMBER 2009 www.fl eet.ie

Fleet Transport Magazine,

D’Alton Street, Claremorris,

Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826

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Email: enquiries@fl eet.ie

Editor: Jarlath Sweeney

Contributors: Gerry Murphy, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Michael Corcoran.

Photography: Jarlath Sweeney, Gerry Murphy,

Cathal Doyle, Paul White, Michael Corcoran, Jason Clarke

Photgraphy, Paul Sherwood, Nigel Spreadbury.

Administration: Orla Sweeney, Denise Vahey,

Helen Maguire.

Advertising: Mary Morrissey, Orla Sweeney.

Design: Eamon Wynne.

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

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

Management are published by JJDS Publications Ltd.

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

Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers.The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

FLEETTRANSPORT | NOV 2009 3

Fleet TransportOffi cial Irish Jury Member of the International Truck

of the Year Award

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P 16 P 28

P 4

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NEWS 1

4 FLEETTRANSPORT | NOV 2009

Tyrone laundering plant raided

20 milligramme alcohol limit for professional drivers

A diesel laundering plant capable of producing up to three million litres of illicit fuel a year,

evading almost £1.75 million of revenue, has been dismantled by HM Revenue & Customs (HMRC) offi cers in an early morning raid.

HMRC offi cers assisted by the Police Service of Northern Ireland (PSNI) searched a rural farmhouse in the Coagh area of Tyrone, where they uncovered six large metal tubes used to fi lter diesel through cat litt er, in an att empt to remove the offi cial markers and dyes. Around 15,000 litres of fuel, four vehicles and a quantity of cat litt er were also removed from the site along with storage tanks.

“People need to be aware of the environmental and safety issues surrounding the laundering

of fuel, which is oft en done in rural locations. Indiscriminate dumping of the by-products from

the laundering process can cause severe damage to arable land and our water systems,” said Mike Connolly, Assistant Director, Specialist Investigations, HMRC.

“We are working together in partnership with our colleagues in the Organised Crime Task Force (OCTF) to stop the damage to our local businesses and environment. Laundered fuel is being sold at a reduced price, and motorists may think they are gett ing a bargain because it is cheaper, but I would caution them to think again as this type of fuel can cause damage to your vehicle.”

Two men have been arrested and investigations are continuing.

At the 11th European Transport Safety Lecture entitled ‘Alcohol & Driving’ at

the Dublin Castle, the Minister for Transport, Mr. Noel Dempsey, T.D. made a commitment to reduce the legal blood alcohol concentration (BAC) levels for driving and to provide for alcohol testing at collisions. Th e new Road Traffi c Bill just published proposes a reduction to 50 milligrammes of alcohol per 100 millilitres of blood for all drivers except learner, novice and professional drivers for which a 20 milligrammes limit will apply.

“I am convinced by the evidence from around the world and from here at home that reducing the BAC will reduce the incidence of road collisions and so save lives and prevent serious injuries,” stated Mr. Dempsey at the European Transport Safety Council organised event.

Th e Irish Medical Organisation has supported this move. In a recent statement it said, “Th e

EU and more recently the World Health Organisation called for all countries to reduce their legal limits to 50mg/100ml or lower. Ireland is one of only three EU countries with the legal limit above 50mg/100ml.

“Drink driving is still a serious issue in Ireland. Research in Ireland has shown that where a blood alcohol concentration was available, one in two fatally injured drivers had a blood alcohol concentration of 50mg/100ml or higher,” said IMO Former President, Dr. Declan Bedford.

Fleet Transport Awards – Winners AnnouncedReynolds Logistics wins Irish Haulier of the Year Award•

for the second timeVolvo FM11 elected Irish Truck of the Year 2010• Green Awards for Smith Electric and Iveco• Innovation Awards for Mercedes-Benz and Dennison/Kelly• Guest of Honour: Mr. Ivan Hodac, Secretary General, ACEA – • Association of European Vehicle ManufacturersCompere: Marty Whelan, RTE TV and Lyric FM• Music Entertainment provided by Sinead Madden & Band• Venue: Marriott Johnstown House Hotel, Enfi eld, County Meath.• Full Report and Pictures on Pages 23 -27 and on www.fl eet.ie•




At the presentation of the Fleet Transport Irish Haulier of the Year Award 2010 were fr om left Jarlath Sweeney, Editor, Fleet Transport; Ivan Hodac, Secretary General ACEA; Joe Reynolds, Chairman Reynolds Logistics and Stephen Rogers, Area Sales Manager - Ireland, Schmitz Cargobull

Pictured at the European Transport Safety Council (ETSC) Lecutre, ‘Alcohol and Driving’, hosted by the Road Safety Authority (RSA) in Dublin Castle were Mr. Noel Dempsey T.D., Minister for Transport, Mr. Gay Byrne, Chairman, Road Safety Authority and Professor Richard Allsop, ETSC Board Director.

NEWS II


Irish Road Haulage Association welcomes Judge’s review in Agri-Vehicle haulage case

Terms and Conditions ‘Really Do’ Apply!

Brazilian Ethanol Can Help Meet EU Renewabe Energy Targets

The Irish Road Haulage Association (I.R.H.A.) has welcomed the recent Judgment by Mr.

Justice Hedigan in the High Court regarding the case dating back to 6 October 2005, highlighted by Fleet Transport (last month) in which a Garda stopped a JCB Fastrac vehicle towing a three axle trailer at Fair Green, Westport, County Mayo. Th e vehicle was being driven by a 17 year old, and was transporting 24 bales of concrete blocks from a quarry in Westport to Louisburgh.

When the original case was heard the District Court dismissed all of the charges with the exception of the off ence of failing to display a number plate at the rear of the trailer.

High Court Judge Mr. Justice Hedigan ruled that in his opinion “In light of the foregoing, I am of the opinion that the learned District Judge fell into error in deciding to dismiss all bar one of the charges against the accused.” Vincent Caulfi eld, President of the IRHA said he was delighted with the outcome of the case review in the High Court adding that this now meant that Gardai were obliged to implement the law regarding the use of such vehicles. Agri-vehicles of this type involved in road haulage must now have a Certifi cate of Roadworthiness and have a Tachograph fi tt ed. He is now calling on the Departments of Transport

and Environment to ensure that Local Authorities no longer engage the services of such operators given the seriousness of the situation. “Th is is an endorsement of our Association’s long standing position on the use of this type of vehicle for the carriage of goods for hire and reward on public roads. We have highlighted this issue on many occasions from a safety perspective and also the unfair competitive advantage they enjoyed over legitimate licensed road haulage operators, the use of duty free diesel, exemption from tachograph legislation, no annual roadworthiness test, no regulation of maximum weights carried and can be operated by a sixteen year old with litt le or no qualifi cation,” explained Vincent.

When the phone rings with an off er of work, the temptation is to grab the opportunity

with both hands - and once the price is reasonable - “sure we can sort out the details later”. Th is approach is one not endorsed by the Irish Exporters Association (IEA).

At a seminar jointly hosted by the IEA, and Shipping and Transport specialists, Lavelle Coleman, Solicitors, the audience was presented with topics including - claims, trading terms and conditions, and possible changes arising from the ‘Rott erdam Rules’. Also discussed were a number of case histories where things did go wrong - which were further complicated by the parties not realising the extent of their liability, or what conventions applied to the particular movement - ‘IRHA, CMR, Hague Visby’ and so on.

Local expertise was provided by Hugh Kennedy and Edward Johnston of Lavelle Coleman - with guest speaker Caroline Bridge from Hill Dickinson, in Manchester, who spoke on the Rott erdam Rules. To date sixteen countries

have adopted the Rules - Ireland not being one of them.

While many, including the International Road Transport Union (IRU) have concerns about the regulations. IEA’s Chief Executive John Whelan feels that “we will be sucked in, as it only requires another four signatures for the regulations to come into eff ect."

The presentation raised many questions - such as what terms, conditions and transport conventions operators have to work under. Also the consequences of casual e-mails and correspondence. It could be worth having another look as to what ‘terms and conditions apply’ to you!

Paul White

Ethanol as an alternative fuel source has been receiving unfair press in recent times. Th at

was the message from a recent presentation by UNICA – a leading Brazilian sugarcane industry association – hosted by the Embassy of Brazil and Chambers Ireland in Dublin recently.

Addressing concerns that the use of sugarcane for ethanol was impacting on food production for humans, Mr. Emmanuel Desplechin, Chief Representative of UNICA to the European Union said that in 2007 just 1% of arrable land was given over to sugarcane for ethanol production, while legally no more than 64.7 million hectares or 7.5% of the national territory can be used for sugarcane cultivation. He also refuted claims

that ethanol production was a cause of Amazon deforestation, pointing out that sugarcane production is concentrated in the central south of the country, with a smaller region in the north-east, away from the rainforest regions.

Ethanol is now widely used in cars in Brazil, with fl exifuel vehicles now accounting for 90% of new

cars sold, while ethanol consumption has exceeded that of petrol.

Ethanol production is expected to grow from 27 billion litres this year to 46.9 by 2015 and 65.3 billion litres by 2020, of which approximately a quarter will be available for export. Noting the EU’s target to have 10% of renewable energies in the transport sector by 2020, Mr. Despechin said that the majority of this is expected to be fulfi lled by biofuels. He called on the EU, currently the second largest importer of Brazilian ethanol aft er the US, to abolish the current tariff of €19.2 /hl on imported ethanol in order to help meet the expected increasing demands for the fuel.

Cathal Doyle




Guest speaker Caroline Bridge fr om Hill Dickinson

NEWS 111

In the advent of Euro6 engine emission controls for HGVs and PSVs that will require

increased use of AdBlue, Agrofert, one of the largest producers of this liquid urea additive has acquired one of the biggest suppliers of the product, GreenChem.

“Our partnership with Agrofert gives us total supply chain security,” says Teun de Bruijn, (pictured), GreenChem’s founding CEO who continues in that role. “Th is will have tremendous benefi ts for end users of AdBlue who can have complete confi dence in our ability to supply a top quality product in whatever quantity they require. Indeed, we can now give our full att ention to creating further availability of AdBlue.”

In a Tele-Conference interview with Fleet Transport, Mr. de Bruijn revealed that further

expansion is now on the cards that will include Ireland.

“In the next six to nine months the company will expand its European production network with a further seven new blending plants. Two of

these will be in the U.K. (Bristol and Glasgow), two in France (Lyon and Rennes), and three in Germany (Mannheim, Munich and Hanover). More sites are planned including the South of Italy and Ireland."

New dispensing systems such as the entry level GreenStar Smart and Easy Blue which will eventually replace the IBC containers will enter the marketplace. New market penetration is to include the former Yugoslavia and the former Soviet Union. Th ere are no plans to enter the lucrative North American market.

Regarding the use of AdBlue by Mazda and Volkswagen in their cars and light commercials Mr. de Bruijn said that usage at this level will be minimal compared to truck and buses and will not concern the user.

Life Sciences Ireland, a forum within the Irish Exporters Association (IEA), has launched

a Good Distribution Code of Practice for the Life Sciences Industry, the fi rst of its type to be launched in Europe. Covering the entire supply chain of the Life Science Industry (comprising Pharmaceutical, Medical Devices, Biologics and Diagnostic sectors), the Good Distribution Practice Code aims to ensure that as far as possible only bona fi de suppliers and customers are allowed to import, export and supply and distribute life science products.

Speaking at the launch in Dublin, Mr. John

Whelan, Chief Executive of the IEA noted that Ireland is the largest net exporter of Life Sciences products worldwide with nine of the top fi ft een medicines used worldwide manufactured here. Although the sector is already highly regulated, ongoing medical developments resulting in more and more products requiring strict temperature controlled environments, as well as an increase in counterfeit products meant the need to develop a voluntary code of best practice.

Developed in association with the Irish Medicine Board and the logistics companies servicing the market, the Life Sciences Ireland GDP Passport

is awarded to those companies that meet specifi c requirements involving premises, transport and vehicles, procedures and records and training. At the launch Kuehne & Nagel, a leading provider of integrated supply chain solutions was announced as the fi rst company to complete all levels of training and be awarded the Life Sciences Ireland GDP Passport.

Details of how to apply for the GDP Passport are available at htt p://www.irishxporters.ie/ Cathal Doyle

GreenChem prepares for Euro6 with take-over by Agrofert

New Best Practice Code For Life Sciences Industry Announced


Plans to introduce legislation covering operator licensing to Northern Ireland’s commercial

road transport industry were revealed at the Freight Transport Association’s (FTA) Transport Manager Seminar in Newcastle, County Down.

Minister for the Environment, Edwin Poots told delegates that the time was now right for the introduction of the scheme and that he will take the Goods Vehicle (Licensing of Operators) Bill to its consideration stage at the Northern Ireland Assembly, which will go to the next stage of parliamentary deliberation before the end of this year and is expected to enter into law in 2010.

“Similar legislation, which has been in existence for many years in England, Scotland and Wales, will be a welcome addition to Northern Ireland. It has widespread support from commercial

vehicle operators. Aft er extensive consultation I am pleased to support this new programme of legislation for O-licensing,” stated the Minister.

In welcoming the announcement, Tom Wilson,

FTA’s Head of Policy for Northern Ireland said, “O-licensing is well overdue and will improve the overall safety standards of all commercial vehicles on our roads, making the roads a safer place to travel for everyone and repairing the damage to the image and reputation caused by non-compliant operators in Northern Ireland who do not aspire to the highest standards. Th is is a welcome step in raising the standard of Northern Ireland’s road safety as well as creating a position of fairer competition within the industry and I thank Mr. Poots for having the foresight to take it forward."

“FTA is looking forward to working with the Department of Environment on behalf of the commercial vehicle operators in this period of change, which will raise the standards of the industry and improve its reputation,” he added.

New O-licensing legislation plans for Northern Ireland




Tom Wilson FTA Head of Policy - Ireland, Simon Chapman FTA Chief Economist and Edwin Poots MLA Minister for the Environment




Ireland has played a leading role in the standardisation

of infrastructure for electric vehicles as ESB Chief Executive, Padraig McManus, on behalf of Europe’s electricity companies, presented the EU Transport Commissioner, Mr. Antonio Tajani, with a Declaration designed to pave the way for the widespread introduction of electric vehicles across Europe.

Europe’s electricity companies have come together to standardise the apparatus necessary for the recharging of electric vehicles across Europe. Co-operation between the utilities is seen as vital for the rapid introduction of electric vehicles across the Continent, allowing motorists in every country to avail of the same charging system. Th e ESB is to build the infrastructure required in Ireland for electric vehicles.

Chief Executives of the major electricity companies have been discussing how the industry at large can decarbonise power generation. Decarbonised electricity could then be used to fuel the transport sector which is responsible for a large percentage of CO2 emissions. Th e signatories to the Declaration confi rm their determination to co-operate with the various stakeholders towards the development and application of industry pre-standards until standards have been set by the offi cial standards bodies ISO/IEC.

At the event in Brussels, Padraig McManus said the transport sector, according to fi gures in the European Commission’s Second Strategic Energy Review, is today responsible for 23% of total EU carbon dioxide emissions.

