Fleet Transport June 2016

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

MAN TGX XXL EfficientLine 2 enhanced and modified

JUNE 16

€4.50 inc.V.A.T.

FEATURES

STG £3.75

INNOVATION: Jacob's High Power Density Engine Brake SHOW REVIEWS: Multimodal 2016 • CV Show 2016 - Part 2 SAFETY: FORS Seminar, Belfast TYRES: Latest from Goodyear

David Nestor Freight Services Ltd.

South Dublin Transport Hub 12 Crag Avenue, Clondalkin, Dublin 22 Utilise our location to accommodate your operational needs Commercial Vehicle Parking Vehicle Wash Bays Container Handling

And shortly, all the Major Fuel Cards shall be accepted Additional services will be made available over the coming months Contact: 01 8252888 Email: operations@dnfs.ie www.dnfs.ie

Contents JUNE 16

www.fleet.ie | 3

4 News • Restoration of the Western Rail Corridor welcomed • Tevva EV laps the world • Entries open for Trailer Innovation Award 2017 • Simple, effective vehicle checks from Lex Autolease • Future Truck Design Awards announced

24 Safety FORS – For the Betterment of Fleets

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie

8 Viewpoint Busy Fools

31-34 Fleet Maritime

Subscription Hotline: 094 93 72827

12 New Fleet • O’Toole Transport expands Scania fleet • 3 satisfied Volvo Trucks customers • Distinctive DAF XFs for Hanlons

Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, HSA, Dr. Betty Maguire, Michael Corcoran, Rob Van Dieten, Leonard Allison, Henrik Stoor, Commercial Motor Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Michael Corcoran, Jerry Kiersey, Leonard Allison, Eurotransport.de Administration: Denise Owens, Paula Mullarkey enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne

10 Cover On Test: MAN TGX EfficientLine2

14 Innovation High Power Density (HPD) Engine Brake from Jacobs

29 Fuel Prices / Safety Matters 36 Health Matters Medical Misinformation 38 Pictorial Bumper BUMBLEance Truck Run 39 LCV Volkswagen Fleet sale, LeasePlan interview & new Nissan NV300 40 Review II CV Show 2016 – NEC, Birmingham

16 Fleeting Shots • MAN hits a Double with James Wade • Win the Special Weightlifter display at Tip-ex 2016! • Lighter Alloys for weight saving axles

42 Tyres Dunlop’s new Truck & Trailer Tyres

17 Econovation Electric CVs making a bigger impact: Iveco & Charge

45 Legal Manual Handling

18 Review I Multimodal 2016 – NEC, Birmingham 20 Advice Driver Fatigue & Consequences of Tachograph Manipulation

Printed in Ireland

25 Fleet Transport Awards 2017 Irish Haulier of the Year Entry Form

22 Launch Pad Volvo Trucks – Driven to Extremes

44 Finance Mergers & Acquisitions

46 Times Past Army Transport 48 Opinion Hurler on the ditch to hit the ground running?

49 Comment Safety Innovation and the road ahead 50 Soapbox Technology & future of Road Transport Industry

P6

P12

Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo.

Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

Transport Barometer: Data from 15/04/2016 - 14/05/2016

Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers.

The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

Fleet Transport Official Irish Jury Member of the International Truck of the Year Award

Official Irish jury member of the International Forklift Truck Award

follow us on twitter.com/fleettransport

TimoCom prepared Platooning

is for

When 6 HGVs rolled in convoy autonomously through Europe, the European Platooning Challenge showed the direction transport and logistics is going.

Today the ter m connection is the key to more efficiency and competitiveness in logistics.

Utilisation and avoiding empty runs become more in focus due to the European Platooning Challenge. On the "Campus Connectivity" in Düsseldorf, Germany, Daimler pointed out chances and opportunities for transport companies when they connect their telematics systems and their scheduling software with a freight exchange. If in the future, intelligence and freight exchange joining communicating trucks, high efficiency and profitability will be reached.

4 | NEWS 1

Restoration of the Western Rail Corridor welcomed

P

ictured is a Waterford-bound freight liner train at Ballina, County Mayo which could be joined by additional rail transport along the Western Rail Corridor resulting from the formation of the new Government.

achieve this goal is by creating sufficient scale in the West of Ireland, through an Atlantic Economic Corridor, to match other areas in developing infrastructure, att racting Irish and multinational investment, and growing jobs and wealth in local communities.”

Newly elected TD for Galway West and recently appointed Minister of State at the Department of the Office of Public Works, Seán Canney campaigned strongly for the delivery of the remainder of the Western Rail Corridor including the provision of a freight service along this route.

development of a new Atlantic Corridor, and in doing so, to look at putt ing a realistic cost on reopening the section of the Western Rail Corridor from Athenry to Claremorris.

The West=on=Track Community Campaign welcomed the commitment by the Government in the new Programme for Government to prioritize rural development and regional infrastructure through the

The Development of a new Atlantic Economic Corridor is paramount, according to the West=on=Track statement: “The new Government will deliver balanced national development. One way in which we will

“In the first three months the new Government will apply to the European Union for the revision of the TEN-T CORE Transport Funding Network, including applying for the reinstatement of the crossborder Western Arc. In addition, the new Government will provide for an independent costing and review of the Western Rail Corridor Phase Two between Athenry and Claremorris for passenger and freight use.

No measures will be taken to prevent the future reactivation of this Corridor for rail use, as set out in the McCann Report.”

Tevva EV laps the world

U

PS, a global leader in operating alternative sources of energy for its express delivery fleet, recently put three UK-built Tevva 7.5 electric powered trucks with range extender drivetrain on field test.

After the six-month trial, the three Tevva prototype vehicles clocked up almost 30,000 miles, which is equal to more than the circumference of the earth. Manufactured in Essex, the innovative powertrain, fitted on two new JAC1/JAC2 light trucks based on the Isuzu N-series chassis cab and retrofitted on a used Mercedes-Benz Vario, reduces greenhouse gas emissions by up to 80%, compared to an average 7.5 tonne truck. Further to the operational road tests, the Tevva trio were challenged around Millbrook Proving Ground and came out with flying colours, much to the pleasure of Asher Bennett, Tevva Motors' CEO, “All three vehicles were built to be broken; that is how we fi nd weaknesses and improve the

Each has performed outstandingly over the last six months, with the reliability of the trio enabling a greater distance to be covered than expected. Th is also enabled the development team to really put the Predictive Range Extender Management System (PREMS) to the test, developing the soft ware as well as the powertrain.

design to be production-ready. The fact all three vehicles continue to perform beyond expectation is testament to our design and the technology. It can be - and is - used daily, in operations, effectively. I am extremely pleased and proud of our achievements, but this is only the start; our design will continue to deliver reduced costs and emissions, helping to save the planet the truck travels around every day.”

It is expected that full production at Brentwood will begin within three years. The drivetrain consists of a single 120 kW (161hp) electric motor, capable of producing 1800 Nm from zero rpm, powered by 66 KWh batteries located on the chassis. The powertrain also has a range extender unit, which uses a small capacity (1.6L) (100hp) diesel engine to generate additional charge whilst on the move. Maximum speed is 80 kp/h and the range distance is estimated at 160 Km on electric only and up to 400 Km on a 40 litre fuel tank or 600 Km/75L on the RE and EV combined. celebrating

TRANSPORT AWARDS 2017

Citywest Hotel, Dublin.

Thursday 13 October 2016 www.fleet.ie

FLEETTRANSPORT | JUNE 16

Fleet Transport Awards

years

NEWS II | 5

Applications open for Trailer Innovation 2017: Enter Now!

T

he international jury of the biennial ‘Trailer Innovation Award’ is sending out a special request to all manufacturers, service providers and suppliers from the trailer industry to participate in this year’s competition.

Since 2002, the Trailer Innovation Award's programme has featured honours in a number of categories. Seven awards will be presented at the 2016 running of the competition, namely: • Concept • Chassis • Body • Components • Safety • Environment • Smart Trailer

Innovations of all types and size (component, material, detail solution, system solution) are welcome, provided they apply to trailers, semi-trailers, or bodies, and not directly to motor vehicles. Prototypes and complete solutions are equally eligible, but nothing more than two years old. The closing date for entries is 30 June 2016.

The most important criterion is the contribution made by the innovation to increased efficiency in road freight transport.

Does it deliver significant benefits to vehicle operators, for example, in enhanced security, faster processing or lower weight? And what are the economic benefits? How significant are the technical improvements? Minor updates and facelifts do not qualify for the Trailer Innovation Awards.

The international jury which will evaluate the innovations, consists of experienced sector journalists from twelve leading European transport magazines including Fleet Transport.

The announcement and presentation of the trophies will be made on Friday 23 September at the Convention Center in Hannover during the IAA Commercial Vehicles Show 2016.

For further Information, please log-on to: www.trailer-innovation.com or contact Jury chairman: Jörg Montag (KFZ-Anzeiger, Germany). Phone +49 2151 5100-175. Email trailer-innovation@stuenings.de

Simple, effective vehicle check system from Lex Autolease

F

lower Power of a different kind was promoted by Lex Autolease during its presentation at the recent CV Show in Birmingham.

The word FLOWER was used to remind commercial vehicle operators and drivers of a simple method to carry out vehicle roadworthiness checks.

F - Fuel L - Lights O - Oil W - Water E - Electrics R - Rubber

could save a life,” he added.

Th is advice given was part of a document produced by Lex Autolease entitled, ‘Staying Legal on the Road.’ “As time goes on, there are more and more transport rules and regulations that we all have to contend with – laws passed either by our own Governments or by the EU. Transgress any one of them and both your drivers and your business could be in big trouble, and its no use pleading ignorance as that’s no defence in law,” he added.

Key areas to stay legal include:-

“It is important to carry out daily checks such as these items listed and don’t forget the windscreen washer bottle,” said Russell Adams, Commercial Vehicle Consultant.

“Maintenance checks should be carried out at the beginning of each day – think FLOWER power, it doesn’t take long and

• • • • • • •

Driver’s licence: Valid and correct Health Declarations and eye sight tests Drink and drugs Load Security Overloading Vehicle Road Worthiness Towing – licences, drivers' hours

• • •

Speed limits Tyres Duty of care

celebrating

TRANSPORT AWARDS 2017

Citywest Hotel, Dublin.

Thursday 13 October 2016 www.fleet.ie

Fleet Transport Awards

years www.fleet.ie

6 | NEWS 111

Proofed! Future Truck Design Awards announced at CV Show

A

t the recent CV Show 2016, the next generation of truck designers were recognised and commended at the Future Truck Design Awards.

The competition, organised in association with Transport for London (Tf L), has inspired budding designers from schools and universities to transform the traditional truck into a vehicle that is even safer and smarter for deliveries in busy urban areas.

The winning entrants took a variety of interesting and innovative approaches, impressing the judging panel consisting of experts from industry and manufacturers, who saw the potential for many elements of the designs to be on the road in just a few years.

The winning designs focused on alleviating a variety of challenges posed by traditional trucks. Visibility of other road users from the cab is a particular area for improvement, with entrants developing concepts such as rotating seats, all-round glass cabins and changing the position of the cab.

The student designers also looked at ways of informing drivers of their situation without overwhelming them with data, such as computerised cyclist tracking that delivers tactile feedback through the steering wheel, and a communication system that

uses the driver’s own satnav to provide advance warning of manoeuvres to following motorists.

The winners collect a variety of prizes, including work experience at Mercedes-Benz Trucks Special Projects Design Studio in Germany, a truck experience which includes discussion with Volvo design experts, a tour of the factory in Sweden and the opportunity to drive a truck, cash prizes and trophies.

The winners were: 16-18 years: Whole Vehicle Design - One Engineering, Suffolk One Undergraduate: Whole Vehicle Design Ruari Kirwan-Taylor System of Operation: - James Ayre Postgraduate: Whole Vehicle Design - Po Yuan Huang and Jing Tian Li Safety Feature Innovation: - Sam Philpott and Kalle Keituri

Scania Show-Stopper for Cavan ‘Full of the Pipe’ *Customised King comes to Ireland with ‘Madonna’

A

nother high-powered a nd spec t ac u la r Scandinavian invasion is about to happen at the annual ‘Full of the Pipe Show’ truck festival in Cavan. Over the weekend of 11/12 June at the Cavan Equestrian Centre, Juha Ristimaa, the King of Customised trucks in Finland and all over Europe, will bring his magnificent Scania R560 ”Madonna” 6x2 tractor-unit complete with 25.25 metre 5-axle trailer combination.

Truck Show enthusiasts across Europe know of Juha and his specially prepared trucks from the many awards won at events, FLEETTRANSPORT | JUNE 16

customising trucks, Juha created the amazing Madonna. During the first year of exhibitions and festivals all over Europe Madonna won no less than 28 trophies, winning Best of the Show title every time.

Madonna is a daily working truck registered in 2014, with over 300,000 km on the clock.

particularly winning the Nordic Trophy in Sweden five times.

To celebrate his 20th anniversary in

Juha Ristimaa with “Madonna” is looking forward to the fi rst visit to Ireland and to the Full of the Pipe Show in Cavan.

Check out Full-of-the-Pipe-Truckshow-Cavan on Facebook.

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8 | VIEWPOINT

H

aving just read with great interest the Finance column in last month’s edition of Fleet Transport, without a doubt it nailed everything that is vital in order to achieve better margins from the industry. It also of course highlights more importantly the reasons why such a margin is not achieved! In order to understand why this advice is not adhered to requires the services of a psychologist that can look into the mind of Irish hauliers.

