ftmarch2012_webfull

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINEInside!

MARCH 12

€4.50STG £3.75

inc.V.A.T.

TATRA on Track!• TATRA Phoenix to spread its wings across Europe

First Drives: FUSO SUPER GREAT ECO HYBRID & Canter 4x4

Launch Pad: Mercedes-Benz Citan • Mitsubishi L200 • FUSO Canter

Analysis: Commercial Vehicle Sales 2011 • Preview: CV Show 2012

Feature: Waste Management Municipal Vehicles • Sector: TrailersIN

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contents MARCH 12 www.fl eet.ie

FLEETTRANSPORT | MAR 12 3

4 News• DX Ireland invests • Avia Truck Scrappage continues • Scania YETD 2012 • Fuso Dealer Award • DKV appointment • New GT Tyre • Irish Commercials on Facebook • Close Asset Finance comes to Ireland • MAN & Castrol go Truck Racing • DrivebyAds shine!

8 InterviewWith Luca Sra, Managing Director, Iveco UK & Ireland

10 First DrivesExclusive drives in the Fuso Super Great and Canter 4x4

12 New Fleet2012 Scanias, Mercedes-Benz, Avias and Renault Trucks

13 Launch Pad I• All new Mercedes-Benz Citan • Latest Mitsubishi L200 arrives

14 Analysis2011 Commercial Vehicle Sales: Europe, UK and Ireland

18 CoverTatra is ready to ascend on Europe with Phoenix

20 Launch Pad IIFuso Canter introduced into Irish market

21 LegislationOperators Licence on both sides of the Border?

22 Materials HandlingThe low down from Jungheinrich

24 Waste ManagementLooking at the choice of municipal vehicles available

29 ReviewCV Show 2012, NEC, Birmingham, UK

33 Long Term TestVolkswagen Amarok 2.0 Trendline 4MOTION

34 Fuel Prices/Health & Safety MattersLatest Fuel Prices & HSA Column

36 Trailer• Longer semis get approval in GB • Trailer market 2011 • Fitzgeralds & Farlows expand

40 Times PastHow times through photographs have changed

42 LegalHGV Roadside checks

43 WarehousingDetails - 4th Annual Irish Logistics Network Lunch

44 Finance IAccountants and your business

46 OpinionIRHA Conference 2012, Bunratty, County Clare

47 TechnicalEBS Systems II

48 TyresGoodyear Dunlop hosts EU Seminar in Brussels

50 Finance IINorthgate promotes the alternative

52 Fleeting ShotsFeaturing Lynx Transport, Search Impex, Noone Transport and Bavaria City Racing

53 AppraisalOn board the new Mercedes-Benz Actros

54 CommentAir freight is taking off!

55 LubricantsMobil Delvac can save you money

56 Shipping & FreightNews from across the Channels

58 SoapboxMay the force be with you!

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

Subscription Hotline: 094 93 72827

Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Michael Corcoran, Rob Van Dieten, Ailbe Burke,

Declan McKeon, Jonathan Pearce

Photography: Jarlath Sweeney, Cathal Doyle, Paul

White, Michael Corcoran, Rob Van Dieten

Administration: Orla Sweeney, Denise Vahey,

Advertising: Mary Morrissey, Orla Sweeney

Design: Eamonn Wynne

Printed in Ireland

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

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

Management are published by JJDS Publications Ltd.

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

Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

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

Fleet TransportOffi cial Irish Jury

Member of the International Truck

of the Year Award

Fleet Transport represents Ireland on the Trailer 2011 and the European Transport Company of the Year 2012 adjudication panels.

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Fleet Transport is an

offi cial Patron of the

Lets Do It Galway

Volvo Ocean Race

Campaign.

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P 22

Westward Scania will once again host the Irish Finals of Scania’s Young European Truck Driver Competition – YETD 2012. Entries are now open on www.scania.ie with

the National Final held on 30 June at its headquarters in Strokestown, Country Roscommon.

Professional drivers from all over the world will compete in this event on a national and regional basis initially. YETD is the largest and most demanding driver competition in the world and covers Health & Safety, Fuel Economy, Driving, Vehicle Checks and Defensive Driving.

Held every two years, more than 100,000 drivers of heavy trucks have participated in this Scania Driver competition to date. Initiated in 2003, the YETD is focused on increasing road safety, minimising the environmental impact from vehicle emissions and increasing fuel eff iciency. Sponsored by Michelin, it is endorsed by the IRU – International Road Transport Union & the European Commission. Th e European Final will be held from 8-9th September.

Following the success of the car scrappage scheme last year that injected additional activity in footfall at showrooms, Avia Truck Ireland has taken the incentive by introducing a truck

scrappage scheme. David Mullen, Managing Director, explains, “We are off ering an additional €5,000 trade-in allowance against all new Avia trucks. Th is off er applies to all makes of trade-ins regardless of age or condition. So, for example, a trade-in truck with a current value of €15,000 will now be worth €20,000. And the deal has been extended to 2 April.”

He added, “Avia is one of the leading providers of medium size trucks in the 7.5 tonne to 12 tonne category. Avia carry a 3 year / 1,000,000 km warranty which is most unusual for commercial vehicles and is testament to the quality of their vehicles. Built to a very high specifi cation, Cummins engines are standard across the range and have a reputation for being the most fuel-effi cient truck in its class. In fact, “bullet proof and misers on diesel” are comments mentioned by owners," he said.

NEWS 1

4 FLEETTRANSPORT | MAR 12

DX Ireland invests €500,000 in new ParcelXchange service

Avia Truck Scrappage Scheme Extended

Entries open for Scania Driver Competition• Overall European winner receives new Scania R-series truck

Following a €500,000 investment in hardware and soft ware to support its service, DX Ireland, the country’s leading

independent mail and courier company, is deploying 35 ParcelXchange lockers throughout Ireland and Northern Ireland. ParcelXchange will provide a 'virtual depot' network with over 500 technically-advanced intelligent lockers. These lockers will allow businesses and professionals the freedom of having parcels delivered securely to 35 locations in Ireland and Northern Ireland, allowing them to collect their parcels on the move and not be tied to a fi xed collection time. Lockers can be allocated on a permanent or day-to-day basis. Availing of Topaz’s and Maxol’s network of service stations, ParcelXchange lockers are located in the most convenient locations for professionals on the road.

Th e secure service off ers end to end traceability, 24/7 access and is supported by a 24-hour call centre. To ensure further ease of access there is a 9.00am delivery guarantee and customers receive a text alert when their package is delivered to their ParcelXchange locker.

Kevin Galligan, Regional Director, DX Ireland commented: “We are pleased to launch the ParcelXchange service, which we hope will be of benefi t to Irish businesses of every size. We believe that the service will off er a more convenient way of doing business for those organisations that have personnel in the fi eld supporting and servicing equipment, from materials handling equipment to offi ce equipment, and from IT equipment to medical equipment. We have made a considerable investment in state-of-the-art technology to ensure this service off ers the utmost in ease, security and reliability.” With ParcelXchange, part returns are no longer a problem. Engineers can send returns back to a selection of locations (including warehouses, warranty sites, stores, recycling centres) through any ParcelXchange in Ireland. Each return is barcoded using the integral printer at the ParcelXchange, so full traceability is assured.

MIKE MURPHY INSURANCE GROUPThe Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18.

Working with the Irish Road Haulage Industry for over 35 years.Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

Email: [email protected] Web: www.mikemurphyinsurance.ieMike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

NEWS II


Fift een main Fuso Dealers on the island of Ireland were in contention for the annual Fuso Truck Dealer of the Year Award.

Gilmores Kingscourt, County Cavan secured the 2011 title that recognises excellence in Sales, Service and Business Development.

On receiving the award, Ken Gilmore, Managing Director, Gilmores Kingscourt said, “With the Canter Euro 5 winning the Fleet Transport Irish Light Truck of the Year Award, the new generation Canter Duonic Auto just launched and the endorsement that an award like this brings, we are very optimistic about future business.”

At the presentation made during Fuso’s Dealer Conference in Naas, County Kildare, Gerard Rice, Managing Director, Fuso Ireland added, “Gilmores Kingscourt are worthy winners. Th ey continue to put their customers fi rst in these tough times and secured a major contract in 2011 to supply new Euro 5 Canters to Meath County Council.”

Pictured at the presentation of the 2011 Fuso Dealer of the Year Award are: Gerard Rice (General Manager, Fuso Ireland), Ken Gilmore, (Managing Director, Gilmores Kingscourt) and Alexander Kuhnt (Regional Manager, Fuso Europe).

DKV Euro Service has appointed Gertjan Breij as Director of its Benelux VOF (which also includes

Great Britain & Ireland). Mr. Breij’s portfolio includes the eff ective channelling of the growth ambitions of DKV’s products and services such as fuel cards and on-board units for tolls.

He has wide experience in the (international) transport and logistics industry, holding positions that include Director of Vos Logistics between 2005 and 2008 and director of M. Bouw &

Zonen BV in Nijkerk (the Netherlands) from 2008 to 2011. Starting his career in 1991 with Martinair Holland NV, Gertjan Breij fulfi lled various management functions for several international (transport) companies. At the same time he was actively involved in transport development and interest promotion for the transport & logistics sector, participating in various committ ees within trade associations, including Transport & Logistiek Nederland (TLN).

Asian tyre manufacturer GT Radial, which is now positioned within the top 10 largest tyre brands in the world,

has launched a new range of high performance truck tyre patt erns specifi cally for the European marketplace.

GSR220 is a new patt ern for the steer axle position and is now available in 315/80R22.5 with 295/80R22.5 and 315/70R22.5 coming soon and other sizes currently in development.

According to Stephen Shaw, Brand Manager, GT Radial Ireland, “the GSR220 is the result of an extensive testing programme involving UK and European f leets and delivering extremely encouraging results when compared against the performance

of leading premium manufacturer brands and has clearly demonstrated a signifi cant cost per kilometre advantage.”

He added; “GSR 220 features extra wide shoulder ribs delivering a very even wear across the tread area with an exceptionally high mileage performance. In addition a new casing construction design provides the driver with comfort, excellent stability and low noise emissions.”

Irish Commercials, the Volvo Truck & Bus dealers in Naas, County Kildare has ventured into the wide world of

‘social media’ with great success. Its recently launched Facebook site has a growing number of followers and as an added att raction together with a focus on interaction, prizes are on off er through this new method of communication. Commenting on the development, Emily Smith, Marketing Manager, Irish Commercials

said, “Being able to interact directly with our customers, drivers of other makes of trucks and the legions of truck fans through Facebook is fantastic – the feedback has been super, not to mention the regular banter. We are using Facebook as a method of communication to keep our Facebook friends up to date with company’s developments, truck related developments and naturally we are throwing in some fun and games too!”

Through Facebook, Irish Commercials is currently calling on all truck spott ers to photograph the Irish Commercials demo truck which is currently on the road with prizes of free CPC Courses for the fi rst fi ve successful “spott ers” and Irish Commercials branded Jackets for the next fi ve. For more details visit the Irish Commercials Facebook Page htt p://facebook.com/irishcommercials

Gilmores awarded Fuso Dealer of the Year

New DKV Euro Service Regional Director

New steer axle tyre from GT Radial

Irish Commercials makes ‘friends’ on Facebook




Team Hahn, the German Truck Racing outfi t from Altensteig has one clear aim for 2012 - to defend and retain its

FIA European Truck Racing Driver’s title. For its 15th year in the Series, the team has added three new partners for this season, Castrol, Kögel and Top Service-Team. Blue Chip brand names like MAN Top-Used, Knorr-Bremse, Bosch, RTA and Palfi nger remain on as loyal sponsors. Castrol has become the primary sponsor and heralds the dawn of Castrol Team Hahn.

For the success of their mission ‘Title Defence 2012,’ work is running at full speed to prepare the new MAN TGX race trucks with a completely new look - from a black colour scheme to white. Th e fi rst roll-out of the high horsepowered racers is scheduled for early March with pre-season testing begining in April.

European Truck Racing Championship winning driver Jochen Hahn will have support from new driver, Rene Reinert (owner of Reinert Logistic) while complementing the powerful line-up is Mika Mäkkinen, who has in the last few years shown that he is very competitive in a privately entered MAN.

NEWS 111


Close Brothers Group opens Commercial Finance arm in Dublin

Castrol Team Hahn aims to retain EU Truck Racing title

Specialist fi nance services group Close Brothers has extended its operations to the Republic of Ireland. Having off ered

invoice fi nance here since 2007, the newly formed Close Brothers Commercial Finance operation in Dublin will provide tailor-made packages for SMEs and large businesses that cover both asset and invoice fi nance.

Headed up by Adrian Madden, Regional Sales Director, with almost 25 years of experience in the asset fi nance industry, was previously responsible for the Asset Finance Sales Team in Ulster Bank and spent many years working for a

number of American and Japanese Banks in the UK. Commenting on this development, he said; “Gett ing businesses going again and boosting employment and GDP are at the core of what the Government is trying to do, but without access to fi nance fi rms cannot make crucial investments in technology, print, machinery and transport. Our team of fi nance specialists are well equipped to support the funding challenges customers are experiencing from the legacy of the Irish banking crisis.”

Harry Parkinson, Managing Director, Close Brothers Commercial Finance (Ireland) added,

“Increasing demand for asset fi nance has valued the industry at more than €3 billion. Th e Irish market not only off ers us a great opportunity to expand our business portfolio but importantly it could benefi t from new fl exible funding options particularly in these tough trading conditions. “It’s important that businesses have ready access to fi nance for a number of reasons not the least of which is to fund growth opportunities even in these challenging times. Th ere has been much rhetoric in this regard but we come to the market with genuine substance and are prepared to work with our clients to help them achieve their goals.”

Sponsor & Team Comments:

Markus Sattler, BP/Castrol: “The new partnership with Team Hahn Racing underlines our passion to motorsport and also our cooperation with MAN. Truck racing is a perfect platform to demonstrate our effi ciency. Castrol s̀ high performance lubricants and the new race fuel from BP will support the team with their mission ‘Title Defence 2012’ as much as possible.”

Jochen Hahn, Driver: “We are proud with our existing partners to welcome Castrol, Kögel and Top Service-Team. Th e gap between the top teams is gett ing smaller and smaller – as a private team this is an increasing challenge. Th erefore our new partnerships on the technical side and in marketing are very important for our success.”

Conny Hahn, Team-Chief: “Our aim for the next years is clear. We would like to establish ourselves as the top team in the competition. Th erefore, together with our partners we will do everything to be successful.”

DrivebyAds have dramatically reduced the cost of advertising on trucks & buses on Irish roads by selling third

party advertising space on working vehicles 'which are going there anyway'. Th is business model suits both carrier and advertiser in the current economic climate as it provides fl eet owners with an additional revenue stream whilst providing advertisers with an array of cost eff ective advertising options which they cannot ignore.

DrivebyAds has launched its new website www.drivebyads.ie, where fl eet owners can register their interest in carrying third party advertisements, record the numbers type of vehicles within their fl eet and record the routes which they travel on a daily basis. Advertisers

will be invited to nominate the number of adverts required, where they wish these adverts to be displayed (Motorways, City/Towns, etc.) and the preferred type of vehicle to be used (Bus/ Truck etc). DrivebyAds will then match their advertiser’s requirements to the appropriate vehicles, agree targets, book the vehicles, and pass on the selected advert(s) to one of their specialist graphic design companies in order to map the required adverts to the selected vehicles.

Adverts are applied to vehicles on site minimising any vehicle downtime. Th is process can take approximately 3-4 hours per vehicle. The Advertising campaign is then ready to proceed and the advertiser has the option of monitoring their campaign via GPS which will allow them to log in anytime throughout the campaign to

monitor/report on where and when their adverts have been displayed. Currently DrivebyAds off er “back of truck” adverts (approx 6.5m2of advertising) for an all inclusive €265 per month (less than €10 per day). Th e customer chooses where it is seen. “Th is is a great way of gett ing your message out there, building brand awareness, at a cost that is aff ordable,” explained Pat Clarke, DrivebyAds.

To date DrivebyAds has over 2000 vehicles registered which are ready and willing to carry third party advertising and all fl eet owners sign up to code of ethics ensuring that their vehicles refl ect well on the company and product that they are promoting.

DrivebyAds – Complete Road Network Coverage

David joins the DAF After Sales team as Workshop Controller in the DAF Service Department. David has many years valuable experience, having served his time with the Harris Group before moving on to manage workshops in both Northern and Southern Ireland. David’s main focus will be to further develop the DAF service business, with greater emphasis on customer relations. He will also concentrate on growing the all makes servicing business, with assistance from the DAF TRP all makes parts brand. With the ever shrinking vehicle parc and stiff competition from independent workshops, it is a challenge David is looking forward to.

“Being dynamic and focused towards the needs of the customer is the key to success in the future. At the end of the day, good communication with the customer is vital to create a superior quality service, we act on this information and use it to develop the kind of service the customer wants”.

This is the ethos DAF service department strives to achieve on a daily basis.

Communication with the customer is paramount in ensuring cost effective quality repairs. It also cultivates a trusting relationship between DAF and their customers.

● DAF Check. A web-based system for vehicle maintenance records, providing customers with access to view their service records on-line, which helps to control compliance requirements simply and accurately.

● Fixed price menu servicing● Contract maintenance packages● All makes servicing and maintenance

● Competitive labour rates● VTN / DoE test centre● 24 / 7 callout service

8 FLEETTRANSPORT | MAR 12 Text: Jarlath Sweeney - editor@fl eet.ie

INTERVIEW

JS. Iveco’s UK market share is up, even more than the actual market itself which obviously must be pleasing for you, particularly just six months into the new position?

LS. Th is has been, and will be one of our aims as we focus on the market share. We need to build it up, in order to create a profi table and sustainable market in the near future. We want to concentrate on leading partners and operators in the marketplace, creating the proper sustainability by the company. So I don’t want to be too concerned by the volume, we need to balance in between units and profi ts in the meantime and achieve sustainable growth.

JS. From your time in Italy and in Turkey are there any business practices that you engineered while you were there that could be transferred into the U.K & Irish system?

LS. I personally believe that when you move to another country you need to listen to understand and you need to adapt yourself to what is around you. In doing this I am taking the benefi t of my past experiences but my decisions are driven by what is going on in the U.K. and Irish markets and not really driven by other experiences in these countries. If there is something that can be added coming from my experiences in Turkey or in Italy yes, this will come, even talking about people, it is important, let's say to have a proper mix of people and competencies inside our company and we do have this type of mix.

JS. Have you got to know the market here now six months into your new position or is the learning process continuing?

LS. My learning process?

JS. Yes, for the English and the Irish markets and that you have a good knowledge of the culture, which is diff erent to anywhere else?

LS. I don’t know if I have good knowledge or not but for sure it’s never enough. Defi nitely the U.K & the Irish markets are far away from the Eastern European markets. We’re talking about a much more developed market.

Th is is especially related to the Southern part of England that is where the economy and the fi nancial community is sitt ing and standing, but the concept such as, total cost of ownership suggests weekly rate and all this type of thing, so they are much more developed as compared to other experiences that I had.

JS. But the product is far more developed as well?

LS. Yes

JS. What are your plans for the Irish market to give it an injection, to rejuvenate the brand?

LS. First of all I do believe that everybody has a problem with stock and this is related to the fact that the market in 2008 was booming. Ireland was, let’s say, the new bright star in the European scenario, the fi nancial community was prett y much happy and then suddenly everything disappeared, and the world changed. So it is not really an Iveco problem but a problem of all the makers. But you know that perhaps some others have much more stock problems compared to the Iveco one. My plan is following our partner (Truck Dealers International/Harris Group) like we did in order to exploit the stock that we have in place, gett ing rid of them. So I do believe that we need to provide all the commercial tools needed in order to support the stock decrease and to follow the market.

JS. Will we see the New Daily in Ireland soon?

LS. Yes, you will see it because fi rst of all we do not have such a big stock of the Daily light commercial vehicle in Ireland. We will be looking to launch the Daily in the month of November.

JS. Is there any opportunity for you to extend the Daily up to 7.5 tonnes and compete with the compact Japanese brands?

LS. It is also a matt er of truck anatomy because we are talking about a diff erent type of Cab. We have a semi-Forward Control Cab and the Japanese have a Cab-over, so it’s a diff erent concept and structure but with the introduction of the Daily 7 tonne two years ago, we have tried to follow this market movements.

JS. With Stralis for Euro 6, I understand the changes are just cosmetic for the exterior but the interior will be dramatically changed.

LS. I wouldn’t say cosmetics because we talk quite huge change in design with the exterior and interior. It won’t be just a make-up.

JS. So are you heading towards the Glider concept like we saw in Hanover?

LS. No, it won’t be the Glider, it will be a truck carry over, an evolution, I think is probably best way to describe it. A substantial evolution and talking about the power line, new engines and the new engine features.

JS. With regard to Euro 6 there’s a fear out there that it could actually be by-passed by a lot of operators, that they will lend themselves to purchase the last of the Euro 5s, similar to what happened to Euro 4, particularly in terms of cost and fuel consumption.

LS. Yes, we can talk to the Government because it comes back to incentivising disposal of older vehicles rather than keep applying legislation to new vehicles. If you’re going to substitute Euro 0 or Euro 1 with a Euro 5 you are taking the benefi t much more as compared to dramatically increasing the costs and the price of the vehicle with the Euro 6. We do believe that in the coming year there will be a huge demand for the Euro 5 because the customer will try to take the benefi ts of the availability of the Euro 5. With Euro 6, there will be a great jump in technology, on the other side payloads will suff er and then you have the extra cost of the vehicle. So because of this, we believe that there will be a demand coming from the customer related to the Euro 5 product.

JS. By going down the road of SCR only do you think you have an advantage over the rest of Euro 6 technology?

LS. Yes, absolutely.

JS. Iveco is renowned for their engine technology, reliability and fuel economy so obviously this is at the next level and you are ahead of the game in that respect. Do you see other manufacturers may look to this system only in the future?

LS. To be honest I do believe that we need to provide the most profi table and convenient solution to the customer, to the end user, so we focus and will focus on fuel consumption, truck effi ciency, truck reliability in order to deliver a profi table and suitable transport solution. Th e others will make their choice and I really don’t care to be honest.

JS. Obviously you’re proud of what you do in your company but you want to extend this pride to the customer as well, that they have pride in their product?

LS. Yes, defi nitely, you can be proud by yourself but even the others have to follow you. Pride to the dealers and right the way through, yes.

JS. Very good. Finally my last question is in relation to Iveco’s success achieved on the Dakar Rally.

LS. One comment on Dakar is that it always helps engine development. Fiat Powertrain Technologies (Iveco’s engine development suppliers) have been heavily involved in developing those engines and any form of motorsports accelerates development so it works two ways, one in brand and one in advance testing.