“Electricity generated from low-carbon energy sources can, when used to power road vehicles, make a real contribution towards reducing the carbon output of the transport sector. Moreover, Electric road transport not only cuts emissions but also boosts EU energy security by reducing dependence on fossil fuels,” Mr. McManus pointed out.

“Sett ing standards for plug-in vehicle charging infrastructure will provide benefi ts to all stakeholders – the car industry, equipment manufacturers, electricity companies and above all the customer, who will thus enjoy real choice and genuine Europe-wide electric mobility. Cross industry agreement is an indispensable step to facilitate broad market penetration and will allow Europe to become a front runner in the roll-out of mass-market electric vehicles,” he added.

EU Transport Commissioner and Vice-President of the Commission, Antonio Tajani said the move has the potential to signifi cantly contribute to sustainable mobility for European citizens and to meeting the EU energy-climate policy targets.”

“Accordingly, the Declaration on Charging Infrastructure for Electric Vehicles calls upon all stakeholders, transport and energy policymakers, companies in the relevant sectors and the offi cial standard bodies to support and give impulse to the drive towards standardisation in this fi eld,” he added.

Fifty representatives of European electricity companies, power distribution system operators and national electricity sector associations att ended. Th e ESB had one of its Smith Electric Edison vans brought over from Ireland for the event (as pictured).

European electricity companies move to standardise infrastructure for the introduction of electric vehicles

Workshop 2010 – keeping costs down

The cream of vehicle diagnostics companies will be at Workshop 2010 held within the

Commercial Vehicle Operator Show to be held 13th-15th April. Th ey aim to show visitors how to maintain their vehicles at peak effi ciency, cutt ing costs and improving reliability. Top diagnostics manufacturers like Autodiagnos, Crypton, Texa and V-Tech will be joined by world-class suppliers of ATLs and lift ing gear, examples of which are Gemco, Maha, Somers

Totalkare and Stertil. Advice will be on hand from the Garage Equipment Association, where Chief Executive, Dave Garratt will discuss the latest news from VOSA and how it impacts on operations. Each aspect of the vehicle maintenance business will be covered in a dedicated location in Hall 4 of the NEC Birmingham, giving visitors a one stop shop to update their knowledge of the latest and upcoming technology.

NEWS 1V


To advertise in the bumper December editions of Fleet Transport or Fleet Van & Utility please contact mary@fl eet.ie or tel 094 9372826

Pictured at the presentation in Brussels L-R:- Niall Doonan M.D. – Carra Ireland, Hans ten Berge, Secretary General Eurelectric, Antonio Tajani, Vice President and Transport Commissioner European Commission, Padraig McManus CEO ESB and David Mullen, M.D. – Electric Vehicles Ireland

Scania’s test track located on the outskirts of Södertälje covers a vast acreage that’s protected by high wire fencing and lots of

thick green trees to protect it from prying eyes. Inside, the circuit is full of twists and turns, hills and dips that one would think the creator had a look around the legendary Nurburgring. Outside the confi nes of the protective Armco barriers lies the off -road track where construction vehicles are brought to their knees. Th ankfully during our time there, all of the new Scania trucks on trial not only survived but stood up to the challenge.

Th e Test Drive programme held alongside the launch of the new R-series was based at this venue. Apart from the circuit and off -road courses used, there were a number of road routes selected to highlight the various technologies introduced into the new range, namely Driver Support Function and Opticruise the new fully automated transmission on the R-series with the G-series and P-series also gaining the latt er. In last month’s edition of Fleet we looked at the external and internal changes made to the R-series so this feature focuses on the test drives. From the 10 trucks available, 5 were tried out over the various courses. Specifi cation details and photographs of the said trucks appear on the next page.

First up was the R480 4x2 tractor with Highline Cab, a popular choice among the International and National haulier. Fitt ed with many of the general new improvements made to the R-series such as low-drag skirts and LED daytime running lights, it also had the new fully automated 12+2 speed Opticruise Shift Retarder. In order to familiarise myself with the new technology several laps were taken around the enclosed circuit. Th e new transmission worked a treat, no more need to declutch before sett ing off and stopping. Th is element came to the fore when sampling the Hill Hold function.

While heading up the hill the Power Mode was used for the fi rst time. Th e one lever on the right hand side of the steering column now controls this option along with the R-N-D selection on the Opticruise and the Retarder. (Th ere is also a fl oor switch that triggers down changing for maximum engine and exhaust braking without engaging retarder).

A bit of off -roading was done next onboard the 3-axle G360 with sleeper cab. Spec on this machine was a litt le diff erent with darker coloured materials that are bett er suited to this type of application. Again

the fully automated Opticruise was fi tt ed here to this Euro 5 EGR engine with range-splitt er. Across the rugged terrain the clutch action and gearshift worked effi ciently on this loaded vehicle, although the Hill Hold and Retarder were conspicuous by their absence. Th e exhaust brake situated on the fl oor area once vacated by the manual clutch did bring the gears down and helped to control the 6x2 unit when needed.

Now for the Scandinavian special, the R440 6x2 Topline tractor, that measures 25.25m and weighs 60 tonnes. Accompanied by Scott ish native Alan, who works in the Scania Design Department, it is designed for the long-haul and has many features to satisfy the international driver, least of which is the extendable lower bunk. While careering around the track in this double box bodied beast we talked about the various aspects of the new look interior in particular and Alan appreciated my interest, especially when it came to the new exterior design.

It was into the City, made famous by the Tom Tit Children’s Adventure Centre and the Sydpoolen (Waterland) that we took the next vehicle on trial. It was the P230 4x2 fi tt ed with a box body that you see delivering produce to shops and supermarkets. What was most interesting about this vehicle was the ease of driving around the small City – its population is around 90,000. Although it's close to Stockholm, natives do not wish to describe Södertälje as a satellite town. Lack of engine noise was also noticeable as we went from traffi c light to junction. Th is entry level Scania, with Day Cab, had the newly placed radio and navigation system to the right of the steering column. It also had side view and rear-end camera which came alive when one put on the indicator or engaged reverse. No need for Spec-savers to cover any blind spot!

For our fi nal run, the long-circuit took up most of our time as we got to grips with the newly introduced Driver Support Function. Th e on-board driver coaching system does take a litt le time to get

used to, but it will make you a more conservative and safer driver. Th rough various sensors and on-board computers, four main aspects of one’s driving are constantly analysed – Hill Driving, Brake Use, Anticipation and Choice of Gears. Depending on how you drive a percentage score will appear in the centre dash area and if all goes according to plan and by adhering to the various writt en tips, a ‘fi ve star’ performance will fl ash. Th e more 5 stars the bett er your all-round score will be. Th e driver on a regular route will gain more from this function as familiarisation with the hills and dips and knowing when to and not to accelerate will pay dividends. Knowing when and where to brake, use of the manual shift and retarder will push up the points. At the end of my trip around the hilly and twisty route resulted in an 81% score. It could have been bett er as the second time around could possibly add another 10% to the total. At the end of the day this will not only conserve fuel but also the drivetrain. When asked if this data could be downloadable by the driver or his/her employees, the Scania engineers said it was not an option at present but would consider same. Another suggestion was to make this ongoing information available to the driver in audio form so that full concentration can be given to the road ahead.

Th rough this unique and innovative system fuel consumption can be reduced by 10-15%.

New Scania R-series - Driven!


TEST DRIVE SPECIAL

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | NOV 2009 11

TEST DRIVE SPECIAL

Scania R 480 4x2 Highline tractor‘White diamond’ metallic new R-series tractor unit. Low-drag sideskirts. LED daytime running lights. Rear air suspension. Highline cab with ‘Sand shade light’ interior. Radio with navigation. Fully automated 12+2-speed Scania Opticruise, Scania Retarder.

Type designation R 480 LA4x2MNAEngine DC 13 07 480 Euro 5 EGRPower 480 hp/353 kWTorque 2500 Nm at 1000-1300 r/minGearbox GRS0905R range-splitt er, overdrive, retarder, OpticruiseFront/rear axles & suspension 7.5 tonnes, parabolic/ 11.5 tonnes, airGearing 1063 r/min at 80 km/h

Scania G 360 6x2 construction tipperG-series medium-duty construction tipper. Semi-high chassis with parabolic springs. Normal sleeper cab with ‘Rock shade dark’ interior. Fully automated 12+2-speed Scania Opticruise.

Type designation G 360 CB6x2MSZEngine DC 13 06 360 Euro 5 EGRPower 360 hp/265 kWTorque 1850 Nm at 1000-1300 r/minGearbox GRS905 range-splitt er, OpticruiseFront/rear axles & suspension 8.5 tonnes, parabolic/ 10.8+9.2 tonnes, parabolicGearing 1329 r/min at 80 km/h

Scania R 440 6x2 Topline tractor‘White diamond’ metallic new R-series tractor unit with trailing single-mount tag axle, rear-mounted batt eries. LED daytime running light. Rear air suspension. Topline cab with ‘Sand shade light’ interior. Extendable bed. Fully automated 12+2-speed Scania Opticruise, Scania Retarder, Scania Driver Support.

Type designation R 440 LA6x2MNAEngine DC13 10 440 Euro 5 EGRPower 440 hp/324 kWTorque 2300 Nm at 1000-1300 r/minGearbox GRS905R range-splitt er, Retarder, OpticruiseFront/rear axles & suspension 7.5 tonnes, parabolic/ 11.5+7.5 tonnes, airGearing 1169 r/min at 80 km/hFuel capacity 1000 litres (610+390)

Scania P230 4x2 Distribution P-series distribution box. Low chassis with full air suspension. Day cab with ‘Rock shade dark’ interior. Radio with navigation. Fully automated 12-speed Scania Opticruise.

Type designation P 230 DB4x2MLBEngine DC9 35 230 EEV EGRPower 230 hp/169 kWTorque 1050 Nm at 1000-1500 r/minGearbox GRS895 range-splitt er, OpticruiseFront/rear axles & suspension 8 tonnes, air/ 11.5 tonnes, airGearing 1324 r/min at 80 km/h

Scania R 440 4x2 Topline tractor‘White diamond’ metalic new R-series tractor unit. Low-drag sideskirts and rear-mounted batt eries. Rear air suspension. Topline cab with ‘Rock shade dark’ interior. Fully automated 12+2-speed Scania Opticruise, Scania Retarder, Scania Driver Support.

Type designation R 440 LA4x2MNAEngine DC 13 10 440 Euro 5 EGRPower 440 hp/324 kWTorque 2300 Nm at 1000-1300 r/minGearbox GRS905R range-splitt er, Retarder, OpticruiseFront/rear axles & suspension 7.5 tonnes, parabolic/ 11.5 tonnes, airGearing 1102 r/min at 80 km/hFuel capacity 1500 litres (1000+500)

12 FLEETTRANSPORT | NOV 2009 Text: Jarlath Sweeney - editor@fl eet.ie

NEW FLEET

eircom Ltd. has acquired 65 new Renault Master vans as part of its ongoing fl eet renewal policy. Supplied by Renault Ireland, the new LM35 3.5

tonne panel vans are fi tt ed with steel bulkhead and steel rear doors. Based at various depots around the country, the Masters are powered by Renault Group’s 2.5 litre dCi (120hp) diesel engine mated to a 6 speed manual gearbox. ESP – Electronic Stability Programme is also fi tt ed.

Gerry Cogan, owner of Cogan Transport/Western Casing based in Frenchpark, County Roscommon has added Lady Leeann to his fl eet.

To you and me it’s a new Volvo FH16.660 (TAG) 6x2 with Globetrott er XL cab.

Similar to a big British haulier that brands his trucks aft er female names, another fi ne example Lady Kelly is proudly parked alongside the family fi rm’s new fl agship. Th e new Volvo FM16 was purchased from Murphy Commercials (Galway). Pictured are John McNamara and Des Murphy (Murphy Commercials) and Gerard Cogan and Raymond Cogan.

Cogan Transport/Western Casing was shortlisted in the Regional Haulier section of the recent Fleet Transport Awards.

Cosyhome Heating is a new oil distribution business established by Pat Hegarty, formerly Operations Manager of Sweeney Oil. Th e

Claremorris native will be based in Galway City with two trucks serving customers in the Western Capital and County. Pat has taken delivery of a new DAF 65.220 Euro 5 4x2 Tanker purchased from DAF dealer, North Dublin Commercials.

KC Commercials Ltd supplied the tank fi tt ings. Livery and paintwork was provided by RJM Spray Painting, Claremorris, County Mayo.

Two new Mercedes-Benz Sprinter 313 long wheel base vans, each fi tt ed with Carrier fridge units, have been supplied to Eirspan, one

of Ireland’s leading suppliers and distributors of Continental products and services.

Supplied by Mercedes-Benz through Refrigerated Vehicle Sales, the units are fi tt ed out with insulation and shelving.

Founded in 2000, Eirspan has grown to become one of Ireland’s top food suppliers and distributors with a customer base spread across Ireland ranging from the smallest to the largest retailers.

Picture shows Joseph Larregui (left ), Managing Director of Eirspan accepting delivery of the units from Jim Costello of Refrigerated Vehicle Sales.

Renault on call for eircom!

Cogan Transport (Western Casing) stick with Volvo

Cosyhome Heating relies on DAF

Eirspan spans across Ireland with new Sprinters

COVER


Sixty years ago – on 13th November 1949 – what is now called the Transport Museum Society of Ireland (TMSI) came

into existence. Th e TMSI’s priceless collection has been dismissed in the arts pages of the Irish Times as a truck-and-van collection, by a Gaeilgeoir as an alien concept – and as bangers by one of the Red Tops. Understandable in less enlightened times, such ignorance became increasingly unacceptable during the recent years of modernisation and unprecedented wealth. A refusal to recognise our transport heritage also belies offi cial claims that this is a modern State giving equal esteem, assistance and protection to every element of our heritage. Inculcating pride in the past and inspiration for the future, archaic vehicles honour the lives and achievements of every individual whose ingenuity, labour and sacrifi ces have contributed to social and economic progress. Th ey also exhibit mastery in design and craft smanship that fascinates people from every background. Fostering goodwill, promoting education and generating tourism, heritage transport collections are a source of pride in progressive civilisations whose culture seemlessly embraces every aspect of human accomplishment. Visitors from those inclusive civilisations expect to fi nd transport museums in Ireland. Th ey

wonder why the State’s only comprehensive display of

historic vehicles exists solely through the work of the totally voluntary and unfunded TMSI. Less than sixty vehicles – a mere third of the Society’s collection – can currently be displayed at the National Transport Museum in Howth. Tightly parked in adapted farm buildings, the maximum possible number is packed in to conserve precious fl oor space, rather than grouped and spread out.

The primitive status of Ireland’s transport heritage is easily explained. Th e Industrial Revolution bypassed most of what is now the Republic, leaving our economy and culture overwhelmingly rural until very recent times. When primordial mechanical transport arrived here in the nineteenth century, its technology, skills and conventions were outside the pale of

rural awareness. Th ey were also beyond urban cultural acceptability, which saw vernacular vehicles as the domain of artisans and the lower orders.