I am an owner driver and also a freight forwarder from behind the wheel or whenever I get a minute to stop. I did have a number of trucks on the road, but the fi nancial crash put an end to that, so it was back to basics for me. As someone who has a passion for the industry and what I do, I am however bewildered as to the antics and pricing methods of larger transport fi rms. I accept we live in different times economically and of course, efficiencies coupled with technology allow for greater utilization of equipment, which contribute to pricing structures.

However, lack of regulation and policing means that a huge portion of work is priced and benchmarked on Eastern European rates (largely export, of course). I cut my teeth in the industry from a desk initially for 16 years with a large fi rm which is no longer in business. I have witnessed fi rst hand the devastation of poor pricing and an inability to price, which is a dangerous thing.

Th is ignorance is still alive and well in road haulage and it is out of Eastern European FLEETTRANSPORT | JUNE 16

Busy Fools fall prey to 80:20% Rule

practices and driver exploitation that keeps the egos of a lot of hauliers afloat! If any other industry breached the Minimum Wage Act there would be outright condemnation and Prime Time coverage.

The majority of high value goods from North American pharma and tech giants is moved by companies whose drivers are paid an average of €80 per day, with trucks registered in Bulgaria (which ironically, never go near Bulgaria) and operate from Ireland without any interference from Authorities.

I am aware of operations with perceived success based on low labour costs (not exceeding €80 per day) and that by factoring invoices, everyone else will be priced out of the market - simple!

I am sure this is a principle that any accountant would not agree with? However, fi rms like these have the industry destroyed based on such exploitation (they take export loads from Ireland to the UK for €390, excluding ferries).

There are also a number of multinational freight forwarders, which of course, control the freight needs of many blue chip companies. It is accepted that in certain circumstances their expertise is required, but these companies are the driving force behind poor rates because of their market domination. In an ideal world hauliers would stand their ground but we are of a different DNA, unlike the French. Working temporarily for one of these companies in

part contributed to my previous woes.

One of the country's most prominent freight forwarders is currently seeking rate reductions, because of the perceived savings on fuel and road tax. They bluntly let it be known that they can replace Irish firms with Eastern European operators, which they will bring not alone to cover export, but the domestic Irish market also. Th is infuriates me to say the least but again who can we turn to tackle this? The IRHA, FTAI or the Department of Transport?

I tried to address the issue at numerous IRHA meetings. Apart from having some good paying work poached from me by a prominent IRHA member, I was laughed out of the room when I tried to get a debate going on the issue! I left the last meeting stating that trucks and trailers are an item of machinery for making money, not for truck shows and Charity runs on a Sunday - we do enough charity runs as it is!

I apologise for possibly going overboard but referring back to this column and the comparison to the general practice, until the mindset changes and enforcement of basic standards comes about, the industry will continue to be low margin. Not all hauliers operate and think as I have outlined, but unfortunately they accept the status quo and bury their heads in the sand!

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10 | COVER

TEST DRIVE REPORT: MAN TGX 26.480 XXL EfficientLine2 6x2/2

‘An easy MAN to work with'

M

AN Truck & Bus has always developed products in a steady step-by-step manner, which has come to typify the brand’s thinking, and its TGX heavy-duty model is a fine example of that mindset. It demonstrates the benefits of getting it right first time and sticking with it. The design has lasted well and TGX remains a good looking truck, and the styling still gives a contemporary image to any company's presence on the road.

To say the interior is typically Germanic would be a fair comment, though to say it is utilitarian would be harsh. The XXL hi-roofed sleeper is the tallest of the three cab offerings from MAN, and has always felt roomy. The great sense of space is gained from the high windscreen and is helped by the window panels over the doors which combine to

FLEETTRANSPORT | JUNE 16

flood the interior with light. Because the flat dash doesn’t curve around the driver it also promotes a sense of space and improves cross cab access. All interior fi xtures and fittings are finished with clean lines and the whole package is well put together in a sturdy purposeful fashion. XXL comes with ample storage and makes good use of space under the dash, under the bunk and with three decent sized lockers overhead. With the cab having been around for a while, the layout is familiar to many drivers, and in that typically Germanic fashion, it all works exactly as it should.

The drivetrain for Euro 6 (version 2) has largely remained the same, in that MAN use its 12.4 litre D26 matched to TipMatic ZF's 12-speed automated transmission. Our test unit came with an interesting 2.53:1 option for the rear axle, which is available as standard spec.

MAN has delivered a number of important

improvements for the TGX EfficientLine 2, which have made the model an attractive proposition for operators. Many of the changes are quite subtle and focus on updates to the soft ware controlling driveline performance.

While this might sound relatively minor, the result produces a very different truck to its Euro 5 predecessor.

MAN’s own Trans-Euro test comparison showed a 6.57 percent reduction in fuel consumption for EfficientLine 2 over the previous Euro 6 TGX EfficientLine, and a notable 50 percent reduction in AdBlue consumption. Its marathon test comparison that resulted in these official savings began in Munich and continued through Italy, France and on to Granada in southern Spain. It then turned north to Madrid, and from Irun the trucks returned to Hannover via France, Belgium, and The Netherlands - a roundtrip

COVER | 11 of over 5,200 kms. Importantly the figures were verified by the German independent test agency TUV Sud. On the road, one of the most noticeable changes is a dramatic reduction in noise level to the point where we found this TGX to be one of the quietest trucks we have driven for quite some time. MAN has managed to reduce the noise level through a combination of incremental improvements across the truck, including sound proofing and driveline noise.

One example is the air compressor which disengages for long periods once operating pressure is reached. Another reason is that the low revving common-rail D26 engine delivers its peak torque from a measly 930rpm and holds it to 1,400. So when cruising at the EfficientLine’s limited speed of 85 km/h, the D26 holds a steady 1,100 rpm on the tachometer. Interestingly at this point the backlit green economy band on the tachometer moves down 100rpm.

The Euro 6 D26 is designated as a TopTorque engine which means it delivers an additional 200Nm of torque in 11th and 12th gears, making it easier to maintain a constant cruising speed on hilly terrain. At the other end of the rev range, and equally important, is that TGX will pull all the way down to 930 rpm before downshifting. Combining these features with MAN's GPS based predictive cruise function, EfficientCruise is one area where important savings are found. Unlike some similar systems EfficientCruise does not knock the transmission into neutral. It leaves the transmission ‘in gear’, so to speak, which shuts off the fuel normally used at idle speed, while still allowing the truck to roll. However, once the driver touches the foot brake or engages the engine brake, the transmission will begin to downshift and select lower ratios suitable for the road speed at the time.

Although most of the improvements are felt on the road, some other updates for Euro 6 TGX include greater slow speed control when manoeuvring, as increased pressure is needed on the accelerator and the ZF transmission will now creep at idle speed. To ease the stress on tyres and steering components when manoeuvring, the driver now has the option to permanently raise the mid-lift axle up to a speed of 30 km/h, regardless of the vehicle weight.

We took the TGX EfficientLine 2, hitched to a tri-axle Don-Bur box-van, for a drive from the MAN Truck & Bus Centre in Trafford Text & Photos: Paul White - paul@fleet.ie

Park, Manchester. With the combination running at 44 tonnes GVW, the truck never felt under any strain, helped by soft ware updates that enhance ratio selection in the 12-speed ZF. From a stop the TGX moves off more smoothly, and moves quicker through the ratios with reduced shift times. Our drive from Trafford Park took in sections of motorway (with and without road works), plus long stretches of A and B roads through industrial areas, towns and villages. The topography was again mixed allowing us to get a good sense of the TGX’s capabilities in a variety of situations, and to be fair we never found the 480hp wanting across any sections of the drive. Overall this six-wheeler is comfortable, handled well, and is a relaxing truck to work

with, especially if you just sit back and let the truck do the work. However, if you really want to get the best possible performance out of the truck, getting a few tips from the Driver Training Team at MAN is time well spent, and will deliver a return on what’s spent.

MAN’s TGX is one of the more popular trucks with large distribution fleets, where it has earned a reputation as a reliable trouble free worker. It also remains the truck of choice for many small and medium sized operators - and with good reason. The enhancements brought by the EfficientLine 2 updates have produced a truck that deserves a second look - and a second drive.

Spec Check Make

MAN Truck & Bus

Model

TGX XXL High-Roof Sleeper

Chassis Type

6x2/2 (Twin-Steer) BLS Tractor Unit

Engine

MAN D2676LF45 – 12.4 Litre, inline six-cylinder

Rated Power

353 kW (480 hp) @ 1,800 rpm

Rated Torque

2,300 Nm @ 930-1,400 rpm (2,500Nm) MAN with TopTorque in 11 & 12 gears

Euro Rating

Euro 6, using EGR, SCR, DPF

Transmission

ZF - 12 Speed MAN TipMatic

Braking

Discs all round - ABS, EBS, EBA

Suspension

Steel Front, Mid-Lift & Rear Air

Drive Axle / Ratio

HY 1320 Single reduction / 2.53:1

Wheelbase

2,600 mm

Tyres

Steer Axle/s: Michelin - 315/70 R22.5 Drive Axle: Michelin - 315/70 R22.5

EfficientLine 2 Specification

Air Compressor with Dis-engage able Drive Speed limited to 85 kp/h.

Efficient Cruise, Efficient Roll

Safety Systems

EBS, EBA, ESP, LDW, ACC, Xenon Lights

Trailer

Tri-axle Don-Bur Box with full areo kit

Gross weight as tested

44,000 kgs www.fleet.ie

12 | NEW FLEET

O’Toole Transport buys 100th Scania from McElvaneys

I

t just had to be a special truck to mark the 100th Scania purchased

by O’Toole Transport Ltd from McElvaney Motors – the range topping R730 has joined the company’s growing fleet along with nine other new examples from the Swedish premium brand.

Interestingly O’Toole Transport’s first vehicle was a Scania 93M230 rigid. Now almost 20 years later the latest additions include

Laurence and Larry O’Toole, Adrian McElvaney commented, “We have been developing our relationship with O’Toole Transport over the years and it is an absolute pleasure to be involved with such a professional firm. The history of both of our companies is similar in that both started with just one truck, no customers, hard graft and a passion to succeed.” seven R450s, two R580s and the R730, all tractor-units. On closing the deal with

Three satisfied Volvo Trucks customers

V

olvo Trucks dealer Irish Commercials (Naas & Galway) recently conducted fleet deals with three prominent customers.

Two new Volvo FH.460 6x2 tractor-units with Globetrotter cabs and featuring I-Shift transmissions with distinctive blue livery have headed to Tinahealy, County Wicklow. The eye-catching paint job on Anthony D’Arcy’s new trucks was ordered from factory with graphics supplied and applied by Sign FX. Pictured at the hand-over is Anthony and Tony D’Arcy (D’Arcy Sands) and Irish Commercials (Naas) Sales Executive Jim Bergin.

Meanwhile, Jason Cross and Jimmy Roe from 1 Cross Agricultural Engineering are pictured receiving the delivery of their new Volvo FH.460 6x2 tractor-unit with Globetrotter cab and I-Shift automatic gearbox from Irish Commercials' Jim Bergin. Formed in 1985 Cross Agricultural Engineering has evolved over four generations of engineering with the present inspiration coming from Simon Cross, the driving force behind the company. Its new Volvo FH.460 is matched only by the firm's most daring venture, the Cross Elephant Beet Washer, which uses a combination of patented cleaning and chopping elements to ensure delivery of quality, clean beet.

Last of the trio, Kilsaran International collected four new Volvo FE.320 rigids with 6x4 mixer chassis. Equipped with an Imer L&T 7.7, this is a superlight aluminium 650 litre mixer tank.

An innovative design, perfect for tight access and small deliveries.

The spec on each truck includes a day cab in Kilsaran’s distinctive silver paintwork direct from the factory, I-Shift automatic gearbox, Bluetooth radio/CD, comfort seats, air conditioning, roof beacons, 3 year Dynafleet, and all maintained on Volvo Gold Contracts.

Distinctive DAF XFs duo for Hanlon Transport

N

ewly appointed Sales Director at DAF Distributors Ireland in Dublin, Nicky Gill sent on this photo of the two new DAF XFs, an FTP 510 and FTP 460 4x2 tractor-units with SuperSpace cabs sold to Hanlon International Transport Ltd, based in Greenore, County Louth.

Both trucks feature side skirts, front under-

run protection bumper with painting and artwork done by Hollywood signs in Newry.

Established in 1978 by local entrepreneur John Hanlon, Hanlon Transport is a specialist in FMCG, Logistics and Supply Chain Solutions, Warehousing, Transportation and Value Added Packaging, operating throughout Ireland and the UK.

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FLEETTRANSPORT | JUNE 16

Text: Jarlath Sweeney - editor@fleet.ie

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14 | INNOVATION

High Power Density (HPD) Engine Brake from Jacobs – Top Dollar!

Another effect of market demand for improved fuel economy is the conversion of some fleet vehicles to natural gas engines, whose smaller turbochargers and lower compression ratios can diminish brake retarding power by up to 25 per cent. HPD compensates for this loss so that fleets can still haul standard load sizes safely.