One-to-OneLuca Sra, Managing DirectorIveco UK & Irelandwith Jarlath Sweeney,editor@fl eet.ie

Driven to Perfection

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

T he history of the Mitsubishi Fuso Truck & Bus brand dates back to 1932. Today it sits alongside Mercedes-Benz, Freightliner (North

America) and Bharat Benz (India) under the umbrella of Daimler Trucks. In its home market, Fuso is among the dominant Top 3 with Isuzu No. 1 with 36.7% market share, Hino on 23% and Fuso with 19.8%. Fuso is next to Hino in the bus sector with 29.9% and 22.1% market share respectively last year. Key to Fuso’s ongoing progress and success is the R&D Centre at its Kawasakai Headquarters and the Kitsuregawa Proving Ground.

Situated at Sakura City, about 200 kms North East of Tokyo, Kitsuregawa is one of the largest truck and bus test facilities in the world. Welcomed by Mr. Wataru Morokuma, who heads up this operation, he detailed the ongoing activities at this 1.7million sq.m. site which fi rst opened in 1980. Although shaken and damaged by the massive earthquake in March 2011, it is back to full operational capacity with some repairs to buildings ongoing. Diesel and Hybrid versions of the Canter and Super Great were available to test drive around the track along with the new Canter 4x4 model and a couple of examples from its Bus division.

Super Great, like the Skoda Superb car does what it says on the tin, but maybe not to the full extent of its name. Design wise, the latest Super Great which caters for the multi-axle and tractor unit sectors for the Japanese manufacturer has taken on a European shape, as its exterior look is not too dis-similar to the MAN TGA. Inside, as expected, it takes on a typical Asian style in appearance and

fi nish. As one takes the three steps up into the cab, layers of dark grey plastic await with dials and swithgear placed across the dash in litt le circles, squares and triangles. A rather large engine cover prevents any easy cross-cab access in this single sleeper which really is only a driver rest area for short periods.

Regarding the drivetrain, Fuso’s owners Daimler can take the credit here as the 6R10 12.8 litre is that from its world engine platform as per the Mercedes-Benz OM471 and the DD13 (Detroit Diesel) in the U.S. Selective Catalytic Reduction (SCR) to control the exhaust emissions is used here too. Th e 12 speed Inomat II - 12 automatic transmission is a derivative of the Mercedes-Benz Powershift . When all put together, the loaded 25 tonne GVW 6x4 performed impressively. Around the 3.6 kilometre high speed test track, acceleration and power was good with the gearshift working in perfect harmony. Lap aft er lap. At a constant (limited) speed of 90 kp/h, the rev counter remained on the 1100 rpm point, mainly driven on the fl at but sometimes rough surface depending on the lane taken.

A spin in the Hybrid version premiered at the Tokyo Motor Show was then available to us. It performed just like its conventional diesel brother, with the addition of an electric motor, and stop/start engine cut off technology to help achieve a 10% reduction in CO2 and in fuel consumption.

A laptop placed on the top of the engine cover informed us of the rate of energy consumption and regeneration the latt er through deceleration and braking.


FIRST DRIVES

Exclusive First Drives in the Fuso Super Greats … and Canter 4x4!

Th e Fuso Network across Europe is keen to get its hands on the Super Great as this heavy duty range would enhance sales and service business at its Dealerships and sit-in nicely alongside the popular Canter range. Maybe the powers that be in Stutt gart will have a change of heart and allow importation of same into European markets.

At a round table discussion held at the Kitsuregawa Proving Ground, Mr. Gustav Tuschen, Mitsubishi Fuso’s Vice-President of Product Engineering presented the business case for the Super Great Eco Hybrid. “Our evaluation so far shows that hybridisation can indeed benefi t heavy-duty trucks in typical long-haul operations,” he said. “Th e conventional thinking is that hybrids best fi t light-duty truck operations in urban areas, since such operations involve many stops and starts. While small truck operations in big cities do benefi t from hybrid power trains, due to their ability to frequently recapture braking energy, heavy-duty trucks clearly can benefi t as well.”

Mr. Tuschen explained that heavy-duty long-haul trucks recover and store energy as they move up and down hills. In addition, they use higher braking power and tend to run much longer distances than city trucks, therefore, the benefi ts of hybrids accumulate. Th e hybrid system is optimised so it can capture energy even when the truck is going down very slight grades. Th e parallel hybrid system ensures that energy loss is minimised.

Also related to their high mileage, the CO2 reduction eff ect of a long-haul hybrid heavy-duty truck is fi ve or more times that of a light-duty truck with high mileage.

OutlookBased on the positive test results so far, Fuso is moving ahead with development of heavy-duty long haul trucks.

Th e key challenge with heavy-duty hybrids, as with all hybrid commercial vehicles, is to ensure overall lifecycle cost benefi ts for customers. Th at means for signifi cant market penetrations to occur, the fuel economy and other cost benefi ts must exceed the added cost to purchase a hybrid vehicle.

Th erefore, Fuso will work to optimise costs in all aspects, while ensuring reliability, durability and performance. Special focus will be taken to minimise the weight of the heavy-duty hybrid system, so customers can maximise their payload.

FIRST DRIVES

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MAR 12 11

Proudly parked in the paddock at the Reithaus in Ludwigsburg, Germany alongside the all-new Fuso Canter was the latest 4x4 version. We were informed that this model was designed

to Australian specifi cation and diff ers from which will be available in Europe. Within a month, we were able to drive a similar model around Fuso’s Kitsuregawa Proving Ground.

On the multi-purpose track section of this vast testing facility, the 3.0 litre 150 PS all-wheel-drive Canter was put through its paces. Visually the 4x4 variant sits higher on the chassis as the cab gets more ground clearance. It takes two steps to enter and exit. As a result superior all-round visibility is bett er as the seating position is higher too. Fitt ed with Fuso’s new 6 speed Duonic automated transmission formed an effi cient relationship with smooth transmission between gears. On the long descents, w ith engine brake on, the drivetrain was held at 40 kp/h @ 2050 rpm. Everything undercontrol. Engine noise was not a problem either.

Runs were also given on the previous generation Fuso Canter Eco-Hybrid and new Canter in 5 tonne GVW form.

Spec CheckMake/Model: Mitsubishi Fuso Super Great Heavy DutyEngine: 6R10 12.8 litre in-line 6 cylinderPower: 380 PS @ 1800 rpmTorque: 2160 Nm @ 1100 rpmTransmission: GS11-12 (speed) Inomat II Diff erentialGear Ratio: 2.411GV W: 25 tonnes (on test)Dimensions (mm): 11990 (L) 2490 (W), 3080 (H) 7220 WheelbaseTyres/Wheels: FR: 295 / 80R22.5 RR: 11R22.5Suspension: Leaf Springs Front / 4 Bag Air Rear

New Mitsubishi Fuso Canter 4x4 marches on!

Make/Model Fuso Canter 4x4 (4WD)Engine 3.0 litre/in-line 4 (4P10T2)Power 150 PS @ 2840-3500 rpmTorque 370 Nm @1350-2840 rpmTransmission 6 speed Duonic automatedDimensions Length 6180 mm Width 2220 mm Height

2570 mm Wheelbase 3415 mmTyres 225/80R17.5Suspension Rigid Axle Leaf (front + rear)GV W 5.3 tonnesTest Drive Weight 5.3 tonnesKitsuregawa Proving GroundSite Area 1,171,039m2

Buildings 40,387m2

Total Length of Test Course 14,440m

Spec Check

NEW FLEET

Another new Scania for Cunningham Transport …

… while Brennan International scores 10/10

New Avias on the double!


Bright Blue and White R620V8 and Griffi n Neons illuminate the interior cab wall of the new

Scania R620 6x2 twin steer tractor unit purchased by Cunningham Transport.

Sold by Tom Nolan & Sons, Castleisland, County Kerry, Main Scania dealers, the new high-spec truck will be operated by father and son team of Mike and Brian Cunningham (Raheenagh, County Limerick) on National and International transport.

Apart from the special V8 styling pack that includes leather seats, badging and chrome grille surrounds, the cab was painted in metallic blue at the Scania factory and is equipped with a kitchenett e. Mike McKenna Signs (Killarney) did the livery and graphics.

Brennan International is another valued customer of T Nolan & Sons as Diarmuid Nolan hands over the keys of the new R500 Topline to

Pat Brennan.

The new 4x2 tractor-unit was specifi ed with a Topline cab, two pedal opticruise with retarder, dura brite alloys, and factory-fi t Bluetooth and air horns.

Brennan’s, based in Limerick, has operated Scanias for approximately sixteen years and runs a fl eet of ten trucks.

Customer loyalty is much sought aft er in business today and thankfully Avia Truck continues to generate

repeat orders from customers. Two such cases materialised last month with a new Avia D 75 delivered to Tullamore company, Ravenhill Couriers Ltd (pic 1), which has purchased examples from the Czech manufacturer since 2002. An original Monread built box-body and Zepro taillift were transferred from a

similar 2007 version that was traded-in. As the livery indicates, the truck is on contract to WEEE Recycle.

Meanwhile another Tullamore company, Betson Tyres Ltd (pic 2) has purchased its next Avia D 75 fi tt ed with a 15ft boxbody. “Th is loyal customer is a tyre wholesaler and this is their third Avia bought from us,” stated David Mullen, Managing Director, Avia Truck Ireland.

Setanta Vehicle Sales Dublin has supplied this new Renault Midlum to FINOL. Th e national lubricant distributor for

Total, Fina & Elf brands specifi ed the 220 hp 14 tonne rigid with rear air suspension on a Jimmy Kelly built curtainside body and has been equipped with pumping equipment to discharge bulk oil deliveries.

Finol selects slick Renault!

Aft er eight years of service, Pat Sinnott (P&K Transport) from A rdlea, Country Laois said goodbye to his

loyal Mercedes-Benz Actros 1844.

Over that time they travelled the highways and byways of the mid-west on the daily milk collection run on behalf of Glanbia, Ballyragget.

Now the dairy farmers on his round are wishing Pat “Well Wear” on his new Actros 2546 Powershift II 6x2 tractor unit.

In addition to the comfort that the new truck brings, Pat is confi dent that his new purchase will prove as reliable as the previous two Actros purchased from Surehaul (IRL) Ltd.

New Actros is a black ‘n’ white matter for P&K Transport

CITAN – another star is born for Mercedes-Benz

The secret is out! Mercedes-Benz new city van has been

revealed. Th ose of us present at Daimler's Design Centre of Excellence at Sindelfi ngen were among the privileged few to see the new van in the fl esh for the fi rst time. And it wasn’t until the following day that we discovered its name – CITAN – derived from ‘City & Titan’. From what we have seen, Citan bears litt le resemblance to that of the Renault Kangoo, on which it is based.

Daimler’s collaboration with Renault goes beyond this project as more co-operation and co-developments are in the pipeline to include drivetrains. Of course, this is not Daimler’s fi rst partnership with another light commercial manufacturer as its Mercedes-Benz brand has had co-share in the design and manufacturer of its Sprinter with the Craft er from Volkswagen. Th is three-year development of a new urban delivery van by Mercedes-Benz aims to succeed where its Vanio project from over a decade ago failed. Citan will

be a serious player in the ever-growing small panel van market.

With the introduction of the Citan into the European marketplace shortly aft er its premiere in Hanover for the IAA CV Show, Mercedes-Benz will be the only manufacturer in the world to off er a complete suite of commercial

vehicles from a light van to a heavy duty truck. To be built at Renault’s Maubeuge plant in France, alongside the Kangoo range, Mercedes-Benz levels of build quality and equipment have been assured as well as high standards in component supply as used specifi cally for the Citan.

Visually, the new Mercedes-Benz van has a strong family look with a large triple pointed star dominating the front grille. Th e back end diff ers too from the Kangoo as does the interior, which has been reworked. It will be available in various length and weight categories and in the form of a panel van and crew cabs. Unlike the Vario, there will be

no dedicated passenger version.

Under the Daimler ‘Blue Effi ciency’ badge the 1.5 litre DCi diesel engines and petrol variant from Renault will be used but modifi ed to reduce their carbon footprint and lower fuel consumption. An electric version is also planned. ESP will be standard. Changes to the front axle,

suspension system will ensure Citan's ride and handling characteristics will differ from the Kangoo. And by reconfi guration the seats and the fitting off a complete new dash will separate it from its newfound French cousin.

LAUNCH PAD 1

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MAR 12 13

New model Mitsubishi L200 Double Cab descends

Following the launch of the new Pajero, Mitsubishi Motors is now introducing the new model L200 Pick-Up truck.

“Bigger, Bett er, Stronger” is how it’s described to demonstrate its longer bed and greater load capacity, more powerful engine with 178 hp and improved torque values of 400 Nm.

Mated to this 2.5 litre Euro 5 common-rail turbo charged engine is a 5 speed manual gearbox with the option of a new electronically controlled 5 speed automatic transmission (with Sports mode).

Priced at €32,742 standard equipment i ncludes fac tor y Bluetooth, cruise control, rear privacy glass, curtain and side airbags, automatic air conditioning and traction control.

More details and photos in the Spring edition of Fleet Van & Utility out next month.


ANALYSIS

F rance emerged as the largest market for commercial vehicles in Europe with a total of 482,823 new vehicles registered, an expansion of 5.6% over the previous year. Over 2011, a total of 1,935,392

new commercials were bought across Europe to mark a 9.9% increase over 2010, but still around one-fi ft y below pre-crisis levels when annual returns averaged 2.5 million units.

Germany with 334,822 units (+18.7%) and the UK (+17.6%) with 306,488 new commercial vehicles sold were the next two biggest markets and growth toppers. In contrast, the Italian (-3.4%) and the Spanish markets (-6.6%) contracted. Looking into the fi gures further (produced by ACEA - Th e Association of Automotive Manufacturers in Europe), from January to December, the EU recorded 1,586,255 new vans, or 7.0% more than in 2010. Results were diff erent across markets as France (+2.7%), the UK (+16.7%) and Germany (+18.8%) performed bett er, while Italy (-6.1%) and Spain (-10.1%) declined.

Within the HGV sector, all signifi cant markets experienced growth. Spain saw demand for heavy trucks increase by 20.6%, while growth was 23.3% in Germany, 41.5% in France and 42.5% in the UK. Overall, the EU recorded 236,512 new heavy trucks in 2011, which is 36.0% more than in the previous year.

Cumulative fi gures for the Bus/Coach sector saw a 0.7% drop in new sales while France and Spain recorded increases, Germany and the U.K. witnessed a drop-off , the latt er signifi cantly by 16.4%.

EU Commercial Vehicle Sales rise 10%• Market remains 20% below pre-crisis levels

Irish Commercial Vehicle sector recovers - slowly but surely

W ithout the appeal of a scrappage scheme, the Irish Commercial Vehicle industry continues to show modest growth with the

numbers of new HGV & LCV registrations increasing. With 1,141 HGV unit sales and 11,346 new LCV’s registered in 2011, these fi gures produced by SIMI are a long way from peak numbers of almost 6,000 units recorded in 2006.

While new truck sales recorded an 8.05% growth

last year compared to the 11.38% defi cit from 2010 over 2009, new vans wearing ’11 plates showed an almost 9% increase in numbers compared to 2010 – see chart #2.

Biggest winners in the year long brand batt le was Scania, which jumped from No.3 to top the table on 15.95% market share. Volvo Truck gained a position recording 15.34% and only 7 units behind its Swedish rival. Renault Trucks however made the biggest impact, moving from 7th to 4th, while Mercedes-Benz was the

biggest loser free-falling from fi rst position in 2010 to fi ft h last year. Th e main reason could be put down to the pending arrival of the all new award winning Actros range early in 2011, which tempted loyal Actros operators to hold off . Another reason is that the various fi nancial packages off ered by Volvo & Renault Trucks (under the Volvo Financial Services banner) and Scania Finance off er purchasers very competitive Contract hire/ Leasing rates.

Th e Renault marque also came very much to the fore in the LCV sector gaining three places in the Top 10 league. Again, its att ractive fi nancial off ering, 5 year Warranty and new product line in the Master van saw the French brand achieve phenomenal sales growth from 570 units in 2010 to 1647 last year. With this serious impact on the sales graph, the two established podium toppers Ford & Volkswagen are looking into their mirrors more frequently, paying heed to the Gallic charge. Nissan’s rise of six positions in worth noting too as the Japanese company moved up from 11th to 5th over the past year. Again, Mercedes-Benz faired out poorly

HGV Brand 2011 Unit Sales Market Share Position 2010 Unit Sales Market Share Position Gain/LossScania 182 15.95% 1 113 11.08% 4 +3Volvo 175 15.34% 2 118 11.57% 3 +1

DAF 148 12.97% 3 147 14.41% 2 -1Renault Trucks 120 10.52% 4 38 3.73% 7 +3Mercedes-Benz 100 8.76% 5 161 15.78% 1 -4MAN 60 5.62% 6 82 8.04% 5 -1Iveco 55 4.82% 7 65 6.37% 6 -1Hino 36 3.16% 8 24 2.35% 8 =

Medium Goods Vehicle Segment

Isuzu 76 6.66% 1 92 9.02% 1 =Mitsubishi Fuso 49 4.29% 2 54 5.29% 2 =

Total Market 2011 1141 2010 1056 2009 1151

Chart 1

loosing market share and four places, and in the process relegation to 11th. Isuzu lost out too (as the Chart #2 describes) but this could be put down to the launch of the all-new D-Max Pick-up truck due soon, and is its best selling commercial.

Comments from distributors re the marketplace for 2012 are in general agreement that HGV sales will be similar to that of 2011. “We have seen a sett ling off of truck registrations over the past two years albeit at a dramatically reduced level when compared to the boom years. While this year has got off to a strong start I expect that over the period of the year we will see a levelling off of truck registrations with a full year total for 2012 being very similar to 2011,” said a Sales Director for one of the leading brands.

Another is not so optimistic. "2011 was a very diffi cult year for both distributors and operators with the market over 7.5 ton GVW ending more or less the same as 2010. Th ere was obviously no growth and with workshop and parts sales dropping, 2011 was overall very tough," quoted a National Sales Manager. He continued, "However, it has been a reasonably good start to 2012 with registrations up on January 2011 but this is a result of end of year orders from 2011. In general I would be very

concerned about 2012 for a number of reasons but particularly for the operators with the soaring price of diesel / road tax and insurance. I fear there could be a very bleak year ahead as costs are spiralling out of control and it will be a real batt le to survive."

“Th e challenging marketplace continues for another year,” said a Managing Director. “As usual, virtually every single sale was a challenge, but then the HGV business is always a tough sale. Th e total market was up about 19%, but was very weak compared to even markets of the early 1990’s. 2012 seems to have started with a real

burst of activity. Indeed many of the January sales seem to have come from deals done at early as June last, and February registrations seem to be of a more normal level. From our perspective, there has been a great deal of tightening on the availability of credit, and that combined with the requirement for a customer deposit, or at least an unencumbered trade-in has meant that we have been unable to quote on several deals. Also, we have been fi nding the used market a particular challenge, and there is litt le buoyancy in this area. Overall, the market should be up on 2011, but led by the larger fl eet deals."

ANALYSIS

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MAR 12 15

Market Trends re-shape HGV Sectors

Chart 2LCV Brand 2011 Unit Sales Market Share Position 2010 Unit Sales Market Share Position Gain/Loss

Ford 2452 21.61% 1 2073 19.66% 1 =

Volkswagen 1784 15.72% 2 1376 13.05% 2 =

Renault 1647 14.52% 3 570 5.40% 6 +3

Toyota 954 8.41% 4 1005 9.53% 3 -1

Nissan 666 5.87% 5 280 2.66% 11 +6

Opel 517 4.56% 6 481 4.56% 9 +3

Peugeot 485 4.27% 7 601 5.70% 5 -2

Isuzu 458 4.04% 8 619 5.87% 4 -4

Citroen 450 3.97% 9 361 3.42% 10 +1

Fiat Professional 397 3.50% 10 511 4.85% =7 -3

Mercedes-Benz 334 2.94% 11 511 4.85% =7 -4

Total Market 2011 11,346 2010 10,437 2009 9,285

A t the recent Iveco annual end of year press gathering, Nigel Emms, Head of Communications Iveco U.K. & Ireland outlined the structural

change the Heavy Commercial Vehicle industry is going through. “Change is the order of the day” he stated. “Spurred on by the increasing need for productivity and cost-effi ciency, road transport operators are steadily moving away from the traditional ways of doing things. But it’s a move that could be seen more clearly than ever in 2011, in particular as we have had one of the fastest-growing tractor-unit markets ever”. Th is change and developments in other weight segments mirror what’s happening here in Ireland also.

“Van sales are strengthening again,” said Nigel, as rental fl eets return to buying and operators regain their confi dence. Of course, the van sector is being driven more and more by levels of retail activity. Th ings like e-commerce and buying off the web have had a dramatic impact on this sector, with operators increasingly preferring vans for domestic and in-town parcel deliveries. By far the biggest element of this is at 3.5 tonnes.”

“Th e signifi cant thing as stated earlier, is how the structure of the market is changing with the balance between medium and heavy trucks has changed substantially. Today, heavy trucks account for exactly 80% of all truck registrations, with medium trucks making up only 20%. “Why

is this the case,” he asked. Operators are moving away from 7.5 tonners as vans off er a ‘lower cost perhaps’ and they also come with a wide variety of vehicle types from 17 cubic metre vans to bodied chassis. “Th at said,” Nigel continued, “the 7.5 tonner is a distribution vehicle. It was designed as such, it still off ers excellent payload and space and it gets more economical to operate as times goes by. But we have to recognise the additional threat of Euro 6 at the extra weight. Euro 6 will add some 200kgs to the unladen weight, and this will hardly do the 7.5 tonner any favours.”

Moving up to the 18 tonne to 26 tonne segments, Nigel explained that the move to the latt er is down once again to productivity. 6x2 rigids off er bett er payloads, greater carrying capacity, and bett er residuals for a minimal increase in price and hardly any diff erence in operating costs. Th e 8x4 confi guration category continues to be hit by the slump in the construction industry.

A number of developments in road transport led to the upturn in demand for new tractor units. “In 2011, we saw operators starting to re-fl eet as older vehicles became uneconomical to keep on the road any longer. Add that to the fact that the most productive vehicle you can possibly operate is a 3 axle tractor with a double-deck semi-trailer. Operators are increasingly realising this in their own operations, and many who might have previously operated 18 tonners, maybe even

6x2’s – are now moving to tractors for all their operations, including things like distribution. Go to any Shopping Centre at six in the morning these days, and increasingly its tractors you’ll see delivering to shops, where it would traditionally have been 18 tonners. Th at is driving a shift towards tractors, at the expense of other types of vehicles, and it’s a trend we strongly believe will continue. Tractors are fl exible, adaptable and productive. Th e 2 axle sector remains the preserve of certain types of operation, and in particular, supermarkets,” said Nigel.