Modern Irish culture, a merger of rural and urban values, perpetuates old prejudices. In this grotesquely defi cient fusion, education favours the arts and humanities. Politics and the civil and public services are, with rare exceptions, dominated by people from this narrow background, as are the media. Th eir att itudes to transport are typically tangential, their knowledge of its history, traditions and heritage less than minimal; and what they do not understand, they disregard or disparage.

It is our experience that an offi cial mindset barely starting to accept the pivotal importance of transport cannot or will not accept its copious history and heritage. In this hostile cultural environment, the TMSI has worked hard to establish and maintain our transport museum, in the process partially salvaging Ireland’s

atrocious record of vehicle preservation. When pressed, infl uential individuals express support but offi cialdom remains collectively hostile. Th e present recession will be barely noticed by the TMSI, which has always eked out a precarious existence, depending on members’ contributions and scavenging for material. Luckily, the burden has been eased by our friends in the transport industry and public services.

The NationalTransport Museum – sixty

DUTC Tram No. 328 - started the preservation movement when its preservation was offi cially adjudged not to be in accordance with the national ethos.

Leyland and AEC buses in Howth

Hill of Howth Tram No. 9 in 1977 - a possible write-off

Hill of Howth Tram No. 9 aft er restoration by Jim Kilroy

W & E Milk Float 3335 ZC following break-in by arsonists

Beadle Rochester 27 LHX this beautiful coach was destroyed by an arsonist in Howth, April 1997

COVER

Text & Photos: Michael Corcoran – enquiries@fl eet.ie FLEETTRANSPORT | NOV 2009 15

Social exclusion is modernised class distinction. Ordinary people who happen to be the transient custodians of a priceless vehicle collection, we have been disregarded by all eight of the Government Departments which should have a direct interest in our work. Our lett ers over the past twelve years remain unanswered and we have never been visited by a Minister, Departmental Secretary or other Senior Government offi cial; we know none of these people, and none of them apparently wants to know us – except when they need our services.

Outside the scope and scholarship of conventional museums, commercial and public vehicles are especially diffi cult to preserve and display. Familiarity with all aspects of vehicle development and operation, reinforced by practical experience in museum disciplines, are essential for the assembly, restoration and management of heritage f leets and their deployment. The

TMSI has a unique volume of experience in these fi elds and has participated actively in the Heritage Council’s Museum Accreditation P i lot P r o g r a m me . Although it lacks the resources to attain all the Council’s standards, the TMSI complies with those it can meet and gratefully acknowledges the recognition and support of the Council.

Howth, the saddest of Irish museums, is an isolated and primordial outpost in a vast international, growing and constantly improving network of historic transport collections. It is bett er known and appreciated abroad than at home, where it is taken for granted just like the vehicles it preserves. While the value of the collection grows exponentially, it is in constant danger because those with a duty of care have failed to support the only nationally important heritage collection controlled by a completely

voluntary organisation. Th e TMSI operates to a strict code of principles, based on transparency, trust and personal responsibility. Our work demands ever more personal sacrifi ces in time, physical, psychological and fi nancial reserves. Precious resources are needlessly wasted fi ghting for survival instead of restoring, managing and promoting our heritage. Excluded from every programme that could benefi t our work, we have experienced mockery, threats, criminal damage, robberies and arson resulting in the loss of vehicles and artefacts. Despite all this, the TMSI has, paradoxically, never defaulted on a commitment or failed to work strictly within a budget. Disregarded by those with a duty of care, we have survived sixty years of ignorance, poverty, vandalism and the elements. Th rough more than two generations, Offi cial Ireland has demeaned

a u n iq ue a nd priceless national collection built up through unrelenting hard labour and r ig id f r uga l it y. Innumerable a p p e a l s f o r Government recognit ion and support have been ignored, and most of t he opt ions identif ied in our detailed but modest 1995 and 1997 fi ve-year development

programmes are now unattainable. Until enlightenment overtakes narrow vested interests within Offi cial Irish Culture our work can never achieve equality of esteem. We cannot be ignored indefi nitely, and the longer we are excluded, the more diffi cult and expensive the solution will be. Meanwhile, what has happened – or not happened – refl ects no credit whatsoever on those from whom we expected recognition and support but have treated us so shamefully. In contrast, ordinary people in the various organisations represented in the collection have unfailingly supported and helped us over the years.

Over the years, we have lost some vehicles, mainly through vandalism or exposure to the elements. A few items were taken on that were beyond restoration and in two instances we could not aff ord to uplift remote objects. But we have a collection of more than 180 viable vehicles and a large collection of artefacts. We owe nothing to any bank or other financial institution. Everything is done by a core workforce of fi ft een who also do all the administrative work and receive no expenses. We have survived bad times and successive recessions, but we now need substantial help and sponsorship to achieve even our most rudimentary goals and will in the coming months be appealing to the transport industry and various professional bodies.

y years nurturing our transport heritage

Guinness ambulance interior fouled

Ambulance interior restored by John Molloy

Th e Museum's 1927 Albion has appeared in three fi lms about Michael Collins

CIE 1948 Leyland Bus R389 with Trams 224 (1900) and 253 (1928) Howth Yard

Interior of Leyland bus R389 as restored with aid fr om the Heritage Council

16 FLEETTRANSPORT | NOV 2009 Text: Jarlath Sweeney – editor@fl eet.ie Photos: Nigel Spreadbury

CONCEPT

SScandinavia has its 25.25m European Modular System, the UK’s Eddie Stobart is talking about a 17.5m trailer, Reynolds

Logistics has a 25m prototype and Italy through Iveco has introduced Project Diciott o – 18m articulated vehicles. Launched in Rome in September, Iveco is running a high profi le trial with six large logistics fi rms conducting on-road evaluations with these longer vehicles.

Now Iveco UK is taking the lead on these shores joining forces with the Freight Transport Association (FTA) to call on the Department for Transport (DfT) to allow on-road trials of 18m overall length artics in the UK. Presently, the DfT is undertaking a desk-based study with results due next month. Visitors to the European Road Transport Show in Hanover, Germany may recall a prototype of this concept on the Iveco stand, with the 14.8m trailer supplied by German manufacturer, Kögel.

Fleet Transport was invited to the Millbrook Proving Ground in Bedfordshire to witness (and partake) in a series of trials of the fi rst 18m articulated combination to be tested in the U.K.

At the trials, Henk van Leuven, Managing Director of Iveco UK fully endorsed the project, “A move to 18m would present a strong economic and environmental case with the potential to reduce vehicle movements on our roads, together with the associated reduction in carbon footprint and congestion. Th e additional length would be hardly noticeable to the untrained eye, yet has the potential to maximise effi cient running.”

“Th is would help to meet the urgent need to improve effi ciency following predictions by the European Community in 2007 that transport activity for freight traffi c will nearly double between 1990 and 2020,” he added.

Currently trucks operating in the UK and Ireland can transport either 20ft or 40ft ISO containers, plus larger 45ft containers under special conditions. A move to an 18m overall length would allow wider use of 45ft containers, plus the option of 48ft containers – which are already commonly used in rail and sea applications.

Martin Flach, Product Director at Iveco UK explains, “By harmonising the intermodality between road, waterways and rail, we will be able to make our transport infrastructure more effi cient, therefore helping to reduce both traffi c on our roads and carbon emissions.” He added, “To support that eff ectively we need the Government to help us make road transport even more effi cient - and top of that list should be domestic on-road trials of 18m overall length vehicles.

Members of the assembled Focus Group were also present such as representatives from FTA, DHL, Montracon Trailers and Chamberlain Transport. James Hookham, Managing Director, Policy

& Communications highlighted the potential CO2 reduction and suggested that the concept be promoted ‘as a carbon-saving vehicle’.

Vice President of DHL’s operations in the UK and Ireland, David Potter, outlined how the 18m articulated vehicle could dovetail nicely into the company’s ongoing Sustainability Policy. He did feel the need for additional driver training as the 1.5m extra length could pose problems at trailer parks and loading bays initially. Simon Chamberlain, Chamberlain Transport, while being in favour of the concept was somewhat disappointed that there was no payload increase to correspond with the additional length (rough estimates claim that the extra section added on reduces payload by up to 200kgs). Paul Meade said that once the on-road trials were given the nod his company, Montracon, will be ready to produce the new 15m trailer.

Demonstration

Iveco’s practical demonstrations at Millbrook were carried out using a right-hand drive Iveco Stralis Active Space Super3 tractor unit operating in conjunction with a Kögel 14.9m long tri-axle box van trailer. Th e vehicle successfully completed a number of common manoeuvres designed to replicate the everyday environment encountered by trucks. Tests were also run with journalists on-board to show how the longer vehicle impacted on other vehicles around it, such as cars and other commercial vehicles overtaking on a motorway. Th e impact of all tests proved negligible.

Commenting on the driving experience, Iveco Test Driver, Paul Walker said, “There was very litt le diff erence between driving a normal 16.5m articulated truck and this 18m concept vehicle. Th e tractor unit itself is identical and the trailer’s wheelbase has only been stretched by a very small amount. Th e increased swing from the trailer was only noticeable when manoeuvring in tight spaces, and even then, I got used to it very quickly. I would be very comfortable driving this vehicle.”

Iveco and its fellow

members of the Focus Group will do well to get a decision on this prior to the lead-up to the British General Election planned for early next year. With regard to the viability of this 18m concept for Ireland, a potentially huge opportunity exists if the Minister for Transport introduces a 4.0m maximum height for trucks and trailers which would spell the end for double-deck trailers. Project Diciott o (which means ‘18’ in Italian) could happen in Ireland sooner than we expect!

Project Diciotto – an advance on Iveco’s Transport Concept

As demonstrated by Iveco at Millbrook, 18m overall length vehicles can operate eff ectively within existing European Union manoeuvrability requirements without the need for steering axles on the trailer and do not create an adverse road safety hazard. Th is means they can operate safely within the existing road network, which ensures motorways, parking areas, town centres, bridges or tunnels do not have to be modifi ed.

18m Articulated Vehicle - Key Benefi tsReduced HGV movements on roads• Reduction in carbon footprint• Less congestion and increased safety• Accommodates 37 Europallets instead of • 33 (or 8 extra roll cages)Better compatibility with rail and sea • transportWider use of 45ft containers plus option • of 48ft boxesShorter than maximum permitt ed length • of drawbar vehicles (18.75m)Target market • Supermarket Deliveries• High volume goods• Pallet networks• 15m trailer length instead of 13.6m (AV)•

18 FLEETTRANSPORT | NOV 2009 Text: Jarlath Sweeney – editor@fl eet.ie

FLEETING SHOTS

A familiar sight at GAA matches this year has been this Mercedes-Benz Sprinter van supplied to broadcaster,

Liam Horan, for use in his nationwide search to fi nd Championship Man, the character made famous through the Des Cahill Drivetime sports radio programme.

Th e van was prominent at grounds such as Pearse Stadium, McHale Park, St. Tiernach’s Park Clones, Semple Stadium, O’Connor Park, Markievicz Park, Austin Stack Park and at Croke Park throughout the course of the season as Liam conducted his search to fi nd that elusive Championship Man.

Pictured is Mercedes-B e n z ’ s o w n championship man, Gerry McDonnell (Left ) with Ballinrobe (Count y Mayo) native Liam Horan whose Adventures of Championship Man CD was launched to coincide with the programme.

Professional graduates received their Diploma in Logistics & Supply Chain Management (SCM) from Th e Chartered Institute of Logistics & Transport (CILT) at UCD

Smurfi t Business School. Th e CILT Diploma programme has been running successfully for nine years.

CILT President, Paul Mallee urged the graduates to continue their lifelong professional development with their membership of the Chartered Institute of Logistics and Transport; through the Institute they can build their network to further their professional career development.

Th e course covered eight areas pertinent to Logistics & Supply Chain Management, and was successfully delivered through tutorial classes in four course centres in Ireland (Limerick, Cork, Dublin and Clonmel).

The course is run on a pa r t-t i me basis enabling the p a r t i c i p a n t s t o continue full time employment.

The NRA – National Roads Authority has signed a Public Private Partnership (PPP)

contract to design, build, fi nance, maintain and operate the fi rst three motorway service areas in Ireland with the Superstop Consortium. Th e consortium consists of Applegreen (Retail Operator), TOP Oil (Fuel Operator) and Pierse Contracting (Design & Construction).

500 jobs will be created during construction phase which began last month and that around 250 full and part jobs will be established when the new

service areas open. Construction is expected to take just over a year with all three service areas

anticipated to open before the end of next year.Th e three service areas will operate 24 hours a day. Two will be located on the M1 – at Castlebellingham, County Louth and at Lusk, County Dublin – and one on the M4 at Enfi eld, County Kildare. Each of the service areas will provide facilities on either side of the motorway and at each location there will be a restaurant, convenience shop, toilet and show facilities, fuel, and dedicated parking for HGVs. Additionally, there will be child play areas, picnic areas and tourism information.

Woody A llen, Ingmar Bergman and …….. Volvo. For the fi rst time ever, the

Volvo Group used theatre to spread the word about intelligent transport systems. Th e Volvo human drama shows were staged during the Intelligent Transport Systems (ITS) congress in Stockholm.

Picture the scene - Every day, a married couple drive their car on the commute to work in town. Suddenly one morning, they are faced with an unwelcome problem: the tunnel they usually take is fl ooded and has been closed to traffi c. Th e atmosphere in the car soon becomes irritable – what can they do now?

Th is scenario is one of the short stage shows put on at the ITS congress with the aim of demonstrating - in an engaging and easy to understand way -

the positive eff ects of ITS in the areas of road safety, transport security, effi cient transport and environmental care. Th e stage shows also provide insight into how ITS might infl uence people’s lives in the future.

Th e solution for the commuting couple in the car comes in the form of intelligent transport systems that co-ordinate vehicle with infrastructure. “Th e challenge was to fi nd human stories in the midst of all the technology and to highlight interesting roles that carry the story forward,” says stage director Carl Sundemo, who normally makes TV and fi lm commercials.

Gift of the GAA! 53 Professionals Graduate from the Diploma in Logistics & Supply Chain Management

At last - M1 & M4 Motorway Service Areas get go-ahead

Swedish Family drama demos Volvo’s intelligent transport systems

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• Permits • Escorting • Route Planning • Route Surveys

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REVIEW 1

Text: Cathal Doyle - cathal@fl eet.ie Photos: Jason Clarke Photography FLEETTRANSPORT | NOV 2009 19

Supply Chain Conference focuses on the positivesDespite the doom and gloom

associated with the current economic environment, there

are reasons for optimism within the Supply Chain Management (SCM) industry. That was the message emanating from the Logistics Ireland Programme for 2009 organised by NITL, the National Institute for Transport & Logistics. Th e ability to respond to changing demand, the application of Lean Practices, and taking a positive and proactive approach to achieve business success were among the key points to come from addresses by the various keynote speakers.

Hosted by RTE’s Industry and Employment Correspondent Ingrid Miley, the theme of this year’s Conference was, appropriately, Supply Chain Management and Logistics in a Volatile Global Environment. In his opening address, Edward Sweeney, Director of Learning, NITL noted that in the past number of years, SCM had become increasingly recognised as a source of business advantage, but that the current business environment presented fresh challenges not previously encountered.