T

he latest engine braking technology from Jacobs Vehicle Systems offers the road transport sector improved fuel economy, emissions and lower total cost of ownership. New from the American specialist company is higher levels of engine braking performance at lower engine speeds that match industry trends such as reduced speeds and engine downsizing.

retarding power in small and medium capacity diesel and natural gas engines.

Its High Power Density Engine Brake, which will be supplied to vehicle and engine OEMs in Europe, proved to be effective and powerful on recent test trials at Millbrook Proving Ground in Bedfordshire. It also meets with future legislation requirements and vehicle safety.

Jacobs’ HPD Engine Brake was developed in response to the drive by global engine suppliers to provide higher levels of engine braking performance at lower engine speeds, and improve thermal management to match industry trends such as down speeding and downsizing of engines, which are driven by the need for better fuel economy and lower total cost of ownership. Engine brake retarding performance is becoming increasingly important because key strategies for improving fuel efficiency are reducing the natural retarding of the vehicle caused by wind resistance, engine, drive train, and rolling resistance from the tyres.

Affectionately known as the ‘Jake Brake’, the production-ready Jacobs’ HPD Engine Brake realises one-and-a-half times the braking performance of traditional compression release braking over the engine’s entire operating range, and more than two times the braking performance at lower rpm (it offers the same retardation at 1400 rpm as at 2100 rpm previously). It delivers 2000 Nm of retarding torque at 1300 rpm and beyond and 820hp/611 kW power at 2500 rpm in a 13.0-litre engine.

This provides large engine displacement

FLEETTRANSPORT | JUNE 16

In addition to its excellent braking performance, the HPD system is quiet in operation, being fully integrated into the customer engine’s overhead design. It can assist with exhaust after-treatment thermal management by preventing the catalyst from cooling during descents.

As explained by Tom Howell, Jacobs’ HPD Engine Brake transforms the four stroke engine into a two stroke compression device by deactivating the main intake and exhaust valve events and supplementing with two stroke valve events. Whereas a conventional engine brake has one compression release and one brake gas recirculation event per cam rotation, this innovative and patented two-stroke technology achieves two braking events per cam rotation. It is fully variable with controlled boost modulation, which allows the driver to achieve the right balance between retardation, speed and efficiency.

During the test drive event at Millbrook Proving Grounds, two Mercedes-Benz Atego 4x2 tractor-units were pitted against each other, both pulling curtainsider semi-trailers grossing 40 tonnes. One was fitted with the current conventional Jake Brake and the other with the new HPD System. While the standard version was adequate and managed to control the unit around the hilly and challenging gradients, the HPD equipped unit impressed with its powerful retardation. On this prototype, the 3-stage stalk programme featured a dual boost switch, which will be further modified and integrated in the one system.

Sergio Sgarbi, President, Jacobs Vehicle Systems, said: “The UK and Ireland markets are already switched on to the benefits of engine braking. Approximately 90 per cent of all heavy-duty trucks use it, with Jacobs’ compression release engine braking having been adopted by Daimler, Renault, DAF, Deutz and Volvo. Our High Power Density Engine Brake is a significant technological step forward that, because it uses standard, proven technology components, also offers a cost advantage. At a fraction of the price of hydraulic retarder devices, it delivers on average a return on investment of six months compared to an average two-and-a-half years for hydraulic retarder devices. It also provides €3,500 lower total cost of ownership over comparable retarder devices.”

Benefits in brief: • 100% increase in braking power at cruise speeds over conventional compression release brake • 175 kg increased payload for the retarding performance needed • Increased foundation brake life, truck uptime, and higher resale value • Responsive and smooth in operation

Text: Jarlath Sweeney - editor@fleet.ie

Ashbourne Truck Centre, Ballymadun, Ashbourne, Co. Meath, Ireland Tel: 00353 18350573 Josef: 0035387 255 66 77 Sarah J: 0035386 255 66 77 Web: www.ashbournetruckcentre.com

Massive stock of new trailers available straight away, no long waiting for trailers to be built, Flat trailer, tipping trailers, low loaders all available ex. Stock. Call for more details on specs. Finance arranged.

New Faymonville treble extendable platform trailer, opens to 36m, 3 axle fully power steered, front lift axle, greasier, twist locks, headboard, post sockets, toolbox, in stock.

New MAX 3 axle double extendable Ă…at trailer, opens to 30m, fully power steered, air suspension, payload of 35tons, quick delivery available.

Large selection of second hand trailers also in stock, ready for work, DoE’d and serviced.

16 | FLEETING SHOTS

MAN hits a Double with James Wade

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cknowledgingthehugepopularityof Darts, MAN Truck & Bus UK, has extended its sponsorship deal with Champion James ‘The Machine’ Wade.

Winner of eight major titles, James Wade will be sponsored by the company for a second year as he continues his quest to add to his collection of big wins over the next 12 months. Ralf Schueler, Marketing Director, MAN Truck & BUS UK, travelled to Cardiff where James was playing in the latest round of the Sky Sports’ Premier League, to announce the new deal.

Under the sponsorship extension, James Wade will sport the MAN logo on his shirt at all major events across the world and will make personal appearances as a MAN ambassador on behalf of the company.

James is delighted with the second year of sponsorship. He said: “I started life as a mechanic, so having a brand like MAN Truck & Bus UK on my shirt is the perfect partnership. The first year was great for me, so the second year is a real bonus. I’ve played

well so far in 2016 so hopefully there will be lots of wins to come.”

Win the Special Weightlifter display at Tip-ex 2016!

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isitors to Weightlifter-PPG’s stand (Hall A Stand 16) at Tip-ex & Tankex in Harrogate from 2/4 June will be able to take part in a free prize draw to win a fantastic Lego Technics MercedesBenz Arocs 3245 8x4 tipper model kit worth over €200.

Weightlifter steel rigid body and a Weightlifter alloy half barrel tipping trailer. Next door on the Binotto stand (HA S17) there will be an example of a PPG Smoothline insulated body fitted to a Volvo FM.450 8x4, 5100mm wheelbase sleeper, with Binotto TFC145 tipping gear.

To enter the draw visitors simply need to fill in a few details on an entry card and pop it into a box on the stand or hand it to a member of the Weightlifter-PPG stand staff. The draw will be made after the show closes and the winner notified by phone or e-mail.

Outside on the Edbro stand there will be a Volvo FMX 8x4 sleeper cab 5100 wheelbase with a Weightlifter Scotland Alloy monocoque tipping body with hidden air actuated locking bar. The Edbro CS15 tipping gear weight has a saving alloy tank and piston pump. The Harsh stand will feature a Mercedes-Benz Arocs 4x2 day cab, with 3900mm wheelbase and Weightlifter alloy monocoque tipping body and Harsh F60 under-floor tipping

On display on the stand will be two sectioned bodywork/tailgate units designed for rigid and artic trailers respectively - a Scottish-built

gear. One of the stars of the show will be on the Dennis Eagle stand. First of its type, the Dennis Eagle Elite 6 8x4MS (mid steer), low access cab tipper will be shown fitted with a PPG Smoothline insulated body and Edbro CX14 tipping gear.

Lighter Alloys for weight saving axles

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ew Xlite and Xbrite+ forged aluminium wheels have been introduced by Motor Wheel Service, which are designed predominantly for DAF Trucks and petro-chemical and dry-bulk specified tractor units with a weight saving axle.

Two eight stud variations are available in 6.75” x 17.5” with the 24mm weighing 13.2kg and the 30mm just 13.1kg. Both carry a load capacity of 2,725kg, making them suitable for Euro 6 vehicles, and will be of major interest to vehicle operators who have had to use steel wheels on the weight saving axle

as forged aluminium sizes were previously unavailable.

John Ellis, Managing Director at Motor Wheel Service, said: "Traditionally the wheel used on a weight saving axle has been steel, so to bring forged aluminium options to the market and the operational benefits they will bring is a great choice for operators looking to maximise pence per mile (ppm).”

Xlite and Xbrite+ wheels, are five times stronger and 40 percent lighter than the standard steel equivalent.

Motor Wheel Service has European rights for supply of Xlite and Xbrite+ forged aluminium wheels.

Need a quote? 01 2900 200

MIKE MURPHY INSURANCE

or Log onto www.mikemurphyinsurance.ie TODAY! CELEBRATING 40 YEARS IN INSURANCE Haulage: • Single Vehicles • Motor Fleet for Hauliers • Haulage Risks • Carriers Liability • Warehouse Risks • Public Liability • Employers Liability Mike Murphy Insurance is a trade name of New Sure Life Ltd. and is regulated by the Central Bank of Ireland.

FLEETTRANSPORT | JUNE 16

Text: Jarlath Sweeney - editor@fleet.ie

ECONOVATION | 17

Electric powered commercial vehicles are beginning to make a bigger impact in the road transport industry with more manufacturers entering the zero-emission sector

Iveco marks three decades of EV CVs with new Daily Electric

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t the CV Show 2016 Iveco unveiled its new Daily Electric to the market, highlighting its commitment to sustainability and 30 years of experience in electrical propulsion.

The 100 per cent electric zero-emissions vehicle guarantees maximum sustainability as it is purpose-designed for urban missions. Energy consumption on the new model is reduced thanks to low weight electric auxiliaries, and battery life has been extended by up to 20 per cent.

New Daily Electric also boasts an increased payload capacity of around 100kg, while the battery performance is optimised for all weather and temperature conditions. Batteries are 100 per cent recyclable.

The vehicle’s Iveco-patented flexible charging mode allows customers to recharge the vehicle by connecting it to a fast-charging station for an average charge time of just two hours. Best-in-class efficiency is guaranteed thanks to an extended range of up to 280km (174 miles), measured in accordance with the type-approved New European Driving Cycle (NEDC) when operating with a three-battery configuration.

Drivers can choose between two driving modes: Eco and Power.

In Eco mode, the engine torque is moderated to minimise energy consumption, without imposing any maximum limits to speed. In Power mode, the driver can enjoy the full performance of the electric drive motor.

The regenerative braking system is another major new feature of the new Daily Electric, allowing the driver to decide which braking method

to use while driving. Depending on the characteristics of the road and the traffic conditions, the most appropriate braking mode for that particular moment can be selected, minimising energy consumption while maintaining superb driveability. New Daily Electric is equipped with a pedestrian acoustic alert system, which is activated automatically when driving at speeds of 0-30km/h – an important safety feature given the vehicle’s near-silent running characteristics.

Iveco will make new Daily Electric available as a van, chassis cab, chassis-cowl and minibus, with gross vehicle weights from 3.5 to 5.0 tonnes and wheelbase lengths from 3,000 to 4,100 mm.

Charge to supply electric trucks for the FIA Formula E Championship

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harge, the Oxfordshire-based automotive technology company and maker of electric trucks, has become the Official Electric Truck Partner of the FIA Formula E Championship.

and it means our entire series, from the cars to the trucks, is completely electric and that’s a powerful message for change. I’m sure Charge will be the future of trucks and buses and we look forward to helping them grow.”

The agreement will see Charge supply electric trucks at Formula E race events in flagship cities around the world, and they will be used for the driver parade and for logistics both on and off the track.

Denis Sverdlov, CEO of Charge, added: “We are proud to partner with Formula E,

everything they are doing is aligned with our company mission and values. We are creating a highly efficient, affordable, environmentally superlative truck offering that we believe will transform major cities around the world. We believe the balance of our cost efficiency, unique hardware and soft ware capabilities make our trucks unbeatable.”

Commenting on the deal Formula E CEO Alejandro Agag, said: “We are thrilled to have Charge on board as our Official Electric Truck Partner. Our partnership makes sense on every level. They are an incredibly innovative company - the way they are approaching the electric truck and bus market with software that improves the hardware is very intelligent Text: Rob Van Dieten - rob@fleet.ie

www.fleet.ie

t 18 | REVIEW I

Multimodal 2016 – NEC – Birmin

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ow in its ninth year, Multimodal continues to grow and for the 2016 event, a 12% growth in exhibitors was achieved, which generated an enhanced attendance.

Hall 3a at the NEC Birmingham hosted the only event for the UK and Ireland freight and transport sectors that covers all aspects

of the supply chain from rail, sea, road and air.

Combilift Further modifications to its Straddle Carrier have seen the Monaghan headquartered company’s global customer base extend beyond container handling for this product. John Scott explained that the latest Straddle Carrier, which is much cheaper than a reach stacker, is ideal for bulk steel movements for example

Coyne Transport Of Irish descent with Mayo roots, Coyne Transport run by Paul and Patrick Coyne is now in its third generation.

Operat ing out of Liverpool, the firm specialises in HazChem haulage and has BOC Gases Ireland among its customers. Depos are located at Belfast, Dublin, Heysham and Warrenpoint.

Cronus Logistics Providing an Irish Sea gateway through the ports of Bristol, Warrenpoint, Cardiff and Dublin with door-to-door logistics, Cronus operates is own vessels with regular departures in each direction for all types of haulage and has invested heavily in steel and bulk handling.

Dachser/Johnston Logistics Leading German international logistics provider Dachser has expended rapidly across the UK with a new logistics centre in Northampton to back up its depots in Rochdale and Dartford. Its Irish agent Johnston Logistics has benefitted from this growth too.

DB S chen ker/ Redhead International Since the takeover of UK and Ireland transport company Redhead International, it’s upwards and onwards at DB Schenker, with new customers gained, while its logistics schedules have improved from the synergies achieved.