“Again, it's all down to productivity and earning power," he stressed. “We all know Euro 6 is on the horizon. We all know costs are going to increase. So a question: do we believe there was any impact on demand in 2011 as a result of operators pulling-forward fl eet replacements to avoid these costs? Th at’s a hard one to answer. In truth, probably no. That said, operators defi nitely have Euro 6 on their agenda – so we confi dently expect many to be buying Euro 5 products in advance.”

In early January, Iveco’s CEO Alfredo Atavilla gave the brand a huge vote of confi dence in meeting the demands of an ever changing marketplace by approving a €1 billion investment in new products and services. (See Interview with Mr. Luca Sra M.D. Iveco U.K. & Ireland on Page 8).

PREFERRED SUPPLIERPATRON

February 2012 - February 2013





COVER


I t was a big surprise to many in the Commercial Vehicle industry that the TATRA Phoenix fi nished runner-up to the Mercedes-Benz Actros in the race

for the International Truck of the Year 2012 title. On the contrary, the 24 strong member jury voted the new heavy duty construction

range from the Czech manufacturer ahead of the Scania R-series Euro 6 for its impressive handling characteristics and innovative developments.

TATRA , with a history of engineering that dates back over 160 years, is one of the oldest vehicle

producers in the world. Based in Kopřivnice, Czech Republic, it is entering into a new era with the fl agship Phoenix, a new heavy-duty truck product line, in collaboration with DAF and its parent PACCAR. In fact, so impressed was DAF with the ongoing developments at TATRA , that it invested in a major shareholding in the company. As a result, DAF dealers across Europe will benefi t in having a well built dedicated construction range available for sale. “Th ere are many innovative and breakthrough vehicles in the rich, 160-year history of TATRA that have had inf luence on the automotive industry. I strongly believe that TATRA Phoenix truck belongs to them as it does not only start a new era for TATRA but also for DAF and even for the heavy-duty off -road trucks segment. “It is a quantum leap ahead for TATRA ," said Ronald Adams CEO TATRA on announcing the co-operators agreement with DAF. “It’s a great opportunity for DAF dealers," stated Harrie Schippers, DAF Trucks CEO at the launch of the Phoenix to the market.

Martin Najzr, TATR A’s Chief Marketing Officer added; “The new TATR A Phoenix delivers unrivalled value to its customers. It does so by combining the newest and most advanced TATRA chassis design based on backbone tube and independent swinging half-

axles with the technological sophistication of DAF cabs and PACCAR engines. With these technologies, TATRA Phoenix brings its users outstanding productivity, comfort and effi ciency. Th ese customer values are well-captured and communicated through the branding ‘TATRA takes you farther’ – you, the driver will drive farther in the off -road terrain than you were accustomed to, and, you, the owner, will achieve bett er business results. Delivering these values, TATRA Phoenix will gradually become the company’s fl agship truck serving customers around the globe.”

“Th e TATRA Phoenix marks a new beginning for the company and brings about a signifi cant shift in the competitive playing fi eld of the heavy duty off -road commercial truck segment. With the new vehicle begins another chapter in the globally successful TATRA story,” explained Martin. He went on to detail the joint-venture element of the new product development. “Th anks to the cooperation with prominent truck manufacturer DAF and the PACCAR group, we are entering an era of the most fundamental globalization of our products and services. For our partners and customers, TATRA Phoenix provides proof that a new line of commercial vehicles off ering ultimate driving capabilities, high productivity and operational effi ciency, driver comfort, and a long lifespan was fi nally born. Th e modernised unique TATRA chassis with new transfer case and pneumatic suspension of all axles, completed with a DAF CF 85 cab (short or sleeper), PACCAR MX engine with 360-510 hp output and ZF Ecosplit transmission (manual or AS-Tronic automatic), signals the indisputable dawn of a new era for TATRA , its commercial customers, business partners and supporters. Th e TATRA Phoenix maintains the tradition of all-wheel drive with the possibility to engage or disengage the front-wheel drive at any time while driving. Vehicles are available in standard confi guration 4x4, 6x6, 8x8 and now also 8x6. Th e vehicle can be operated in the most diffi cult terrain without problems and now is also bett er adapted to the mixed-terrain operations.”

Phoenix: TATRA'S Flagship

TATRA participated in the ITOY contest for the fi rst time ever. “Th is great result for TATRA is strengthened by the fact the winning truck is classifi ed as a long distance road haulage truck. Th e second-placed new TATRA PHOENIX was thus the best scoring all-wheel-drive truck for 2012 entered in the entire competition,” said a delighted Martin Najzr, Chief Marketing Offi cer, TATRA .

• Czech brand aims to go further across Europe• Czech brand aims to go further across Europe

Enthusiastically, he added, “Th e TATRA Phoenix will boost your productivity! Th e TATRA Phoenix unique chassis design eliminates the sub-frame between the chassis and the body, lowering kerb weight. As a result, the truck off ers outstanding pay-load capacity and carries heavier loads. Unique to TATRA is its axle concept, unlike those of competitors, it does not require wheel-hub reduction gears in standard truck applications. Th is feature and the usage of the automated AS-Tronic transmission further decrease fuel consumption.”

Proof of the vehicle’s sturdiness and reliability is the 36-month (or 300,000 kilometres) warranty period for the truck’s powertrain – currently the leading standard warranty in this truck segment.

COVER


TATRA ’s brand history dates back to 1850 when Ignac Sustala produced horse-drawn carriages in Nesselsdorf – now known as Kopřivice, in the

former Austro Hungarian Empire. In keeping with trends, developments in rail transport emerged, but it was not until 1919 that the TATRA brand fi rst appeared on a truck called the TL4. Mr. Novak, a company director renamed the company (from Nesselsdorfer Wagenbau) aft er the local mountain range.

Following the independence of Czechoslovakia in 1918, TATRA earned a solid reputation for producing a wide range of cars and trucks of quality throughout Central Europe.

It was primarily through military orders that the development of truck production expanded. Legendary ‘go-anywhere’ ability, rugged construction, easy maintenance, and high performance together with a long working life are the att ributes of TATRA trucks that continue to this day.

TATRA III from 1942, originally designed for military purposes, became an icon in its lengthy lifetime. Th e 14.8 litre 12 cylinder three-axle 8-10 tonner laid the foundation for its successors, namely the T138, T148 and the T815 from recent decades. Multi-axle and all wheel drive became a TATRA forte.

Model T815 also made its name through numerous successes in cross-country rallying and became a fi rm favourite in the Dakar Rally, with 6 wins by Karel Loprais. In the most recent running of the famous Rally Raid held in South America, TATRA fi nished third. In the same month, victory was accomplished in the Eco Africa race, a similar type but shorter event held in Northern Africa.

Another notable achievement was in 2001, when the TATRA Jamal Evo II won the European Super Race Truck B Series.

Aft er the accession of the Czech Republic to NATO in 1999, TATRA developed special ARMAX Vehicles based on the TERR No.1 range designed to operate in diffi cult terrain and climate conditions. Variations of the FORCE Series, through its modular chassis, allowed for confi guration to cover 6x6 through 8x8, 10x10 to 12x12. Collaboration with other manufacturers is not new at TATRA as Renault Trucks supplied the cabs and other components for the medium weight T810 launched in 2006 which covered both the military and general markets. 2009 heralded the arrival of one of its greatest and most versatile vehicles, the T815.7. A new, low cab, which in conjunction with the progressive air suspension allows for transport in the C-130 Hercules plane. Th is chassis is also used for special applications such as crane carriers and fi re tenders.

Th e fi rst application of a revolutionary design of a central tube with ‘swinging’ half axles dates back to 1923. Together with air suspension, this design is unbeatable under extreme terrain conditions.

In 2011, TATRA introduced the Phoenix range, which continues the rich tradition of its predecessor. Phoenix becomes TATRA ’s new fl agship and proudly wears the brand name of one of the longest established auto manufacturers in the world.

TATRA – the third oldest vehicle

manufacturer in the world

Make/Model TATRA PhoenixEngine 12.9 litre 6 cylinder PACCAR MX diesel (turbo) SCR Euro 5Power/ Torque MX265: 360 hp & Torque 1775@1000-1410 rpm @ 1500 + 1900 rpm

MX 300 408 hp @ 1500-1900 rpm Torque 2000 @ 1000–1410 rpmMX 340 462 hp @ 1500-1900 rpm Torque 2300 @ 1000-1410 rpmMX 375 510 hp @ 1500-1900 rpm Torque 2500 @ 1000-1410 rpm

Transmission 16 speed ZF Ecosplit/16 speed AS-Tronic automated. Clutch Single Plate dry ZF sachs 430 mmAxles TATRA Independent suspension with/without hub reductionSuspension Front: Air Rear: Leaf Springs / AirWheels Types 315/80 R22.5 385/65 R22.5Cab options Day/Sleeper with 1/2 bedsTanks Steel or Aluminium 220-545 litres AdBlue: 45 litresClearance Height 300 mm

4x4 6x6 8x8 (8x6)Turning Circle 16.5m 18.5m 21.5m

Kerb weight 8350 kg 9,800 kg 11,500/11,200 kgWheelbase 3700-4500 mm 3440-4500 mm 2150-2950 mm

Spec Check

Another Rally Raid success for TATRA in winning the Afr ica EcoRace for the second time. Tomás Tomecek and Vojtech Moravek brought the Letka Racing Team TATRA 815 2TOR45 to the fi nish line at the Pink Lake, Dakar before all the others who survived the Moroccan tracks and dunes of Mauritania.

LAUNCH PAD 11

20 FLEETTRANSPORT | MAR 12 Text & Photos: Paul White - paul@fl eet.ie

C ertain vehicle names immediately conjure up, not only an image of the vehicle, but also bring to mind a list of att ributes. Oft en,

this perception relates to the manufacturer's name, however, individual models have created their own identities and their name becomes a by-word for particular qualities - one such name is Canter.

Th e latest and eighth generation of Canter, the TF series was launched to the Irish market against the backdrop of the Killashee House Hotel in Kildare. While some previous versions may have lacked some of the good looks and glamour born from Japanese styling, that has now changed, and Canter comes with a modern dynamic profi le.

Canter’s new roomier cab is welcome and the extra space has been well used to provide practical storage. With the dash mounted gear selector, cross cab access is simple and the new facia layout is pleasant, with ample space for folders and a useful lockable compartment. With an ISRI suspension drivers seat as standard and fully adjustable steering, a good driving position is easily found, also the important access and egress for multi-drop work is fi rst class.

In this highly competitive market sector good looks and glamour are generally not top of the shopping list - durability and reliability are the factors which has led to Canter’s popularity in Ireland. An ability to get the job done minus the fuss, has always been critical for vehicle operators in this class, and the new Canter will have a lot to live up to.

Possibly the most dramatic change for Canter is the new ‘Duonic’ transmission which comes as standard in the 7.5t, and optional for the 3.5 tonner. If there are any lingering doubts about the benefi ts of automated transmissions over standard manual shift ing Duonic should sett le

the debate. Th e dual clutch six speed is superbly smooth and defi nitely worth considering for the 3.5 t. Th e heavy stop/start nature of work for vehicles in this class can surely justify the extra cost, when fuel savings and the costs of clutch replacement are accounted for.

On the subject of urban driving, Canter’s Duonic transmission has an ‘Eco-Mode’ setting as standard which optimises gear selection, and an optional ‘Idle Stop Start’, to further improve fi gures.

Designated as 3C and 7C, Canter off ers a choice of two cabs, three engines, and wheelbase options from 2,500 to 4,750 mm. Th e three Euro 5, ‘Enhanced Environmentally-friendly Vehicle’ (EEV) power units have outputs of 130/150 and 175 hp, (98/110 and 129 kW) and meet EEV standards with the help of a Diesel Particulate Filter (DPF). For normal driving the DPF is self-cleaning, though if required the cleansing process can be activated by a dash mounted switch.

Our test drive included some motorway, national roads and busy town traffi c, and throughout the highly manoeuvrable Canter TF is an impressive, and competent truck for its area of operation. Fuso has equipped Canter with a high level of comfort and specifi cation not always found in this vehicle class, all of which should help to retain loyal customers while att racting new ones. Th e availability of Fuso Finance in partnership with Bank of Ireland, which includes an allowance for the vehicle body, will also help to generate interest. Completing the package is an optional 5-year, 300,000 km warranty and a free fi rst service.

As part of Daimler AG, Fuso Trucks cater to a particular segment, and what may surprise some is that Canter is the largest selling truck within the Daimler Group. In Ireland Canter’s sales performance has remained as reliable as the

vehicles themselves. Market share has averaged 20% even though the market has contracted by almost 80% since its peak in 2007. However, Fuso Ireland is confi dent that the new TF will help improve on that fi gure and increase market share to capture 24% of total vehicle sales. Our run in the new TF would indicate that 24% market share is a realistic possibility, especially with the range being boosted with the addition of a new 4x4 version due later this year.

New Fuso Canter - ‘Fuss Free Fuso’

Standard Specifi cationsDuonic 6 Speed Transmission (7.5T)Ventilated Disc Brakes all-roundABS & EBD (7.5t)Exhaust BrakeDaytime Running LightsFront Fog LightsISRI Suspension Driver’ Seat Remote Central LockingBluetooth RadioFully Adjustable SteeringMulti-function DisplayOptional Duonic 6 Speed Transmission (3.5t)ABS & EBD (3.5t)Idle Stop StartElectronic Stability Programme (7.5t)5 Year / 300,000 Km Warranty

Text: Declan McKeon FLEETTRANSPORT | MAR 12 21

LEGISLATION

W ith the imminent introduction of operator licensing seemingly secure for Northern Ireland; isn’t it about time that similar

laws to raise road safety standards were extended to the whole of the island of Ireland? Declan McKeon (pictured) of FTA Ireland argues that for O licensing to truly work harmonisation across the island is more than just a wish, it’s a must.

When the Freight Transport Association met with Northern Ireland’s Environment Minister earlier this year, it was reassured by Mr. Att wood’s confi dence that full O-licensing would be up and running in Northern Ireland by April this year. Considering the glacial rate of progress of the legislative process to date, this affi rmation was quite a coup for FTA Ireland’s UK counterpart. Th is is because licensing of transport operators has clearly had a positive impact on road safety in Great Britain, where it has existed for over forty

years. Th is new legislation north of the Border will mean that every goods vehicle operator in Northern Ireland, including ‘own account’, will now be legally required to hold an O-licence; whereas the previous status quo has only required ‘hire and reward’ to be licensed. But with cross-Border road freight a fact of life on the island of Ireland, it makes absolute sense that these same rules are transposed to transport operators in the south too – not just for safety reasons but to avoid commercial disparity.

Most responsible truck operators on either side of the Border would agree that safety and compliance must be harmonised across the North and South of the island of Ireland. A consensus exists for a more decisive move towards the harmonisation of road freight compliance. Indeed, a top priority of the All Island Freight Forum, of which Government Agencies form both North and South are a part of, is compliance across the island of Ireland. From our own experience at these forum meetings, there is an overwhelming, almost tangible, groundswell of desire from industry to reverse the deleterious culture of non-compliance that has been allowed to fl ourish over the decades in the island of Ireland. Reversing such an entrenched perception will be no mean feat. But if industry can uniformly drive the road safety debate it will not only prove to the Road Safety Authority that it is serious about raising standards of road safety, but it will confi rm to all those in the industry itself that road safety is a nett le it wants to grasp; a clear message to our main export customers and the Enforcement Authorities of those countries – especially Great Britain.

And it is our sincere hope that operator licensing in the North will improve the odds of seeing a similar degree of compliance in the South. Th is would be

good news for all road users as it would eff ectively help drive out the rogue vehicle operators that are not only a menace on the island’s roads but, frankly, embarrass those that already operate to a very high standard; there can be no excuse for our transport operators having sunk to the bott om of EU league tables on safety and compliance.

Certainly, through O-licensing we can signifi cantly improve the safety standards of HGVs on roads. But adding more grist to the mill are the peripheral economic and environmental benefits. If commercial vehicle owners were legally bound to make regular, preventative maintenance checks and drivers were properly trained to detect vehicle faults then this would reduce congestion resulting from vehicle breakdowns, improve air quality and reduce those indirect costs associated with unreliable deliveries and vehicle downtime.

Although less than two years old, FTA Ireland is already an important factor in the harmonisation equation. Its robust accreditation system, redoubtable membership and rate of growth – membership numbers over 50 leading companies – are a testament to the resolutely professional companies that already form the backbone of Ireland’s logistics sector. Th is strong profi le also gives FTA Ireland the teeth it needs to exert meaningful infl uence for the good of the industry, and at the very highest level. As it grows so to will its infl uence in the Oireachtas and beyond.

Of course, Mr. Att wood’s reassuring words are the fi rst steps in seeing this vision of a harmonised island of Ireland. But FTA Ireland will be looking to mirror the pressure that has been exerted in Northern Ireland to improve the reputation of transport operators, north and south. Indeed, we will be doing just this when we meet the Minister of Transport, Tourism and Sport, Leo Varadkar TD, on the 23 February.

Find out more about FTA Ireland at www.ft ai.ie

Island of Ireland deserves harmonised compliance

Date for the diary21 March, Enfi eld: FTA Ireland’s Transport Manager Seminar will be an unmissable event for transport operators in Ireland ROI. Topics to be covered include the impact of the new Road Transport Bill, work related vehicle safety, ADR and employee law, with a range of speakers from the Department of Transport, the Health & Safety Authority and the Road Safety Authority. To fi nd out more contact dmckeon@ft a.co.uk.


Tel: 01 2932350 Fax: 01 2932360 Email: [email protected] Web: www.mikemurphyinsurance.ieMike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.


MATERIALS HANDLING

Jungheinrich’s continuous investment to evolve and revolutionise the materials handling industry was clearly evident

following presentations made by senior executives at their International Trade Press Conference 2012, held in Zurich. Innovation in material fl ow engineering through their portfolio of products from forklift trucks, shelving systems, services and advice keeps the family owned German company very much to the fore in the Intra-Logistics sector.

Premiered at the event were two new forklift trucks – a 5-tonne hydrostatic truck and a new electric counter balance truck. However it was the world’s fi rst Lithium-ion powered pallet truck that stole the show. Among the topics discussed at the conference were current market trends, energy friendly products, and the latest in batt ery technology. Live presentations of the new forklift s followed a new warehouse development by Lagerhäuser Aarau.

With the arrival of ‘Big One’ – the 5-tonne combustion engine truck with hydrostatic drive, Jungheinrich

has completed this series from 1.6 tonnes to 5 tonnes. Apart from gaining the new family appearance, the new forklift (which has a load centre of 600 mms) is powered by Volkswagen engines (a 55kW/74bhp) 2.0 litre TDI diesel and 3.6 litre VR6 FSI (59 kW) petrol – for the LPG version). As the diesel block features the latest common rail technology, Stage 3b engine emission legislation that comes into force by 2013 has already been met. According to Marek Scheithauer, Head of Product Management for IC truck products, the VFG Series 5 will be aimed primarily at the fl eet segment. Client requests have been listened to and worked on with this new machine – low emissions, driver comfort and being economical and safe to use. "Th e presentation of this truck completes the Jungheinrich hydrostatic truck range that was successfully launched into the market with the introduction of the VFG 425s-435s in 2008. Th e well-tried concept regarding design, drive technology as well as ergonomics and safety features was transferred to the new truck and further improved.”

Using less mechanical components, the hydrostatic drive technology is easier to service and requires less maintenance. “Hydrostatic drive characteristics stand for high driving comfort and high throughput performance, especially in intensive applications,” continued Scheithauer. The engine speed is automatical ly increased during the lift ing process. Th e transmission of driving and hydraulics processes is direct, precise and eff ortless thanks to the hydrostatic drive. Five pre-defi ned operating programmes – from reduced performance parameters for energy-saving operations to maximum throughput performance – enable the driver to adjust the operating method of the truck to the respective application,” he explained.

Th e motors, supplied by Volkswagen Industrial, reduces fuel consumption by up to two litres of diesel or two kilograms fuel gas per hour compared to the previous engine used in the VRS Series. “Th is saves costs, lower CO2 emissions and takes care of

the environment,” stated Marek.

Featuring a larger cab with one (left ) door allows for more space and storage areas around the driver. Vibrations are reduced to a minimum and are at the same values

of its electric trucks. Th e display and operating fi elds are integrated in the seat-mounted armrest that is

adjustable in two directions. Th e driver can also choose between the SOLO

and MULTI PILOT – both with integrated driving direction switch. An automatic parking brake and twice adjustable, slender steering column with memory function for even more legroom.

Among the safety aspects include excellent stability due to its low centre of gravity, good all-round visibility, an overhead guard auto parking brake and three control systems that govern access, drive and lift systems.

“Hydrostatic Drive – focused on customer needs, comfortable and efficient operating highest productivity while off ering low CO2 emission, best summarises the new FG5 Series,” concluded Marek.

Jungheinrich means much more than Materials Handling solution providers

More powerful, economical and environmentally friendly EFG Series 4 electric trucks

Jungheinrich VFG 540s – 550s – The ‘Big One’ hydrostatic truck

As per the VFG 5 Series, the new electrically powered EFG 425-430 counter balance truck will be available

to order from Jungheinrich agents this Spring. Th is new truck, which can transport loads up to 3.0 tonnes, is more powerful while at the same time more energy effi cient and economical by up to 13% than the EFG 216K Series launched in 2008. Using the latest generation enviro-friendly 3-phase AC technology, the new range supplements the EFG Series 4 portfolio by two further trucks – one with extended load centre of 600mm and the other with a shorter chassis. “Th e new truck thus has excellent energy effi ciency at highest performance," says Stefan Pfetsch, Head of Product and Portfolio Management counterbalance trucks at Jungheinrich. “We call this Pure Energy.”

Unique to Jungheinrich is that the battery e x c h a n ge s y s tem needs only one ‘snap-fit’ adaptor on the low platform pallet truck regardless of the forklift ’s voltage type.

“Th e new EFG 425-430 has two diff erent

specifi cations over and above all capacity classes. Th e truck performance can be confi gured in diff erent ways due to the new equipment variants Effi ciency and Drive&Lift Plus. Truck specifi cations can thus be adapted exactly to

individual customer requirements,” added Stefan.

Ergonomics of the new Jungheinrich electric trucks have also been adjusted and improved. Height and tilt of the slender steering column can be easily adjusted with one-point-adjuster. A seat mounted armrest offers additional operating comfort. It can also be steplessly adjusted in height and length. “All primary operating elements are thus quickly and

simply adjusted to individual requirements of the driver,” he emphasised.

Th e EFG Series 4 also features Solo or Multi Pilot integrated armrest in a well-designed cab that caters for every driver’s needs. Slimmer A & B pillars ensure excellent visibility all round.