Observing some of the logistical casualties as a result of the economic downturn, opening speaker Professor David B. Grant, Director of University of Hull Logistics Institute said that container shipping costs have virtually collapsed as global trade has decreased 20%. Looking at the ‘megatrends’ impacting a fi rm’s logistics and supply chain strategy, while the economic downturn was the single biggest factor across all business, other factors were also having a greater or lesser impact depending on the size of the fi rm. For smaller fi rms the cost of logistics services was a big consideration whereas for medium sized companies increasing customer requirements were identifi ed as their biggest concern. Meanwhile large sized fi rms felt that changes in the company’s organisational structure was a major factor in their supply chain strategy.

Despite this, Professor Grant noted that the majority of fi rms were not considering reduced service levels in customer orders or in transportation as a way of improving operating effi ciency. "Th e ability to respond to changing and decreased demand was key to a successful strategy for survival," he said, noting that small and medium sized

businesses had the advantage of being more adaptable than bigger companies, able to be responsive to customer’s needs, make quicker decisions and work more closely with suppliers to change orders and shipments to prevent inventory build-up.

Another keynote speaker, Emeritus Professor Martin Christopher of Cranfi eld University focused on the issue of managing complexity. Identifying that the biggest opportunity for cost reduction lies in reducing the complexity of today’s supply chains, he noted that outsourcing demands, shortening life cycles and organisational growth were all factors in making supply chains ever more complex. Understanding the total cost of ownership was critical, and by reducing organisational, product and customer complexity, companies could signifi cantly reduce costs he argued.

One of the world’s leading experts in change management projects is Liam Cassidy, M.D., of Cassidy Lean Transformations and author of ’10 Drivers of Rapid Improvement – Without Compromise’ – operating principles which have become widely adopted by companies all over the world. Liam outlined the steps that he undertook to save an Oral B plant earmarked for closure in Iowa. By implementing a new competitive culture, streamlining aspects of the business, and providing an open and honest work environment, the plant became one of the best performing in the Gillett e Group‘s network.

Other presenters included Declan Kearney, founder and Chief Executive of SupplierForce who highlighted the critical role of supply management within SCM, and the importance of dynamic risk management. Pearce Flannery, founder and Chief Executive of Pargmatica, a management, marketing and human resource consultancy group provided a motivational talk exploring how we need to readjust our mindsets in order to aff ect the national approach to doing business in an international environment.

Pictured at the National Institute for Transport and Logistics (NITL) annual conference in the Crowne Plaza Hotel was Professor of Marketing and Logistics at Cranfi eld School of Management, Prof. Martin Christopher and Director of the University of Hull Logistics Institute, Prof. David Grant.

Director of the University of Hull Logistics Institute, Prof. David Grant.

Lord Mayor of Dublin Emer Costello.

Industry and Employment Correspondent for RTE, Ingrid Miley, Lord Mayor of Dublin Emer Costello and Director of Learning, NITL, Edward Sweeney.

JS. Th e global economic climate has had a serious eff ect on the commercial vehicle side of the automotive industry in general. How have your ACEA members coped with this downturn?

IH. Well, fi rst of all let me go through some of the fi gures. We see the downturn really aff ecting these commercial bases, especially the heavy duty trucks much more than passenger cars. With the passenger cars we expected the downturn in the range of 25% in 2009. For the trucks its much more serious. Th e order intakes are down 70, 80, 90% and sales fi gures are down 50%. It’s extremely serious.

Th e impact on the truck business is much more than we had expected. How do we cope with it? Well, it’s not easy. We are trying to fi nd all transient ways and means of keeping people at work. Manufacturers are adapting by laying-off temporary workers, reducing shift s and cutt ing back working hours and other steps. But if the crisis is to continue, I would say we are going to see very stringent measures being taken – cutt ing employment and production seriously.

JS. Will you see further amalgamations or take-overs within the truck manufacturers? We have the top 6 – Volvo, Scania, Iveco, MAN, DAF and Renault in Europe, as you know?

IH. I think the top 6 cannot stay top and it’s very diffi cult to talk further about amalgamations or mergers and it’s also diffi cult to talk about restructuring because when you talk to the CEO’s, you’ll not get the impression that there is an over capacity in the truck sector. We have in the truck business had 7-8 very good years, so that was fi ne. It is very possible that there will be further mergers. Th ere were, if you want, certain invitations. You know yourself, the Scania situation, and we had others. We see at this moment, there will be defi nitely a closer, gett ing

together, mergers, call it as you want, of the Volkswagen Group, MAN and Scania. We see already that Scania is basically controlled by the Volkswagen Group more and more and there you will have a re-grouping so to speak.

JS. You have lobbied the European Commission to defer the introduction of your Euro 6 for 2 years due to the economic climate, how did your submission progress?

IH. There was an agreement among the board members of what we call the COBD (Commercial Heads of the Board of Directors). We went to discuss it with the Commission

and we’ve made a case out of it that there is basically no need to introduce the Euro 6 now and it can wait for 1 or 2 years. Th e investment is in the range of €1.5 billion per company, which is extremely serious, and we don’t have the money today and it is the reason for asking for the postponement.

We didn’t get far with this objective and it was rejected. We didn’t get any support from Britain or Commissioner DeMar. We didn’t expect any support from Commissioner DeMar, but also we didn’t get much support from major countries. Th ere were some Governments that were very sympathetic to it, but some basically said “No”. I would almost say its ‘business as usual’. Th ey claim a crisis should not be used to postpone introduction of environmentally friendly vehicles – which I think is the wrong way of looking at it, because this industry, as far as environment is concerned is doing enormously, investing all over the place.

So the postponement, would help us because when you look at the automotive industry, you can have passenger car scrapping schemes. Th ere are ways and means to do it. But for trucks it is extremely diffi cult. Th ere are no ways to have scrapping schemes for trucks. So one of the ways you can help the industry, apart from investing in infra-structure and trying to bring the overall economy back, is to let the monies go through the banks. Th e Commission can help with the legislative framework and the legislative framework costs lots of money. We have to invest in safety, we have to invest in environmental issues, so this was one of the possibilities of how to help the industry. To be honest with you – so far we are nowhere.

JS. As a result of the fi nancial economic climate, the carbon footprint is much reduced because there are less operators and trucks working out

there, so it begs the question why they can’t see this?

IH. I agree. Th e point is that when you look at it the transport business is down 25-30-35%. I don’t believe it is 50% as some say, but if even down 25% it is 25% minus in fuel emission, minus 25% in all pollutants and it would be only normal to say ‘OK, we will compensate in one way or another’. We are going to reach the bott om at the end of this year, beginning of next year but yes, it’s going to come up but its going to come back very slowly, so there are lots of arguments. Th e Swedish President didn’t want to hear about it. From the Swedish Government there was a total ‘No’.

JS. On the issue of alternative fuel technology. We have so many diff erent types of bio-fuels, hybrid (diesel-electric) and all electric. What are your thoughts on these types of alternative energy sources coming into the mainstream and making it commercially viable for the actual operator? Is the EU any way helpful in encouraging their Member States to fi nancially assist the actual purchase through tax rebates, through toll reductions etc?

IH. On the one hand the EU can obviously boost the industry via tax reductions. I think a much bett er way is to encourage or give money for Research & Development. We have got loans from the European Investment Bank, reasonable loans. Th e industry together has got up to €9 million to invest in new technology, so that is an encouragement. Th ere is encouragement also on the side of the taxation. Th ere are incentives but I think they can do much more. I will give you an example – yes, we have got money from the European Investment Bank but there is also money lying in the Commission for R & D. It takes 2 – 4 years to get through a project – I mean, it is ridiculous!

If you want to do something it should free the money that is there and make it available and put exactly into those fuels and type of technology. I mean what you see today it is incredible. All the manufacturers are going towards hybrid cars, electric cars. In 10-15-20 years we will see most of the modern fl eet will be composed of those new kinds of fuels or new technology cars, but the EU can do more. Investing in R & D and creating the correct legislative framework, not pushing the industry against the wall is the way forward.

JS. With the advent of the timetable that the EU has issued with regard to reducing CO2 in cars, the next phase is to introduce light commercials under this legislation. Do you think this will pose a problem for LCV manufacturers to reach this lower CO2 target?

IH. Th e Commission has on the table a proposal that would require an average of 175g/per km in 2013 which is totally out of reach. It makes no sense whatsoever. Th en you look at the car, the passenger car. We knew the legislation in 2008 and we have to meet the target in 2015. Th ere is

INTERVIEW


One to One with Ivan Hodac, Secretary General,

ACEA - Association

of European

Vehicle Manufacturerswith Jarlath Sweeney -editor@fl eet.ie

INTERVIEW


a phase-in between 2012 and 2015, which means that we have 7 years, 6 or 7 depending on how you look at it. Now, if we look at the light commercial vehicles that have a longer lead time than the passenger car then we’ll know the legislation when that comes on the table at the end of 2010 or early 2011. Plus 6 is 2017 – so 2013 is totally out of reach. So that has to be changed and the second thing, are the penalties that are in the legislation. Th ey are bigger than the penalties that are in the legislation for passenger cars. It makes no sense whatsoever. Th e correlations are acknowledged now for cars to be 7 grams, yet light commercial vehicles are 3. Th ere are things in this proposal that make no sense whatsoever. Th irdly, the investment estimated by the Commission itself – not by us, in the range of €1,600 to €6,000 per vehicle when you look at the bigger models, and we don’t have that money. So again they could postpone it.

We are in an extraordinary situation and there is no reason why the Commission could not say ‘OK, we will wait for 1 or 2 years until the industry will get back and has the money to invest etc. etc.’, and we would accept the legislation. We have nothing against the legislation, it’s fi ne with us, there can be one, but let’s make sure the legislation is reasonable and not going to kill the industry, because industry will suff er and the users will suff er and the fl eet operators on whom the customer has to be part. So at the end of the day it will have a totally opposite result because the vehicles will become much

more expensive. Th e operators and the owners will basically keep the old vehicles and will not renew their fl eet.

JS And when individual countries introduce the carbon tax – that’s going to be another fi nancial burden on these operators?

IH. Th ey will have to reverse the carbon tax. Th ere is not only carbon tax, there are all kinds of taxes and incentives, you name it. Th e problem is that they are not harmonized. If you introduce a carbon tax in a reasonable way and it comes back to the industry, it comes back to the sector – that’s fi ne – one could live with it, one could accept it, but it’s disharmonised – in diff erent Member States. Plans in France are diff erent from the ones in Holland and at the end of the day you don’t know where you are! Either we have European Union or we don’t have European Union. And going back to the crisis and the way the EU is dealing with it – the one thing we want absolutely is that we will keep a level playing fi eld in the European Union. We cannot have Member States arguing incentives and arguing loans and fi nancial help to companies and then are strict which means you are losing production in this country. No – the last thing we want is to get out of this crisis and then destroy the internal market.

JS. I know safety technology is very dear to your heart. Various specifi cations introduced by manufacturers like the Lane Detection System,

Active Brake Assist and also the various driver enhancement systems like the remote controls on the steering wheel – everything to improve the comfort of the driver. Is the EU in a position to further promote safety?

IH. Well, we believe very fi rmly that one can make the road safer if one concentrates on 3 things – the driver, the infrastructure and the vehicle. With the driver it is very diffi cult for the EU to legislate over the driver’s behaviour. Yes, there are now special licences, there is a piece of legislation. Th e infrastructure – the EU cannot oblige Ireland, the UK and other countries to invest in infrastructure – yet the countries have to do that. And the third one is the vehicle technology and I think we have to be very careful that we keep a balance between what the companies do themselves, because most of the technology that you are talking about are introduced without any legislative obligation. Th is market is so competitive that you simply have to do it.

Read interview in full on www.fl eet.ie

FLEET TRANSPORT AWARDS 2010


AWARDS

Fleet Transport Awards 2010

Fleet Transport Irish Haulier of the Year Award 2010 - Winner: Reynolds Logistics, L-R Jarlath Sweeney, Ivan Hodac, Secretary General ACEA; Joe Reynolds, Reynolds Logistics and Stephen Rogers, Schmitz Cargobull

Fleet Transport Irish Truck of the Year 2010 - Winner: Volvo FM11Colm Ryan, Castrol; Göran Nyberg, Volvo Trucks and Jarlath Sweeney, Fleet Transport

▶ Demand for commercial vehicles in a free fall – order intake for heavy duty vehicles down by 83%▶ Overall commercial vehicle registrations down 37%

“We may have reached the bottom of the downturn,” he said, “but manufacturers do not expect demand to pick-up until end 2010.”

▶ Demand for freight transport has decreased by up to 30%▶ Costs are set to rise: vehicle prices up for Euro 6 : operating costs to increase – Tolls – EuroVignett e

“European manufacturers are world leaders in producing high quality environmentally fr iendly and safe vehicles. Fuel effi ciency alone has improved by 30% since the 1970s,” he added.

▶ Latest Euro 5 models produce around a tenth of the emission of a 1980s equivalent▶ Truck NOx emissions are down 86% compared to 1990s with Particulate Emission (PM) cut by 95%

“In Europe, the result has been an overall 35% reduction in particular matt er for trucks, despite

a 30% increase in ‘work-done’ or fr eight transport measured in tonne/kilometres.”

▶ Public att ention mostly focuses on passenger cars▶ Commercial vehicles are still perceived as polluting, noisy and dangerous by many

“Policy makers focus on shift ing transport fr om road to rail or ship for emission reductions, instead of understanding the lasting central role of road transport and recognising the achievements and potential for further improvements or emissions and safety.”

▶ Credit crunch severely limits access to fi nance for manufacturers, suppliers and transport operators▶ Loans by the European Investment Board are a welcome initiative▶ Suppliers continue to be at high risk

“A European supplier support scheme would help them fi nance daily operations.”

▶ Fleet renewal schemes have helped to bridge the downturn on the passenger car market

“Designing effi cient schemes for commercial

vehicles is much more diffi cult though as scrapping incentives do not work and transport operators cannot buy vehicles in times of low transport demand – even with incentives. However, public procurement measures and tax incentives can help.”

▶ Industry remains viable in the long term

“It is a world leader in environmental and safety technologies, highly effi cient diesel engine will be further improved and the development of new technologies will continue,” he concluded.

"Commercial Vehicle Industry remains viable in the long term," Ivan Hodac-Secretary General, ACEA

Reynolds Logistics wins Irish Haulier of • the Year for the second timeVolvo FM11 elected Irish Truck of the • Year 2010Green Awards for Smith Electric & Iveco•

Dublin based petro-chemical distribution company Reynolds Logistics was named Irish Haulier of the Year 2010 at the third annual Fleet Transport Awards Gala Dinner held at the Marriott Johnstown House Hotel, Enfi eld, County Meath on Monday evening 5 October 2009.

Th e Volvo FM11 won the Irish Truck of the Year 2010 title, while the Smith Electric Newton scooped the Green Commercial of the Year in the Electric Category with the Iveco Daily CNG

taking the Green Commercial Natural Gas classifi cation prize. It is the second occasion that Reynolds Logistics won this highly sought aft er accolade.