Dennison Trailers Premiered at the NEC was the latest evolution of its new Gooseneck Low Ride Height Sliding Bogie Skeletal Trailer, built to UK customers’ specification and livery. Dennison’s speciality in this area has seen growth in Northern Europe, especially Germany and Denmark.

Jigsaw/Nolan Transport Awa rd w i n n i ng Jigsaw exhibited at Multimodal for the sixth year in a row.

Th is company fi nds the event beneficial in meeting new and existing customers.

Its Irish agents, Nolan Transport (Wexford) and Montgomery (Newtownabbey) were also present.

Le Shutt le E u rot u n ne l L e Shuttle Freight is anxious to attract more business from Irish international road haulage operators to the English/France u nde r s e a l i n k .

Additional security systems are in place with improved facilities for transiting traffic.

FLEETTRANSPORT | JUNE 16

Jarlath Sweeney and Leonard Allison were there for Fleet Transport and sister publication Handling Network, reporting from the stands that have an Irish interest.

REVIEW I | 19

ingham, UK - 10/12 May Motis Ireland Ltd Big investment by the company at the Port of Dover is to the benefit of transiting hauliers with parking for over 320 trucks, and cargo handling storage as well as HGV Levy/Dartford Crossing payment facilities. More to come with vehicle repairs and a truck wash.

SDC Trailers Big news from the Ulster trailer builder in that Chinese giant CIMC has offered a substantial bid to buy the company.

At Multimodal it showcased its latest 4-axle skeletal trailer wearing Stobar t colours that carries two 20 ft boxes with splittable option.

Seabridge Freight Sources UK Ltd For fast, efficient ser v ices to the island of Ireland with complete control and visibility across its network, look no further than Seabridge Freight Services. With offices in London, Manchester, Belfast, Dublin, Cork and Shanghai (China) global shipping solutions are provided.

Seatruck Ferries W it h over 6 0 departures per week moving in excess of 300,000 units per year, Seatruck has the Irish Sea crossings well covered. It specialises in moving unaccompanied trailers with full track and trace facility. Dublin, Heysham, Warrenpoint and Liverpool Ports are used mostly.

Terberg DTS The Dutch designer and manufacturer of shunting and terminal tractors, aviation equipment, a nd specia l ist vehicles, has recently acquired Dennis Eagle to expand its refuse collection supply business. Terberg DTS has sold two RT223 4x4 RoRo tractors to Irish Ferries for operation at Dublin Port.

TimoCom T he t r a n s p o r t platform provided by TimoCom specialises in the development and connection of webbased applications with up to 500,000 international freight, and vehicle availability offers are entered daily. Over 36,000 partners have signed up through 44 countries.

UKWA/AIWA With over 650 member companies in the UK and Ireland, the joint warehousing organisation is the leading voice of the logistics industry.

As usual the UKWA hosted a number of its membership stands in the pavilion style arena including Flexi Narrow Aisle, Zetes.

Woodside Group With distinctive livery, the Woodside Group’s transport fleet are frequently seen on Irish roads and beyond. Whether it’s automot ive, F MCG G o o d s , heavy plant or even high street fashion, Woodside delivers. Still family owned and run, it operates from Ballynure, County Antrim.

Text & Photos: Jarlath Sweeney & Leonard Allison

www.fleet.ie

20 | ADVICE

Driver Fatigue and the Consequen

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nternational research shows that at least 20% of collisions are down to fatigue related factors. A tired driver behind the wheel of a bus or a truck is inattentive and this can have serious consequences for all road users. Bus and truck drivers don’t have the typical “9 to 5” working day and many are involved in shift or irregular work patterns, have long days, tight and unreasonable schedules, and are required to sleep and take rest when most people are awake. Fighting sleep at the wheel is as dangerous as driving over the legal alcohol limit.

Drivers’ hours and tachograph rules have been in place Europe wide since the 1980’s. These rules impose legal obligations concerning driving time, breaks and rest periods on drivers of trucks and buses. Drivers and operators who do not comply with these rules are not only breaking the law, but exposing themselves and other road users to a significant road safety hazard. Drivers’ hours rules are primarily aimed at reducing the risk of driver fatigue for heavy commercial vehicle drivers, as well as ensuring fair competition and working conditions.

A tachograph is a calibrated piece of equipment used to record a driver's activities such as rest and driving time and is legally required to be fitted to most heavy commercial vehicles. Tachograph

FLEETTRANSPORT | JUNE 16

manipulation is a deliberate and deceptive action which interferes with the recording process of the tachograph to facilitate the production of falsified records.

A manipulation device, such as a magnet, interferes with the correct operation and functioning of the tachograph system. Some drivers and rogue operators believe that they can fool the system and avoid fi nes for excessive driving times and inadequate rest by using a magnet or device to put the tachograph to sleep, thus disguising the actual time spent behind the wheel. Th is is considered to be tachograph fraud.

Unfortunately, many drivers are unaware of the danger to road safety caused by using such a device. Not only can it disable the tachograph, but it can also disable the speed limiter, the speedometer and the gearbox management system. This has the potential to cause jack knifi ng and gear box damage with the possible inadvertent selection of a low range gear at a high speed. It can also disable the suspension management system allowing the overloading of drive axles on 3 axle trucks.

The use, or intention to interfere with a tachograph distorts fair competition, giving unscrupulous operators and drivers an unfair commercial advantage; and creates unacceptable negative social impacts for drivers by allowing, or forcing, them to drive for much longer periods than is legally permissible. Operators and drivers who choose to manipulate the tachograph are not only operating at an unfair commercial advantage in comparison to compliant operators, they are undermining road safety for all road users and putt ing everyone that comes close to that vehicle at risk of injury and possibly death.

ADVICE | 21

ences of Tachograph Manipulation The enforcement unit of the Road Safety Authority is responsible for checking compliance with EU drivers’ hours and tachograph rules, the road transport Working Time Directive, requirement to hold a Road Transport Operator Licence and Drivers' CPC. The company is also responsible for the enforcement of Commercial Vehicle Roadworthiness (vehicle repair and maintenance) regulations.

Compliance checks are conducted both at the roadside (in conjunction with the Garda Síochána) and at operators' premises.

Where breaches are detected, a stepped approach to enforcement is taken, depending on the severity of the fi ndings, ranging from educational and advisory, to a direction notice being issued and ultimately, initiation of a prosecution. In 2015, Transport Officers from the Road Safety Authority initiated 212 prosecutions. While overall there has been an improvement in driver compliance, worryingly, the Road Safety Authority is

fi nding that deliberate fraud and manipulation to hide excessive driving is becoming increasingly common.

Road Safety Authority Transport Officers are trained in detecting such devices and checkpoints are held regularly to target offenders.

Heavy commercial vehicle manufacturers are also aware of the practice and it is now possible to detect if a device was used from the vehicle diagnostics with the introduction of new fault codes. Th is check is now common practice for warranty claims on gearboxes.

Transport Officers also use diagnostic equipment to check the fault codes, making detection a simpler process.

The approach of the Road Safety Authority is to be thorough, fair and reasonable and enforcement efforts are targeted at those who pose the highest risk to the safety of our roads. Where non-compliance is found the RSA will work with and give operators the opportunity to address the issues in all, but the most serious of cases such as dangerous drivers hours, fraud and manipulation.

Aside from the risk of causing a catastrophic collision, there are also very stiff penalties to face if one is caught using a manipulation device. Where a deliberate attempt to manipulate a tachograph is detected these offences will be brought before the Courts, regardless of the circumstances, and the Road Safety Authority will be asking the court to impose the maximum penalty.

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www.fleet.ie

22 | LAUNCH PAD

Volvo Trucks -

‘Driven to Extremes’

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hat constitutes extreme or severe applications will vary depending on a number of factors. A slight change in the weather can turn a mundane drive out of the local quarry into a journey deserving a series on the National Geographic TV channel. Nevertheless, trucks and drivers must simply get on with it and deal with the conditions. However, some innovative features from Volvo Trucks might just lend a helping hand.

From its initial cooperation with sister brand Volvo Construction Equipment within the Group that influenced the creation of the FMX construction truck in 2010, Volvo established that some operators need more from their trucks than others. So the engineers from Gothenburg have returned with a series

FLEETTRANSPORT | JUNE 16

of upgrades for Volvo’s construction and severe applications range. The upgrades are focused across various components of the truck including cab, driveline, and steering.

Other developments offer greater choices in suspension and braking components, including weight saving shocks and brackets.

There is also greater choice of discs or drum brakes on more models, and EBS is now available on drums.

One development specifically aimed at the mining and tunnelling industries is that Volvo Trucks can offer series production FH with a special low cab height of 3.2 metres. Other developments such as the new elevated threepiece heavy duty bumper for FH will also interest a wider audience. This new three-piece bumper protrudes 130mm to the front, and has a greater elevation to allow an approach

angle of up to 20 degrees. In addition, I-Shift Dual Clutch is now rated for 80 tonnes and will improve traction for those that need to keep a grip on rough or hilly ground. Also helping operators to get a grip is Volvo’s new Tandem Axle Lift (TAL), which allows the driver to disengage and lift the second drive axle on a 6x4 even while driving. The obvious benefits are improved traction and better manoeuvrability. However, for many operators in the construction and forestry sectors, empty running is unavoidable, and this is where TAL wins. Volvo estimates that running with the axle lifted can deliver a 4 percent fuel saving as well as reductions in wear and tear. Tandem Axle Lift is available for FM, FMX, FH, and FH16.

Improving traction at the front end of the truck is another area Volvo has addressed with

LAUNCH PAD | 23

its automatic all-wheel drive system. With a mechanical driven front axle, Automatic Traction Control (ATC) engages drive to the front wheels when the truck senses traction is being lost. Drive is engaged after about half a second, and it will keep the front wheels turning until the driver lifts off the accelerator or reaches a speed of 30 km/h.

For twin-steer trucks like 8x4s, ATC will only operate on the forward-most axle, and while it’s estimated the system will only be engaged about 5 percent of the time, Volvo has made ATC standard on all FMX models with driven front axles. Speaking of front axles and steering, it’s now possible to get front axle air suspension and Volvo Dynamic Steering on twin-steer configurations such as 8x2, 8x4 and 10x4.

While the market in Ireland for 10x4 and 10x6 trucks is somewhat limited, the models are in demand in countries with higher weight limits. Volvo can now deliver these configurations straight off the production line with Design GVW of up to 56 tonnes.

For those needing five-axle trucks, a series production unit can generate significant savings against retrofitting.

Arguably the most important news from Gothenburg was the release of the latest generation of I-Shift, (I-Shift F) complete with crawler gears. I-Shift has been a resounding success for Volvo Trucks. In 2002 I-Shift was fitted to 17 percent of Volvo trucks, whereas these automated transmissions are now fitted to over 92 percent of FM and FH ranges worldwide. Within Europe the figure is even higher at 95 percent.

Although I-Shift (F) is targeting the heavier end of the transport world, that does not take away from the fact that generation F is nothing short of an engineering marvel, and the knowledge will trickle down to enhance future Volvo drivelines. Now customers can Text & Photos: Paul White - paul@fleet.ie

choose an I-Shift with one or two crawler gears, the lowest of which (Ultra Low Crawler) gives a forward ratio of 32:1 - in reverse the ratio is 37:1. While the the technical specifications of the transmission are impressive, they are just technical specifications. To find out what the new features mean in reality we headed to Volvo’s Demo Centre in Gothenburg to try them out.

First up was the standard Finnish-spec FH16 drawbar logging truck, 25.25 metres long with a gross weight of 74 tonnes, and even at that weight, the 750 does not fl inch. Using the new Crawler Gears we were able to reverse the truck up a 16% gradient, and do it at an engine speed of 600rpm. That equates to a road speed of about 0.5 km/h (500 metres p/ hour), slow even when compared to a normal walking speed of 5.0 km/h.

We were further convinced of the importance of the transmission when we took a four axle FH16 tractor and seven-axle Goldhofer lowloader for a drive. Sitting on the trailer was a fully laden Volvo articulated dump-truck, with the combination weighing in at 120 tonnes. Facing uphill on a 12% gradient and with full assurances that ‘he’ would take the blame for any damage incurred, our Volvo guide encouraged us to hold the truck on the footbrake and then, without hill-holder engaged, release the footbrake and press the accelerator pedal. While this felt completely unnatural and contrary to all deeply ingrained instincts, we proceeded as instructed. Impressively, the truck picked up the 120 tonnes and gently began to bring it up the hill at half a kilometre an hour - and then as fast as we demanded.

Before we travelled to Gothenburg we were aware that Volvo’s new transmission was rated to haul 325 tonnes. In fact, Volvo had already tested the drivetrain by pulling a massive 750 tonne combination using the

very same 8x4 tractor we drove hitched to the Goldhofer. However, it is the manner in which this transmission allows a driver to maintain full and precise control when moving massive combinations just millimetres that is remarkable - and much appreciated in the world of exceptional transport.

For the off-road drive we focused on the updates like TAL and Volvo Dynamic Steer (VDS) for twin-steer. To truly appreciate the benefits of Dynamic Steering it is better to first drive with VDS, and then drive a truck without VDS. That’s when you realise the difference it makes and how much you miss it. It was a similar experience climbing a 25% gradient of loose gravel and feeling the ATC engage just as traction is momentarily lost.