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Jungheinrich stacks up with Lagerhaüser AarauOne of the main reasons that Zurich was chosen by Jungheinrich for their International Trade Press Conference 2012 was the opportunity to visit one of Switzerland’s leading transport and logistics companies - Lagerhaüser Aarau. Mr. Ulrich Gloor, Managing Director of Lagerhaüser Aarau explained the new relationship established w ith Ju ng h e i n r ic h in the development and construction of its new multi-story warehouse.

Apart fr om supplying 75 new forklift and pallet trucks, Jungheinrich was very much involved with the design process off ering advice on material fl ow engineering solutions and equipment including shelving and racking systems.

Th e new facility situated alongside a rail-link is planned to be open by April with Coco-Cola as its anchor tenant.

As Jungheinrich heads into its 60th year in business in 2013, global sales for its products and services are buoyant with all markets recording increases during 2011, according to Dr. Helmut Limberg, Member of

the Board of Sales. Worldwide market volumes increased by 25% with Eastern Europe and North America showing the best results with growth fi gures of 39% and 29% respectively. Western Europe was next best on 24%. Warehouse trucks with 61%, combustion engined forklift s (21%) and Electric drive forklift s on 18% make up the breakdown of product sales in Europe during 2011. Th at equates to 313,000 units (+20% on 2010). By the end of 2012, Dr. Limberg estimates a further 3% growth to 323,000 units. Although lower than expected, the uncertainty with the euro and the economic situation with various countries around Europe, has led to this cautious assumption.

Worldwide, the market volume stands at almost 900,000 forklift trucks, up 25% than the previous year.

‘Best Invest’ is Jungheinrich’s new solution to optimise total cost of ownership for its customers. Th is will be achieved by improving throughput performance, reducing energy consumption and by evaluating processes and increasing effi ciencies through material fl ow analysis and intelligent warehouse management systems.

“Th is Best Invest promise aims to deliver reduced operating costs by up to 20%,” stated Dr. Limberg. Another element of this product-cum-service off ering is the adaption of its web-based fl eet management system called ISM on-line, “which is a system for analytical collection, monitoring and analysis of fl eet data, site overlapping and independent of manufacturer,” explained Dr. Limberg. Under four categories, Basic, Safety, Productivity and Operating costs, vehicle productivity will be achieved to a maximum in a most effi cient manner. No details of the initial start-up or ongoing costs/fees or training were outlined at this point.

Jungheinrich has been to the forefront of energy-effi cient electric forklift trucks for over 40 years. Th e core of its competence is

through research and development of charging technology, energy storage and drive systems. In analysing energy consumption/loss of an electric forklift , 40% is lost through the charger and batt ery. 24% is excessively used up in travelling, with 31% on lift ing. Th rough investment in AC technology with energy reclamation, savings of up to 30% have been achieved. By fi tt ing steer-by-wire technology to replace the hydraulic system, energy levels have been cut by 50%. Reduced heat loss by frequency controlled charging gains 30% to make the Jungheinrich EFG energy

effi cient electric drive system a clear winner in independent tests that were conducted recently.

In highlighting the achievements to date in this area, Dr. Klaus–Dieter Rosenbach, Board Member Managing Engineering, proudly highlighted the advantages of the new EJE 112i using the latest Lithium batt ery technology – a world’s fi rst. “High energy densities, quick charge ability, longer service life, higher operating ratios and maintenance free

were among the advantages mentioned by Dr. Klaus–Dieter. Compared to the standard lead batt ery powered EJE, the

pallet truck’s overall weight has been reduced by 150 kg and its length by 69 mm. All it takes is 30 minutes to quick charge the batt ery. “Energy Effi ciency,” made by Jungheinrich, is the theme for the Hamburg headquartered company as it continues to reduce its carbon footprint through all of its incoming and outgoing processes. In the last 10 years over 25%

reduction in CO2 emissions have been achieved and Dr. Rosenbach has set a target

of a further 20% by 2020.

With the availability of Lithium-ion said to last for hundreds of years, no fears were expressed by Peter

Dibbern, Head of Advanced Development as he delivered the interesting topic in batt ery development for the automotive and industrial industries. In re-iterating Dr. Rosenbach’s statements about the advantages of Lithium-ion technology, Mr. Dibbern dug deeper in explaining the structure and function of the lithium-ion cells. Positive and negative electrodes allow for the ions to pass through a membrane while charging, and release energy in the process. Each batt ery has seven cells and is fi tt ed with connection, fuse and sensor to

communicate with, and protect the system.

In Peter’s estimation, industrial assembly will greatly reduce batt ery costs. “Lithium takes up less than one percent in today’s batt ery cost structure. By 2020, batt ery assembly will have reduced by 71%, cell production by 70%, raw materials by 46% and other components by 75%,” he said.

“Th e annual worldwide production of lithium would power 50 million cars with lithium-ion for 200 years,” he added. Global availability of lithium resources is estimated at 160 million tonnes. So the electric power source for automobiles is secure for generations to come.


MATERIALS HANDLING

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WASTE MANAGEMENT

Few issues can stir as much passion and fervour in the normally mild citizens of the country as that of waste management. As can be clearly seen

by the long running debate surrounding the proposed waste incinerator for Dublin. To date this issue has not been resolved and looks set to continue for some time to come.

Th e fact that the facility is planned for Dublin is to some degree irrelevant. Wherever the location of a waste handling facility is proposed, it will cause the instant formation of opposition groups, oft en composed of persons who under normal circumstances may have litt le in common.

All of which makes life diffi cult for those who provide services to the industry, and try to make a profi t from those services. Th e sector is in a constant state of change, and with increasing levels of regulation from National Government and Local Authorities it can be diffi cult to plan for the future.

Planning for the future is key to the success of any business, and the unplanned and almost total demise of the construction industry brought with it a diffi cult period for those who provided waste transfer services for construction companies. Th ere’s litt le doubt this resulted in a number of companies closing and others have merged or been taken over. Servicing the construction sector placed a heavy demand on vehicles and equipment, and with that work all but gone, can the waste and recycling companies survive?

With any business model, if a mainstream source of work dries up, and companies begin competing for revenue, prices are inclined to go down. Unfortunately these events occurred at a time when fuel costs soared, therefore for anyone operating in this environment there is litt le doubt that there must be casualties.

Waste handling is an extremely capital intensive business, requiring heavy investment in specialised

vehicles and equipment. For the most part the equipment cannot be used for any purpose other than its original design which limits the opportunities for operators to diversify. If a small haulage company were to cease trading, the tractor units and trailers would dissolve into the national fl eet and be absorbed without great diffi culty, this is not so easily accomplished with municipal vehicles.

Recent decisions by some Local Authorities and County Councils to outsource waste collection to the private sector provided an opportunity for some companies to tender for work that was previously unavailable to them. Now that the majority of these arrangements are in place, there are some concerns that collections of household waste in its present format is uneconomical for the companies, and that a change in pricing structure will have to come about. Where residents previously had

one vehicle per week collecting all refuse they now have a varying number of vehicles doing a somewhat similar task.

One consequence of the Public Authorities decision to divest themselves of refuse collection, was to release a number of used vehicles back into the market. Th ese vehicles were absorbed relatively quickly as most had low milage and were in good repair, and as such were good value when compared to new equipment.

The purchase of any new vehicle is a major undertaking, however for municipal vehicles with dedicated bodywork, gett ing the specifi cations right takes on a diff erent meaning than for a general haulage rigid or tractor. However there is no shortage of expert help at hand from vehicle suppliers, many of whom have purpose built units to cater for the sector. One such company

The Low Down on Municipal Waste Vehicles‘Options and Opinions’


WASTE MANAGEMENT

synonymous with low cab variants for road sweeping and refuse collection is Dennis Eagle.

Importers of Renault Trucks in Ireland, Setanta Vehicle Sales is now the exclusive agent for the Dennis Eagle range. Dennis has long been recognised as leaders in the design and supply of specialised work vehicles and not just in Europe. Th eir expertise in this fi eld can be seen as far away as South Africa and recently with a ‘twin-steering wheel’ road sweeper in Australia. Th is recent co-operation has enabled Dennis to market their products through the Renault Truck Network as the Renault Access.

‘Fleet Transport’ spoke to Martin Ryan (Sales Director) of Dennis Eagle (Ireland) Ltd, and Kevin Else, Denis Eagle’s Deputy Managing Director. Kevin comes to Ireland regularly with Martin visiting customers to discuss issues of concern, and one of these issues is fuel. Martin says, “it is very tough for companies to make a profi t at the moment,” adding that companies are trying to improve routing through GPS and telematics to reduce costs and improve productivity.

Setanta can supply a wide range of Dennis chassis cab confi gurations from 4x2 to 8x4 - mid-steer with Olympus bodywork, and choice is further enhanced with a narrow cab option. Seating options range from driver +1 to driver +4 in a cab tailored exactly to the area of work, with easy clean functional materials and one step entry. Th e preferred driveline for Dennis is a Euro 5 Volvo 7 litre, coupled to an Allison MD 3000 six-speed fully automatic transmission.

We asked Martin and Kevin about developing trends and the level of interest in Euro 6 or Hybrids. It appears that even in the environmentally demanding area of urban vehicles, neither have created any interest. Hybrids remain too expensive, and there is as yet, no appetite for Euro 6. However both Kevin and Martin are expecting to see an increase in sales of Euro 5 vehicles before the Euro 6 deadline comes into eff ect.

Martin noted that for some operators the availability of Renault Truck with an Olympus is preferred for vehicles operating outside of major cities, as low entry, low fl oor cabs are not as comfortable when travelling between towns, and standard truck heights provide bett er visibility on rural roads. Th is also provides some savings as a standard automated manual transmission (AMT) can be signifi cantly cheaper than a fully automatic box with a torque convertor.

Th e Dennis/Setanta joint venture would appear to work well, with both sides bringing to the table a great deal of knowledge and experience in the particular fi eld. With Renault Truck Finance also on board for those who wish to go that route, it has created a one stop shop for operators.

Another easily recognisable low entry cab, specifi cally targeting the municipal sector is the Mercedes-Benz Econic. Although unmistakable on the road few outside the intended areas of operation have ever driven this popular and familiar truck. Econic is highly regarded within

the sector and the truck continues to develop and evolve quietly in the background away from more mainstream Mercedes-Benz products. However this does not mean Econic is the poor relation of the Daimler Group. Th roughout its history it has benefi tt ed from the same advances in technology as other vehicles from the German manufacturer. All Econics now come as Euro 5 and are rated, as ‘Enhanced Environmentally-friendly Vehicle (EEV).

Th e Econic is based on a tried and trusted driveline of the 6.4 litre OM906 LA or the 7.2 litre OM926 LA - 6 cylinder engines. Giving a choice of three power ratings of 238 hp, 286 hp and 326 hp respectively, all driving through a six speed Allison transmission. Allison being the transmission of choice for the majority of manufacturers for this type of work. Most agree that some fuel savings could be gained with a standard manual or automated manual transmission, though there is a belief that for the modern mode of operation in

densely populated urban areas, a regular clutch type transmission could not deal as well with the rigours of this work, nor be as reliable.

Econic has created a niche for itself in the market, which is confi rmed by the high demand for used models. As a waste vehicle, Econic’s low entry cab can be easily equipped to cover all requirements, including multiple seating arrangements. Its highly practical near-side folding door is a sensible option where the door is being used constantly and reduces the risk of expensive damage in windy conditions, as well as providing additional safety benefi ts.

Again Econic can be supplied in a variety of chassis confi gurations, from 4x2 to 8x4/4, with a choice of two cab heights 2.395 and 2.845mm and a cab width of 2.280mm. Bodywork for waste collection and other municipal applications is fi tt ed and cared for by partner companies who work in conjunction with MUTEC the ‘Municipal and Utilities Truck Equipment Company, a division

of Motor Distributors Ltd. Econic is an all purpose utility vehicle which has served operators well and looks set to continue.

If asked to identify a low entry truck it is fair to say that many mention the Dennis Eagle or the Econic. Th ey have a history in Ireland and are reasonably familiar to the general public - but they are not the only options. Volvo’s FE ‘Low Entry Cab’ (LEC) is a worthy contender in the contest for special service vehicles. Using Volvo’s D7 - engine at 300hp or 340 hp to drive through an Allison transmission means the purpose built FE LEC possesses all the qualities necessary. Th e 26 tonne 6x2 rear-steer tag with walk-through cab can accommodate up to four and is a very dynamic looking truck. Visibility is excellent for city traffi c and if required a kneeling function lowers the entry level by another 100mm.

Th is tried and tested vehicle may not be common here, but in Sweden they have proved their worth. FE is designed with a more than adequate turning circle and a rear steered tag axle is available for the 6x2 variant. Designed as special purpose vehicle means that it performs well at its task, and put together with a build quality that is typically Volvo, means that FE LEC could become a more familiar

sight in Irish towns and cities. Volvo dealer Ir ish Commercials (Naas) will have a demonstration vehicle available soon. Th is is the fi rst Low Entry Volvo into Ireland and features Geesinknorba G Series 22m3 body 3 in 1 Combi Split Bin Lift .

In a similar fashion Scania’s low entry offering is another purpose built vehicle targeting the sector. As one of the most popular

vehicle manufacturers with both operators and drivers, Scania’s P-series Low Entry is another well presented and appealing truck. Operating in residential areas even on an occasional basis, a commercial vehicle should not appear threatening to the public, and should provide the driver with as much help as possible to complete the work safely for all concerned, and here Scania tick all the boxes.

Available in 2,3 or 4 axle confi gurations the Low Entry Cab is mounted forward of the front axle which allows for exceptionally wide entry steps. Combined with the extra-wide doors opening to 90° access, and well placed grab handles in a bright yellow colour access and egress is excellent. In addition good design and ergonomics provides seating options to cater for up to four persons in a comfortable easy clean workplace.

Th e low entry cab options off er a choice of three heights, low, normal and high, and a kneeling option is also available. Driveline choices off er four engines with power outputs from 240hp to 360hp, and two transmissions, a fully automatic torque converter or Scania’s own automated manual Opticruise.

Again Scania’s P-series is a truck widely used and highly regarded in Europe and not solely for refuse collection. Variants can be found at all manner of service applications and especially with fi re and emergency services - which says a lot about its ability to do the job.

A signifi cant development in late 2011 was the appointment of an approved agent in Ireland for the Geesinknorba range of products. Geesinknorba Ireland will provide waste collection and recycling solutions from their base in Naas, County Kildare and Oranmore, County Galway, working in partnership with the long established Volvo truck and bus dealer Irish Commercials.

Widely recognised throughout Europe as a builder of high quality bodies, compactors and lift ing systems, Geesinknorba sees opportunities in the Irish market to develop its customer base. Th e idea of a one stop shop always appeals to operators, and the Naas facility can handle all necessary work from initial fi tt ing to scheduled servicing and repairs. In fact, repair and maintenance is carried out on all makes of municipal vehicles.

Geesinknorba’s catalogue details a product range in excess of 800 variations, covering vehicle capacities from 7.5 to 32 tonnes. Th e catalogue also details some interesting concepts, including a plug-in electric body, which trials have shown to provide signifi cant savings in fuel consumption and a dramatic reduction in noise levels. Using a PTO to charge a batt ery, ancillaries are then driven electrically allowing quiet operation and potential fuel savings in excess of 20%. Th e plug-in electric system has been operational in Sweden since 2003 and is now available to the Irish market.

With over 800 variations available, there is a combination to suit any area of operation, and body conversions and upgrades are also an option many are taking. A quick tour of a demonstrator vehicle shows that the caliber of workmanship and the quality of materials and components alone will generate interest from operators in the sector.


WASTE MANAGEMENT

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | MAR 12 27

WASTE MANAGEMENT

Geesinknorba bodies can be specifi ed and fi tt ed to any vehicle regardless of the make. Finance is available through Volvo Financial Services if the truck specifi ed is a Volvo.

In the search for effi ciencies in waste collection and recycling, technology is playing an ever more important role. At the forefront in this area is Advanced Manufacturing Control Systems (AMCS) on the Ballysimon Road in Limerick. AMCS has recently launched its‘Routeman 5’ package based on the ELEMOS soft ware platform. Routeman can be installed on a selection of mobile computing devices, and uses Sat-Nav to assist the driver with route planning and advises on weight restrictions, and low bridges. Also additional pickups can be advised and immediately updated on the driver’s touch screen.

Combining GPS and ‘Radio Frequency Identifi cation’ (RFID) with the AMCS soft ware, a tag is associated with each customer so any collection data including weighing can be allocated to that customer. Once a task is complete the system verifi es completion, and for commercial customers the Routeman reporting can generate reports and raise invoices. AMCS plan to include a facility to photograph contentious issues such as blocked access and recycling contamination later this year, which could help to reduce and resolve disputes with customers. Th rough their support team AMCS can interact with drivers in real time to change confi gurations and upgrade the systems soft ware remotely on individual vehicles. Th e system can be tailored to meet the specifi c operators requirements and will provide a range of functions covering all aspects of the business.

It would appear that operators in the waste collection and recycling industry have never had it so good - regarding options at least. Th ere is a range of vehicles, bodies and equipment which is as technologically advanced as any area of the transport industry. However the sector is undergoing dramatic change and with evermore stringent regulations and certain revenue streams

drying up the immediate future looks somewhat uncertain.

Th is is somewhat ironic as one thing we are sure of is that we will continue to produce waste, which needs to be removed and processed in some manner. What the most economically viable

solution may be has yet to be determined. However, one must admire the industries ability to change and adapt to whatever challenges may arise.

Euro 6 – No Pal to the Municipals

Th e complex issue of Euro 6 technology and its applications to municipal vehicles is one which may need further consideration, as the operational cycle of these trucks may not achieve the stringent temperature requirements necessary to ensure clean burning. In addition when operating in urban areas the opportunities for high speed driving to clean a Diesel Particulate Filter (DPF) are limited. Th e manual regeneration process used to purge a DPF involves creating extreme temperatures to burn off ash deposits, and the vehicle must be parked in a suitable location for the process to take place. As municipal vehicles are required to route the exhaust vertically this may create another issue which needs to be investigated further.

GEESINK NORBA MINI RCVFor operators of Municipal Waste Management Vehicles in tight City environs Geesinknorba has developed an interesting product in the Geesink Norba 0520 Mini. Constructed on chassis down to 7.5 tonne GVW chassis, it comes in three body sizes of 5,6 and 7 cubic metres. It also has a binlift option, capable of lift ing all standard wheeled bins. Geesinks mini range is proven to be as tough as its full size relatives and is easy to repair.


PREVIEW

CV Show 2012 – Keeping the Road Freight Transport Business Moving

O ver 40 companies that are exhibiting at the CV Show 2012 at the NEC in Birmingham next month welcomed journalists to the annual pre-exhibition ‘Speed Dating’ event. Held at the Gallery Suite at the NEC, exhibitors

outlined what they collectively will be showcasing to those connected to the commercial vehicle industry. Organised by one of the show partners, the SMMT – Society of Motor Manufacturers & Traders Ltd, this event provided invaluable time to discuss what visitors can expect to see at the annual show and also guaranteed that the exhibitors will get some exposure leading up to the three day event, which runs from 24-26 April next.

Jarlath Sweeney was present for Fleet Transport. By all accounts this year’s CV Show is full of premieres from vehicles to components to accessories to IT systems. From the exhibitors that att ended the CV Show Speed Dating event, here’s a quick A-Z of what’s on the cards.

Ashwoods Automotive is the UK’s leading supplier of hybrid and low carbon light commercial vehicles. Th e Exeter based company is an exclusive provider to Phase Two of the British Government’s Low Carbon Vehicle Procurement Programme with 500 Ashwoods Hybrid Transits (of various confi gurations) available on a fi rst come, fi rst served basis. Its new EcoDrive+ system which monitors driver behaviour and is said to deliver up to 12% in fuel savings will be launched at CV Show ’12.

Bridgestone’s full range of products and services will be exhibited at the NEC including the next generation of low rolling resistance truck tyres – Ecopia II, ahead of their launch in 2013. Th rough Bridgestone’s acquisition of Bandag, the Japanese company is now a world leader in the retreading sector.

Brigade Electronic’s demonstration truck will be the centre of att raction as it contains all of its vehicle safety products including their new wireless camera monitoring system. New digital technology has vastly improved the stability of picture performance and following extensive product testing and Brigade’s system elimates the need for suzie cables. Also to be premiered is a new version of Sidescan which is an ultrasonic sensor system fi tt ed along the side of a vehicle.

Citroën’s Scott Michael, Commercial Vehicle Operations Manager informed us that the recently updated and lower emissions Berlingo and Dispatch vans will be among the Show debutants in Hall 2. Both LCVs now feature a new chevron design and wide chrome grille that extends up to the headlights. Equipment levels have been enhanced also. Notable from what he said was that the Berlingo’s emission levels have dropped to 123 g/km thanks to the Stop/Start technology and new 6 speed auto box. Likewise, the Dispatch’s emissions fall to 168 g/km with the HDi 125 engine. “Hybrids will follow,” he said, “but initially full electric powered vans will be further developed and marketed.”

Continental Automotive showcases the latest development of its Pro range of digital tachograph download keys. DLK Pro downloads mass memory and Driver Card data while Pro TIS-Compact combines the downloading, archiving and management of data in one device. DLK Pro Inspection key easily checks Driver and Vehicle data for infringements and archiving at the same time. Details of its approved Driver CPC Training courses will be outlined alongside its telematics system off ered in association with Qualcomm.

DFSK UK will introduce a new range of compact LCVs with the Loadhopper V Series which will go on sale here later in 2012. Sourced from Dongfeng Motor Group, China, a selection of vans, single and double cab pick-ups which are around 15% larger than the existing line-up. All are Euro 5

Brigade demonstration truck

Citroën’s New Berlingo

Eberspächer Hydronic system


PREVIEW

compliant. In time, electric versions will be off ered and the Swindon based company also has an eye on the Irish market.

Eberspächer celebrates 35 years supplying independent air and water heaters for vehicles. Among the new products and services on display is the Hydronic2 commercial water heater, which is more efficient, quieter and easier to install. Two new additions to its portfolio include the Wigam air conditioning workshop equipment and Euroengel professional mobile refrigeration boxes. Th ese innovative mobile insulated refrigeration boxes range from 22 to 330 litres and contain an integral compressor and condenser within the box. Total Life Care (TLC) provides ‘one call’ service to Eberspächer’s dedicated Aft er Sales team which ensures one of its trained engineers is available to att end to any services issue.

Eco-Drive presents an interesting alternative to refrigerated transport that is simple, reliable and more economical, not to mention being more environmentally-friendly. Fitt ed to the tractor-unit or rigid chassis, the Eco-Drive unit is driven by the truck’s engine which is more effi cient than a fridge motor. It provides free energy when travelling downhill, coasting and braking and only provides energy when the fridge requires it. Recent trials with a supermarket chain recorded reduced running costs by up to £3,000 per vehicle per annum.