Joe Reynolds, Chairman, Reynolds Logistics, expressed his delight on winning the main award for the second time, especially coming through from winning the Safety category. "Safety is so important to our business - in fact it is key to everything we do. Every one of our 260 employees contributed to this success. Th is business is about people not hardware - so winning this award is great for them."

430 representatives from the road transport industry att ended the Gala Dinner hosted by RTE TV and Radio personality Marty Whelan.

Guest of Honour was Mr. Ivan Hodac, Secretary General, European Automobile Manufacturers’ Association.

Fleet Transport Awards

Established to recognise excellence in operation or services to the road transport industry, in all 13 awards were presented on the night ranging from National Haulier of the Year to Technician of the Year.

Reynolds Logistics will now go forward to once again represent Ireland in the 2011 European Transport Operator of the Year Award. Last May, Reynolds fi nished runner-up in the inaugural competition held in Amsterdam.


AWARDS

Fleet Transport Irish Haulier of the Year 2010 Categories & Prize WinnersOverall Winner: Fleet Transport Irish Haulier of the Year 2010(Sponsored by Schmitz Cargobull)

National Haulier of the Year 2010(Sponsored by Volvo Trucks)

National Haulier of the Year 2010(Sponsored by Volvo Trucks)

International Haulier of the Year 2010(Sponsored by DKV Euro Service)

Owner-Driver Haulier of the Year(Sponsored by MAN Trucks & Bus)

Regional Transport Operator of the Year(Sponsored by AIB)

Own Account Transport Operator of the Year(Sponsored by Mercedes-Benz)

Regional Transport Operator of the Year(Sponsored by AIB)

Winner: Reynolds Logistics (Dublin) Jarlath Sweeney, Ivan Hodac, Joe Reynolds & Stephen Rogers, Schmitz

Winner: Johnston Logistics (Dublin)Niall Hickey, Johnston Logistics and Göran Nyberg, Volvo Trucks

Runner-up: Prompto Despatch (Cork)James Delea, Prompto Despatch and Göran Nyberg, Volvo Trucks

Winner: O’Leary International (Wexford) Eckhard Köhn, DKV and Willie O'Leary, O'Leary International

Winner: Noel Flanagan Ltd (Monaghan)Noel Flanagan, Deirdre Flanagan; Noel Flanagan Ltd and Michael Hynes, MAN Importers Ireland

Runner-up: Sligo Haulage & Distribution (Sligo)Stephen Mullen, Sligo Haulage & Distribution & Robin Bradley, AIB

Winner: Keelings Transport (Dublin)Fergus Conheady, Mercedes-Benz Commercials and Emmett McDonald, Keelings Transport

Winner: Rochview Trading Ltd (Kildare)Lesley Price, Gerry Price, Rochview Trading Ltd & Robin Bradley, AIB

Photos: Cathal Doyle - cathal@fl eet.ie FLEETTRANSPORT | NOV 2009 25

AWARDS

Livery of the Year(Sponsored by eaglEdge Ltd)

Technician of the Year(Sponsored by IRTE)

Transport Manager of the Year(Sponsored by Iveco)

Safety Award(Sponsored by Arachas)

Livery of the Year(Sponsored by eaglEdge Ltd)

Services to the Transport Industry(Sponsored by Mike Murphy Group)

Pallet Network Member of the Year(Sponsored by Marriott Johnstown House Hotel)

Environment Award(Sponsored by Michelin)

Further information and photographs available fr om orla@fl eet.ie or by telephone 094 9372827

Winner: M J McGuinness Logistics (Kilkenny)Prof. Gerry Lyons, eaglEdge and M J McGuinness

Runner-up: PalletXpress LtdTom Carr, PalletXpress and Prof. Gerry Lyons, eaglEdge

Winner: Reynolds Logistics (Dublin)Andrew Reynolds, Reynolds Logistics and Pat Wright, Arachas

Winner: Gallery Transport (Wexford)Patrick Behan and Tom Dennigan, Michelin

Winner: Alan Reville – Tesco Ireland (Dublin)Alan Reville, Tesco Ireland and Nigel Emms, Iveco Ltd

Winner: Transland GroupKieran Conlon, Transland Group & David Hennessy, Marriott Johnstown House Hotel

Winner: Paul O’Flynn – Murphy Commercials (Galway)Paul O’Flynn and Gerry Fleming, IRTE Council

Winner: Th e National Transport Museum (Howth)Sean Murtagh, Fleet Transport; Mike Murphy, Mike Murphy Group and John Kelleher, National Transport Museum

AWARDS


Volvo, Smith Electric and Iveco emerged victorious in the 7th annual Fleet Transport Irish Truck of the Year Awards presented at a Gala Dinner held at the Marriott Johnstown House Hotel, Enfi eld,

County Meath on 5 October. Th e new Volvo FM11 won the Irish Truck of the Year 2010 while the Smith Electric Newton and Iveco Daily CNG were honoured with the Electric and Natural Gas category prizes in the inaugural Green Commercial of the Year Awards.

"It's great to get good news in these diffi cult times," said Göran Nyberg, Managing Director, Volvo Trucks UK & Ireland on receiving the award. "Th e positive thing for us is that Volvo met the downturn with a refreshed range of quality products. Th e Volvo FM with the 11 litre engine is an added value product that is tailor made for the fl eet sector. Due to its lightweight and adaptability we have put together a specifi cation for the petro-chemical industry and also for supermarket delivery. Above all, the FM11s fuel economy is excellent."

In all, 14 vehicles were in contention for the three main prizes. Two other new classes were added to the honours list – the Truck Innovation of the Year and Trailer Innovation of the Year with the Mercedes-Benz Active

Brake Assist and the Dennison/Kelly Sliding Bogie Hook Leader Trailer scooping the titles here.

Dennison/Kelly will now go forward to represent Ireland in the 2011 Trailer Innovation Award to be held in conjunction with the European Road Transport Show at Hanover, Germany.

Fleet Transport Irish Truck of the Year

Fleet Transport Green Commercial of the Year - Natural Gas Category - Winner: Iveco Daily CNG. Nigel Emms, Iveco Ltd and Laura Johnson, Castrol

Truck Innovation of the Year - Winner: Mercedes-Benz Active Brake AssistFergus Conheady, Mercedes-Benz Commercial Vehicles and Laura Johnson, Castrol

Trailer Innovation of the Year - Winner: Dennison/Kelly Sliding Bogie Arctic Hook Loader Trailer. Meryl Kelly, Jimmy Kelly Body Builders; David Dennison, Dennison Trailers and Laura Johnson, Castrol

Fleet Transport Irish Truck of the Year 2010 - Winner: Volvo FM11Colm Ryan, Castrol; Göran Nyberg, Volvo Trucks and Jarlath Sweeney, Fleet Transport

Fleet Transport Green Commercial of the Year - Electric CategoryWinner: Smith Newton. David Mullen, Electric Vehicles Ireland and Laura Johnson, Castrol


AWARDS

r 2010 – in association with Castrol

“Volvo’s FM series of vehicles have been the backbone of many transport companies.

Regardless of the current economic climate, Volvo has maintained a policy of trying to improve and enhance its range. Well-proven engines including the recent addition of the 11 litre unit, matched to the now well-proven I-Shift transmission, provides an eff ortless drive. Road stability particularly on national work is excellent – and durability remains one of the reasons they are the backbone of many fl eets. Exceptional cab comforts and att ention to detail for the working driver should be commended. In addition vehicles are fi nished with a build quality second to none. Th e improvements introduced in the latest FM benefi t not just owners and drivers, but all road users with thoughtful and practical applications of technology to further advance the issue of road safety.”

“As the winner, Volvo showed, yet again, innovation in safety equipment, strong build quality and good driveability through its I-Shift automated transmission. It provides a spacious

and ergonomic work environment. Volvo has shown an ability to look at areas that work well and fi nd a way to further improve them. As a case in point, take the new detail on the headlamps to assist bulb changes. Th e features like Lane Change Assist, multiple seat position adjustment, rain sensing wipers, automatic gearbox, strong

engine brake which can be used automatically on brake applications and a clever lowlight in the cab for night driving – on their own any of these features are clever but collectively they assist the driver and this ultimately leads to less fatigue and ultimately road safety.”

Irish Truck of the Year 2010 Awards - Adjudicators Comments

“Iveco’s Daily is a well-proven unit and the Daily CNG drives just like any other

Daily – in particular, this version, which uses liquid bio-methane fuel source performs very well. Figures for emissions and noise levels are fi rst class; in its standard off the shelf format, it exceeds the criteria for Euro 6. Th e CNG works in an uncomplicated fashion without the need to switch between fuels and is a pleasant vehicle to drive. Issues relating to availability of refuelling points and the quality of the fuel should not detract from individual vehicles as they apply to all marques – and reveals more about Government policy and the economics of going green, than about vehicle development.”

“The Smith Newton was a revelation. While electric vehicles are still in their infancy,

the Newton showed that they can work in real life. Th e vehicle presented for test does a days work every day the same as any other vehicle in the Grange Builders Fleet. With regard to the other entrants, the Newton had the feel of a ready to use truck, not a prototype still under development. To put it simply the Smith Newton is a far superior drive.”

“Th e Smith Electric Newton on the Avia D-line chassis drives like its diesel equivalent. I think for the concept to gain momentum the perception of those who use the vehicles is key to its acceptance. By using an existing vehicle you are gaining from years of research and development in brakes,

suspension, cab function which gives a driver that familiar feedback. Th e vehicle does not look any diff erent, might detract from the through green image as a sales prop, but in the longer run its smooth power delivery, quiet motor and accurate matching to the chassis make this a step in the right direction for electric powered vehicles.”

Volvo FM11 – Irish Truck of the Year 2010

Smith Electric Newton: Green Commercial of the Year – Electric Category

Iveco Daily CNG: Green Commercial of the Year – Natural Gas Category


More so than ever, the automobile industry is one of the areas focussed on by the world media throughout the

global economic crisis. Takeovers, job losses and cancelled exhibitions constantly hit the headlines while issues such as traffi c safety rarely hit the news pages. To re-address the balance, Daimler’s Truck and Bus divisions came together with its vans counterpart at Mercedes-Benz to present a Traffi c Safety Symposium under the Group's ‘Shaping Future Transportation’ programme. Subtitled ‘SafeDrive Technologies’, the event outlined Daimler’s progress in developing award-winning safety innovations. To open the Conference Mr. Andreas Renschler, Head of Daimler Trucks & Buses began with a stark statement – ‘two people die every minute worldwide in traffi c accidents’ – “that’s why I consider this Symposium very important,” he said.

Daimler’s history in safety technology dates back to 50 years ago when it constructed crash tests using shop-window mannequins as crash test dummies were not invented by then. “A large proportion of the safety technologies that are standard today – from the safety engineered car body to ESP – originated at our company,” stated Andreas. Everything researched and developed for its car division also applies to Daimler’s commercial vehicles and Mr. Renschler pinpointed a number of key safety initiatives over the years:-

Introduced non-wearing brakes in buses • more than 40 years ago.Daimler Trucks & Buses have been equipped • with ABS for almost 30 years.For more than 10 years, Electronic Brake • Systems for Trucks & Buses have been shortening brake distances by 10 metres (average).

Daimler’s US subsidiary Freightliner off ers Predictive Cruise Control, while its Fuso truck division in Japan introduced ‘Att ention Assist’. “In terms of the overall performance, all of these technologies taken together are helping to make trucks just as safe as passenger cars today,” explained Andreas.

He emphasized that the Mercedes-Benz Sprinter has safety levels on a par with premium passenger cars as it comes equipped with ABS, ASR and adaptive ESP as standard. “Driver airbags, too.” “Two of the most important innovations of recent years for trucks and buses were our Lane Assistant and Active Brake Assist which address two main causes of accidents – driving too close to the vehicle ahead and straying out of one’s lane. And today it’s absolutely clear that these technologies work,” he added. “We’re proud of the fact that the progress we’ve made in this area is also being recognised by political decision-makers. Th e EU Commission honoured Daimler by presenting it with its eSafety Award for 2009.”

What comes next? “At Daimler, the issue of safety will continue to have the same high priority in the future as effi ciency, reliability and service. Safety technology not only saves times and money, even more importantly, it saves lives. Th e good news is that our commercial vehicle customers are investing more and more in safety technology. To date, we have sold more than 25,500 trucks and buses with the Lane Assist and more than 1.1 million vans with ESP.”

32% of New Actros trucks and 66% of New Travego buses purchased have been specifi ed with Active Brake Assist. Only about 5% of all new commercial vehicles bought in Europe come with active safety systems so there is a lot of work to be done by the other manufacturers and our legislators in promoting and supporting the increased use of safety equipment in commercial vehicles. Apparently, there is a lack of information

SAFETY

Safety shares same high priority as effi ci e

i ency, reliability and service at Daimler

Text & Photos: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | NOV 2009 29

SAFETY

out there in relation to the advantages of these systems and those in the know, seem to withhold because the costs are too high or lack of choice from manufacturers.

Andreas highlighted that only half of all drivers of trucks over 7.5 tonnes wear seatbelts – one of the cheapest safety features. Interestingly, Daimler encourage transport operators to invest in safety technologies by off ering discounts up to 30% in certain countries. “Further discounts of up to 10% can be gained from some insurance companies,” he emphasised. “Toll reductions for freight forwarders who invest in additional safety technology,” was just one of his suggestions made that would benefi t all. “What we don’t need is further legal regulations at the European level – because in that case the slowest EU members will be defi ning the pace of change. We’ve got the technology, now we need to make sure that everyone pulls together, we will continue to pursue the vision of accident-free driving.”

Mercedes-Benz Sprinter Safety Van

Revealed for the fi rst time to the press att ending Daimler’s Traffi c Safety Symposium at Stütt gart was the all new Mercedes-Benz Sprinter Safety Van. Sett ing standards in its category the special Sprinter features a number of additional Active and Passive Safety features.

Active Safety Features: Acceleration Skid Control (ASR), Adaptive Brake Light, Adaptive ESP (electronic stability programme), Anti-Lock Braking System (ABS), Bi-xenon headlamps with static cornering light function, Brake Assist (BAS), Electronic Brake Force Distribution (EBV), Hill-Holder (AAS), Rain sensor with Headlamp Assist, Rear camera as a reversing aid, Tyre Pressure Control (not with twin tyres).

Passive Safety Features: Passenger’s front airbag (single and double seats), Crash-resistant occupant cell, Exterior mirror with additional integrated wide-angle mirrors, Practical load-securing system, Th orax bags for driver and co-driver, Window bags for driver and co-driver, 2-way head restraints and seat belts for all occupants, 4-way head restraints and front airbag for the driver.

M d B S i S f V

Daimler delivers 10,000th Actros with Active Brake Assist to Czech company Log-In

At the Daimler Traffi c Safety Symposium held in Stütt gart, the 10,000th Mercedes-Benz truck equipped with the Active Brake Assist was handed over to Czech transport company Log-In. Pictured is Hubert Troska, Head of Mercedes-Benz’ Trucks Division (right) and Robert Gammisch, Managing Director, Log-In alongside the New Actros 1841 LS.