The FMX finished the climb untroubled, and after disengaging ATC, we then engaged Cross Country Mode (CCM) to negotiate a series of bumps and hollows. CCM allows the driver to let the truck self-drive on a preset throttle across very rough terrain.

Volvo’s original automated transmission Geartronic was launched in 1991. Back then it heralded a novel, new, and somewhat uncertain future in vehicle driveline technology.

Twenty-five years later, by launching I-Shift with Crawler Gears, and the new traction systems, Volvo Trucks are giving us vastly improved ‘start-ability’ for a more certain next quarter century.

Summary of New Features • Automatic Traction Control • Tandem Axle Lift • Dual Clutch Rated 80T • EBS with Drum Brakes • Heavy Duty Bumper for FH • Low Cab Height 3.2mts • I-Shift with 1 or 2 Crawler Gears • Factory Built 5-Axle Trucks 10x4 &10x6 • VDS & Air Suspension for Twin Steer Configurations www.fleet.ie

24 | SAFETY

FORS – For the Betterment of Fleets

reducing their environmental impact. Fleet managers must demonstrate that their drivers have the correct licence, and that their vehicles (over 3.5 tonnes GVW) are equipped with left-turn audible warning system and also fitted with blind spot minimisation devices.

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As Brian explained, there are several routes on how to get on board depending on the number of transport sites or depots operated. “SOCA or Single Operating Centre Accreditation is for operators with one accredited operating centre, or even for those with multiple operating centres that do not have the same policies and procedures throughout, while MOCA - MultiOperating Centre Accreditation is for operators that have more than one operating centre with the same policies and procedures throughout.

Finally WFA – Whole Fleet Accreditation is for national fleet operators with sixteen or more operating centres. It applies to those operators seeking to gain accreditation by demonstrating widespread application of the FORS standard through an established, internal transport management quality audit process.”

ORS – the Fleet Operator Recognition System has been mentioned by us on a few occasions in the recent past. We expect to hear a lot more from this voluntary accreditation scheme, established in 2008, that encompasses all aspects of safety, fuel efficiency and vehicle emissions. As a result operations within a transport company are improved as a whole.

The benefits are numerous, according to FORS consultant Brian Szukala (pictured), Managing Director, Transfer Knowledge Partners (TKnP), as the programme helps operators to measure and monitor performance and ensures compliance and best practice. “In a nutshell, FORS reduces emissions, raises standards and stimulates business. It is open to operators of vans, trucks, mini-buses, coaches and other vehicles and also to organisations that award contracts to those operators. Brian made a presentation to operators and press at an information briefing held in Belfast, and attended by Fleet Transport. There are five primary advantages of FORS: 1. Improve Road Safety: FORS Manager and Driver Training modules are designed to equip transport professionals with the skills they need to improve their work related road safety and reduce the risk of collisions with vulnerable road users.

Access is provided to specific road tools that help to log, record, monitor and report any incidents, collisions and near misses.

2. Reduce fines and other charges: The Penalty Charge Notice toolkit is designed to reduce the number of fines and charges accrued by FORS operators, relating to arranging of traffic infringements.

Accredited operators have penalties reduced on average by 37%.

FLEETTRANSPORT | JUNE 16

FORS Gold status is what Bronze and Silver honoured, operators aspire to. Only exceptional companies meet additional specific targets and actively promote the FORS standard to their supply chain. They are also required to produce a case study that documents their progression through to the top level of accreditation.

3. Reduce emissions, enhance fuel efficiency: Workshops and booklets will help operators to improve fuel management and reduce fuel consumption. Training programmes include practical advice in recording and analysing fleet performance to help refine practices to increase efficiency. Up to 11% in fuel savings has been achieved by FORS operators.

4. Gain industry intelligence and networking opportunities: FORS associates have access to regular updates showing how the scheme is helping to change the industry and where the potential opportunities are for their business. Managers and drivers will have the chance to collaborate, share industry knowledge and exchange operating tips with other logistic professionals.

5. Stand out from the crowd: FORS accreditation makes good business sense, as registered and practicing operators would naturally be the preferred choice when it comes to winning procurement tenders and contracts. A fleet transport customer would appreciate operators with a transparent safety record that adopt environmental practices along with corporate social responsibility. There are three levels for FORS accreditation; Bronze, Silver and Gold.

As the entry level, Bronze accreditation confirms that the operator employs good practice and complies with all requirements laid out by the FORS standard. This includes demonstrating dedication to driver and vehicle safety, combined with improving operating practices through effective monitoring of fuel and tyre usage.

Silver is awarded to operators who maintain their Bronze accreditation and are committed to becoming safer and more efficient, while

He added, “In specifying FORS Silver, your organisation can be safe in the knowledge that operators are aligned to the requirements of the Construction Logistics & Cyclist Safety (CLOCS) standard and Transport for London’s (TfL) Work Related Road Risk (WRRR) requirements.”

Subscription fees are based on the number of vehicles/depots within the category. By joining, access to various training, toolkits and workshop programmes are provided along with access to exclusive offers and discounts.

Three elements feature strongly such as the fuel use tracker, cyclist safety toolkit and delivery strategy toolkits. Probably the most significant aspect to the FORS programme is the auditing system, which covers the company’s organisation and performance as four key operational themes, which are management, vehicles, drivers and operators.

“On the day of the audit, the auditor will ask to see evidence of the system and policies you have in place to manage each of the requirements set out in the FORS standard,” concluded Brian.

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

Fleet Transport Awards

years

celebrating

in association with Rosslare Europort

GALA DINNER Thursday 13 October 2016 Citywest Hotel, Dublin ó[XiÉj Ld J_ÉY_É`ck\XZ_k 8i 9_Ù`k_i\ IfX[ JX]\kp 8lk_fi`kp

2 | AWARDS

FLEET TRANSPORT AWARDS Irish Haulier of the Year 2017 The leading Awards Programme for the Irish Road Transport and Haulage Industry Fleet Transport is delighted to announce, in association with Rosslare Europort, the launch of its 2017 Awards programme with 16 qualifying categories this year. If you are a Road Transport Operator in Ireland, however big or small, you are eligible to enter the awards. The simplest way to enter the awards is online at www.fleet.ie. Alternatively a hardcopy application can be downloaded from www.fleet.ie.

The Fleet Transport Awards 2017, celebrating excellence in the road transport industry, will take place on Thursday 13 October 2016 at Citywest Hotel, Dublin. In addition to numerous awards recognising all areas of the industry, the ‘Irish Haulier of the Year 2017’ and the ‘Irish Truck of the Year 2017’ awards will be presented at this national event, bringing together commercial vehicle brand distributors and road transport operators operating the length and breadth of Ireland.

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

Why Enter?

Winning an award will have a direct commercial impact on your business by not only retaining existing clients, but also in securing new business.

In the current economic climate it is more important than ever to differentiate your company from the competition and a Fleet Transport Award is an independent stamp of approval, which is highly valued by customers.

Entering the awards is also the best way to demonstrate your company’s commitment to the specific area of the road transport industry in which you operate and to be associated with management excellence and best practice. Companies that reach the finalist stage will gain extensive recognition and profile building opportunities during 2017 and beyond through Ireland’s leading commercial vehicle magazine, Fleet Transport and weekly newsletter. Again this year the category winner will be supplied with logos and photographs for their own promotional purposes.

What category can my company enter?

• • • • • • • •

National Haulier of the Year International Haulier of the Year Own Account Transport Operator of the Year Owner Driver Haulier of the Year Regional Transport Operator of the Year Best Van Fleet Award Best Livery Award Best Safety Practice Award

• • • • • • • •

Innovation Award Environment Award Fleet/Transport Manager of the Year Women in Transport Award Excellence in Warehousing & Product Handling Customer Service Excellence Award Technician of the Year Services to the Transport Industry Award

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

The overall title of Irish Haulier of the Year 2017, sponsored by Rosslare Europort, will be selected from one of the category winners.

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

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

STEP 1 - Enter online The easiest way to enter is online at www.fleet.ie which takes approximately 5 minutes. Alternatively complete the attached form.

STEP 2 - Submission After receipt of your entry form you will receive a number of questions related to the category/categories which your company has entered. All information submitted as part of this process is handled in the strictest confidence and is protected under the Data Protection Act. STEP 3 - Important dates for your diary Please reserve the following dates in your diary now: • 7 & 8 September - Interviews - Finalists will be announced in the September edition of Fleet Transport and the precise date and time of interview confirmed.

• 13 October - Fleet Transport Awards Gala Dinner, Citywest Hotel, Dublin.

Questions? if you would like to discuss any aspect of the process please contact our Awards Team at: E-mail: awards@fleet.ie or Tel: 094 93 72819.

Main Sponsor www.fleet.ie

Associate Sponsor

ó[XiÉj Ld J_ÉY_É`ck\XZ_k 8i 9_Ù`k_i\ IfX[ JX]\kp 8lk_fi`kp

Award Categories

3

NATIONAL HAULIER OF THE YEAR

INTERNATIONAL HAULIER OF THE YEAR

(sponsored by Volvo Trucks)

(sponsored by Thermo King)

OWN ACCOUNT TRANSPORT OPERATOR OF THE YEAR (sponsored by Mercedes-Benz Commercial Vehicles)

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

Open to Irish registered hauliers that transport goods internationally. Details of vehicle fleet and type of contracts undertaken should be outlined. If there are depots overseas, please state so, and detail measures taken in terms of driver and load security when overseas. Adhering to European/International legislation is also a key consideration within this category.

Entrants must operate their own fleet of vehicles to distribute their own goods.

Companies will need to show the active measures they have taken to improve service levels and to grow the company, in both size and profitability. Judges will focus on investments or improvements made to increase efficiency of the distribution sector of your business/production facility.

OWNER DRIVER HAULIER OF THE YEAR

REGIONAL TRANSPORT OPERATOR OF THE YEAR

Best Van Fleet Award

(sponsored by MAN Truck & Bus)

(sponsored by FUSO Trucks)

Operators of own vehicle(s) as an ownerdriver are eligible to enter this category.

History of involvement in business and type of work undertaken must be outlined as well as vehicle details. National, International and Regional hauliers can be in contention for this award. Details of vehicle fleet should also be outlined together with service and maintenance routine.

This category is open to operators who transport goods within a specific region of Ireland, operating a specific fleet of vehicles for local distribution. High levels of customer service together with efficiency and reliability are key factors here. If a member of a network, please state. Details of types of vehicles as well as service and maintenance routine should be outlined. Highlight any special areas of service provided.

BEST LIVERY AWARD

B EST S AFETY P RACTICE AWARD (sponsored by

(sponsored by Blue Tree Systems) A good corporate image can be achieved through stylish and modern livery on operators’ vehicles. These mobile advertising billboards can impress both the customer and public alike and do a lot to increase levels of professionalism within the company. Not only are clean, effective graphics and colour schemes required here, but the condition of the vehicle carrying the livery is also up for consideration when the marks are allocated.

Details on how the corporate image supports the business objectives/strategy is also key in this category.

Health & Safety Authority) Companies entering this category should show evidence that their company embraces safety as a culture and provides the same resources to it as all other activities in the organisation.

An active safety management system which includes Hazard Identification and Risk Assessment must be in operation for all the company’s activities. Investment in safety procedures through implementation of staff training or safety items must be outlined.

(sponsored by Volkswagen Commercial Vehicles) This award sets out to recognise companies which operate a number of light commercial vehicles and consistently demonstrate best practice in their operation. As the van sector includes a large number of companies who are not primarily engaged in transport, there is great scope to include companies who use light commercials to provide services to their customers or end users. Outline any special or specific equipment fitted to the vehicles.

INNOVATION AWARD (sponsored by easytrip) The Innovation category seeks entrants who can demonstrate that their ideas have made a genuine difference to their company resulting for example in either profitability, a new or altered business process within the company or changes in the products and services provided.

Companies that have entered new sectors/ markets or have introduced a new product should enter this category.

ENVIRONMENT AWARD

FLEET/TRANSPORT MANAGER OF THE YEAR

WOMEN IN TRANSPORT AWARD

(sponsored by Gas Networks Irelands)

(sponsored by Iveco)

(TBC)

Companies will need to demonstrate how they have developed environmental impact assessments and environmental statements to meet planning, transport and other environmental consent requirements.

Increases in efficiencies through reducing empty running, driver training, purchasing of Euro 6 or alternatively powered engines will prove your care of the environment as will recycling/waste disposal regime.

Special emphasis will be placed on reducing fuel consumption, vehicle telematics, tyre monitoring and maintenance.

Companies entering this category could include a successful overall company-wide environmental or sustainability policy.

Overseeing the efficient and safe operation of a fleet of trucks and their drivers are what the judges will look for here.

This category is designed to recognise women working in all areas of the transport and haulage industry. If you have achieved success in your area of expertise in the road transport industry, the judges will welcome an entry from you, whatever your position.

This person must demonstrate the highest levels of ability, professionalism and knowledge of fleet. Methods of reducing costs as well as knowledge of IT techniques in improving the day to day running of the business must also be detailed.

Type of vehicles used and employment responsibilities should also be outlined.