Eminox specialises in producing and fi tt ing exhaust aft er-treatment systems for commercial vehicles. To date, it has retrofi tt ed almost 20,000 vehicles with its systems in order to comply with the stringent Low Emission Zone in London. Irish transport operators working within this restricted region (with Euro 3 engines) must have this type of system fi tt ed. Based on Diesel Particulate Filter technology, one of the issues that will be highlighted at the CV Show is that these fi lters need to be maintained and that the warning lights should not be ignored.

Ford’s press representatives were prett y excited about the forthcoming event where the new Transit concept premiered in passenger form will be the most talked about vehicle in Birmingham and beyond. (See Launch Pad for more details in this edition). Th e Econetic 2 version of the Fiesta Van along with competitions surrounding the ‘blue oval’ brand’s sponsorship of the Champions League Final will be there as will a new SportVan version of the Transit. Stage 5 Transit 17 seater bus will also be present.

Fuller Tankers marks 65 years in business in 2012 and as part of its expansion programme has chosen the CV Show to display their wares. Among its new developments is 2900 gallon water recycler

based on a Volvo FM Euro 5 Globetrott er 410 hp 6x4 rear steer and lift axle. It is the fi rst vehicle to achieve EU Whole Vehicle Type Approval legislation that comes into being in 2014. A new range of compact jet vac tanks based on 7.5 tonne trucks have also been launched. Fuller Tankers have sold into Ireland to Local Authorities in Dublin and Waterford.

Isuzu Truck is launching a brand new service for its customers with the introduction of ‘I-Vision’. It is a full range of vehicle telematics that combines with Isuzu Motors Japan’s proven online Mimamori system. According to Keith Child, Marketing Director at Isuzu Trucks “Not only does I-Vision provide standard vehicle tracking and two-way messaging facilities but also off ers additional intelligent features such as driver style characteristics, fuel consumption and vehicle diagnostics/prognostics.”

Maxon UK returns to the Halls of the NEC with renewed energy having been acquired by its US parent Maxon Lift Corporation, which is the leading manufacturer of tail-lift s in North America. A broader range and ready supply of lift s are now available to suit most applications together with a strong team of technical and sales personnel. Since taking over from where the Ray Smith Group left off , Maxon UK off ers back-up in parts and service for this brand. Agents have been appointed in Northern Ireland and the Republic (through Fleet Solutions, Dublin).

Mercedes-Benz wil l have a major presence at the CV Show with the all-new International Truck of the Year 2012 winning Actros taking top billing. Th e new fl agship will also feature wearing the company’s Driver Training livery. Placed alongside will be its LCV models (Sprinter and Vito) as well as the new Canter from sister brand Fuso.

MiX Telematics is a South African headquartered vehicle tracking, f leet management and associated services provider. Two new partnership agreements will be announced at the Show with Towergate Fleetcare+ (for insurance) and Fleetsure (for contract hire). “Considerable savings for operators are now generated for two key areas where telematics can be deployed,” said Steve Coffi n, Marketing & Operations Director. “As well as improving fuel effi ciency, our solutions can help reduce accident rates, minimise driveline wear and tear and monitor the way in which drivers perform and vehicles are used.” Mix Fleet is its new Smart phone App.

Mobil Delvac is promoting full use of its synthetic lubricants in the heavy commercial vehicle complete driveline that will cut fuel bills by almost 5%. Mobil Delvac 1 LE 5N-30 is its fully synthetic

Fuller Tanker's 2900 gallon water recycler

Maxon 7.1 Max15S

MiX Telematic's Mobile App

Ford’s New Tourneo Custom concept


PREVIEW

high performance heavy-duty diesel engine oil that helps protect both the engine and emission system while providing long drain capability and fuel economy potential for modern diesel engines. Mobilube 1 SHC 75W-90 is a fully synthetic, supreme performance commercial gear lubricant, suitable for total driveline applications. Recent trials conducted with Volvo and Iveco trucks demonstrated significant fuel economy benefi ts by using these pre-mentioned products.

Opel/Vauxhall herald the arrival of the all-new Combo van which sits below its larger stablemates, the Vivaro (up to 2.9 tonnes) and Movano (up to 3.5 tonnes). In replacing the second generation Combo, General Motors, the Opel/Vauxhall parent looked to its long standing engine alliance partner Fiat Professional and basically bought the rights to rebadge the successful Fiat Doblo Cargo. It will be made in Turkey and feature the Fiat driveline. No private passenger version will be marketed in the UK or Ireland but a Commercial Crew-Cab will be sold.

Ratcliff /Palfi nger focuses on the safety aspect of its product line with newly designed safety gates which greatly reduce the risk of injury to the operators. Among the lifting solutions include new and popular models from its column, cantilever and light van tail lift s. At this event, we say ‘Happy Retirement’ to the company’s long serving Marketing Executive, Sally Gethings, and ‘Hello’ to Sarah Knight who assumes her role.

Snooper Truckmate Pro is a dedicated portable sat-nav device specifi cally for drivers of commercial and other large vehicles. By entering the height, width and weight of vehicles, Truckmate automatically calculates a route avoiding low bridges, weight restrictions and other hazards. Navteq provides the advanced street level mapping and European coverage is optional with UK and Ireland as standard. Th ree screen sizes – 4.3”/5” and 7” ensure that most application requirements are met. Phillip Jones, Sales Director is looking for an Irish distributor for its commercial and private consumer products – contact enquiries@fl eet.ie for further details.

Stoneridge Electronics prov ides sophisticated electrical and electronic systems for vehicles. Headquartered in the US (with a EU base in Scotland) its products are fi tt ed to leading OEMs such as DAF, Mercedes-Benz, MAN, Scania and Volvo including digital tachographs. In the lead up to the introduction of the ‘second source of motion’ legislation which follows the ‘one minute rule’ introduced last year, this latest element to the EU Directive aims to improve the security of the ‘tacho’ by installing a second source of motion in all new vehicles from October 2012.

Th is will help to overcome the problem of unscrupulous drivers manipulating the digital tachograph, for example, with the use of a magnet. Optac3 (tachograph analysis) and Arena 250 (Roller Brake Tester) are two other Stoneridge products that will be exhibited.

Supertrucks, contrary to its name designs and manufactures innovate, high cube, low loading space vans. For its 2012 show appearance, a version fully kitt ed out for the safe glass carriage will be displayed. Based on a long wheelbase, high roof Ford Transit, it is one of 25 ordered from Glass Solutions. Modifi cations to its new Space Van range include smoother fairings, new side door design, and an option of an electric folding/sliding step as per campervans/minibuses. Mentioning the latt er two sectors, Peter Wright, Supertrucks Chairman stated that his company has been asked to produce body shells for same as well as for the equine industry.

Taubenreuther supply specialist vehicle equipment throughout Europe. At the CV Show, snow ploughs, roof rack systems, winch mounting kits, suspension systems, pick-up truck hardtops and accessories and a catalogue of extremely useful equipment will be on display aimed at maximising vehicle productivity. A range of EnvVets recycling products and eco-friendly workshop equipment will be there also.

Tevo is launching its new website, a new tool trolley and will demonstrate the many advantages that high tensile steel has over timber frame shelving in vehicles. “Tevo’s racking systems for LCVs combines maximum strength with minimum weight,” stated Gill Alexander, Sales & Marketing Co-Ordinator. “Th ey are crash tested and approved to the European TüV standard, is ISO 9001 Certifi ed and off ers a 36 month warranty,” she added.

TomTom Business has just announced a partnership with the Freight Transport Association (FTA) in its push for Van Excellence. Th e link-up will see the market leading supplier of f leet management systems provide its support to the FTA’s promotion of best practice through self-regulation. Th e programme is designed to improve safety and effi ciency among van drivers, and help to scrap the outdated ‘white van man’ image. At the CV Show TomTom Business will be showcasing ecoPLUS, a device that gives managers a real-time view of the fuel effi ciencies of every vehicle in their fl eet, showing where and when the fuel was wasted.

Mobil

Ratcliff /Palfi nger gates closed

Opel Vauxhall Combo

Supertrucks Space Van

TomTom Webfl eet

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Text: Jarlath Sweeney - editor@fl eet.ie Photos: Cathal Doyle - cathal@fl eet.ie FLEETTRANSPORT | MAR 12 33

LONG TERM TEST

F rom Chile in South America to Claremorris in the heart of the West of Ireland is some distance as the crow fl ies but in the true spirit of the

Volkswagen Amarok, its go anywhere, anyplace att itude rings true to us. It was in Northern Chile while chasing the Dakar Rally last year that we had our fi rst opportunity to enjoy an extensive test drive in the International Pick-Up Award Winning Amarok. While the terrain covered in Chile was mostly off -road or on beaten tracks the Amarok excelled on this territory. What was interesting for us to know was just how the Amarok would perform on the ‘black-stuff ’ in Ireland. A number of long distance North/South cross-country runs provided the platform and we can confi rm that the Amarok is most pleasurable to drive and most comfortable for the passengers.

Volkswagen entered the Pick-Up truck marketplace later than the others but it is obvious that their design team looked at the opposition carefully and took ideas from the best and worked on enhancing them. What has resulted is a four-door double cabbed utility and leisure vehicle that combines robustness, innovative design, high safety standards and good fuel economy for a vehicle of this type and size. At over 1500 mm long and 1620 mm wide, petit it is not!! What business users will appreciate is its huge class-leading cargo area of 2.52m2 that can accommodate a Euro pallet between its wheel-arches. Th e Amarok’s payload capacity of up to 1.05 tonnes and a maximum towing unit limit of 2.8 tonnes will appeal to others whether towing trailers, boats or caravans. Th ose that do not require the extra passenger space can choose the single cab version, which

offers extended load volume.

I n t he pa st , double cabbed pick-ups were tight on interior space; the Amarok (along with the latest generation compatriots) is more considerate in this regard. Sit into the back of the Amarok and you will have class-leading headroom, legroom on the bench seat. As an added bonus, with only two people on board the interior storage space can be increased by folding the rear seat. Th ough some others have box type storage in this area.

Specifi ed for this Amarok for the Fleet Transport Long Term Test is the 2.0 litre Euro 5 common-rail TDI bi-turbo Trendline 4-MOTION generating 163 hp and torque values of 400 Nm @ 1500 rpm. Th ere is also a lower powered 122 hp/340 Nm variant of same. Both engines are mated to a six-speed manual gearbox. A new 8 speed automated transmission is now available too.

On this mid-range Trendline (with some extras fi tt ed that brings the price up to €37,960) standard specifi cation includes electric windows, remote central locking, air-con, colour coded bumpers and mirrors, 16’’ alloys, cruise control and front fogs. While the mirrors provide excellent rear view vision, they could do with a demisting heater element. On the safety front, there is nothing wanting here with 6 airbags, ESP with Brake Assist, Traction Control, Electronic

Diff erential Lock, Hill Hold Assist and Hill Decent Control and Trailer Stability control plus off -road ABS, designed to shorten stopping distances signifi cantly on loose surface.

Mechanical Diff erential Lock comes as standard while the 4MOTION selectable 4WD system off ers a choice between rear-wheel-drive and four-wheel-drive via a butt on mounted on the centre console. On the road, as mentioned earlier, the Amarok’s road manners are impeccable. Steering feel is good and the rear-end does not suff er from wheel spin too oft en. To provide added grip we applied a 200 kg weight ballast in the open-load area, particularly as 99% of the driving is done on tarmac. Fuel economy is not adversely aff ected and our average return is around 8.5L/100kms aided by the gear change indicator on the dash, which is a bit off from the factory fi gure of 7.9L/100kms. Th anks to its 80 litre tank, up to 1000 kilometres can be driven without refuelling. And another thing we like about the Amarok is that it is att racting a lot of att ention, be it on the road or parked. While the Amarok name is derived from the Inuit word for ‘wolf ’, this animal in mechanical form is at home in the urban environment as it is in the wild.

Volkswagen Amarok Trendline 163 bhp 4MOTION (Double Cab)

Seating positions are good with excellent visibility provided all round.

FUEL PRICE UPDATE / HEALTH & SAFETY MATTERS

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

Albania ALL 184.00 194.00 183.00 Lithuania LTL 4.81 4.89 4.65

Andorra EUR 1.280 1.330 1.180 Luxemburg EUR 1.394 1.417 1.271

Austria EUR 1.431 1.565 1.422 Macedonia MKD 81.00 82.50 71.50

Belarus EUR 0.563 - 0.582 Moldova MDL 16.44 16.84 15.67

Belgium EUR 1.713 1.733 1.550 Montenegro EUR 1.380 1.410 1.280

Bosnia-Herzegovina BAM 2.45 2.55 2.55 Netherlands EUR 1.803 1.874 1.499

Bulgaria BGL 2.61 2.77 2.70 Norway NOK 15.05 15.38 14.20

Croatia HRK 10.41 10.79 9.89 Poland PLN 5.61 5.87 5.74

Czech Republic CZK 35.80 38.50 35.90 Portugal EUR 1.696 1.795 1.487

Denmark DKK 13.39 13.79 12.25 Romania RON 5.70 6.19 5.87

Estonia EEK 1.382 1.422 1.417 Russia RUB 28.91 29.70 28.76

Finland EUR 1.637 1.688 1.567 Serbia RSD 138.00 159.00 144.90

France EUR 1.625 1.654 1.460 Slovakia EUR 1.524 - 1.437

Georgia GEL 2.30 2.35 2.40 Slovenia EUR 1.438 1.454 1.335

Germany EUR 1.621 1.710 1.512 Spain EUR 1.380 1.500 1.330

Greece EUR 1.746 1.803 1.544 Sweden SEK 15.28 15.78 15.29

Hungary HUF 425.00 - 444.00 Switzerland CHF 1.800 1.850 1.950

Ireland EUR 1.599 - 1.559 Turkey TRY 4.44 4.51 3.87

Italy EUR 1.786 1.887 1.721 Ukraine UAH 10.25 11.26 9.55

Kosovo EUR 1.29 - 1.33 UK GBP 1.362 1.437 1.437

Latvia LVL 0.972 0.984 0.962 USA USD - - 1.046

The 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 9).

The Health & Safety Authority is concerned about an upward trend in the number of vehicle related deaths

at work. In 2011 there were a total of 55 work related deaths reported and 23 [40%] involved a vehicle. Th is is an increase of 5% on 2010. A detailed report is being fi nalised and will be available at the end of March on the HSA website.

Th e detailed report for 2010, based on information gathered by HSA inspectors for work-related vehicle fatality investigations revealed that there were a total of 48 reported deaths with 17 [35%] involving vehicles used for work.

Of the seventeen people killed:All were male.• 16• were Irish and one was “Other EU”.8• people were aged in the category 55 – 64.9 • people were not in control of the vehicle.6 • people were killed by tractors.February has the highest number of WRV • deaths with 4 people being killed in this month alone.Th ursday was the worst day for WRV deaths • with 5 of the seventeen people being killed on Th ursdays.

Clare, Cork and Kerry were the worst counties • for WRV deaths during 2010, each having two deaths per county.

Th e top two causes of the 12 workplace transport deaths identifi ed were (1) being hit or run over by a vehicle, followed by (2) being crushed by a vehicle. Th e 12 deaths were all male. 8 people (55%) died at the scene of the accident. 4 people died on the day of the accident.

2009 revealed an even higher incidence of vehicle related deaths at work with 42% of the total deaths reported involving a vehicle. Th ere were a total of 43 work related deaths in 2009. 18 of these deaths involved vehicles (42%). Fourteen of these deaths were workplace transport fatalities (33%) and 4 (9%) involved work related road safety incidents.

To view the full reports on work related vehicle deaths for 2009 and 2010 go to htt p://www.hsa.ie/eng/Vehicles_at_Work/Work_Related_Vehicle_Safety/Work_Related_Vehicle_Statistics/

Employers need to familiarise themselves with the risks that their employees face and create when using vehicles for work or when working in the

vicinity of moving vehicles. Th is applies equally to the workplace and to the public road. Employers have a legal duty to eff ectively manage the risks and prevent avoidable harm at work. Vehicle manoeuvres and reversing continue to be the main activities most involved in vehicle deaths in the workplace. Th e Health & Safety Authority urges businesses to apply the following top ten tips to managing vehicle risks in the workplace.

Top 10 Workplace Transport Safety Tips1. Control entry to your workplace.2. Keep pedestrians & vehicles apart.3. Eliminate vehicle reversing, where possible.4. Provide clearly marked pedestrian walkways.5. Mark & signpost vehicle only areas.6. Ensure all work areas are well lit.7. Keep traffi c routes free of obstructions/ mark permanent obstructions.8. Provide impact protection for vulnerable parts of the workplace such as lamp posts & columns.9. Provide & wear high visibility personal protective equipment.10. Accompany visitors.

More information on managing work related vehicle risks can be found at htt p://www.hsa.ie/eng/Vehicles_at_Work/

Safety Matters . . . . Safety Matters . . . . Work Related Vehicle Deaths on the increase


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Delivering safe, efficient, sustainable logistics

TRAILER 1

36 FLEETTRANSPORT | MAR 12 Text: Rob Van Dieten - rob@fl eet.ie

S DC Trailers has become the fi rst UK and Irish trailer manufacturer to be granted approval for its longer semi-trailers with all fi ve of its new models

passing the strict regulations set by the British Department for Transport and governed by the VCA – Vehicle Certifi cation Agency. Orders are streaming in from approved hauliers keen to upgrade their trailer fl eet to the new maximum length of 15.65 metres. Th e new high-volume Eco-trailer comes under a Vehicle Special Order scheme as part of a 10-year trial of one and two metres longer than the previous maximum length of 13.6 metres. Th e extended trailers allow operators to carry higher volumes of goods but still meet the current regulations with regard to maximum permitt ed weights and turning circles.

One of the fi rst examples of SDC’s Envirotrailer as it’s called has been delivered to a leading supermarket goods distributor. Specifi ed with two steering rear axles, which provide impressive manoeuvrability and less wear and tear to the road network, the trailer can accommodate 54 retail cages full of groceries. As a result, the 20% increase in payload eff ectively reduces the number of trucks required for the contract.

SDC got the approval to produce this new range of longer semi-trailers aft er two days of extensive testing overseas by the VCA, which had a particular emphasis on meeting the requirements of the physical turning circle provision. SDC, headquartered in Toomebridge, Country Antrim has received approval for the following longer trailers.

14.65m self-steer rated for 44 tonnes• 15.65m self-steer rated for 44 tonnes• 15.65m single Tri Dec command steer rated • for 44 tonnes15.65m single Muldoon command steer rated • for 44 tonnes15.65m twin Tri Dec command steer rated • for 44 tonnes

Mark Cuskeran, Managing Director SDC commenting on the approval said, “We are delighted to be the fi rst manufacturer to achieve our LST (Longer Semi-Trailer) Model Report which makes our range of trailers road legal. SDC has been working on this project for over three years and we have been testing prototypes for 18 months. Our development team have been working tirelessly to keep us ahead of the game and help hauliers realise the environmental and business benefi ts that the trailers will bring.”

Don-Bur’s self-steer longer semi-trailer is also in much demand with Wincanton as its fi rst customer (pictured right).

ABOUTTh e UK Department for Transport began the trial in January to allow 1800 longer semi-trailers to operate in Great Britain. Th e trial involves 900 semi-trailers of 14.6m in length (i.e. 1 metre longer than the current maximum) and a further 900 semi-trailers of 15.6m in length (i.e. 2.05 metres longer). Th is would bring the total maximum length of the articulated vehicle to 17.5 metres for the fi rst trial category and 18.55 metres for the second. Th e trial will provide the opportunity to establish the impacts of each length.

Th e longer semi-trailers will be required to operate within the UK’s existing domestic weight limit (44 tones for vehicles of 6 axles).

Participation in the trial is on a voluntary basis and at the participants’ own risk; the Department will provide no guarantee that the use of the longer semi-trailers will continue to be permitt ed beyond the end of the trial period. Th e trial will run for a maximum of 10 years, to enable participants to recover the costs of their investment in the longer semi-trailers.

To date, demand to operate the 1800 longer semi-trailers has signifi cantly exceeded supply. Th e trial applies only to road in Great Britain.

According to a spokesperson for the Department of Environment in Northern Ireland, “at present there is no provision in place in Northern Ireland to permit the use of these trial ‘High Volume Semi-Trailers’ (HSVT) in Northern Ireland. Th eir use in Great Britain is authorised by means of Vehicle Special Orders made under the 1988 Road Traffi c Act, which does not extend to Northern Ireland. Having said that, we are working with the Department for Transport and the Vehicle Certifi cation Agency to set up a system to make corresponding Orders under Northern Ireland legislation. Th is is not yet in place, but we hope to have it operative within the next two months." He added, "the situation with regard to a separate Northern Ireland trial of HVST is still being evaluated. As you may know, several Northern Ireland companies are involved in the Great Britain trial already, and there may not be suffi cient demand from NI based manufacturers to justify a separate trial. Since any trial would be expected to run for the lifetime of a trailer, ie at least ten years, the value of a separate trial must be assessed in light of the impact on already stretched Departmental resources. No decision has yet been taken: however, at this point the most likely outcome is that a separate trial will not be run in Northern Ireland. Similarly, these trailers will not comply with standards in force in other European Member States so cannot be used for International traffi c."

Longer semi-trailers get approval all-round

LONGER SEMI-TR A ILERS BR ING ENVIRONMENTAL BENEFITS:

* High volume trailers will boost economy, reduce congestion and cut emissions.* 20% increase in volume while still meeting current weight limits.


TRAILER 11

The West European trailer market fi nished 2011 up 27.2% over the level of 2010. Th is means that there was a

40.7% increase over the very low demand level of 2009 at the EU recession came to an end. However, as a result, the trailer market has only recovered to the level of 2003, which itself was at the bott om of a mild downturn.

“What is more 2012 will not provide any growth – in fact there will be a small drop in the demand for new trailers – thanks to the continuing euro-zone debt crisis and the resultant fall in business confi dence, commented Gary Beecroft , Managing Director of CLEAR, consultant to the trailer industry. “Th e economic outlook for

2012 has been downgraded in recent months in every country of the region. Both GDP and business investment growth will fall below 1% in most countries,” he estimates. Looking further forward, there are grounds for optimism in 2013/14, “Trailer demand has been well below the long-term trend level since 2009. Even with a good level of growth in 2013/14 we will only just get back to trend at the end of 2014,” he added. In the meantime a backlog of replacement demand is building. Because the level of new trailer sales is still low, the trailer parc (fl eet size) is both ageing and shrinking. Eventually

it becomes uneconomic to keep running old equipment, which should lead to increased demand for new vehicles. Background 77% of goods in Europe are moved by road and most of that proportion is transported on a trailer pulled by a truck. Th e last severe downturn in the heavy goods trailer market was in 1993 – but 2009 was worse. In 1992/93, the demand for trailers fell by 31% or 37,000 trailers. In 2008/9 the fall was 51% or 107,000 trailers. Th e fall in trailer production was worse as exports dropped faster than domestic demand plus there was a massive destocking of fi nished vehicles.