Daimler's award winning Active Brake Assist emergency braking function was fi rst launched in 2006. Th e system is now available for touring coaches within the Daimler Group i.e., Mercedes-Benz and Setra brands as well as Mercedes-Benz trucks. Th is active safety system is capable of saving human lives. When the immediate danger of a rear-end collision arises e.g., when a vehicle ahead is moving very slowly or comes to a sudden stop, Active Brake Assist initiates emergency braking automatically, even if the driver fails to react in time. Fleet Transport acknowledged this life saving technology in awarding Active Brake Assist, ‘Truck Innovation of the Year 2010,’ in its Fleet Transport Awards programme.

l d l 10 000 h A h A B k

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | NOV 2009 31

REVIEW 11

Gold Trophy – NGK Spark PlugsLPG Laserline Spark Plugs

Silver Trophy – BOSCHMulti-Clip/Flat Wiper Blade Universal Adapter

Gold Trophy – TEXA S.p.A.OBD LOG – on-board diagnostic device

Silver Trophy – ACTIA AUTOMOTIVEMulti-Diag Pocket

The 2009 edition of Equip Auto held at the Parc des Expositions, Paris Nord-Villepinte from 13 – 18 October

provided the best antidote to the economic crisis that continues to exist in the automotive industry. 1600 companies registered with more than 200 new products introduced into the marketplace.

A highlight of the show was the International Automobile Innovation Awards ceremony, where prize-winners were selected by an International Jury of more than 80 journalists from 30 countries.

Open to all exhibitions from every segment represented at the show, from deign to

maintenance, the honours were presented to the most innovative products and services. Th e Jury short listed 22 from the 60 entrants with 2009 Grand Prix Awards announced on the opening day of the show.

Gold Trophy (Joint Winner) – VALEOBeamatic Premium Adaptive Driving Beam

JURY’S SPECIAL AWARD

Vehicle’s Equipment Category – BERU AG BORGWARNERBeru High Voltage PTC Heater

Garage Category – LUKDMF Inspection Tool

Services Category – FILLONJet Clean

International Grand Prix for Automotive InnovationOEM Category – Engineering

Gold Trophy (Joint Winner) – DELPHIDirect Acting Diesel Common Rail System

Garage Equipment Category

Services CategoryGold Trophy – CHIMIRECRegeneration of cooling liquids

Spare Parts & Aft ermarket Category

Parc des Expositions Paris-Nord France

PARIS 13-18 October 2009


THE FINGAL VINTAGE SHOW

REVIEW 111

A welcome development in recent years has been the growth, both in numbers and extent, of Rallies and Shows featuring or including commercial vehicles. A most successful event is the Fingal Vintage

Show at Lusk, which took place on Sunday 20th September and postponed from the last Sunday in July owing to bad weather. Th is was the second time in three years that the show had to be deferred owing to inclement conditions, but the wait was well worth while. Th e number and variety of exhibits was astonishing and photographers had a true fi eld day.

Th is year, an important element of the Show centred on the 250th Guinness

anniversary celebrations, and a splendid selection of Guinness vehicles, past and present, were on display. Th rough the enthusiasm of Paddy Donovan, Se Clarke and their dedicated and hard-working team, a huge eff ort was directed in preparing and presenting four Guinness exhibits from the Transport Museum to the event, creating great goodwill and arousing much interest.

A brief description of the four Museum vehicles will not go amiss. Oldest of the four is the 1954 Albion HD57 four-axle platform lorry, registered RLV 154 and carrying fl eet No. 4. Th is lorry featured in Times Past several

A Guinness half-cab Douglas tractor was among the vehicles on display

Acmat in United Nations white

Beautifully turned out Morris van

Guinness Morris Ambulance No. 269 with trailer pump

Guinness Wrigley truck restored Liam Kelly, Tom Manning and the late Mick O'Neill

Impressive American Kenworth tractorPaddy Donovan, Peter Coughlin, Pat Kirwan and John Kelleher

Miniature Steam Lorry based on Sentinel prototype

Text & Photos: Michael Corcoran – enquiries@fl eet.ie FLEETTRANSPORT | NOV 2009 33

REVIEW 111

years ago and readers will recall that aft er service in Liverpool it came to Ireland, ending its days in a scrapyard from where it was rescued in 1977. Restored by Guinness’s in 1979, it has now had a second major renewal which I hope to describe soon in Times Past.

Chronologically, the next Guinness vehicle is the Ford Th ames Trader YYI 219 (No. 271), a tipper bought in 1959 for the Engineer’s Department and which was never used for deliveries or distribution. Th is vehicle has been in the collection since 1980 and was restored in an AnCo (now FAS) programme in 1986. Work included replacing the original engine which had been stolen and was known by a Garda who investigated the theft (and accompanying damage) to have been used in a Fordson Major tractor – but proof would have been diffi cult.

Th e third museum Guinness vehicle is PZA 406, a Morris LD, fl eet No. 269.

Like other large industrial complexes, the St. James’s Gate Brewery has its own emergency service and from 1960 until 1985, the Morris, which was fi nished as an ambulance by Guinness craft smen, was in use. It could also double as an Auxiliary Towing Vehicle (ATV) in case of fi re, when it was coupled to a trailer pump and carried ladders on its roof gantry.

Completing the Guinness quartet was 892 IZC, a Wrigley three-wheeled works truck powered by a Lister engine. Th is came into the collection in 1996 through the eff orts of Paddy Donovan and was given a thorough overhaul by the late Mick O’Neill. Th e Wrigley truck was exhibited as a special tribute to this esteemed member of the museum, who died last January, aged 81.

Th e pictures accompanying this short article will give an idea of the varied exhibits at Lusk.

One of the lighter ERFs at Lusk with Willenhall cab and elegant grille

Privately preserved Guinness Bedford OZG 833

Th e museum Albion and Paddy Donovan's AECTh e Guinness Trader Se Clarke, Brian O'Leary, Alex Kelly and John Joe Collopy

Th is tank was among the military hardware

Th ree traction engines in lineVertical-boilered Aveling & Porter Steam Roller

Weldon's Leyland Beaver tractor is a regular att ender at Rallies


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

Albania ALL 129.00 - 125.00 Latvia LVL 0.697 0.727 0.667

Andorra EUR 0.993 1.044 0.843 Lithuania LTL 3.82 3.96 3.17

Austria EUR 1.072 1.237 0.991 Luxemburg EUR 1.086 1.106 0.896

Belarus EUR 0.684 - 0.546 Macedonia MKD 61.50 63.00 50.00

Belgium EUR 1.370 1.389 1.062 Montenegro EUR 1.080 1.100 1.000

Bosnia-Herzegovina BAM 1.89 1.93 1.84 Netherlands EUR 1.458 1.510 1.109

Bulgaria BGL 1.94 2.11 1.90 Norway NOK 12.13 12.44 11.03

Croatia HRK 7.71 7.77 7.15 Poland PLN 4.20 4.45 3.72

Czech Republic CZK 28.30 30.00 26.20 Portugal EUR 1.276 1.390 1.042

Denmark DKK 10.26 10.60 8.95 Romania RON 3.84 4.29 3.66

Estonia EEK 15.75 16.25 15.20 Russia RUB 24.21 25.16 20.01

Finland EUR 1.320 1.355 1.018 Serbia RSD 101.50 - 98.10

France EUR 1.278 1.311 1.070 Slovakia EUR 1.150 - 1.117

Georgia GEL 1.75 1.85 1.60 Slovenia EUR 1.099 1.117 1.036

Germany EUR 1.309 1.384 1.110 Spain EUR 1.070 1.140 0.930

Greece EUR 1.039 1.264 0.979 Sweden SEK 12.54 12.94 11.99

Hungary HUF 306.00 - 286.00 Switzerland CHF 1.559 1.608 1.633

Ireland EUR 1.169 - 1.069 Ukraine UAH 7.45 8.30 6.10

Italy EUR 1.289 1.420 1.126 UK GBP 1.065 1.133 1.078

Kosovo EUR 0.96 - 0.91 USA USD - - 0.740

FUEL PRICE UPDATE IN ASSOCIATION WITH CASTROLThe price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 44).

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | NOV 2009 35

TYRES

Goodyear Dunlop brand Fulda is one of the leading German tyre producers with products covering the passenger car, sports

utility and off -road as well as trucks, buses and agricultural vehicles. As tyre development technology progresses, manufacturers are in a position to add customer benefi ts such as increased mileage, bett er durability and improved handling. Bott om line – lower running costs. Th at is the case for Fulda’s range of truck, coach and trailer tyres. Its Ecocontrol, Regiocontrol, Ecoforce, Regioforce and Ecotonn ranges now replace the 22.5” versions on off er and have ‘+’ (plus) branding to indicate the new versions of same. Th e new + tyres feature new tread compounds and new construction in some cases. In-house have shown that the new tyres that have both new carcass construction and with new compounds achieve potential improvements comparable to 15% in mileage, 5% in durability and 5% in handling performance compared to their predecessors.

Save with SAVA truck & coach tyres

SAVA, the Central European tyre brand under the Goodyear Dunlop Portfolio has upgraded three of its product off erings for long-haul and regional transport operations be it truck, coach or trailer. Th e Avant A3 Plus steer type and the Orjak O3 Plus drive tyre now have new construction elements and tread compounds.

Th is new technology is also implemented into the Cargo C3 Plus trailer tyre range. Available in sizes 315/80R22.5, 295/80R22.5 and 315/70R22.5, SAVA tyres are renowned for their value for money that in particular specialises in the fl eet sector. Based in Slovenia, SAVA has more than 85 years of expertise in the tyre and rubber industry. Further details on www.sava.tyres.si

A Michelin Diamaris-shod diesel-powered Defender 90 has just won the World’s

Fastest Land Rover Defender shootout.

Th e event, which took place at Bruntingthorpe proving ground in Leicestershire, att racted 27 entries from tuners and private individuals who brought along their Defenders to see which would be fastest over a number of tests. Th ese included straight-line acceleration and timed sprints around short circuits.

The winning vehicle, which achieved a top speed of 107 mph was a TD5-powered

hardtop which had been tuned by Th irsk-based specialist, Twisted Performance, and was fi tt ed with 285/50 R 18 Michelin Diamaris high performance 4x4 tyres. Th ese tyres were originally designed for high performance SUVs such as the Porsche Cayenne but worked perfectly in the demanding conditions of this challenge to give the car the winning edge.

Th e Michelin Diamaris is part of Michelin’s extensive range of 4x4 tyres, which off ers something to suit a wide variety of vehicles and operating conditions.

Fulda adds the Plus factor to its heavy commercial tyre range

The World’s fastest Defender – shod by Michelin




Fulda Ecocontrol +: Long distance steer tyre for trucks and buses. Longer service life thanks to new robust fi ne-rib tread while Flexomatic blading in the centreline ribs enhance wet braking. Available in sizes 315/80R22.5, 295/80R22.5 and 315/70R22.5

Fulda Ecoforce +: Drive axle long distance tyre. Benefi ts from the new compound as per the Ecocontrol + for bett er grip and long service life. Wide tread with semi-closed shoulders also means even wear. Sizes similar to above.

Fulda Regiocontrol +: Steer tyre for regional use. It’s design diff ers somewhat in that it has four-ribs and features high blading density for good braking and control in the wet.

Fulda Regioforce +: Th e drive axle version of the above. It too has a new construction procedure and new compound ingredients. As with the other tyres in the Fulda range, they are regroovable and retreadable.

Fulda Ecotonn +: A new trailer tyre designed for long and local haul. Th e wide 6 rib tread patt ern that has 5 zig-zag grooves extend mileage and off ers good damage resistance. Th e new carcass construction also delivers less heat build-up and bett er durability. Size: 385/65R22.5

Th e new Fulda range in brief:-

Fulda Ecotonn +

SHIPPING




Ireland to Spain via Pembroke

Celtic Link Ferries opens Portsmouth/ Cherbourg route

Seatruck Irish Sea quartet now complete

Rosslare Port Developments New direct service will boost North American trade

Milford Haven Port Authority (MHPA) is engaged in parallel discussions with shippers in Britain and in Ireland that could

lead to the establishment of a Ro-Ro route linking the Welsh Port with Southern European Ports along the Atlantic coast.

On a recent visit to Dublin, Port Manager, Mike Ashworth informed Fleet Maritime that approximately 10,000 trucks per day head through the Pyrenees en route to or from Spain or Portugal and that a signifi cant number of these are laden with British or Irish cargo. Th e Port is investigating how to capture a share of this traffi c for a direct shipping service through the Pembroke Dock. Pembroke is closer to major production centres in England including Birmingham and Manchester than the South-Coast Ports which currently host services to Bilbao and Santander.

Th e twice daily Irish Ferries services could feed Irish trailers onto such a service without the need to exit the Port gates. Trailers could, thus, be run unaccompanied from Rosslare through to partner Ports in Europe, thereby saving substantial costs and minimising carbon footprint.

Catherine Smith at MHPA is driving this project and would welcome comment. Her e-mail is [email protected]

Following the charter of the Ro-Pax ferry Norman Voyager from LD Lines and its

taking over of that Lines’ Rosslare – Cherbourg route Celtic Link Ferries has now opened a daily Cherbourg – Portsmouth route. Celtic Link Ferries have retained the Diplomat and will operate the two routes switching the vessels so that capacity best meets requirements. Th us, the Norman Voyager sails ex-Cherbourg for Portsmouth from Sunday to Th ursday, then to

Rosslare on Friday, while the Diplomat will fi ll the Portsmouth weekend slots and Rosslare during the week.

Celtic Link Ferries Director of France, Pascal Higquera commented; “Celtic Link Ferries have been interested in starting on the Portsmouth to Cherbourg route for several years. We look forward to off ering our valued freight customers with an alternative route to/from France...”

Meanwhile, LD Lines has signifi cantly reduced capacity on the Western English Channel with the re-deployment of the ferry Norman Spirit from its Portsmouth – Le Havre route to the Dover – Boulogne route. Th is change arose from the withdrawal of the Fast Ferry Norman Arrow from Dover over the Winter. Th is vessel was found to have insuffi cient freight capacity and the Line is searching for larger high speed tonnage.

The arrival of the Clipper Pennant onto the Dublin to

Liverpool route, from its Spanish builders completes the Line’s Irish Sea portfolio of four brand new and identical vessels. Th e 2008 delivered vessels sail the Warrenpoint – Heysham route while the Clipper Pace and the new Clipper Pennant sail Dublin – Liverpool. Seatruck Managing Director, Alistair Eagles commented; “it is fantastic to fi nally have all four of our new vessels in service. Our volumes are growing as more Irish Sea traffi c switches to our unaccompanied freight only model. By using our routes, which are closer to the origin and destination of the goods, operators can also save signifi cant road miles when compared to using the more traditional short sea options.”

Seatruck has bucked the Irish Sea market trend with a 15% cargo growth in 2009 while the added capacity and speed of the Clipper Pennant facilitated September fi gures which were up 40% on September 2008.