This category aims to recognise women who are positive role models in the industry to encourage more women to see the haulage industry as a worthwhile career. The judges will look for innovation, enthusiasm and dedication in what is often perceived as an unattractive industry by women.

www.fleet.ie

4 | AWARDS EXCELLENCE IN WAREHOUSING & PRODUCT HANDLING (sponsored

CUSTOMER SERVICE EXCELLENCE AWARD

by Cold Move)

(sponsored by FIAT Professional)

This category offers an opportunity to a broad range of operators in the transport, storage and handling of products. It is open to companies such as hauliers, own account, distribution, freight consolidation, forwarding and logistics specialists. The judging panel will assess policies and procedures covering aspects of this specialist sector including history, customer relationship management, security, Health & Safety, HR & Training and care for the environment.

The ‘Customer Service Excellence’ award recognizes specific accomplishments in customer service, whether they are achievements by an individual, a team, or a department. The judges will look for evidence of the effort and impact of excellent customer service on the customer and business. Training and demonstrable commitment of the company to customer service will be an added bonus in this category. Customer testimonies will also be of benefit.

SERVICES TO THE TRANSPORT INDUSTRY AWARD (sponsored by Close Brothers Commercial Finance)

Technican of the Year (sponsored by Renault Trucks)

Entrants in this category must have completed an apprenticeship and have a minimum of one years experience. Entrants should be fully competent in the servicing/repair of commercial goods/passenger vehicles to the highest manufacturer standards. As well as technical competence in the mechanics of a vehicle, entrants must have a thorough knowledge of the electrical and electronic components of a vehicle and be comfortable with using the latest diagnostic equipment to identify and rectify faults.

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

Fleet Transport Awards 2017 Irish Haulier of the Year Entry Form Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

Category Entering - please tick boxes National Haulier of the Year International Haulier of the Year Own Account Transport Operator of the Year Owner Driver Haulier of the Year Regional Transport Operator of the Year Best Van Fleet Award Best Livery Award Best Safety Practice Award

Innovation Award Environment Award Fleet/Transport Manager of the Year Women in Transport Award Excellence in Warehousing & Product Handling Customer Service Excellence Award Technician of the Year Services to the Transport Industry Award

‘I have read and understood the terms and conditions of entering the Fleet Transport Awards 2017’.

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

Please send completed Entry Form plus additional material by Friday 1 July 2016 to Competition Secretary, Fleet Transport Awards 2017, D’Alton Street, Claremorris, County Mayo. Alternatively it is much simpler and quicker to enter online at www.fleet.ie.

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

Terms & Conditions: • • • • • • • • •

Any licensed Haulier or Own Account Transport Operator is eligible to enter in the Fleet Transport Awards 2017, established to honour excellence in operation or services to the transport industry.

Entries must be received by Friday 1 July 2016 and will not be returned. There is no entry fee.

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

Confirmation of receipt of entries will be sent out to all applicants.

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

The finalists will be published in the September edition of Fleet Transport Magazine.

Shortlisted candidates will be called for interviews on 7 & 8 September 2016. A five minute video or Powerpoint presentation, although not essential, will be welcomed on the day of the interview.

Presentation of the prizes will take place on Thursday 13 October 2016 at an Fleet Transport Awards Gala Dinner at Citywest Hotel, Dublin.

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

www.fleet.ie

FUEL PRICES (WEEK 21) / SAFETY MATTERS | 29 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

159.00

-

158.00

Lithuania

EUR

1.104

1.149

0.976

Andorra

EUR

1.027

1.089

0.839

Luxemburg

EUR

1.090

1.162

0.899

Austria

EUR

1.128

1.273

1.031

Macedonia

MKD

62.00

64.00

47.00

Belarus

EUR

0.546

-

0.564

Moldova

MDL

15.77

16.37

13.07

Belgium

EUR

1.343

1.417

1.158

Montenegro

EUR

1.070

1.140

0.920

Bosnia-Herzegovina

BAM

1.76

-

1.68

Netherlands

EUR

1.587

1.664

1.215

Bulgaria

BGN

1.87

2.15

1.83

Norway

NOK

15.02

-

13.33

Croatia

HRK

8.80

-

8.11

Poland

PLN

4.39

4.69

4.06

Czech Republic

CZK

28.26

-

26.04

Portugal

EUR

1.453

1.575

1.188

Denmark

DKK

10.32

-

8.18

Romania

RON

4.50

4.68

4.29

Estonia

EUR

1.019

1.069

0.949

Russia

RUB

37.69

-

35.50

Finland

EUR

1.386

1.460

1.167

Serbia

RSD

128.70

-

132.40

France

EUR

1.323

1.372

1.123

Slovakia

EUR

1.220

-

1.039

Georgia

GEL

1.63

1.73

1.43

Slovenia

EUR

1.204

1.277

1.079

Germany

EUR

1.294

-

1.076

Spain

EUR

1.160

1.294

1.029

Greece

EUR

1.361

1.574

1.021

Sweden

SEK

13.27

13.87

12.63

Hungary

HUF

333.00

-

319.00

Switzerland

CHF

1.421

1.470

1.422

Ireland

EUR

1.299

-

1.149

Turkey

TRY

4.53

4.56

3.78

Italy

EUR

1.473

-

1.289

Ukraine

UAH

21.50

27.90

18.20

Kosovo

EUR

0.90

-

0.88

UK

GBP

1.092

1.196

1.090

Latvia

EUR

1.058

1.107

0.908

USA

USD

-

-

0.607

Safety Matters . . . Safety Matters . . .

Manual Handling Risk Reduction in Transport & Logistics

E

mployers involved in transport and logistics activities need to familiarise themselves with the risks that their employees face and create when manually handling loads. In the period between 2009 and 2013 there were 4,991 work related vehicle accidents reported to the Health & Safety Authority. The accident trigger for 27% of these accidents was att ributed to lift ing, twisting and turning, and pushing of loads, which resulted in physical strain and injury of the musculoskeletal system including the back.

The main risk factors for lift ing and carrying loads • Force (e.g. weight of load is too heavy or too large) • Awkward Posture (e.g. lift ing heavy loads above shoulder height, or to ground level) • Repetition (e.g. repetitive movements involving twisting or turning motions) Actions to take to avoid or reduce the risk As a first step in any transport or logistics business there needs to be recognition that manual handling activity is a potential workplace hazard that needs to be addressed. In order to effectively manage the hazard of manual handling it is necessary to understand the nature of such work activities (e.g. product being lifted from the back of a truck, or pallets lifted into position), and the potential risks factors associated with different manual handling work activities in the workplace. (i.e. are heavy loads being handled?

Are loads being carried over long distances? Are trollies or tail lifts available?)

Injuries Board data revealed Employer liability claims sett led in 2014 resulted in claimants receiving an average award of €27,000 for Transport & Logistics related Manual Handling Injuries .

For example, the handling of pallets on site can be a potential risk due to the weight of the pallet and the awkward size of the load.

People that work i n t ra n spor t a nd log ist ics operations have a comprehensive understanding of the work that they routinely do, and therefore should be involved in developing a range of solutions or appropriate control measures to avoid or reduce the risk of injury, particularly back injury. The solutions that are put in place to avoid or reduce the risk factors for the manual handling of loads in a particular work activity must be specific, and must address the risk factors that have been identified as part of the task specific risk assessment.

Guidance The publication titled 'Guide on Manual Handing Risk Management in Transport and Storage' gives direction on how to complete task specific risk assessments and how to communicate the appropriate control measures or safe systems of work. Developing a safe system of work plan is a useful way of demonstrating and documenting the interventions that have been put in place to avoid or reduce risk.

See www.vehiclesatwork.ie for further details. www.fleet.ie

fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 31

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

Volume 11, No. 3 Summer 2016

Will Container Shipping Terminals clog up on 1 July?

CMA-CGM Amerigo Vespucci

if a ship is top heavy, having been loaded with containers that were heavier than the Master was given to understand, there is a risk of capsize, loss of life, pollution and much else. Each of the world’s trading and maritime nations is a signatory to the VGM agreement, therefore it is not something that anyone can blame on “Brussels” or any other perceived “baddies.”

Cobelfret Operation

I

t is now almost two years since the members of the International Maritime Organisation (IMO) agreed to the introduction on 1 July 2016 of a revision to the Safety of Life at Sea (SOLAS) undertaking. Th is would require the Masters of all vessels carrying containers or other ISO units that are lifted on and off the vessel to have received a document, either in hard copy or electronic form, for each container that would Verify the Gross Mass (VGM) of the container.

Without such a VGM, the Master should refuse to have that container loaded on board, otherwise he would be liable for severe fi nes and further sanction.

Until the beginning of this year the Shipping

Lines, Freight Forwarders, Terminal Operators and, particularly, the exporters globally, took very litt le notice of the new requirement, despite the fact that the huge majority of world trade is carried on container ships. At this point it suddenly became clear that, like the imposition of the Sulphur Emission Control Areas (SECA) in seas around parts of Europe, North and Central America and in some Asian waters on 1 January 2015, the IMO was not for turning, and the 1 July deadline would be enforced. While there may have been some excuse for thinking that the emissions from vessels sailing up and down the North Sea may not have been ruining the health of the residents of Amsterdam, Rotterdam and the like, there was no argument with the fact that

While the operation of vessels within the SECA areas was something that everyone else could leave to the Shipping Lines to worry about and make the necessary investments to comply, VGM is quite different. Here the buck stops with the shipper, or to put it more clearly, the person that loads cargo into an otherwise empty container and sends it off to be shipped. Over the past number of months, and particularly at events such as the recent “Multimodal 2016” held in Birmingham, it has become clear that all attempts to shift responsibility away from the manufacturer or trader that is sending the goods - whether as full container loads or even part shipments that go in container - will fail. If the shipper does not have the facility to enable him to either load the container and thus provide the VGM, or weigh the loaded container himself, he will have to undertake the weighing by someone else, be it a haulier, forwarder, freight terminal, rail company or whatever. However the responsibility for securing the valid document and liability for

FLEETMARITIME | Summer 2016

32 | MARITIME II its accuracy remains with him. Th is applies even if the container is shipped under a Bill of Lading which shows the exporter’s freight forwarder as the shipper. In that case the forwarder will require an indemnity from the actual shipper to cover him if anything goes wrong.

It was interesting to observe at the Multimodal event that a number of port groups including DP World have put arrangements into place that will allow containers presented at the Ocean Terminal that do not have valid verified weight documents to be taken to a weighing area, weighed and a certificate produced to enable the container be loaded on-board ship. In promoting this service, the ports are keen to publicise the fact that the costs for doing this will not fall on the haulier, but would be sent back to the shipper. Some terminals are talking about a cost of £17.50 for each weighing though figures a multiple of this have also been quoted.

While saying that the haulier who brought the offending container into the terminal may not be charged, all of this activity will cost time and disrupt the work schedule.

Even when a shipper has paid for this

weighing, it might still not be in the clear, for instance the time taken for the weighing could mean that the container is too late to ship on that vessel, and could therefore end up missing its planned delivery date to the customer by a considerable length of time.

Without getting too deep into the technicalities of the options and systems required to secure the VGM – these are well explained in the Marine Notice from the Department of Transport and in documents issued by each of the significant carriers of containers – either the whole container can be weighed using an approved weighing device, or the container weight, the cargo weight and any packaging or other material put into the container can be added up to provide the figure. Th is second method is particularly important where cargo from different shippers is being consolidated by a Freight Forwarder in a container.

The forwarder should be able to rely on the weights given by the owners of the different packages of cargo and not have to weigh them again. Th is could be the cause of real difficulties for all parties involved. In a scenario where one of a number of shippers declares an incorrect

weight on the documents that accompany his shipment, and the VGM calculated by the consolidator is therefore wrong, if the container is subsequently weight checked there will be unfortunate consequences for each of the owners of cargo in that container.

As if this is not bad enough for exporters faced with a new reality in shipping ISO containers and other Lo-Lo equipment, Captain Declan Black of the Marine Surveyors Office, speaking at an IEA Supply Chain Ireland event, advised that it is almost certain that within a few years, trailers and other units shipped on board Ro-Ro vessels will be subject to similar VGM requirements. Th is year alone there have been serious incidents in Southampton Water and in the Bay of Biscay where ships have listed severely due to shift ing cargo, some of which turned out to be much heavier than had been declared.

Fleet Maritime joins with other publications in seeking to alert shippers of cargo, whether in small lots or full container loads, to these new verified weight requirements coming into operation within the next month, so that they may take appropriate action.

Liverpool 2’s ripples spread across the Irish Sea and further afield

A

t the formal launch of Maersk Line's Seago line service running between Dublin, Algeciras, and Liverpool, Country Manager for Ireland Simon Smith said that even within the first couple of weeks of operating this new service, volumes have been substantial and customers have seen considerable benefits.

The service is operated using two vessels, each with about 1000 TEU capacity, using the Peel Ports owned MTL facility at South Bank Quay in Dublin.

Maersk has its own Terminal facility at the Mediterranean Port close to Gibraltar and handles services there linking to the Far East, South America and West Africa. Up to now cargo for Irish importers coming

FLEETMARITIME | Summer 2016

BG Rott erdam leaves Dublin Port

MARITIME III | 33

Thea in Manchester ship canal

into Europe would have been taken to Rotterdam and then sent on to Dublin, a process that could take two to three weeks.

The new service means they can now get the containers in one week. Traffic to and from Northern Ireland is now being routed through Liverpool using the BG Freight link. As the traffic grows Seago intend to replaces the present ships with larger vessels.