Trailer market fi nished 2011 up 27.2%

Irish Trailer & Coachbuilders in expansion mode• Fitzgeralds open production centre in UK

• Farlow Engineering invests in Trailer Division

Mallow, County Cork based Body Builders & Coachworks company Fitzgerald’s has opened a new

production centre in Skelmersdale to further develop their business in the UK.

Fitzgerald’s Vehicle Works Ltd will operate from their premises at Unit 3 Glebe Road, East Gillibrands Industrial Estate in Skelmersdale WN8-9JP a catchment area covering Manchester,

Liverpool, Warrington, Boston, Wigan …. from a site covering 7500 m2 (2 acres) including a modern covered area of 2180 m2 (2347 sq ft ). A brand new paint booth has been installed to accommodate double trailers.

Initially, the premises will be used as a major repair centre. New bodyworks will be the next phase of development. Refrigerated vehicles will defi nitely be part of the off er for new vehicles

in due course.

Company founder John Fitzgerald will run the operation assisted by his son Steven and Daniel Laffl y well known and respected in the industry. Dave Shaw (previously with Lamberet) has joined the company as Business Development Manager.




Since founding the family business over 35 years ago in Garvagh, County Derry, Alex and Jean Farlow has earned a solid

reputation in manufacturing and maintaining a broad range of products for the construction and waste management industries.

In recent years their two sons Brian and Alan joined Farlow Engineering and in recent times decided to expand its product portfolio with the design and manufacture of its own range of articulated and draw-bar trailers.

Another major development in 2010 saw Farlows purchase a 50% shareholding in Wilson Trailers in Leeds and see this investment as an opportunity to extend their sales potential into the UK, EU and beyond.

W i t h t h i s r e c e n t acquisitionFarlow Engineering Ltd now manufacture over 90% of Wilson Trailers chassis at their factory in Garvagh and at least one load per week is shipped to England where the trailers are completed at Wilsons 30,000 sq ft facility.

Farlows is now in a position to produce a diverse range of chassis including forty high spec Straight-Frame curtainsiders and fi ve extra long Multi-Deck Step Frame Trailers with rear steering axles for a mineral company in Dubai.

Mike Moran is Farlows agent in the Republic of Ireland tel 087 966 4181.

Dennison Commercials Ltd Ballyclare, Co Antrim

Tel: 00 44 28 9335 2827

Coleraine, Co Londonderry

Tel: 00 44 28 7032 1155

Dungannon, Co Tyrone

Tel: 00 44 28 8772 2220

Newry, Co Down

Tel: 00 44 28 3026 5425

Irish Commercials Ltd Naas, Co Kildare

Tel: 00 353 45 879881

Glennascaul, Oranmore,

Co. Galway

Tel : 00 353 91 790500

McCarthy Commercials Ltd Clonlara, Co Clare

Tel: 00 353 61 356360

Ring Road, Kilkenny

Tel: 00 353 56 773 4200

Watergrasshill, Co Cork

Tel: 00 353 21 488 9700

McDonnell Commercials Ltd Monaghan, Co Monaghan

Tel: 00 353 47 83588

Murphy Commercials Ltd Galway, Co Galway

Tel: 00 353 91 739700

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A sizable wedge of my time is spent searching for, or looking at old photographs, and showing them to others. It has been said that

everybody who looks at old images expresses a diff erent interpretation and I have never ceased to be amazed at the range of observations expressed by people looking at the same picture.

Over the years, many people have built up impressive collections of pictures, often postcards, showing their own home towns or villages at diff erent times. If the pictures are photographs, the historical span can sometimes reach 150 years, back to the 1860s – there are of course some rare exceptions going back somewhat further and lucky is the individual who possesses such images. And there are also instances of an artist who at an earlier time painted a recognisable image of a patrticular location.

As far as transport is concerned, looking at two pictures of the same location taken some years apart is both fascinating and very educational. Depending on the interval between the images, much or most of what appears in the older picture will have gone – in the case of vehicles, usually scrapped, and this is a situation oft en

cited by preservationists pleading for a more constructive approach to replacement and retention. And sometimes one or both of the pictures can cause both amusement or even incredulity. And here I would like to introduce the fi rst two pictures reproduced this month and explain one of the ways in which trams help to date Dublin pictures.

At the Dublin United Tramways Company car works at Ballsbridge and Inchicore, there were kept, from the late nineteenth century what were called the Repair Books. Th ese huge ledgers, which devoted a page to every one of the 330 trams, recorded the history of each vehicle – when it was built, rebuilt, modifi ed, replaced, scrapped. Th ankfully, these books survived the years 1916-1922 and still existed when the system closed in 1949. Every detail was painstakingly copied out by my late friend and colleague Bill Birnery and we still use Bill’s notes to this day when dating pictures.

In the case of the picture we are looking at, it is 1920s and the reconstruction of O’Connell Street has clearly gone well aft er the terrible events of 1916-1922. Tramcar No. 212 on the left of the picture sets the outer limits of the shot to 1922-1930, because No. 212 was built in 1922 and received a diff erent paint scheme by

1930. Th e picture can also be placed aft er 1924 because the tram to the right of the O’Connell monument is a totally enclosed Standard Saloon, a type which did not appear until August of that year and of which further examples did not enter service until 1925. Groups of trams like these, which appear in numerous pictures, can help to date pictures very accurately.

A feature of this picture which causes great amusement to younger viewers is the parking of cars at the island on the bridge. Th ere was litt le regulation of parking in Dublin until the mid-1930s and even for some thirty years aft er that what happened depended on an element of goodwill between drivers and Gardai.

Moving on to the second picture of O’Connell Bridge, this view was shot by me in February 1992 and was one of a series taken to compare with older views of the same locations. Th ere is a dearth of traffi c, the time being mid-morning but if the date was not known the buses, although away from the camera, are a help. Dublin Bus, which took over the city services from Coras Iompair Éireann in 1987, began a repainting programme for buses from the old livery of desert sand, and the vehicle on the left of the picture is one of these, while the bus nearest the camera on the left is one of the Leyland Olympians introduced in 1990. Two years of an identifi cation gap, but bett er than nothing. Buses and commercial vehicles in street scenes are just as much a help in dating pictures as the trams were.

Th e other changes in this second picture are probably so obvious as to be hardly worth noting. However, one of the questions oft en asked is “When was Nelson Pillar blown up?” and brings an incredible range of dates but for the record it was 1966, twenty six years before this photograph. Finally - the roadway is now marked out in lanes and the centre island has long been restored to as near as possible to its pre-1953 layout. Th ese same litt le details that can be identifi ed in almost any old picture one looks at is an absorbing study and can provide answers.

TIMES PAST

Looking at old photographs

O’Connell Bridge 1920s


O’Connell Bridge, February 1992

AEC Refueller – Pratt s

TRAILER

Text: Cathal Doyle - cathal@fl eet.ie FLEETTRANSPORT | MAR 12 45

Moving on to the other pictures which are very much more like close-ups, each came from a diff erent source and deserves a few words of explanation. First is the image of a solid-tyred AEC belonging to Pratt ’s (a petrol company that eventually became part of Esso) delivering fuel in Baldonnell in the late 1920s. Not being knowledgeable about aircraft , I will pass on that one, but would observe that the fuel is stored in barrels, so primitive on what was obviously an important occasion. Th e lorry has the brushes or splash guards as they were called, mandatory on lorries in Dublin in the 1920s – a time when streets were not as well paved as they are today and great numbers of horses were still in use. Th is was also a time when many women wore full-length skirts, hard to protect from mud and splashes.

Th e names of the men in the Pratt ’s picture are unknown to me and I hope that they can be recognised by their descendants. It is always sad to see anonymous people in old photographs looking out across long periods of years. Aft er years of such encounters I remember that the people in these pictures lived frugal lifestyles much harder than anything experienced today. Th ey served their employers and customers well and, making many sacrifi ces, endeavoured to ensure that their children would enjoy higher standards of education and employment. Above all, they laid the foundations for our modern lifestyles for which we owe them a great debt.

It has happened too oft en that some tasks were so mundane that nobody bothered to record them and the next picture illustrates this. Th is image shows a Maudslay Mogul tanker owned by Esso making a petrol delivery to a kerbside pump in Georgian Dublin. Kerbside pumps are now part of history and it is notable that several similar arrangements in towns around the country have all but disappeared. In this instance, the tanker driver is assisted by a helper, one of the many youngsters known as tanker boys who served in that capacity before (hopefully) going on to driving. Th is image, from an Esso calender, is dated 1954 and I hope that both individuals’ names are known.

Th e next picture in the series shows a horse and cart belonging to McGrath Tea company. This old established fi rm had their Dublin premises at the corner of Bachelor’s Walk and Lower Liffey Street, in a building that gave way to the massive redevelopments of the boom years. Th e cart in the photograph, pictured in Lif fey Street, was known as a lowloading fl oat and had a cranked axle, allowing for a lower fl oor on to which goods could be loaded with some ease; there were also carts with an even lower fl oor line, used for the carriage of very heavy units such as safes. Who the men on the cart were nobody knows, and the date was probably sometime in the 1930s. Th e picture was one of a batch found on a skip about forty years ago – and is not the only one that came to light in similar circumstances.

Th e sixth and fi nal picture this month has so many connections that it could fi ll a small book. Th is offi cial photograph was taken in D’Olier Street, Dublin on 20th December 1937, the fi rst day of double-deck bus operation by the Dublin United Tramways. Who the busmen are has not been established but the bus is Leyland Titan R2, one of the pair that fi rst ran on that day; no more were brought out until 1938. In the background can be seen the other 1937 Titan, R1, the bus that is now in the Transport Museum. After the opening of the Howth Museum in June 1986 and for some

considerable time aft erwards, several families and individuals claimed that their father drove R1 on its fi rst day. We made enquiries about this but no names could be verifi ed and in more recent years the claims have moved to grandfathers. Th e original 1937 crew are assuredly gone to their eternal reward but we still hope that some day they will be identifi ed.

Old pictures and the vehicles they show are unrivalled repositories of history; they tell innumerable stories and I hope to go back to both themes. Meanwhile, if anybody has old transport pictures, perhaps they would loan them for scanning.

TIMES PAST

Opening Times:Sept - May:

Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm

Th e National TransportMuseum,Heritage Depot,

Howth Demense, Howth.

Text: Michael Corcoran - enquiries@fl eet.ie FLEETTRANSPORT | MAR 12 41

Esso Petrol Delivery 1954 McGrath Bros Lowloading Float

R2, D’Olier Street, December 1937

LEGAL

42 FLEETTRANSPORT | MAR 12 Text: Jonathan Lawton - jonathan@fl eet.ie

B etween the years 2008 and 2011 Road Safety Authority (RSA) Enforcement Offi cers inspected 13,148 vehicles and trailers. Th e most common faults

involved braking systems, lights and markings, and tyres and wheels. Any one of these faults can result in an appearance before the Court, and, of course, a conviction may have an immediate eff ect on an Operator’s Licence.

Unsurprisingly enforcement activity is on the increase. In 2010 79 cases were prosecuted by the RSA but, in 2011 (to the end of October) that number increased to 200 with many cases still waiting to be processed by the courts. Additionally, in 2011, 515 checks were carried out on premises used by transport operators.

Overloading a vehicle is another common off ence. Weight checks have been carried out on static weighbridges of one sort or another but in Ireland the necessary equipment to ‘weigh in motion’ is to be introduced.

Th ose operators whose vehicles travel in the UK and in Europe may also have their vehicles checked in those countries.

(Driver’s records continue to provide grounds for prosecution for errors caused by forgetfulness in the less serious cases, and, in the worst cases, errors resulting from fraud. Th e Gardai have now been equipped with the means to download information from a digital tachograph at the roadside).

Th e impact of a conviction on a licence to operate can be substantial and in every case an operator should consider whether there are any grounds on which a prosecution might be defended, and, if not, whether a lett er should be writt en to the Licensing Authority explaining the circumstances in which the off ence came to be committ ed.

Th ere is litt le point in spending money considering a defence in a case that cannot be defended, but many cases depend upon the use of equipment, such as a weighbridge, and anything that is mechanical needs to be checked for accuracy before it is used. Both Radar and Laser speed measuring equipment require certain checks to be carried out before they are used and, in practice, it is not uncommon for these checks to be missed. In the event that the required checks have not been carried out it is possible to maintain an argument that the accuracy of the equipment is in doubt.

Th e fact that ‘weigh in motion’ equipment is to be introduced suggests that there will be more weight checks and it should be remembered that weighbridges of every sort require routine checks on their accuracy and, depending on the type of weighbridge there may well be instructions as to how they are to be used when they are to provide

evidence for enforcement.

E n f o r c e m e n t O f f i c e r s inspecting vehicles frequently compla i n about excess movement in the steering or braking mechanism. Clearly the extent of the movement should be measured, and it is important to be certain that amount of movement recorded is not simply a subjective assessment by the enforcement offi cer concerned. Quite apart from anything else the permitt ed movement will vary between different manufacturers.

The measurement of tread depth in a tyre is also an exercise, which may lead to an inaccurate result. If there is any doubt the operator should get the tyre to a commercial tyre fi tt er to be examined, not forgett ing to record the number of the tyre fi tt ed to the vehicle.

As the driver is also at risk of prosecution f o l l o w i n g t h e discovery of a defect in the vehicle he/she is driving, it is important to watch what the Enforcement Offi cer is doing and to make notes. Photographs can be particularly helpful, and arguably, a photog raph of a weighbridge, or weighing equipment, used in a check should always be taken.

Not h i ng i n t h is art icle should be seen as a suggestion that all enforcement evidence is suspect. In the majority of cases the operator and driver will recognise the accuracy of the compla i nt about the vehicle. Where, however, there is doubt, it may well be worth look ing ca ref u l ly at t he evidence.

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WAREHOUSING

T he Fourth Irish Logistics Network Lunch takes place at the Carlton Hotel, Dublin Airport on Tuesday 3rd April 2012

Th e event is organised jointly by the All Ireland Warehousing Association (AIWA) and the United Kingdom Warehousing Association (UKWA) on behalf of the International Federation of Warehousing Logistics Associations (IFWLA) and the Confederation Europeene de l’Entreposage et de la Logistique (CEEL). It is supported by CILT (Ireland) and Fleet Transport magazine.

Th e current economic situation continues to provide challenges that are diffi cult to overcome alone. Every company is looking to take

costs out of its operations and seeking to fi nd innovative solutions to generating new business and retaining existing clients. Networking is a vital strategy in these market conditions, and this event will provide a discreet and quality networking opportunity for you, whether you are a third party operator, own account operator or a supplier to industry.

Att ending the lunch will be a Principal Guest and Speakers as well as leading Logistics Directors and CEOs together with suppliers from Ireland and leading UK companies with business links in Ireland.

PROGRA MME: 12.15 pm Pre lunch drinks12.45 pm Introductory speeches13.00 – 15.30 pm Working lunch and networking

I very much hope you will be able to att end the lunch on 3rd April and for ticket enquiries please contact 0044 207 836 5522 by 27th March 2012.

Roger WilliamsCEO, UKWA./AIWA

Walter House, 418-422 Strand, London WC2R 0PTt. +44 (0) 207 836 5522f. +44 (0) 207 438 9379e. [email protected] www.warehousingireland.ie

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I n the current economic climate every business and especially companies in the transport sector need to review all costs and determine that the maximum

value is achieved from costs incurred in the business. Most operators view their Accountant as a necessary expense in the preparation of accounts and completion of the annual audit. Th e end product is a neatly bound set of accounts, prepared in accordance with Accounting Standards and normally the fi ling of these accounts along with necessary tax liability calculations. A set of accounts signed off eight months aft er year end and nearly two years from the commencement of the audited period give very litt le information as to why the business made a profi t or loss, your accountant will compare fi gures with the previous twelve months (even further back in history) and give a brief outline that your turnover has slipped and your diesel cost has increased as would be the norm in the vast majority of businesses today. For the annual audit fee of €6,000 to €20,000 on average, how can you get added value from your accountant to improve the performance of the business. Here are a few pointers:

Firstly, put in place a computerised accounting system that will close off your prime books quickly aft er year end. Ask you accountant in what format he/she wants this information, and undertake as much of the book-keeping function in-house to reduce costs. Ask your accountant what control structures should be in place. Are you too lax with your debtors? Are you in danger of incurring bad debts? Are employees paid tax effi ciently? Is your working capital suffi cient for your business or will the business be put at risk due to cash shortages? Th e equity that you have built up in the business, is this at risk from future trading conditions?

In dealing with financial institutions your accountant can access current norms for loan, lease and overdraft facilities and by dealing with fi nancial institutions with you it demonstrates to banks that your business has both the operational and fi nancial expertise to properly access what the fi nance needs of the business will be. It is important to remember that both your accountant and bank manager may have potential customers for your business and the value of networking

cannot be underestimated.

Looking internally at the operation of your business your accountant can assist in the preparation of quarterly and even monthly management accounts, it means you are gett ing the information more quickly and it can be used to manage your business to alleviate losses and concentrate on profi table work. It takes both operational knowledge and strong analytical ability to pinpoint unprofi table work and devise a plan to turn unprofi table work into profi t or drop certain customers/sectors over time. By contacting your accountant on a monthly basis means you have an unbiased fi nancial professional who can quantify fi nancially the eff ects of your operational decisions.

Use your accountant in the costing/tendering process, while he or she may not fully understand the current market forces in driving down rates you will get an unbiased opinion as to the actual profi tability of your business. In the short term most costs (even diesel) is a fi xed cost in transport, such as a vehicle running empty to fullfi ll outbound deliveries, and hauliers are quoting rates purely on a basis of revenue generation but in the medium to long term the

business must cover all costs and make a margin and a strategy of take all work at any cost runs the risk of key customers and prime rates being lost as the cut throat competition in haulage puts transport operators out of business.

Most hauliers believe that divulging too much information to accountants is bad for their business. No accountant will start up in business in competition to you, they are bound by strict rules of confidence (exception being their obligation to disclose tax fraud/money laundering) and the fi nal point is the information you do not supply will be gained anyway but as a billable expense of time incurred to you. All business can be broken down in fi nancial terms so once your accountant has consulted you on operational requirements their fi nancial advice

does not require them to have operational expertise or interest.

All Accountants are conservative by nature, and most hauliers see this as a failing and an inability to take risks and develop the business. However, you can use this to your advantage as business proposals you can see only positives but may be scrutinised in a diff erent manner by your Accountant. Your accountant will stress test any proposal to factors that may change during the term of the contract, he or she will look at the risk exposure and the exit strategies and cost. It's vitally important that you use an accountant that you are not afraid to ask questions of, and that the fl ow of information between both parties is in a format that both can understand. Oft en time and money is wasted as the hauliers discusses technical issues and the Accountant compliance issues that neither party fully understand.

Using your Accountant as purely a score-keeper for annual returns means that you are losing out on a valuable asset that

should have the confi dence and knowledge to support you in your business in both the good times and bad. Many Accountants specialised in tax and wealth management in the good times and clients reaped rewards now their expertise in cash planning, costing, negotiating with fi nance houses and business support are key to your survival.

FINANCE 1

How can your Accountant Add Value to your Business?

44 FLEETTRANSPORT | MAR 12 Text: Donal Dempsey - donal@fl eet.ie

NEW FUEL CARD MAKES CENTS!

To help drivers reduce their fuel costs, AA Ireland has teamed up with Topaz to provide a new discount fuel card available to all its members. Th e new easy to use swipe card guarantees 2 cent off a litre of petrol or diesel at any of 320 Topaz service stations nationwide. Card users won't have to worry about carrying cash and will save money every time they fi ll up their tank.

Pictured at the launch of the card were Trevor McNaughton, AA Patrol, Nicola Hudson, Senior Marketing Manager AA Ireland and Laura Murphy, Commercial Marketing Manager, Topaz Ireland. For more information go to htt p://www.aaireland.ie/fuelcard.

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JUST IN CASE YOU MISSED IT!

OPINION


W hen Eoin Gavin and his new team took over management of the IRHA Irish Road Haulage Association just one year ago they faced probably the biggest challenge any incoming committ ee faced in the history of the Road

Transport Organisation. Certainly the newly elected management team was a good mixture of experience, ability and enthusiasm. My memory of last year’s Conference was that it was a subdued aff air. Many operators were fearful of what the future would bring, and some asked would they be around at Christmas? In many ways they looked at the new President and Management Team in hope rather than expectation. In his opening address to Council newly elected President Eoin Gavin did not make any fake promises, he did however give a commitment to fi ght and represent the industry. While there was a lot of pressure on him to go to the then newly appointed Transport Minister Leo Varadkar T.D., with the bodies Five Point Plan in one hand and the threat of evection in the other, the new IRHA President left all talk of protest outside the meeting. It is a mark of the credibility of the IRHA that all of the meetings have been with the Senior Minister and not the Junior as has oft en been the case in the past.

Th rough the year there have been a number of meetings with Senior Ministers including one with Finance Minister Michael Noonan T.D. Cynics might look at some of the motions up for discussion at this year’s AGM and say we will have the same problems in the industry. Yes of course we have, but progress is being made with fuel is the hot topic at the moment. In the fi rst instance the price of diesel and on the second instance the abuse by those using washed or laundered fuel. Th e fact that the IRHA’s

very detailed proposal submitt ed to Government in advance of the Budget was ignored was a terrible disappointment and an injustice to everyone involved in the industry. On Budget night the IRHA President captured the mood of most hauliers during a passionate televised interview when he accused the Government of encouraging “Tanker Tourism”. Following this rebuke by the Department of Finance, the IRHA regrouped kept their composure and consulted with their Members and the Council. Now the President knew it was time to introduce the threat of protest to the Government, he knew he had a mandate from his members and that he had been more than reasonable. Fortunately, he has not had to use that tool so far and hopefully the high level-working group that the Minister for Finance has put in place will be able to deliver some type of solution that will give some level of assistance and fair play to professional and legitimate operators.

At this years IRHA Conference, Eoin Gavin can say he brought the Minister to Bunratt y (the Presidents hometown) on two occasions, not something any other President can say. He and his management team are half way through their term and they can hold up their heads at the AGM proudly as they have regained some of the ground the IRHA had lost and made progress with parts of the fi ve-point plan. Minister Varadkar must bring something to the Conference; he has some ground to make up. On a lighter note, the Minister should be aware of the tradition in Bunratt y Castle where a villain is thrown in the dungeon every night, he may not be spared!

IRHA Conference 2012 – More to DO!

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IRHA AGM & Conference 2012The 39th IRHA Annual General Meeting & Conference will be

held in the Bunratt y Castle Hotel, County Clare, on Saturday, 10 March, 2012.