Meanwhile, Norfolk Line has also introduced larger, faster vessels on its routes linking Heysham with Belfast and Dublin. Sister ships, Maersk Exporter and the Maersk Importer have been moved from the North Sea to operate to Belfast while Maersk Anglia runs the Dublin route. Th e deployment of larger and faster vessels has led to a rationalisation of sailings and improved customer service.

Rosslare Europort has now completed installation of a new linkspan which, at 7.4 metres width is the widest at any Irish Port. Th e Quay at the ramp is 221 metres long and operating draft is 6.5 metres. Th is enables the Port to handle most large ferries operating on European routes.

The fi rst direct shipping service linking Ireland to Canada and USA for over thirty years will commence operations this month. Th e service,

which will run from the Port of Belfast sailing to Montreal and Baltimore will be operated by US based, Transatlantic Liner Services (TALS).

Initially, the service will run once monthly moving to fortnightly as traffi c builds. TALS expect that the service will be used primarily by manufacturers of ‘high and heavy’ equipment, but the vessels will also accommodate unit load, containerised and Ro-Ro cargo as well as other break bulk and project cargoes.

To support the service, TALS has opened a Belfast offi ce, managed by Gerry McKaig ([email protected]) while Dublin based Celtic Forwarding Group are sales agents.


LEGAL

It is an inevitable result of a recession that increasing pressure is put on the relationship between an employer and

the employees. Reducing the number of employees is, perhaps, the quickest way to reduce the operational costs of a business.

In practice, however, employers should take the greatest care if they are contemplating reducing the workforce. The risk is demonstrated by the fact that, in the UK, claims made by employees alleging ‘unfair dismissal’ have increased by 30%, and claims made against employers alleging a failure to consult with the workforce have increased by 154%. Every such claim costs the employer money and involves the expenditure of time that could be bett er used elsewhere.

In Ireland two mutually exclusive actions are available to employees if they feel that an employer has behaved inappropriately. In the fi rst instance a claim may be made that the dismissal was unfair. Secondly a claim may be made that the dismissal was wrongful.

A claim for ‘wrongful dismissal’ can be made when the employer has breached the contract of employment, or has denied the employee some constitutional or statutory right. A claim for wrongful dismissal will always be technical as the evidence will be factual. Even when there is no writt en contract, the Court will determine the implied terms of the contract and will reach a decision on the issue of breach based on their fi nding. Issues such as the appropriate length of notice have been fi xed by statute. (Minimum Notice Acts 1973 – 2005).

Where a claim is made against an employer on the grounds of ‘wrongful dismissal’ it should be remembered that there are occasions when an employee who cannot claim ‘unfair dismissal’ because he/she has not been employed for 1 year, or who does not fall within one of the excepted circumstances such as pregnancy or an issue of Trade Union membership, uses the ‘wrongful dismissal’ route to avoid the bar.

A claim of ‘unfair dismissal’ will, in general terms, depend upon evidence of the behaviour of the employer and employee. Th e employer’s procedure prior to the moment of termination will be balanced against the behaviour of the employee.

It is impossible to overstate the importance of a fair disciplinary procedure.

Th e National Employment Rights Authority (NERA ) has published a Code of Practice which is available on their web site, and, if it is followed correctly it should be diffi cult, if not impossible, for an employee to sustain a claim for ‘unfair dismissal’. Th e intention of the NERA Code is that it should be incorporated in the employer’s

own Contract of Employment, but, even if it is not in writing, it can still be followed.

To put the situation into perspective it is worth noting that, in recent determinations by the Employment Appeal Tribunal, awards have comfortably exceeded €40,000 and, of course, an employer who loses will have other costs to pay. Perhaps more importantly, it is also worth noting that, provided suff icient thought is given to situations that might lead to the need to terminate someone’s employ ment, there should be no need to anticipate awards of any sort.

Th is point is reinforced by considering part of the judgement in a determination by the Employment Appeal Tribunal. Finding for the successful Claimant the court said “In the unanimous decision of the Tribunal…….there was no proper system of warnings or interviews. Th ere was no contract o f e m p l o y m e n t . Th ere was no proper investigation.” [Case no UD 624/2008, MN 555/2008]

From the Transport Operator’s point of view the most diffi cult cases are those cases in which a driver is obstructive. A driver who is late for a delivery ‘because the traffi c was bad’. A driver who arrives late for work ‘because his hours were up’. A driver who complains about the condition of the vehicle when no one else can fi nd any fault.

In a case in which such a driver was involved, the Employment Tribunal awarded him €44,000 because the employers had no procedures of any sort, no disciplinary procedure, no contract, and nothing had occurred that even remotely resembled an investigation. Th ey did speak to the driver but without any real sense of purpose and, when they had ‘had enough’ they dismissed him.

Given the amount of information that is available, and the considerable amount of information provided by NER A, it is diffi cult to understand why so many employers pay no regard to the need to have

good employment systems. Th ere is a high risk of a substantial fi nancial loss which can be avoided with the expenditure of a litt le time.

Text: Jonathan Lawton – jonathan@fl eet.ie FLEETTRANSPORT | NOV 2009 37

Dismissal – at what cost?

Text: Donal Dempsey – donal@fl eet.ie FLEETTRANSPORT | NOV 2009 39

FINANCE

Donal Dempsey, Fleet ’s f inancial correspondent outlines key points that directly and indirectly affect

the Transport Industry following the recent presentation by Bank of Ireland’s Chief Economist, Dan McLaughlin (pictured) in Dublin.

Global recession now over, Asia back to 1. growth in the second quarter of 2009 and Western Economic Grouping in the third quarter of 2009.

Consensus growth factors in 2010 show 2. positive sentiment to growth with world growth of 3.3% in 2010.

Oil costs peaked per barrel in June 08, 3. because of speculation not demand driven, barrel cost back to average pre-boom ($75 per barrel), increased world consumption of a fi nite product will increase cost.

Sterling currently 91p against the Euro, short 4. term lightly to drop to between 84p to 88p and long term 73p to 75p which will benefi t exports. Th is is based on an assumption that Sterling is currently undervalued against the Euro.

In the Irish economy, GDP growth was zero 5. in the second quarter of 2009, the economy is stabilising.

Housing Market dropped from 11% GDP in 6. 2005 to 3.5% (estimated) in 2009. In 2009

there will be 25,000 house completions and in 2010 an estimated 12,000. We do not know the amount of excess in the market but ESRI state that we need 40,000 new house completions per annum. So supply versus demand will return to balance.

House Prices

Cost of housing fell due to the global economic recession and the fact that house prices as a % of disposable income had gone totally out of line. Averaged over 30 years, repayments account for 29% of wages, with wage drops and job uncertainty and future interest rate hikes, we yet have to see a stabilisation in house prices. If interest rates remain low (they are predicted to rise in the next 12/18 months) and wage rates do not drop further and if wage stability and employment stability returns to the market, then we will see a stabilisation in house prices.

Current low interest rates are likely to • continue in the short term however we will see an increase in the medium to long term.

Drop in Consumer Price Index of 4.1% • estimated in 2009 in Ireland, is now forecast to drop by only 0.3% in 2010. Energy prices, food prices a n d i n t e r e s t rate drops al l contributed to the 2009 decrease. Th e drop in food prices was a result of both competition in the home retail market and a world wide drop in food prices.

GDP dropped by • an estimated 7% in 2009 and 3% in 2008. This is likely to stabilise in 2010 with a predicted increase in exports.

Spending on capital assets in 2010 is again • expected to drop however capital spend on road transport assets, due to the short life cycle of assets may increase, dependant on the domestic economic situation.

Looking at increased demand in late 2010 • to early 2011 will give rise to Ireland's exit from current recession.

Why Ireland’s recession is deeper than what’s happening globally?

Property and specifi cally house construction • speculation.

High Personal Debt.•

Lack of liquidity in banking sector.•

Budget Gap between Government spending • and taxes.

Post-War recessions normally take nine months from bott om to peak where there is a fi nancial crisis the time taken is on average fi ft een months. Our recession will be longer due to the four reasons listed above but predict a return to growth by late 2010 or early 2011.

Economic Forecasts

LisbonTh e Yes vote will be good for the economy. NAMA as a means to get liquidity back into banks, will start lending to commercially viable businesses.

COMMENT

Taking up where we left off last month; you may recall that we were speaking about the judging of the various “Fleet Transport

Irish Haulier of the Year 2010” categories and the wealth of talent, enthusiasm and superb business acumen amongst all of the fi nalists that we had the great pleasure of discovering.

But, as the reports elsewhere in this issue of “Fleet” will show, road transport operators were not all that was being judged for the publications series of awards, trucks of every size and description were being tested, while Bus and Coach Operators competed for their own series of awards also. I had the pleasure of being a member of the Judging panel for these latt er awards also.

By a strange co-incidence the day in which we sat down with the shortlisted companies was also the day that Transport Minister Dempsey set out the Government plans for services regulation for the Bus and Taxi industries. In the course of his Press Statement, he accepted that litt le had been done to alter the Bus and Coach licensing regime since 1932 and that circumstances had since dramatically changed. Th e planned move of licensing of routes in the Dublin area from the Department of Transport to the Dublin Transportation Authority would be followed by changing that Body to being a National Authority which would include within its remit the licensing of Public Transport routes nationwide.

Going into the discussions I rather expected that this would be a major talking point as the inequities of the current regime are so well known, but, I suppose, not unlike “Lisbon 2” once the result was achieved, that was “job done” and we move on. Certainly, none of these fi rms saw their world through a rear view mirror; they were all pushing ahead, looking for every opportunity that the economic downturn throws their way. Of course, there were concerns about the ultimatum issued by Bus Eireann requiring coaching sub-contractors to reduce their rates by 20% or risk losing the traffi c. Where does cost control stop and bullying start? Perhaps, if the “McCarthy Report” proposal that Bus Eireann sells off its Expressway business was implemented, that would ease the pressure – or perhaps not, if that whole business was bought by one of the major multi-national operators such as Stagecoach or Veolia.

Th e Volvo Ocean Race stopover at Galway gave Callinan Coaches of Galway their greatest opportunity to shine with the operation of a Park & Ride based service linking Ballybrit Racecourse with the Galway Docks in which passenger numbers were a multiple of those expected by everyone with up to six coaches loading at any one time and then another six three minutes later on, throughout the fortnight. At the same time Callinan was inaugurating the GoBus, 14 times a day, Dublin Airport non-stop service from Galway.

In contrast to the high volume Callinan operation, Mangan Tours has built a solid business based on running a commuter service from Crolly and Falcarragh into Lett erkenny, thus proving that it is possible to run very thin routes that provide a very real social and economic service in otherwise remote areas. More surprising was the way in which, through patient customer service, Mangans has been able to build a substantial coach tour business running from Donegal and touring Continental Europe and the UK.

While the Galway / Dublin corridor has been, perhaps, the most competitive segment of the Irish coach business for the last 25 years or so, the M1/N2 corridor must surely now be competing hard for that title. Talking with the representatives of Collins Coaches, Anchor Tours and Matt hews Coaches each of whom has a part of that business, it became clear that the pace of innovation in every aspect of their business was driving a signifi cant switch of Dublin bound commuters out of their cars and onto the coaches. Th e fact that the major disruption to Iarnrod Eireann services from Dundalk caused by the embankment collapse at Malahide has resulted in a much lower rate of disruption than had been expected is also, doubtless, in part due to the ability of companies like these to respond to the challenges.

But it is, by no means, easy. We heard about door-to-door leafl eting throughout the North East region to get the message across and constant development of routes, being alert to the commercial o p p o r t u n i t i e s providing infrastructure developments such as the Dublin Port Tunnel that may not have been envisaged when it was planned. Also, these and other coach Companies have, within the last year been able to exploit the lack of parking facilities at the O2 Arena, Croke Park, the RDS and elsewhere to operate customised services. Th ese like the Day Tours to Glendalough and Kilkenny run by one Company and the Cruise Ship Dublin shutt les are all part of doing much more but using the same resources.

While Wi-Fi is slowly making its way into cafes, hotels and other public places, it seems that no serious Coach Service provider can now survive without it. Tales were told of routes being chosen, not because such a road was the straightest or the quickest, but because the chosen route gave the best Wi-Fi connections. But not everybody can use a laptop on the coach, so, along comes Bluezone Media who won this year’s Fleet Bus & Coach Innovation Award which can fi t out a coach fl eet with the kit to enable passengers to access the internet through Bluetooth on their mobile phones. As we spoke with Kevin O’Connor about this it rapidly became clear that this great innovation was only in its infancy – Watch this space!

All of the “Fleet Transport 2010 Awards” were richly deserved and hard won. In my own view, none was more so than that made to Th e National Transport Museum, winner of the Services to the Transport Industry Award, without whose army of volunteers and astute management there would be no rear-view mirror for this great Industry.

Fleet Transport Awards 2010 – hard fought, winners richly deserved

Text: Howard Knott – howard@fl eet.ie FLEETTRANSPORT | NOV 2009 41

TEST 11


Mercedes-Benz Atego Hybrid Mercedes-Benz Atego Hybrid & Fuso Canter Eco Hybrid& Fuso Canter Eco Hybrid

Daimler AG’s claim as the ‘World Champions’ of hybrid drive is clearly demonstrated under its Shaping Future

Transportation Programme where no less than nine vehicles use this dual power technology under the CleanDrive Systems banner. Th is strategy aims to bring about a drastic reduction of fuel consumption and exhaust emissions in commercial vehicles for all class of vehicles – from light vans to heavy-duty trucks, and for all the Group’s brands worldwide. Up to the end of June more than 3,500 hybrid drive vehicles are on roads all over the world. Examples of same will soon be visible in Ireland as the ESB has ordered ten Fuso Canter Eco Hybrids, due for operation next Spring. During a recent visit to Stütt gart to att end Daimler’s Symposium on Traffi c Safety, Fleet Transport’s Editor, Jarlath Sweeney was facilitated with the fi rst exclusive drives of the Fuso Canter Eco Hybrid and its sister product the Mercedes-Benz Atego Hybrid. Daimler-Benz AG, as the company was then known, unveiled the fi rst bus, a Mercedes-Benz OE 302 to feature a hybrid drive system at the 1969 International Commercial Vehicle Show.

Hybrid Drive – a bridge

Hybrid Drive enables the fuel consumption of commercial vehicles to be lowered by up to a third. Th is helps conserve resources and protects the environment. As well as reducing exhaust emissions, this also means less noise pollution, particularly in built-up areas, due to the option of using electric power to cover certain routes or when moving off – this was evident when trialing the Fuso Canter Eco Hybrid. Hybrid drive alternates between an electric motor and a diesel engine. Depending on the application, the desired level of ecofriendliness and the amount of power required, with modern hybrids sometimes the combustion engine is used and sometimes the electric motor. For maximum power they are combined. As the tractor batt ery recharges when the combustion engine is running, it recovers braking energy and when maximum power is required, such as in the case of trucks and vans with high torque, both power sources are combined.