It may also consider making a direct Belfast call, while a stop-off to Cork is not beyond the bounds of possibility. The Line anticipates

Nicholas Delmas

that its already very strong business in the exports of seafood products from Ireland to West Africa will also benefit from the much quicker through-transit time to market. Up to now these containers would have been shipped to Rotterdam, transferred to a vessel bound for Algeciras, before switching again to a West Africa service vessel. Now there will be only two vessels involved and a time saving achieved.

Speaking at the launch event, Liam

Lacey, Chief Executive of Irish Maritime Development Off ice, praised the commitment that Maersk is making to the Irish market in launching the new service, and the confidence that it demonstrates in the growth of the Irish marketplace. He commented on the very strong growth in shipping volumes through Irish Ports as had been indicated in the figures recently issued by his office for 2015 and the clear indications of growth for 2016. Dublin Port CEO, Eamonn O’Reilly also congratulated the Maersk team and thanked a number of its senior personnel for coming to Dublin and giving the Port the opportunity to show the commitment to its development. The event took place in the Gibson Hotel with a view over part of the Alexandra Basin, and Eamonn O’Reilly was able to point out the physical evidence of work starting on the €225 million development scheme there to those present.

CM A-CGM has introduced another potential game changer for Irish exporters and importers moving cargo to and from deep sea locations. Again, this exploits the Liverpool development. Rather than using a third party feeder line, CMA-CGM has put two of its own vessels onto the new service, each with a capacity of about double the vessels being replaced. The vessel Nicolas Delmas has a capacity of 2,200 TEU, a length of 195 metres and a relatively shallow draft of 8 metres, which allows to enter and leave Dublin Port. When the Alexandra Basin project with its related Channel dredging, is completed, considerably deeper vessels can be accommodated.

Currently the CMA-CGM feeder calls at Southampton on Tuesday and collects inbound cargo from China and India. It then sails on to Liverpool, arriving on Thursday.

Dublin is served on Saturday, Belfast on Sunday and then Greenock on Monday.

From 1 June Cork, will be added to the loop, calling at the Ringaskiddy terminal on Wednesday before sailing to Le Havre and then reaching Antwerp on Saturday. At both of these ports the vessel links up with the Line’s deep sea services, discharging

FLEETMARITIME | Summer 2016

34 | MARITIME IV exports for them and loading imports.

From the cargo shippers’ point of view one of the considerable advantages of this rotation is that the line will be enabled to send empty containers to the ports where they are needed on the regular vessel rather than having to make special arrangements. Even though the service has only been running for a few weeks, CMA-CGM is already fi nding that the traffic flows from Southampton to Liverpool are very strong, while there has also been a trend for Scottish shippers to load on this vessel at Greenock rather than use the Grangemouth – Rotterdam link.

In an unrelated development, CMA-CGM announced that it has developed a new generation of containers that will enable it to ship live lobsters in their original water in conditions that maintain their natural habitat. Up to now lobsters could only be shipped either frozen using sea freight, or by air using ice packing. The developers claim that the new container system means that lobsters are carried in optimal conditions during the whole transport process, from fishing area to arrival at the final wholesalers or restaurants.

Speaking with Stephen Carr, Head of Commercial Strategy at Peel Ports, he expects that the full Liverpool 2 development

will open in July. On top of the Maersk and CMA-CGM services, Peel Ports’ own subsidiary, BG Freight Line has added capacity on the service linking the newly opened Port Salford in Manchester via the Manchester Ship Canal with Dublin and Belfast. He expects that other lines will commence operation in Liverpool once the development there is completed. He felt that recent large ship orders of vessels with a capacity of almost 20,000 TEU to ones with 14,000 TEU by Maersk Line could be a positive for ports such as Liverpool, as these smaller but cost effective ships could be used for traffics other than the main China to Europe chord.

SEA SHORTS Seatruck’s Damian McGrath confi rmed at a meeting in Multimodal that the additional midweek sailings on the Dublin to Liverpool route are being very successful, though the vessel switch involved has left capacity on the Dublin to Heysham service very tight.

It expects to put a larger vessel onto that route shortly. He also advised that Seatruck's move into carrying cars and motorhomes on off-peak sailings, though very limited, has become very successful.

Seatruck's Clipper Ranger

Also at Multimodal, Nicola Walker of Cronus Logistics confi rmed additional Dublin and Cardiff calls on one of its threetime weekly Warrenpoint/Bristol services are proving to be successful. In addition to its own equipment, third party containers are shipped on its services, including some deep-sea boxes that are en route to and from vessels calling at Southampton.

Maersk Line has added a weekly call to the Cuban port of Mariel, close to Havana, on its weekly Central America/North Europe service which calls to Ringaskiddy

FLEETMARITIME | Summer 2016

each Friday. On its Friday, 8 April call the 230-metre-long M/V Northern Dedication became the largest container ship to dock at the Port of Cork, discharging some 75 containers, mainly bananas.

The arrival on 3 May of the 333-metre-long, MSC Splendida, marked the formal start of Dublin Port’s 2016 Cruise season. This vessel is the world’s eleventh largest cruise ship and, as she did last year, reversed into the Port. When Dublin Port’s Alexandra Basin project is completed in a couple of years’ time, such vessels will be able to enter the port normally and turn at the new entrance to the Alexandra Basin. They will then reverse to a new berth close to the Point Village.

The Port Company expects to welcome 113 vessels over the summer, bringing some 180,000 visitors. The Irish Marine Development Office (IMDO) advises that the average spend of each visitor would be about €71, though figures for visitors that

Dublin Port HQ

start or fi nish their cruises here would be substantially higher.

Stee has commenced the demolition of its purpose built terminal facilities at Dun Laoghaire. The special ramps were built to service both the smaller fast ferry and the jet powered HSS with 1,500 passenger capacity.

Stena Line ceased its services to Holyhead in September 2014.

In the meantime, the Dun Laoghaire Harbour Company awaits receipt of an inspector’s report from An Bord Pleanála on a proposed Cruise Terminal in the harbour.

On publication of this report the planning application will go to the Board of An Bord Pleanála for decision.

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36 | HEALTH MATTERS

Medical Misinformation

M

edicine is an art not a science, uncertainty is common, and much of the time new information will be arrived at in a haphazard and serendipitous way. Th is can open the way for the creation and dissemination of misinformation in the area of medical research and clinical trials. It has happened repeatedly and when research fraud occurs it is disastrous for all concerned, the pharmaceutical and medical professions and above all the public.

There is no effective mechanism in place for detecting and investigating medical fraud - reliance must be placed on the integrity of the researchers. However, the research must also be validated effectively by people with the education to do the scrutiny, a high index of suspicion, and the courage to challenge the components of the research that they are not happy with.

Sometimes the creation and dispersion of this misinformation is unwitt ing, sometimes it is deliberate. When it is deliberate, money and prestige are the usual motivators.

Dr. Andrew Wakefield, now discredited, but a previously respected gastroenterologist in England did a clinical trial on twelve children whom he alleged had a history of normal development followed by a loss of acquired skills including language, which was combined

www.volvotrucks.ie

Search: VolvoTrucksUK 54937

with stomach problems.

The report on his research (which was published in the medical journal The Lancet) stated that the onset of behavioural disorders was associated (by the parents) with the administration of the combined vaccine for Measles Mumps and Rubella.

These disorders included autism, psychosis and encephalitis. He concluded that the gastrointestinal disease and developmental regression in previously normal children was a result of their having been given the combined Measles Mumps and Rubella vaccine. Th is was a false claim but it caused turmoil as it couldn’t be disproved and whatever about the gastrointestinal disease, no parent wanted to hear that they had unwitt ingly caused their child’s autism by giving them the MMR vaccine.

When Dr. Wakefield’s paper was published the immediate result was that vaccination rates for the MMR went down below the level needed to keep the diseases at bay followed by an epidemic of measles with several childhood deaths.

It later transpired that Dr. Wakefield had been recruited by a lawyer who had hoped to take a fraudulent class action lawsuit against the pharmaceutical companies who were manufacturing the MMR

HEALTH MATTERS | 37 vaccine.

If Dr. Wakefield’s conclusions had been correct there would have been questions over the validity of all vaccines, and indeed the principle of vaccination itself. It would have been thought to be an indication as to the cause of autism, and perhaps other brain dysfunctions in adults as well as children.

In a different field, Dr. Joachim Boldt, a prominent German doctor who was found guilty of research misconduct and charged with criminal behaviour, was sacked from his position as professor in a large teaching hospital in Germany where he had carried out fraudulent clinical trials.

He had been regarded as an expert in the use of starch solutions, which were used to increase blood volume during surgery. He published papers stating their benefits, and contradicted other doctors who had suggested that these starch solutions were dangerous and could increase the risk of death, heart failure and kidney failure.

further examination of these clinical results it became obvious that many of them were fake. In one case there was no convincing evidence that any clinical trial had been performed at all. Many of the studies contained false statements and most had very litt le or no documentation.

He was reported as having received funding from the manufacturers of these starch solutions and was frequently paid to speak at medical conferences where he promoted the products. He published the results of clinical studies at the rate of one every month with apparently wonderful post operative results on patients using his starch solution.

Th is fraud was also significant as it emerged that using Dr. Boldt’s starch solution had resulted in an average of four extra deaths per hundred patients resuscitated. He had been advocating his blood boosting solutions for ten years before his results were critically checked. He was not trustworthy, but unfortunately had been trusted by his colleagues, the price paid for by the four per cent of patients who did not survive. Dr. Wakefield’s legacy was the mortality from the unnecessary measles epidemic.

Text: Dr. Bett y Maguire

Dr. Boldt’s research figures were so good, uniform and perfect that they were unbelievable. One person queried the results and tried to contact Dr. Boldt thinking that he had made a clerical error. On

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38 | PICTORIAL

Bumper BUMBLEance Truck Run

B

igger, better and featuring more bumper-to-bumper trucks in convoy, the second running of the BUMBLEance Truck Run was a great success.

Held on Sunday, 1 May, three of Supermac’s Motorway Plazas were involved, the newly opened Galway Plaza at Kiltullagh, the Tipperary Town Plaza and the Barack Obama Plaza, Moneygall, County Offaly.

Over the course of the day, over 200 trucks gathered at the three centres before meeting up in Moneygall to great fanfare where they were welcomed by a huge and enthusiastic audience.

Main organiser Jennifer Tierney, Tierney International was delighted with the record turnout and thanked all involved, from the truck drivers, road and bike marshalls and stewards. Special thanks was also expressed to O’Toole Transport (Galway), Tipperary Truck Show and the Supermac’s Plaza Centres. Verona Murphy, President of the Irish Road Haulage Association, was also present as was Tony Heffernan, founder and CEO of the Saoirse Foundation.

Since the event was held, over €41,000 has been collected to date which will be donated to BUMBLEance, the special ambulance service for children.

Tierney International's Scania - lead truck in convoy

Walker Truck Rentals

Transatlantic Freightliner

JS Ryan Freight

O'Toole Transport

Goggins Transport

SPA Transport

Supermacs

Walker Recycling

FLEETTRANSPORT | JUNE 16

Text: Jarlath Sweeney - editor@fleet.ie

LCV | 39

Volkwagen’s the one for the road for C&C Gleeson

V

olkswagen Commercial Vehicles Ireland has recently concluded the supply of 27 new Caddy and Transporter vans to leading beverage company C&C Gleeson.

Commenting on the deal, Warren Reidy, Network Sales Manager, Volkswagen Commercial Vehicles Ireland, said: “We are very proud here to have recently supplied a fleet of Caddys and Transporters to C&C Gleeson - Ireland's leading supplier, distributor and wholesaler of beverage products. Each Caddy and T6 was also fully fitted with the latest in-vehicle Van Racking System and Transport Solutions from our partners Sortimo International. Safe and happy motoring to all members of the C&C Gleeson Quality Team.”

LeasePlan thinks differently about LCV

A

t the recent CV Show in Birmingham which had a strong focus on Light Commercials, we met with Mark Lovett (pictured), Head of Commercial Vehicles for LeasePlan, the world’s largest vehicle management group.

Mark mentioned how LeasePlan applies the HGV (heavy goods vehicle) discipline to all fleets, when it comes to roadworthiness.

“According to research, 48% of vans fail their fi rst MOT, against only 4% of HGVs. At LeasePlan, we are able to use the same discipline to increase the chances of vans passing their MOT fi rst time.”

Another priority is the focus needed to reduce vehicle downtime by 50 percent.

Mark explained how this can be achieved by closely managing incidents while vehicles are off the road.

Discussed were a wide range of topics in relation to LeasePlan UK, such as the breadth of the company’s commercial vehicle offering, which includes specialist vehicles in the public sector. Currently LeasePlan UK operates a serviced fleet of more than 50,000 commercials and growing.

He highlighted LeasePlan’s consultancy approach to looking at vehicle fleets and how they are used to identify whether they are fit for purpose. Th is is in line with LeasePlan’s mission to provide the right vehicle for its job and driver. For example, the company has undertaken a lot of work with the public sector and housing associations to provide highly specialised vehicles.

When it comes to cost efficiencies, Mark outlined the need to look at cost savings beyond 'buying a cheap van', being mindful about the importance of reducing downtime and managing risk. Also covered was how to create a transparent approach to end of contract charges by keeping the 'fair' in 'fair, wear and tear' when carrying out a review and how ‘whole life’ means looking at the whole picture, not just the price.