Th e following is the Programme of Events for the weekend:

Saturday 10 March 201239th Annual General Meeting

1st Session 9.00am to 1.00pmLunch 1.00pm to 2.00pm2nd Session 2.00pm to 4.00pm

Th e fi rst meeting of the newly elected Council will commence at 4.00pm

Spouses Programme: Golf at Dromoland Castle, Bunratt y Folk ParkIf interested in either of the above – please contact IRHA – Telephone 01 801 3380

4.30pm – 5.30pm Traditional Music Session in Hotel

7.30pm to 8.15pm Drinks Reception8.30pm Gala Dinner, followed by entertainment

TECHNICAL

Text: Ailbe Burke FLEETTRANSPORT | MAR 12 47

In this month’s issue Ailbe Burke will take a look at the main components of the EBS Electronic Braking Systems. Th e fi rst component covered is the ECU

Electronic Control Unit.

ELECTRONIC BRA KING SYSTEMS would probably be better described as electronic controlled braking systems. Th e braking system itself is still applied by air to the main part, but where the electronics comes in is instead of using a remote or direct signal air pressure to the valves an electric solenoid is fi tt ed on the valves. Th ese solenoids are operated by commands from the EBS ECU (Fig 1) through electric voltage signals. Th e signal from the ECU to operate the valves comes from having fi rst received information from the various sensors which tell the ECU the current braking condition of the vehicle, i.e. foot brake applied or not, wheels have locked up or not vehicle speed and stability and so on. Besides having ABS capabilities modern EBS system ECUs can come programmed with the following.

Automatic brake adaption: where the EBS ECU can identify and control the EBS system of a trailer from the moment it is connected making it fully compatible with the tractor unit brakes.

Brake pad wear equalisation: where the wear of the brake pads are monitored by wear sensors fi tt ed on the brake callipers and the ECU can then increase or decrease braking force on the brake cylinders to provide for equal wear of the pads. Th is is designed to incorporate warning systems for the driver where a message can appear on the drivers information system to tell how many kilometres until the brake pads need replacing. Th is benefi ts drivers for planning maintenance purposes.

Brake blending: this term means that along with activating the brakes electronically the auxiliary brakes i.e. Engine brake or transmission retarder can also be automatically engaged to reduce wear on the brake pads.

Throttle release control: can prevent the driving wheels locking on slippery roads when

the accelerator is released. If the wheels begin to lock, the retarder brake will be shut off and the driving wheels allowed rotate again. Th e wheels will then regain traction with the road. Th e accelerator position is over-ridden to allow the vehicle gain bett er traction through a communication between the engine ECU and EBS ECU.

Automatic diff erential lock: again combined with the engine and EBS ECU’s, the diff erential lock on the driving axles can be engaged automatically to give the vehicle bett er traction for off -road conditions.

Hill start assistance: this is an extra safety feature where vehicles are prevented from rolling back when stopping or starting on an incline. Hill Start Assist helps the driver to start off on an incline. When the hill start switch is activated this temporarily prevents the brakes from being released and the driver has extra time to accelerate. Th e function is deactivated when the switch is pressed in a second time.

Emergency brake assist: if the brake pedal is rapidly depressed, the system assumes it is in an emergency braking situation. Th e brake pressure is automatically increased to achieve increased braking.

EBS status monitoring: the status recorder is a diagnostic feature the purpose of which is to be able to save information about how the EBS functions and what functions are most active. Th is will give the technician an insight into the performance of the EBS and that all functions have been working in the vehicle. If further analysis of the EBS system needs to be done the Status monitor counts and records the number of events the following safety functions are activated , ABS, ESP: Roll Over Prevention, ESP: Yaw control, Traction control, Brake assistant and Brake Fade warning. Th ese recordings can be read out via SAE J1587 diagnostic interface.

Front Axle SolenoidTh e next component on the EBS System is the single ABS Solenoid valve (Fig 2) fi tt ed to the front axle brakes. Th is valve provides the EBS system with a means of quickly supplying, holding and releasing air pressure to the front wheel brakes. Th e valves are usually fi tt ed close to the wheels and there is one at either side of the chassis for the left and right wheels.

Brake signal transmitt erAnother major component is the Brake Signal Transmitt er (Fig 3) which would be commonly known as the foot brake valve, but its new name is more applicable as the fi rst portion of brake application is transmitt ing an electrical signal to the brake modulator / solenoid valves. Th ere are two distance sensors which determine the value that is transmitt ed, and this is done as a pulse-width modulated Signal. Th e second part of the valve is pneumatic so if the electronic brake system fails further, depressing the brake pedal will put the truck braking back to an air only system.

Rear A xle modulator Valve (Fig 4) with integrated control unit for regulating brake pressures on each side of the rear axle(s). Th is unit does the same as Fig 2 but with the added function of gathering information for the ECU such as Lining wear and brake status, i.e. wheels locked or rolling.

Information supplied by

Department of Mechanical &

Automobile Engineering,

Limerick Institute of Technology,

Moylish, Limerick.

Electronic Braking Systems I1

Figure 1. EBS Control unit for towing vehicles

Figure 3

Figure 4

Figure 2. Solenoid control valve: Disassembled

A n extensive report published by Goodyear Dunlop has revealed some interesting information about the current state of the European

transport industry. Th e report titled ‘Driving Fleet Fuel Effi ciency’ compiles data from transport operators across Europe and is a comprehensive state of the nation address. While Goodyear’s document does not contest the proposals detailed in the EU W hite

Paper of March 2011, it simply echoes the voice of the transport industry, and allows that voice to state what can realistically be achieved by operators and what assistance they need in order to meet the targets for 2020.

Goodyear presented the report to a wide ranging group assembled to discuss the findings, and the potent ia l impact of the White Paper on Europe’s transport industry. In addition to Goodyear Management, invited g uests represented all aspects of road t r a n s p o r t , a n d included small and large f leet operators, t he I nter n at ion a l Road Transport Union (IRU), the European R o a d H a u l i e r s Association (UETR) vehicle manufacturers a n d a c a d e m i c s . Presenting the case for the EU were a number of representat ives

including Vice-President of the European Commission, Directorate-General Transport (DG Move) Mr. Siim Kallas.

Mr. M ichael R zonezf (Vice-President Commercial Business Unit, Goodyear Dunlop Europe) welcomed all to the conference and outlined the scope and methodology of the research, which surveyed over 400 transport

companies and fl eet managers between October and November 2011. 60% of those surveyed operated a number of vehicles from 1-50, 30% operated fl eets with up to 250 vehicles and the remaining 10% represented the largest European transporters. Mr. Rzonezf certainly got everyone’s att ention when he revealed that the research found that 15% of those surveyed did not believe their business would survive to see 2020, and that almost one-third of fl eets have no plans in place to deal with impending CO2 legislation which will come into force over the next decade.

Th e proposed legislation detailed in the White Paper demands a reduction in carbon emissions of 20% over 1990 levels by the year 2020 - (20-20-20), with a further reduction of 60% by 2050. Although the White Paper makes specifi c demands it does not specifi cally say how this is to be achieved, other than stating that - ‘a change is needed.’ Goodyear set out to discover how operators are responding to the White Paper, and to gauge how the ‘greening’ of transport aff ects their business. Many operators have engaged in programmes to reduce fuel consumption, with driver training being the most prevalent at 69%. Other measures include the retrofitting of aerodynamic equipment and specifying fuel effi cient tyres. However the principle motive for these measures is to reduce fuel costs and possibly gain a competitive advantage - not necessarily to reduce CO2 emissions. Th is has been further augmented by changes to vehicle routing and delivery schedules through load consolidation. One startling fi gure revealed was that 8% of respondents said they had made no att empts to improve the fuel effi ciency of their companies. Lack of funding was given as the main reason preventing 40% of operators from investing in new vehicles, while 35% said that EU incentives would encourage them to purchase.

Goodyear Dunlop –‘The Rocky Road to 2020’


TYRES

TYRES

For operators already investing in fuel saving methods, 46% believe there is not much more they can do without assistance from the regulatory authorities. To date they feel they have done all they can to reduce fuel consumption and estimate that a further 10% decrease in fuel consumption would be the limit, with 6% believing that they are unable to achieve any further savings.

Of the top fi ve methods to manage fuel effi ciency, Eco Driver Training is the most effective, generally realising results of around 10-15%. Although for long term benefi ts it should be linked to an incentive scheme, and continuous assessment studies show that the initial benefi ts usually diminish aft er three months. If combined with fuel effi cient tyres saving 5-8% and improved aerodynamics saving up to 10% especially for long-haul, it shows that there is some scope for savings.

The extent to which customer demand for greener transport affects operators varies widely throughout the EU. Greater demands are exerted on transport companies in Italy, whereas there appears to be litt le interest from Spanish transport users. Asked if being perceived as an environmentally aware transporter off ers benefi ts when winning new business, 44% said it was not a factor, 23% said it was somewhat considered, with only 10% of customers demanding green credentials. Which would indicate that allowing for the nature of the customer's business and their public profi le, it appears that price remains the deciding factor.

Mr. Rzonezf then invited Siim Kallas to address the audience. Mr. Kallas began by stating that transport had developed against a background of cheap fuel and that we must break our dependence on oil. Continuing that this is a crucial moment in the development of transport strategies, he cited the ‘Green e-Motion’ project (of which Ireland will receive €1.5 million) as an example. Accepting that road freight is necessary for the long-term competitiveness of the EU, the Commission’s strategy is to have ‘zero CO2’ city logistics in place by 2030. Mr. Kallas also promises a review of vehicle weights and dimensions by the end of the year.

This review will include a decision on the possibility of allowing 25.25 metre, ‘Longer Heavier Vehicles’ (LHV’s) to engage in cross border traffi c. Th e contentious issue of LHV’s is one which the industry wants resolved, and sees no reason why they cannot be allowed. Presenting the case for the Commission Mark

Major said that the issue of LHV’s will be reviewed, stating “the Commission is good at making decisions based on facts.” However he also notes that it is an emotional subject and may prove diffi cult for politicians.

In reply Th eo Pas of DAF Trucks stated that in a small country like the Netherlands there are currently over 800 ‘Eco-combis’ (as the Dutch call them) operating - and no one notices them. President of the European Freight Forwarders Association, Marc Huybrechts added that similar vehicles (Gigaliners) are allowed limited operation in Germany. However under EU regulation the vehicles are not permitt ed to cross borders - a regulation which he called absurd.

Mr. Major was critical of the Goodyear Report and “was surprised by the clear focus on 2020 which is only 8 years away, saying that the longer term view is missing.” He asks “who will be the driver for industry and bring the vision to reality for 2050?”

Speaking on future legislation Mr. Remi Mayet, Deputy Head of Land Transport at DG Move listed a number of changes including a review of the Cabotage regulations, harmonised penalties for off ences and full disclosure of non-conforming transport entities across the EU. He also noted that proposed specifi cations for the next generation tachograph with an inbuilt GPS facility should be adopted by the Commission before the end of the year.

Th e conference allowed Goodyear Dunlop the opportunity to launch an intuitive new tool on their website. Th e facility allows operators to enter vehicle specifi cations and general operating conditions, and the portal then calculates what improvements would reduce fuel consumption and CO2. For example, an operator can add low rolling resistance tyres and the tool will calculate what saving this might realise, similar calculations can be made for engine size, truck wind defl ectors and trailer side skirts.

Goodyear deserves credit for producing a comprehensive document, which should be viewed as more than just another report, as the document provides a useful and realistic insight into the current state of the industry. Th e conference also highlighted the importance of strong industry representation in Brussels. Listening to the presentations and speeches one gets a sense of detachment from the people developing the legislation. A sense that they really do not understand the possible consequences of

their actions on the transport industry.

Th e move to 20.20.20 is only eight years away and it would appear that the Commission and DG Move are unlikely to help or incentivise hauliers to reduce emissions. Th ough it would appear highly likely that they will penalise hauliers who don’t.


Siim Kallas; Vice-President of the European Commission, Directorate-General Transport (DG Move)

Michel Rzonezf; Vice-President Commercial Business Unit, Goodyear Dunlop Europe

Boris Stevanovic; Marketing Director, Goodyear Dunlop Europe

Lie Junis; Director of Public Aff airs, Goodyear Dunlop Europe

50 FLEETTRANSPORT | MAR 12 Text: Jonathan Pearce - Marketing Manager, Northgate Vehicle Hire

FINANCE 11

W ith external costs increasing faster than the eye can see, the question of how to fi nance a fl eet of vehicles is increasingly

playing on the minds of fl eet managers and business owners nationwide. While vehicle fi nance may be an appealing alternative to buying a fl eet, there is actually a more att ractive option that brings with it more benefi ts.

Enter fl exible vehicle hire, an option that has never been more pertinent than in today’s climate. Over the last few years we have seen a remarkable increase in commodity price increases. Fuel, for one, has increased in price by 34% since 2009, tyres are up 15%, oil and lubricants up 25%, breakdown and recovery up 15% and braking parts and consumables are up by 5%. Th is all makes for some rather sobering reading if people are trying to balance the cost of fi nancing a fl eet too and, considering that 90% of businesses still own some or all of their vehicles, they’ll be depreciating in value at the same time as we’re facing these increasingly harsh economic pressures.

Th ere is an alternative to vehicle fi nance and it comes in the form of fl exible vehicle hire. Soaring in popularity for years now, partly due to the unstable economy, which is unfortunately showing litt le sign of recovery in the near future, more and more businesses are opting to hire vehicles as and when they need rather than commit to contract hire or fi nance agreements that allow litt le fl exibility should times get tough. For businesses that may see seasonal fl uctuations, having the fl exibility to add to or remove vehicles from your fl eet at any time without penalty could be the make or break factor. And it isn’t necessarily the case that because external costs are going up, fl eet suppliers put their costs up too … buying in volume enables them to counteract price increases, making fl exible vehicle hire even more relevant and benefi cial in the current market.

Businesses’ needs change with the seasons – and the extent of this can’t always be anticipated – but, for fi nancial reasons, a fl eet needs to be utilised 100% of the time to increase effi ciency. Th is is oft en why hire rather than purchasing and fi nancing fl eets makes more business sense. Th ere is no depreciation, no need to worry about residual value, risks are removed, and the support of the supplier is guaranteed should emergency back up or replacement vehicles be required. Really, it’s a win-win situation with the constraints of contract hire and fi nance agreements completely removed.

Flexible vehicle hire is where the clear benefi ts lie for those who aren’t always able to forecast their fl eet and want an element of ‘wiggle room’ rather than be tied down to a specifi c contract linking them to x number of vehicles for x years, and fi nance agreements costing €x per month.

Some of the benefi ts of fl exible vehicle hire:Th e ability to control fl eet costs and forget • about forecasting fl eets.Flexible hire periods and fl eet sizes.• Access to the latest fuel-effi cient vehicles, which • may have been previously unaff ordable.Enjoying customised vehicles, for example • including tow bars, roof racks, beacons and livery – all tailored to individual requirements.Freeing up budget that would otherwise • be spent on purchasing (or financing) vehicles.

With no contract, no risk and no ties, fl exible vehicle hire is the best step for smart businesses that don’t want to be paying over the odds in interest, and it brings with it the benefi ts of owning a fl eet without the commitment factor. Fleet suppliers can oft en support customers with insurance needs too, taking the onus off them and freeing up more of their valuable time.

Fuel cards may be another sensible option to think about alongside fl exible hire, helping to control costs even more with the added bonus of reducing emissions.

Key benefi ts of fuel cards include:Understanding and controlling fuel costs.• Tracking fuel purchases nationwide with • online management.Effi cient VAT recovery - no need to collect • till receipts.Paying for fuel directly instead of refunding • your employees.Having more accurate costs and gett ing rid • of over infl ated expense claims.Controls can be installed to enable fuel-related • purchases only.Significant reductions in administration • through consolidated invoicing.

Th is is just a litt le bit of food for thought for businesses wincing at the thought of vehicle fi nance. But one thing’s for sure; the benefi ts of fl exible vehicle hire grow at a similar rate to the spiralling external costs we’re currently seeing in the market. People need to be smarter, think about cost-saving measure and look at the benefi ts of having an all inclusive fi xed cost that covers servicing and DOEs as well as the actual rental, so that they can forward plan for what’s set to be another challenging year.

The fl exible alternative to vehicle fi nance

About

Northgate Vehicle Hire has shaped and defi ned the van hire market for over 30 years. Operating over 55,000 vehicles on rental through more than 60 locations, which include 56 workshops and 356 mechanics operate within the direct service network.

With a diverse customer base ranging from blue chip corporations and Local Authorities right down to small and medium sized enterprises and owner operators, Northgate will deliver the very best service levels available within the market place through the delivery of vehicles, a wholly owned infrastructure of workshops and technical centres, specialist staff and innovative systems.

10 new intelligent designs from Hyster

Clonlara Avenue, Baldonnell Business Park,

Baldonnell, Dublin 22, Ireland T. (+353) 01 4034100 F. (+353) 01 4034183

E. [email protected] W. www.irishlifttrucks.ie

www.ohm.ieA member of

Ulster Transport Company McCulla is well known around Ireland and beyond for its distinctive livery and now a miniature example of one of its Iveco Stralis is available

from promotional model vehicle specialists Search Impex. Th ese 1:50 scale 4x2 tractor unit (pictured) together with a 3-axle reefer trailer with Carrier fridge unit and underslung tail lift is one of 105 limited editions produced.

McCu l la models , a v a i l a b l e f r o m Search Impex cost £138 each (including UK delivery + VAT) through its website www.search-impex.co.uk or by phoning Jim Newsome on 0044 1332 873 555.


FLEETING SHOTS

Lynx Transport 'Rises Up' with Good Distribution Practice Passport

Cool models for McCulla

To use the strapline from Connacht Rugby - ‘Front Up, Wise Up’, Galway based Lynx Transport has become

the fi rst company in the Province to be awarded the Good Distribution Practice (GDP) Passport by the Irish Exporters Association Life Science Ireland.

Th e accreditation, which ensures supply chain integrity and product safety from raw materials through to the end consumer, is gaining increased importance in Ireland and across the globe. Th e award was presented by John Whelan, Chief Executive of the Irish Exporters Association, said that Lynx Transport was now part of a select group in Ireland that have achieved

a standard that is likely to become an essential requirement to deal with companies operating

in the life sciences sector in the future.

Director of Lynx Transport, Enda McDonnell, commented: “We are absolutely delighted to be recognised for our commitment of providing our customers with the best quality service, and especially for our team who continue to work tirelessly to deliver road transport and logistics excellence across the board. Our dedication in excellent customer service and industry knowledge are the key foundations of this company, and now being recognised among the best in our industry is a benchmark we are very proud of.”

Bree z emou nt Motor spor t , t he Hillsborough based Irish GP2 motor racing team has joined Bavaria City

Racing, Dublin, the forthcoming motorsport extravaganza on the streets of Dublin on 3 June. Also on the roster is the big att raction, Formula 1 giants Vodafone McLaren.

Former Jordan F1 driver Timo Glock and new Williams F1 signing Bruno Senna applied their trade with Breezemount in their early careers. Both the 600hp 4 litre GP2 race car and the Mercedes-Benz powered McLaren will be on

display and will perform on the Dublin City track which starts at the Convention Centre Dublin, continues along Customs House Quay before crossing Butt Bridge, chicane’s at D’Olier Street, zips past College Green and the Central Bank on Dame Street before reaching the chequered fl ag on O’Connell Bridge. Bavaria City Racing Dublin is a free public event and over 150,000 people are expected to line the streets of Dublin. For those who want to get closer to the action there are three ticketed premium performance zones on the track at Customs House Quay, O’Connell Bridge and at the Main Paddock on North Wall Quay. Tickets for these areas are priced from €75.90.

Pictured is Kevin Noone (Noone Transport Ltd.) with 12 year-old Aaron Cliff ord and Michael Hynes (M.D. MAN Importers Ireland) at the announcement that Noone Transport

is sponsoring Aaron’s campaign in the Irish 125cc Motorbike Clubmans Racing Championship in an Aprilla. Aaron from Dunleek, Meath is the reigning I r ish M i n i-Moto Champion in two diff erent classes.

R e c e nt l y No o ne Tr a n s p o r t L t d . purchased 17 new M A N TGX 18.440 XXL trucks from MAN Importers Ireland.

Noone Transport takes to the track

Irish World Superbike star Eugene Laverty is the latest big name fr om the world of motorsport to confi rm their participation at Bavaria City Racing Dublin. Th e 25-year-old fr om Toomebridge in Antrim fi nished 4th in the World Superbike Championship in 2011 and has since teamed up with the Max Biaggi at the Aprilia team.




Irish GP2 team joins Bavaria City Racing extravaganza

New Mercedes-Benz Actros‘What can you get for two billion euro these days?’

I n launching the new Actros, Mercedes-Benz was as frank and honest as it was possible to be. Th e Daimler truck brand actively sought feedback and opinions

on the product, and the test routes chosen were demanding for both truck and driver. Its faith in their new fl agship is evident, and aft er ten years development and over two billion euro spent in research, tooling and plant development, ‘Merc’ is sure to have got this one right.

While openly acknowledging mistakes were made in the past, Hubertus Troska (Head of Mercedes-Benz Truck) stated that “ this will not happen again.” Before the fi rst Actros launch in 1995 the truck was tested for three million kilometres, which Mr. Troska recognised “clearly this was not enough.” For new Actros the testing regime covered over twenty-million kilometres, Mr.Troska continued “technology must be reliable for it to be good for the customer.” Fuel consumption and reliability were the main areas addressed by Mercedes-Benz when developing the new Actros, as these points where the most prominent concerns highlighted from the customer based comments.

Off ering four cab designs and four versions of the new 12.8 litre in-line six with power outputs from 420 to 510hp, with all driving through an improved standard fi t 12-speed ‘Powershift 3’ automated transmission. Th ere are two cab

widths 2.3 and 2.5 m, and three cab heights from the base model ‘Classic’ up to the impressive 3.95 GigaSpace. Interior trim options include a single driver SoloStar version with ample space for the long-haul loner.

Aft er a brief run down of some of the new features with our demo driver Herman, we set to work. Th e fi rst improvements drivers will notice is the enhanced seating, the second is a foot-switch for steering adjustment. Also changed is the transmission mode selector now moved from the armrest to a column mounted stalk more in keeping with manufacturer’s saloon car models.

Once comfortable with our driving position we fi red up the 12.8 litre by pressing the retro style start/stop butt on - which is now trendy. On the move the vehicle instantly reveals a sense of purpose – ‘ it feels good and fi ts well.’

Th e fi rst section of the drive covered mostly good national road with some small sections of dual carriageway, allowing us to get a good feel for the vehicle. Compared to its predecessor new Actros is somewhat stiff er on the road, yet manages to be more positive and more comfortable. Th e high cab has always given the driver a commanding view to the front, and all-round visibility has never been an issue. Although the att ractive mirror assembly does create a blind-spot, especially approaching roundabouts, this is a problem for

all manufacturers and is at best diffi cult, if not impossible to solve. On the subject of mirror arrangements a much improved ‘Cyclops’ mirror now replaces the previous model.