Th is technology best suits local bus services: when powered by electric wheel hub motors, there is no need for a rear axle diff erential which creates more options when it comes to designing the interior of the vehicle. Vehicles with a hybrid drive system are particularly suitable for operation over short distances or in a combination of urban and local rural transport services. Th e constant alternation between acceleration and braking, that is typical of city and town driving, proves ideal for recovering braking energy. Residents in urban areas will appreciate not only reduction in polluting emissions but also the quieter drivetrains.

Fuso Canter Eco Hybrid: Big in Japan

Around the time of the 2002 World Cup in Japan, Mitsubishi Fuso Truck & Bus Corporations put on trial a number of hybrid buses that provided passenger transport services to the teams and offi cials. Th is led to the further development of low-emission trucks. At the Tokyo Motor Show

in 2004 Fuso premiered the Canter Eco Hybrid light-duty truck. Since its market launch in 2006, over 600 units have been produced. Initially, the fi rst versions were based on a 3.0 litre 125 hp four-cylinder diesel drivetrain that combined a 35 kW three-phase permanent magnet motor. Th e batt eries were charged by using regenerative braking energy.

So high was the interest in the Fuso Canter Eco Hybrid from a global prospective that some made their way to Europe. Aft er some modifi cations to comply with emission standard, ten vehicles were supplied to a number of blue-chip parcel express companies such as Royal Mail, DHL, TNT, Hill Hire and Tesco. Here the base vehicle is a 7.5 tonne Canter 7C18 in deference to the 4.5/5.5 tonnes used in Japan. Output from the 3.0 litre diesel was increased to 145 hp @ 3200 rpm with maximum torque boosted to 362 Nm @ 1700 rpm.

Accompanied by Erk Rönnefarth, Product Manager, Fuso Europe an example from the versions supplied to the London Congestion Zones was driven around Stütt gart. Nothing from its external appearance would give the game away that it was a hybrid. On close inspection, one might ask what are contained within the side boxes on the chassis, which of course, is where the batt eries are located. Inside, the manual gearchange is replaced by an automatic option and other than the fact that the clutch pedal is absent, the other fi tt ings on the Canter are as normal. As explained earlier, take-off is done through electric power. Gear shift s were surprisingly less smooth than expected but there was no issue regarding acceleration or power in general. Driving this type of vehicle requires a change of style than normal and I suggest that some training or guidance be provided by the Fuso representative before handover in order to gain the utmost potential of this type of alternative drivetrain.

Atego BlueTec Hybrid

Under Daimler’s global ‘Shaping Future Transportation’ initiative, one of the innovative products exhibited outside the Mercedes-Benz

TEST 11


Museum was the Atego BlueTec Hybrid. It was based on the parallel diesel-electric hybrid technology as per the Fuso Canter Eco Hybrid. To suit heavier payloads, Mercedes-Benz used its four-cylinder 4.8 litre diesel that develops 218 hp and 810 Nm of torque. Its electric motor generated a peak output of 44 kW and a maximum torque of 420 Nm. Th is dual power is delivered through an automated six speed transmission featuring Telligent automatic shift s. Stop/Start technology is also part of the eco-friendly package.

As per the Fuso, power is supplied to the electric motor via high-performance lithium-ion batt eries mounted on the Atego’s frame. Th ese batt eries weigh 125 kg and are charged using energy recovered during braking. When the driver brakes, the trucks electric motor acts as a generator and converts the braking energy into current. Th e

same applies when coasting.

As we discovered on the test drive, when used in tandem, the two powerplants in the Atego BlueTec Hybrid perform on a par with a truck equipped with a powerful six-cylinder diesel engine. Th e truck moves off very quietly courtesy of the electric motor. Here the clutch is open and the combustion engine merely idles. Acceleration is good because with an electric motor the full amount of torque is available from the start. As a result, the Atego BlueTec Hybrid reaches its maximum torque of 819 Nm from 800-1600 rpm instead of 1200-1600 rpm when only the diesel engine is used. If additional power is required, such as when travelling uphill or accelerating sharply, the electric motor provides support for a short time depending on the charge status of the batt ery, thereby boosting the diesel engine.

One of the Atego Hybrids used for the press runs wore DHL Express colours. Th e fi rst of the prototypes entered service last year. Five such vehicles have now gone into operation at various locations around Germany – Berlin, Hennigsdorf, Cologne, Bonn, Stütt gart Waiblingen Metropolitan areas, with the aim to give more customers the opportunity to experience the Atego Hybrid in real, day-to-day use up to the end of 2010.

As the Atego BlueTec Hybrid is based on existing components, changes to the ancillary components are not necessary. Likewise the truck is equipped with conventional 24V onboard network, including the two 12V starter batt eries, the starter and an alternator. Th is enables the vehicle to operate solely with the conventional powertrain if the hybrid system should fail.

Spec Check

Mercedes-Benz Atego BlueTec Hybrid 12 t

Country of origin GermanyType/body Chassis with cab, box bodyPerm. GVW 12 tLength/width/height Complete vehicle with body 8860/2500/3400 mmPayload 5.1 tDrive system Parallel hybrid drive system, diesel/electricDiesel engine 4-cylinder in-line engine Mercedes-Benz OM 924, Euro 5 emissions standard, displacement 4800 cc, rated output 160 kW (218 hp) at 2200 rpm, max. torque 810 Nm at 1400-1600 rpmElectric drive Permanent magnet AC motor, rated output 44 kW, generator output 44 kW, lithium-ion batt eries, voltage 345 V, capacity 1.9 kW/hTransmission Mercedes-Benz G 85 with Telligent automated gearshift Series-production status 5 vehicles taking part in fl eet trials with Deutsche Post DHL

Fuso Canter Eco Hybrid ‘Royal Mail’

Country of origin Japan/GermanyType/body Chassis with box bodyPerm. GVW 7.5 tLength/width/height Complete vehicle with body: 6400/2200/2200 mmChassis load capacity 3.6 tDrive system Parallel hybrid drive system, diesel/electricDiesel engine 4-cylinder in-line engine 4M42 T2, Euro 4 emissions standard, displacement 2977 cc, rated output 107 kW (145 hp) at 3200 rpm, max. torque 362 Nm at 1700 rpmElectric drive Permanent magnet AC motor, rated output 35 kW, generator output 35 kW, lithium-ion batt eries, capacity 1.9 kW/hTransmission Inomat II, automated 5-speed transmissionSeries-production status 10 prototypes taking part in fl eet trials in London, UK

LCV


Irish Van of the Year 2010 -sponsored by Continental Tyres

the contenders

For the 2010 Irish Van of the Year programme a new title sponsor has come on board. For over 15 years Semperit Tyres has sponsored both the Irish Car of the Year and Irish Van of the Year Awards. Now

Semperit’s parent Continental Tyres will have its name on the prestigious trophies. As in the past three years, the Irish Van of the Year Awards have

three separate categories – the overall title for Panel Vans, one for Car Derived Vans and the other for Commercial SUVs. With the downturn in the economy seriously aff ecting the motor industry, there was a reduced number of new launches particularly in the light commercial sector. Still, there are 8 vehicles in contention for the three Awards.

Verde Cargo Van

A new name has entered the light commercial scene in Ireland. But the Verde Cargo Van is no ordinary van as its only source of power is electricity! Built in China, the Verde Cargo van looks similar to some of the Japanese compacts from the past but its overall dimensions are bigger. With a range of around 100 kms and a top speed of 85 kp/h the beauty of the Verde is that it only costs €1 per night to recharge the 20 volt gel batt eries.

Renault Kangoo

Another van in its second coming is the Renault Kangoo. First launched in 1997, the Kangoo became Europe’s best selling compact van. Th ree versions are on sale here – two specifi cation levels of the 1.5 litre dCi 70 bhp model and the 1.5 dCi 85+ as the fl agship model. Payload tops at 650 kg with a load capacity of 3m3. Driver comfort has been enhanced with high seating position and improved elbow room. Numerous storage areas are strategically placed around the cabin.

Ford Transit Connect

Described as ‘more car like than a car’ the second generation Transit Connect from Ford is now more fuel-effi cient, comfortable and safer than its predecessor. Featuring the ‘blue-ovals’ Kinetic Design exterior and interior design taken from the S-MAX MPV, the Transit Connect can now be described as a ‘Premium Van’. As before the main power source comes from the 1.8 litre Duratorq TDCi mated to a 5 speed gearbox. Both SWB and LWB versions will be available as before.

LCV


Car Derived Van

Commercial SUV

Ford Fiesta Van

As Ford transformed the Fiesta into a sleek exciting looking car, the van version does look as good as it drives. Th is 3 door supermini has 1.0 cu.m load space, can carry a 507 kg payload and take load lengths of almost 1.3 metres. Both petrol and diesel power is available through 1.25 litre Duratec and 1.4 Duratorq TDCi turbo. For those that need a litt le more power there is a 1.6 litre Duratorq that boosts 90 bhp. Fiesta Van is priced at €15,310 (incl VRT & VAT).

Ford Kuga Van

While sales of Sports Utilities in general have fallen dramatically, the choice on off er to commercial buyers is broadening month by month. At the end of June, Ford introduced a van version of the Kuga that has all the mod-cons as per the passenger type. Standard spec includes ESP, 6 airbags, air-con, front-fogs and a 5 star Euro NCAP crash safety rating. Power comes from a 136 bhp 2.0 litre TDCi Duratorq diesel engine.

Subaru Forester Commercial

Suddenly the Subaru range became more accessible to the fl eet/corporate sector with the introduction of the Boxer diesel engine range. To add to that appeal, the Forester is now available in Commercial form. Its 2.0 litre turbo-diesel produces 150 bhp and 350 Newton Metres of torque to its AWD system. Gross vehicle weight is 1500 kg and the Forester Turbo Diesel Commercial has an impressive towing capacity of 2 tonnes (braked).

Kia Cee’d SW Van

Estate versions of passenger cars that are converted into commercials is a common practice in Continental Europe. Visitors to commercial vehicle shows will see quite a range available from the major manufacturers. Kia Motors Ireland is the only brand to off er a van version of its Cee’d Sporty Wagon (SW) and see potential with this unique product. Th is version selling at €17,644 (excl VAT) is powered by a 1.6 litre common-rail diesel that has 115 bhp and 225 Nm of torque. Cargo area is 1664 litres approximately.

Honda CR-V Commercial

Adding a bit of sportiness to the Commercial SUV sector is the Honda CR-V van. Th e Japanese company is a new arrival in the business end of the marketplace in Ireland. Based on the acclaimed CR-V passenger, the same 2.2 litre i-CTDi diesel is off ered that has 140 bhp connected to a 6 speed manual transmission. Its CO2 emission rating is 173 g/km and average fuel consumption of 6.5 L/100 km.

SOAPBOX

The Carbon Tax as proposed is in a nutshell a direct tax on Irish produced goods and subsidises imports.

For Carbon Tax read Tariff for this is exactly what the Programme for Government has agreed between Fianna Fail and the Green Party. It is not a tariff to protect Irish jobs. Rather it will enrich countries most especially furthest away from Ireland and in the least environmentally protected economies. Th e Carbon Tax as proposed (which is to be levied on fuel) is a tariff on Irish jobs and Irish produced goods. As it is proposed a carbon tax will be paid on all the energy inputs into Irish produce. Litt le or none will apply on imports.

Imports competing with Irish produced goods that have travelled the furthest to get to Ireland use global container ships for the longest part of the journey. Th ese ships are the most polluting of all forms of transport (fi ft een of the largest container ships alone produce more emissions than the worlds seven hundred and fi ft y million cars). Th e beef produced in Argentina will att ract no carbon tax until it reaches our shores whereas the beef from Skibbereen will have att racted a carbon tax everytime energy is used in its production and distribution. Th e Skibbereen farmer will be paying a Carbon Tax on all energy consumption, the haulier hauling the catt le to the abatt oir will pay it on fuel, the drivers of the trucks will pay it on their mode of transport to get to the truck, the factory will pay it on its energy consumption producing the beef and the haulier delivering it to the shelves of Ireland will pay a carbon tax. Th e renderer of the waste will pay a carbon tax to recycle the waste into something else. All of these additional costs will erode even further our ‘National Competitiveness’ and will most certainly reduce our carbon emissions as unemployed people produce less carbon.

China and India are amongst the biggest industrial polluters in the world yet their produce that reaches our shores will not att ract a Carbon Tariff until it is moved from its Port of arrival to our shelves. Both are major importers of coal and ore and other commodities which will arrive in their countries by bulk carriers using the same sulpher laden fuel as the container ships. Electronic goods, of which more and more are

being produced in Korea and China to compete in Ireland and Europe with our produce, will use these highly polluting ships to get here - but no carbon tax. If it arrives by Northern Irish or any other non national haulier which has got its fuel elsewhere, it will pay no carbon tax at all.

Saving our environment is an absolute necessity but how this Government is sett ing out about it is governed by sentiment and ideology on the part of the Greens and ignorance on the part of Fianna Fail. If you don’t agree with the latt er think about our fi shing and automotive industries and how we signed up to Kyota as a sub standard European economy rather than paying penalties as an economy that had reached the European norm? Ireland should play its role however there are ways to achieve that without costing Irish jobs. While Energy Minister,

Eamon Ryan, T.D. has promised one hundred and twenty seven thousand Green and Smart new jobs, may I suggest one way of producing these is the use of Irish produced fuel and that fuel is Rape Seed Oil. Recent fi gures produced by the HIPPO project show that we can readily produce enough Rape Seed Oil to power twelve hundred

long distance trucks for a year. Th ere are one million acres of cultivated land in use in Ireland of which 10% will produce 60,000 tonnes of oil and 120,000 tonnes of high grade animal feed annually. Th ere is an unknown quantity greatly in excess of this of arable land and there is absolutely no reason why the majority of this cannot be brought into use to grow Rape Seed. Currently good farmers are lett ing land lie idle and relying on the Single Farm Payment for income. A system that encourages this with the state of our economy is criminal and certainly does nothing to help the environment. Th e system should allow for either the user or producer to sell carbon credits to subsidise the cost of conversion and off set lost excise duties. Alternatively the Government can use/sell the carbon credits to off set the excise loss.

As the Greens have already penalised cars that were sold pre August 2008 it should not be too diffi cult for them to recognise that the older a truck is the more polluting its technology is. Th erefore, levying the same amount of tax on a truck that has a Euro 1 (or earlier) engine compared to the lesser polluting Euro 5 is a direct subsidy to the polluter. Those guilty of using washed diesel are directly supporting the horrendous and indiscriminate polluting of our waterways by those doing the washing, should loose the right to operate trucks. Likewise an agricultural vehicle or indeed any overloaded truck engaged in haulage is far more polluting so will we see a

clampdown on illegal useage?

Trucks are as essential a part of a thriving economy as cranes on our skyline (despite the views of our erstwhile ex-leader – Bertie Ahern). We as an industry have repeatedly failed to convince the public that trucks simply exist to carry the produce of the nation, the less we produce the less trucks we need. A Greener nation can have Greener trucks but not with the Carbon Tax as proposed. It will only speed us on our way to a “Silent Green” Ireland.

46 FLEETTRANSPORT | NOV 2009 Text: Jerry Kiersey – jerry@fl eet.ie

Silent Green