Th e Motorway sections of our two day test run were uneventful allowing us time to try out many of the toys that come with Actros. Included here is Adaptive Cruise Control which brakes when approaching stopped traffi c, and from a standing stop will move the truck off again when the queue moves – this does take a litt le faith on the driver’s part, but works extremely well. Not having an independent fuel metre, we had to trust to the on-board display, initial fi gures indicate that Actros will deliver what Mercedes-Benz promise with regard to frugality.

To fi nish our day we chanced a spin in the fl agship 520hp with the SoloStar trim option in the GigaSpace. Th e 520 is a diff erent machine and instantly displays its fl exibility, as we headed off the main roads onto small national roads through a series of towns and villages similar to much of the Irish trucks daily toil.

Mercedes-Benz believe this is the birth of an iconic truck, my fi rst drive would indicate they could well be right. So what do you get for two billion euro? It would appear quite a lot, if you spend it wisely.

Hubertus Troska (Head of Mercedes-Benz Truck)

APPRAISAL


COMMENT

54 FLEETTRANSPORT | MAR 12 Text: Howard Knott - howard@fl eet.ie

D uring the last week in January I visited the French Port town of Calais taking part in an EU Project ‘Weastf lows’ meeting

there. Two things to say, the fi rst that travelling to Calais without a car can be a tedious and chilly experience, though, litt le did I know at the time how lucky we all were to get back to our Irish temperate climate, in the nick of time too!.

Th e second point from that experience was that, following the collapse of the French State owned Sea France ferry company, it turned out to be a particularly interesting week having the opportunity to meet folk from Calais Port, from Eurotunnel and from P & O Ferries and to quiz them on how each responded to the challenge. Since I returned, not only have there been signifi cant developments on the Dover Strait, but I have been in further discussions with some of the people involved. Th is will give us the basis for a discussion piece in next month’s ‘Fleet Maritime’. But I guess that the main point was that Sea France with its potential to operate twenty round trips each day having disappeared, and the other operators immediately taking up the slack, no International haulier appears to have been seriously inconvenienced.

Without looking away from the Calais/Dover/Folkestone triangle there were options for the customer, I think that the expression is that the system had ‘redundancy’. Coming back to home and thinking about Government plans to boost export growth and jobs, this transport system redundancy is surely a very signifi cant issue. Internally we are not badly off , the recently improved road network including, particularly, the various tunnels, has given hauliers plenty of route options, the rail system has a certain amount of route fl exibility, but internal air travel is gett ing trickier.

Irish exporters and importers are well served by the Ports and Shipping Lines and, mirroring the Calais situation, the marketplace sorts out any problems that arise. A major factor, I suspect here, is that transporting cargo by ship is considered to be quite environmentally friendly and Irish Ports are mainly located out of earshot of most people.

Th e Airfreight business is, however, diff erent. Airports and, to a greater or lesser extent, airlines have, like their colleagues in the rail sector in the nineties and the noughties, treated freight as being unimportant and this business unworthy of consideration for investment. Th ough shipments may be measured in kilos rather than tonnes, their value to the exporters and, ultimately, to the Irish economy, is huge. I am aware of a study being done on this whole matt er at present, again with the Weastfl ows project involved, and this should address information ‘Black Hole’.

A major problem is in identifying what cargo actually is airfreight and to where it is going. I was one of those people working in the freight forwarding industry in the 1970’s who responded to an Aer Lingus strike by sending the airfreight on the local collection trucks on

the Liverpool ferry and on to Heathrow or Manchester airport to fl y from there. Of course, it was a great system and, when the strike was over, the die was cast that most air freight would continue to truck to British or near Continent airports. Other than limited services to the USA direct air cargo services from Ireland withered and with that, the exporters’ options.

The question now is, has the arrival of Emirates Airlines at

Dublin, following soon aft er Etihad opened its Dublin to Abu Dhabi service, changed the Irish airfreight business in a fundamental way and for the bett er?

On the arrival of the fi rst Emirates aircraft into Dublin on 9 January launching the daily direct service linking Dublin with the airline’s main hub at Dubai, Michael Meagher, who heads

the airline’s Emirates Sky Cargo operation in Ireland said: “Air cargo is a vital part of Emirates business and, through Emirates Sky Cargo we provide a fi rst class service not only for general cargo, but specifi cally for more time sensitive perishable material. Th rough our hub at Dubai we provide connections to over one hundred destinations worldwide.”

For Emirates, the beauty of the way they tackled the cargo issue is that they had developed a substantial Irish business already feeding through Birmingham and other Emirates’ destinations. Th us, they had established themselves in the marketplace here and were able to say that exporters, particularly in the food/seafood and pharma sectors will now be able to avail of a service that is direct, unlike the traditional method that they and others had been off ering of trucking via the UK and onwards leading to inbuilt delays of at least 24 hours. Each daily A330 has a belly hold capacity of 15 tonnes. But the airline now says that it will introduce Boeing 777 aircraft onto the route this summer, each with a capacity of 25 tonnes. Add this to the 150 tonne weekly capacity on the Etihad service and with each of the airlines off ering multiple worldwide destinations from their middle eastern hubs, that’s an awful lot of high value exports skipping over the bad weather, the night-time fl ight bans and weekend driving restrictions that face the more traditional routes to world markets.

Two interesting statistics to finish: Etihad Crystal Cargo pushed up its airfreight volumes by 18% in 2011 and expects an 11% rise in 2012. Frankfurt Airport reports a 17% drop in air cargo through 2011. Have these airlines and their Asian competitors changed the whole freight by air game?

It’s worth some thought.

Freight – Up, Up and Away?From where I'm sitting - Howard Knott

Th e question now is, has the arrival of Emirates Airlines at Dublin, following soon after Etihad opened its Dublin to Abu Dhabi service, changed the Irish airfr eight business in a fundamental way and for the bett er?


Mobil Delvac Drivetrain Lubricants Achieve Fuel Economy Savings

M obil Delvac synthetic lubricants proven to enable truck operators to reduce fuel costs and extend vehicle life

HGV fl eet operators can reduce their annual • fuel bill by £1,270 per truck.Independent city-cycle tests highlight • average fuel economy savings of 4.7 percent in an Iveco light truck. Mobil Delvac 1 LE 5W-30 and Mobilube • 1 SHC 75W-90 help optimise drivetrain performance4.

ExxonMobil’s range of fl agship Mobil Delvac commercial vehicle lubricants have demonstrated signifi cant fuel economy benefi ts in independent testing in Volvo and Iveco trucks. Fuel economy savings recorded in Volvo articulated trucks highlighted the potential for operators to cut fuel bills by £1,2701 per truck, while a signifi cant average fuel economy improvement of 4.7 percent2 was realised in Iveco 7.5 tonne vehicles.

Th e recorded fuel economy benefi ts have the potential for fl eet operators to make signifi cant fi nancial savings over a 12 month period. For example, a company operating a fl eet of 30 HGV trucks may save nearly £40,000 a year by switching from mineral-based products to Mobil Delvac fl agship lubricants.

Th e independent fuel economy evaluations were recently conducted on track at Millbrook Proving Ground, in the United Kingdom, using two Volvo FM 440 Series Euro 5 trucks, loaded to 75% Gross Vehicle Weight (circa 33 tonnes) and two Iveco Eurocargo 75E16 EEV Euro 5 trucks, loaded to 50% Gross Vehicle Weight (circa 6.2 tonnes). Mobil Delvac 1 LE 5W-30 was used in the engine and Mobilube 1 SHC 75W-90 was used in the rear axle for both vehicles, with Mobilube 1 SHC 75W-90 and Mobil Delvac Synthetic Transmission Oil V30 used in the transmissions of the Iveco and Volvo trucks respectively. Statistically signifi cant

fuel economy benefi ts were observed when comparing the performance of these synthetic lubricants to mineral products3.

These potential savings, coupled with the capability of Mobil Delvac fully synthetic lubricants to help extend vehicle life through excellent equipment protection, can provide f leet operators with a tangible competitive edge during these challenging times. Mobil Delvac 1 LE 5W-30 for example is a fully synthetic high performance heavy-duty diesel engine oil that helps protect both the engine and emission system while providing long drain capability and fuel economy potential for modern diesel engines, including those fi tt ed with Diesel Particulate Filters (DPF). Mobilube 1 SHC 75W-90 is a fully synthetic, supreme performance commercial gear lubricant, suitable for total driveline application4. Formulated using advanced base oils and an innovative additive system, Mobilube 1 SHC 75W-90 has been proven to deliver outstanding protection alongside fuel economy benefi ts.

“With fuel costs continuing to rise and fl eet operators looking to extend the vehicle life of their trucks, it’s a win-win situation when

operators switch to advanced, fuel effi cient lubricants throughout their drivetrain4,” said Steve Crawley, UK & Ireland Commercial Vehicle Lubricants Manager, ExxonMobil Lubricants & Petroleum Specialties. “Alongside proven fuel economy benefi ts of Mobil Delvac drivetrain lubricants, the superior performance of synthetic lubricants provides extended engine and component protection, which may enable truck operators to cost eff ectively extend the running-life of their fl eet.”

LUBRICANTS

R E F ER E NCE POI N TS:1 Stat ist ica l ly sig n i f ica nt f uel economy benef its were obser ved when compa r i ng t he s y nt het ic products to the mineral products w ith an average f uel economy ga i n of 3 . 0 %* for c it y d r iv i ng c o nd i t i o n s a nd 2 .7 %* f o r h i g h w a y d r i v i n g cond it ions.

Fuel economy i mprovements a re dependent on veh icle/equ ipment t y pe, outside temperat u re, d r i v i n g c o nd i t i o n s a nd y o u r c u r r e nt f l u i d v iscosit ies .

Financial saving of £1,270 per truck was calculated by using average mileage (70,0 0 0 miles) and f uel cost per m i le (63. 8 pence) data for a 4 4 ton ne g ross (6x 2+ t r i-a x le) combi nat ion, i ncluded i n t he R oad Hau lage A ssociat ions Cost Tables – 2 011. T he f i na ncia l sav i ng was based on a 2 . 85

percent sav ing f rom an annual f uel cost per tr uck of £ 4 4, 6 6 0.

*Cor rec t ion has been appl ied when cha nges i n test env i ron ment had a stat ist ica l ly sig n i f ica nt i mpac t on f uel economy). Er ror ba rs i nd icate 95% con f idence i nter va l based on t he ra nge of outcomes obser ved during test ing. Data Source: E x xon Mobi l R esea rch & Eng i neer i ng.

2 Stat ist ica l ly sig n i f ica nt f uel economy benef its were obser ved when compa r i ng t he s y nt het ic products to the mineral products w ith an average f uel economy ga i n of 4 .7%* for c it y d r i v i ng cond it ions.

Fuel economy i mprovements a re dependent on veh icle/equ ipment t y pe, outside temperat u re, d r i v i n g c o nd i t i o n s a nd y o u r c u r r e nt f l u i d

v iscosit ies .

*Cor rec t ion has been appl ied when cha nges i n test env i ron ment had a stat ist ica l ly sig n i f ica nt i mpac t on f uel economy). Er ror ba rs i nd icate 95% con f idence i nter va l based on t he ra nge of outcomes obser ved during test ing. Data Source: E x xon Mobi l R esea rch & Eng i neer i ng.

3 E x x on Mobi l ’s r a n ge of f l a g s h ip s y nt he t ic pr o d u c t s w e r e c om p a r e d a g a i n s t a m i ne r a l 15 W- 4 0 i n t he e n g i ne , a m i ne r a l 8 5 W-14 0 i n t he rea r a x le a nd a m i nera l 80W-9 0 i n t he t ra nsm ission.

4 A lways remember to check produc t selec t ion a g a i n s t O E M s p e c i f i c a t i o n r e q u i r e m e n t s a n d s e r v i c e i n t e r v a l s a p p r o p r i a t e t o y o u r appl icat ion.

E x xon Mobi l Lubr icants & Specia lt ies

Ex xon Mobil Lubricants and Petroleum S p e c i a l t i e s C o m p a n y i s a l e a d i n g marketer of f inished lubricants, asphalts and specialt y products, as wel l as one of the world 's largest suppliers of lubricant base stock s.

Mobi l Strategic Lubricant Distr ibutors in I reland:

Bu rke Lubr ica nts , R at h new, Co. • Wick lowSean Delaney & Sons Ltd: Glanmire, • Count y Cork

Responding to the closure of the SeaFrance ferry services between Dover and Calais at the

end of November 2011, P & O Ferries has added substantial capacity to its competing service between the Dover Strait Ports. Th e Line has two vessels operating in freight mode and fi ve others in multipurpose roles. Amongst these ships is the ‘Spirit of France’ which entered service on 9 February. She is a sister vessel of the 2010, ‘Spirit of Britain’ and they are the largest vessels in the P & O Ferry fl eet.

Vessels operating on this route can achieve fi ve round trips a day and present schedules give approximately 28 round trips daily with main focus on driver accompanied trailer traffi c, facilitating a forty minute turnaround at each Port. Daily vehicle capacity is up to 4,500 x 15 metre units.

DFDS Seaways, which entered the English Channel marketplace in 2010 with its purchase of the Norfolk Line, Dover to Dunkirk service responded to the closure of the Sea France operation with the charter of the LD Lines multi-purpose vessel, ‘Norman Spirit’. Th is brought its fl eet operating on the route to four vessels and a sixteen round trip capability.

DFDS Seaways and LD Lines then formed a joint venture to operate a Dover – Calais service directly displacing the Sea France service. Th is commenced operation on 17 February using the 110truck capacity ‘Norman Spirit’ switched from the Dunkirk route. Th e single vessel service can off er fi ve round trips a day. She operates fl ying the French fl ag and a DFDS statement goes on to say that a further ferry under the French fl ag will be added on the Dover Strait: ‘as soon as we can be ready with a suitable ship”. Th e joint venture Line has undertaken to hire 300 staff for the

new service, many of them previously SeaFrance employees. LD Lines is quoted as being short of vessels to undertake this service along with its other English Channel and its Nantes to Gijon service to which and it wishes to add a second ship and increase frequency to six times weekly.

SHIPPING & FREIGHT

56 FLEETTRANSPORT | MAR 12 Text: Howard Knott - howard@fl eet.ie

FASTNET LINE has given up on its eff orts to off er a ferry service between Cork and Swansea, certainly for the 2012 season. Th e vessel, ‘Julia’ remains tied up in Cork and a number of potential buyers have inspected her. Stena line and Irish Ferries expect to be able to accommodate the displaced traffi c on their services ex Rosslare.

MAERSK LINE’S weekly container service from the Caribbean and Mexican Ports which calls to Ringaskiddy as its fi rst European Port is reported to be proving to be very successful. Carryings of fruit, vegetables and other cargoes for shippers and consignees other than the core customer Fyff es, are growing rapidly. Th e Port of Cork is upgrading the container handling facilities at the Deep Water Terminal so as to be able to keep pace with the cargo throughput from the service which made its fi rst Cork call in January.

STENA LINE’S anticipated sale of the cruise ferry ‘Stena Navigator’ to the Spanish Balearia Line following completion of her service on the Belfast to Stranraer route, has fallen through. However, the fact that the former ‘Stena Discovery’ that had operated on the Harwich to Hook of Holland route prior to her sale in 2009 to Venezuelan Line, Ferromar and has been idle since then, has undergone a $5.5 million refi t and will now enter active service, there has encouraged interest from the same Operator in purchasing of the ‘Stena Voyager’. She has been laid up in Belfast since the closure of the Stranraer service.

SEATRUCK has completed the upgrade of its fl eet serving Dublin. Th e ‘Clipper Pace’ displaced by the new-build, ‘Seatruck Progress’ on the Dublin – Liverpool route has been switched to the Dublin – Heysham route while the second of the company’s new-builds the ‘Seatruck Power’ has gone into service on the Liverpool route.

Th e third of the new sister vessels, the ‘Seatruck Performance’ has been launched and expected in service by early Summer. As its older vessels are dry-docked for maintenance the prefi x on its names will be switched from ‘Clipper’ to ‘Seatruck’ as part of a brand strengthening exercise.

P & O FERRIES has withdrawn the freight ferry ‘Norcape’ from the Larne to Troon route and will concentrate for its northern corridor freight focus on their Larne-Cairnryan service.

Th e ‘Norcape’ had suff ered grounding close to Troon Harbour in November and subsequent repair costs were not justifi ed and the vessel is to be scrapped.

Th e Japanese built vessel had commenced her career operating for B + I Line between Dublin and Fleetwood as the ‘Tipperary’. P & O will re-introduce its fast ferry service ex Larne for the summer season with Scott ish destinations alternating between Troon and Cairnryan.

Marine Minister, Simon Coveney T.D. has launched a Public Consultation website, www.ouroceanwealth.ie

which will be open until 31 March 2012 and will inform his Department in the production and publication of an Integrated Marine Plan in Summer 2012.

T h e m a r i n e environment, including seafood, shipping, oil and gas, renewable energ y etc, is calculated to generate only 1.2%

of GDP from an ocean area ten times that of Ireland’s land area. Minister Coveney said: “We need an integrated Marine Plan to harness our ocean wealth, get the environment right for investment and use the potential for our marine economy to create jobs in a sustainable manner.”

New and improved services linking Dover and Calais

Minister launches Consultation on ‘Ireland’s Ocean Wealth’


Tel: 01 2932350 Fax: 01 2932360 Email: [email protected] Web: www.mikemurphyinsurance.ieMike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

Murphy’s TruckcentreBallymount, Dublin 22, Ireland. T: (01) 459 2069 (Day) M: 087 255 3307Contact our Team directly: Michael 087 2416939 and Seamus 087 2557867Email: [email protected] Web: www.murphystrucks.ie

SOAPBOX

58 FLEETTRANSPORT | MAR 12 Text: Jerry Kiersey - jerry@fl eet.ie

“W e told those assembled about our booming export industry, competitive corporation tax rate and

this Government’s continuing commitment to investing in research and development, which is so important for all our futures.”

Th e above is a quote from An Taoiseach, Enda Kenny’s weekly message to members of Fine Gael speaking aft er his visit to New York.

For me all that statement does is highlight this Government’s complete indiff erence to the role of the licensed haulage industry. It is not that I expected to be mentioned to a group of US business people, rather the fact that he can make the above statement within weeks of allowing Minister Noonan to levy yet more costs on transport, taxation on fuel, carbon tax (a fuel tax by any other name) and road tax, highlights the complete indiff erence of Government and senior civil servants to the role of the road haulage industry. How in the name of all that is holy can they go on with this blather without the understanding that everything this country manufactures has to be brought by a truck somewhere at sometime in its life? Th e Chinese Vice-President on his recent visit to Ireland included a visit to an Irish dairy farm whose milk is being exported to China. As raw milk, it is collected by truck and brought to the factory that turns it into powder and then trucked to Port for export. Th e farmer/producer will be allowed to use rebated fuel in his tractors and they receive much by way of support in both fi nancial and educational incentives whilst the haulier will receive nothing more than increases in fuel and road taxes. Th erein lies the contradiction, a complete lack of recognition of the vital role of our industry, and whilst we receive these increases, the States own transport “enterprises” continue to receive subsidies. Whilst their monopolies remain, we have a batt le on our hands.

Th e IRHA’s Executive Committ ee immediately aft er its election last year created a “Five Point Plan” of the goals it would pursue during it's time in offi ce. Th ese were not something they dreamt up but a response to the instructions of those who elected them to offi ce. Th ey held meetings with Transport Minister Leo Varadkar, T.D. and whilst agreement has not been got on all points, discussion

has continued and progress can be reported. However, the major issue for members of the IRHA is the complete undermining of profi tability by Minister Noonan’s budgetary increases on fuel and road tax. Th e IRHA Executive contacted the Department of Finance seeking to meet with Minister Noonan, and instead was rewarded by a meeting with Brian Hayes, T.D. his Junior Minister who listened to the Offi cers of the Association, and said he understood their problems and promised a meeting with Department of Finance offi cials at which he would be present. Th e meeting took place and despite Mr. Hayes' assurances that he would be present, he was not and all we got from those in permanent pensionable jobs was more unction.

At this stage the die was cast and at meetings around the country action was voted for, these actions ranged from an all out strike to blockades of our Ports. Lest it be misunderstood, these were not the votes of militant trade unionists, hauliers are a proud industry of self-starters. Not one in their hearts wanted to take part in such actions but are forced to do so by those who broadly believe us to be incapable of such united action. Th e IRHA Executive, Council and members of the association had in the meantime been lobbying TD’s of all hues about Minister Noonan’s refusal to meet and the fact that we were going to take drastic action, with the consequence that a meeting was hurriedly arranged.

At the last minute the meeting was cancelled due to an emergency meeting of Ecofi n Ministers in Brussels. However Minister Noonan rearranged the meeting as soon as he became aware the Ecofi n meeting was cancelled, fair play. Th ose who

represented the Association were accompanied by seven Fine Gael TD’s In fairness to them they warned us that the best we could expect of this meeting was the fact that we were present in the Ministers offi ce and he would listen. I can only report what I have been told but my understanding is that those Civil Servants present at the Minister’s side appeared to have either not read or misunderstood the Association's documents that had been presented to them at the meeting arranged by Minister Hayes. Th e Association’s views on rebated fuel available to Irish hauliers on the Continent, the fact that 1.2 billion litres of green diesel (of which farmers use 200 million) is being sold compared to 2.1 billion of legitimate fuel means our industry (and our country) is being destroyed

by criminals washing diesel seems to mean litt le more than a wringing of hands from Department of Finance offi cials. Minister Noonan however appeared to see some sense of a win-win in the IRHA’s documents and his proposal of a Working Group of two senior Department of Finance offi cials, two TD’s, Aine Collins and Heather Humphreys and the IRHA offi cers has been put to the IRHA’s Council. Th e fact that the fi rst meeting of that Working Group was arranged before the week was out and scheduled to take place the following week commencing the 20 February has impressed me. It also impressed the IRHA’s Council to back the leadership in continuing to negotiate and postpone militant

action for a specifi c period of time.

Minister Noonan is dealing with Irelands disastrous fi nancial condition to the best of his ability, he knows that 20% of what he is doing will bring 80% of his results. Th e other 80% can be ignored, that is unless militant action forces those within that Group to come to the fore, action such as we have seen on the septic tanks issue. Minister Noonan is fi ghting for Irelands life, we hauliers are fi ghting for ours, all leaders recognize that there are casualties in war, regrett able but a fact of war. Ireland will win this war and the victors will share the spoils, let us now by our united action avoid becoming the necessary casualties. Th is is one of the most momentous periods in the history of the Association, an opportunity for our industry to fi nally highlight its value to the Irish Economy to those who govern it. Now is the time for members past and present to support the Irish Road Haulage Association, United we Stand, Divided we Fall.

UNITED WE STAND, DIVIDED WE FALL




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