New Nissan NV300 scores at Champions League Final

I

n the lead up to UEFA Champions League Final in Milan, Italy, Nissan revealed the fi rst official image of its all-new NV300 mid-sized van. Featuring styling cues from the company’s crossover range, it is a successor to the popular Primastar and will fi ll the gap between the award-winning NV200 and NV400.

Nissan is the Official Light Commercial Vehicle (LCV) Partner of the UEFA Champions League and the NV300 played a vital role in the build-up to the match, carrying the Official Flag of the Final at the start of its journey to the San Siro Stadium. The flag took pride of place in the centre circle during the half-time break, witnessed fi rst-hand by thousands of fans and millions of TV viewers worldwide.

Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

40 | REVIEW II

CV Show 2016 -

April 26 - 28th NEC BIRMINGHAM

Gray & Adams With plants in England, Scotland and Ireland, Gray & Adams had some attractive samples of its temperature controlled solutions technology on show, such as this 13.6m liftingdeck semi-trailer in Marks & Spencer’s new livery. This unit comes equipped with some special engineering, enabling it to carry more 44 pallets, 10% more than the average 13.6m double decker.

Gray & Adams

Whale Tankers If there was one thing to see at the CV Show then this was definitely it. Whale Tanker’s new KaiserWhale, a vivid orange 8x4 Scania in Hall 5, which has been built for Hydro Clean. It is the first to feature dual Kaiser 400i Vacuum ring pumps. Impressive as the livery is, this the largest recycler that Whale has ever designed and comes equipped with 160 LEDs around the vehicle!

VBG The drawbar equipment specialist promoted its latest systems, displaying drawbar couplings, OEM approved mounting kits and rear under-run protection. The Warrington firm also offered a free consultation service on how to get the best integration of VBG products to solve application requirements, and also to advise on future product changes to meet planned ECE legislation.

Whale Tankers

Voith Turbo The leading bus transmission specialist displayed its latest Turbo Retarder Clutch (TRC) for HGVs. This unique technology was influential in Mercedes-Benz winning the ‘Vehicle Manufacturer of the Year Award’ at the inaugural event “The Heavies” in 2015, and was described as a real game changer.

Hubbard & Dearman Dearman exhibited its zero emission technology for refrigerated transport. Working in partnership with other specialists including Hubbard, it has developed an engine with zero Particulate Matter (PM) and zero NOx. Moving to a Dearman reefer unit could reduce PM and NOx by 70 and 90% respectively, and also keep fuel and maintenance to a minimum.

VBG

Voith Turbo

Hubbard & Dearman FLEETTRANSPORT | JUNE 16

Tyrepal TyrePal had representatives present to inform visitors about and promote its TeleTPMS, a remote Tyre Pressure Monitoring System for commercial vehicles. By maintaining correct tyre pressure, fleet managers can greatly reduce fuel usage and costs. Research has showed that under inflation by even 5% in tyres could amount to an increase of 1% in fuel consumption.

Cartwright Plenty of high profile livery to be seen on Cartwright’s stand with a display of 3.5 tonne and 7.5 tonne box bodied fridges alongside a new urban trailer wearing Culina transport colours. This specialist insulated curtainsider, fitted with command steer, tail-lift and single temp reefer unit, is the first of its kind. In the outside arena, three other trailers were shown.

Tyrepal

Cartwright

REVIEW II | 41

NEC, Birmingham, UK – Part II Auto Styling Truckman Auto styling from Truckman showcased a variety of hardtops or canopies for 1 tonne Pick-up trucks such as the Ford Ranger, Nissan Navara, Toyota Hilux, Isuzu D-MAX, Volkswagen Amarok, etc. The Truckman Classic, along with its high capacity with all-round access version the Utility, is ideal for racking, then there is the high Truckman RS. Lex Autolease ‘The Changing World of Vans’ was the theme of a special presentation from Lex Autolease, which covered the constant change within the sector, such as legislation, technology, security and total running costs. Other topics discussed included alternative fuels, and driver safety. See news section for further details.

Tranzaura

VB Air Suspensions The Volkswagen Amarok looked a little different to normal, on VB Air Suspensions, Europe’s leading manufacturer of suspension systems for vans, campervans and pick-up trucks. The award winning utility looked (and is) a little longer thanks to work by Veth Automotive, and now comes with VB air-suspension on the rear axle. David Byrne (Cork) is the Irish agent and undertakes conversions on site.

MiX Telematics Recently installed MD Marc Trollet, pictured with Torbjorn Eriksen, a journalist from Norway, sees Europe as the most sophisticated commercial vehicle telematics market, and a region that has increasing potential for the South African company. “With an average growth of 15% per year, the 33.7% of the fleet with telematics will push to 40% by the end of 2016,” he declared. MiX aims to target utility and local authority fleets. Its UK and Irish base is in Birmingham and Bus Éireann is among its customers here.

ProVision

Panaltex Bodybuilder Panaltex marked its silver jubilee year in a special way. Alongside an impressive display of six vehicles from its portfolio, this 1930 Austin Seven Delivery Van certainly caught attention. With an unladen weight of 9 cwt and 2 qtr, its carrying capacity was 2½ cwt. A 747cc four-cylinder side valve engine developed 12bhp @2,600 rpm through a 3-speed crash gearbox. Top speed was 45 mph.

ProVision On the ProVision stand was this stand-out livery on the company’s Ford Transit Custom.

It was provided by Irish company Universal Graphics, which launched its ProWrap series of vehicle branding film coatings from 3M. Universal Graphics was appointed a 3M select Gold Partner for printing and application in the fleet markets in the UK and Ireland this year.

Tranzaura “The CV Show 2016 is now officially over and we’re already looking forward to it again in 2017.

I would like to take this opportunity to thank the thousands in attendance and everybody who dropped by our stand to say hello. The Show saw the official unveiling of our new Incident/First-use Checks App and we couldn’t be happier with the reception it received,” said Mike Price MD., at Tranzaura, the driver management solutions provider.

Auto Styling Truckman

Lex Autolease

Text & Photos: Jarlath Sweeney & Leonard Allison

Panaltex

MiX Telematics

VB Air Suspensions www.fleet.ie

42 | TYRES

Dunlop’s new Truck & Trailer Tyre Dunlop SP346 Radial Rib Connectors High Mileage

Goodyear Innovation Centre Luxembourg

T

he science of tyre manufacturing is most interesting. To the majority of motorists, tyres are just another component in the vehicle that happens to make actual contact with the road, but to automotive enthusiasts and those of us involved in the industry, the complex elements involved in the tyre design and production are fascinating. Goodyear Dunlop, one of the world’s top brands in the business provided us with a unique insight into its Research & Development programmes at the Goodyear Innovation Centre in Luxembourg.

Dovetailing this experience was a first-hand look at the test facilities and technologies behind Dunlop’s latest truck tyres, which enable them to deliver economic and environmental benefits as well as peace of mind to truck operators.

This behind-the-scenes visit coincided with the official launch of a brand new on-road truck tyre range from Dunlop. The new line-up comprises the Dunlop DP346 steer tyre, SP466 drive tyre and SP246 trailer tyre. According to Michel Rzonzef, Vice President, Commercial Business Goodyear Europe Middle, East and Africa (EMEA), these new truck tyres offer great versatility being designed for vehicles engaged in both long haul and regional haul applications and offering all season capability.

To demonstrate Dunlop’s motto/slogan ‘Ready for whatever’s ahead’ Michel explained that the new Dunlop on-road truck tyre range equips trucks to be ready for whatever’s ahead and gives fleet operators peace of mind.

Currently, Goodyear Dunlop is a $16.4 billion business with a presence in 185 countries. Over 66,000 people are employed in 49 factories

FLEETTRANSPORT | JUNE 16

and country branches worldwide to include three Research & Development Centres.

Thirty percent of its global sales are within the EMEA region. Benjamin Willot, Marketing Director, Commercial EMEA, mentioned during the presentation session that as a Group, Goodyear Dunlop produces tyres for all types of vehicles, whatever the application and budget requirements. Top of the tree is the Goodyear and Dunlop brands at premium level with Fulda, Sava, Kelly Tires and Debica catering for other areas of the market. For the multi-vehicle operator with roadside assistance, Fleet First from Goodyear Dunlop covers everything from the 24/7 service line, the Truck Force network with 2,000 dealer partners across Europe, and FOS, its Fleet on-line Solutions.

This is an internet based tyre management system that mentors the usage of the tyres and also includes a preventative maintenance system through central billing.

Benjamin mentioned the growing market share that Goodyear Dunlop is currently enjoying, resulting from a buoyant replacement market driven by customer confidence, especially from the fleet sector. Trends in the market reside in four key areas; 1) Fuel efficiency and CO2 emissions; 2) Increased cargo volume and load 40t-44-46t GVW; 3) Winter mobility and legislation; and 4) Noise reduction (and incentives).

When developing the new Dunlop SP range for trucks and trailers, all-important factors were considered. “Better all-round performance than ever before offering high mileage, fuel efficiency for long haul and regional haul operations, summer and winter, all-road performance is the key ingredient,” Benjamin added.

Not only do these tyres offer up to 10% higher mileage and improved fuel economy compared

Dunlop SP446 Dual Layer Tread High Mileage and Fuel

to the previous generation of similarly specified tyres (namely the SP344/SP444/SP244) the new SP346 (steer), SP446 (drive) and SP246 (trailer), they also provide winter performance in meeting the stringent EU requirements for truck snow tyres carrying the 3-PeakMountain-Snowflake (3PMSF) symbol as well as the M+S markings.

“These tyres offer peace of mind for fleets, which need tyres that offer a balance of good mileage and low fuel consumption to ensure low Total Cost of Ownership from their tyre investments. An additional bonus is the winter performance that can prevent trucks being caught out by unpredictable winter conditions.

The SP346, SP446 and SP246 are ready for whatever’s ahead.”

Compared to the outgoing SP344, the new Dunlop SP346 steering tyres also ensure improved handling and control in all conditions, due to the sipes being deeper than their predecessors, which is a key development as they increase the flexibility of the tread blocks

TYRES | 43

res: Ready for Whatever’s Ahead

Mileage Compound

allowing better snow traction. Engineered to target low wear, meaning that the tread pattern is maintained throughout its life until it is ready for regrooving. In addition, their wet grip index is high. Covering the mainstream size requirements, SP346 is also available as High Load versions in some sizes.

Similar to the new steer type, the Dunlop SP446 drive tyre also offers higher mileage and at the same time lowers fuel consumption compared to the previous generation SP444.

Whatever the conditions, excellent traction is assured thanks to the ‘raindrop’ shape at the base of the sipes. The size of the tread blocks and the width of the grooves are designed to distribute thread stiff ness to give higher mileage and high grip in wet conditions. Another feature is the new Dual Layer Technology. The outer layer of the tread is highly resistant to abrasion while the inner layer reduces rolling resistance. This V-shape tread pattern contributes to lower noise and higher mileage, as it allows the blocks to enter the footprint gradually, and reduces exterior noise. These two features provide more rubber volume, without changing the distribution of stiffness across the tread blocks.

Later this year the Dunlop SP246 trailer tyre will be on sale. It will be available in sizes 385/ SSR22-5 160 (158) and 385/67R225 164 (158) HL as High Load versions providing axle weight capacity of 10 tonnes, allowing for more payload.

These new Dunlop truck and trailer tyres are all retreadable and regroovable. Mould cure retread variants with the same profiles will come on stream shortly.

Visit to Innovation Centre An invite to visit the hallowed halls of the Text: Jarlath Sweeney - editor@fleet.ie

Goodyear Dunlop Innovation Centre put us in a privileged position. Not many get the opportunity to witness what happens here and what the 1,000 staff (representing 30 nationalities) actually do each day. Quite a lot as we discovered! The science behind the development and production of tyres is a complex business.

Much time and energy is directed towards research and development and during the tour stop-off at Noise Workshop, we realised how important it is to Dunlop to reduce tyre noise levels from the road and inside the cabin.

Surrounded by thick padded doors and walls, a Mercedes-Benz Actros 2153 4x2 Euro 6, tied down with thick chains was given a run on the rolling road which contains various surfaces akin to typical terrain in the real world. Various load weights are applied during the course of the test. The engineering team here with over 12 years experience are also conscious of the structure borne noise from the tyres noticed by pedestrians and even passing cars. With the new Dunlop SP446, the designers have managed, through the new V-Shape design sequence, to lower the noise levels by 10% more than their predecessor (@ 80 kp/h). The SP446 315/80 22.5 tyres for example is labelled as 72dB (decibles), that’s compared to a hairdryer at 70 DB, airplane at 120 DB etc.

Workshop 2 concentrated on mileage and the focus here in the main is how to extend the first life of the tyre. For the SP346 (steer) range, durability tests have shown that an extra 5% has been achieved over the outgoing SP344.

Reducing rolling resistance is also part of the plan. Another lab test looks at the thermal intensity of the tyre and this is measured through an infra-red system. With a camera mounted on the test truck (a Volvo FH16.550 4x2 rigid), the average temperature speed on

Noise Lab

the tyre is monitored and photographed (at 100 frames per second). The lower the temperature, the higher the mileage. In certain countries around Europe such as Germany, France and The Netherlands, financial incentives are available for transport operators that invest in tyres that feature noise reduction and higher rolling resistence. Standing alongside the 1.6km main straight on the Proving Ground, a 4.6 km inter-looping test track established in 1972, here the tyre performance is looked at in all areas while driving such as steering feel, grip, braking distance in various weather and circuit conditions. We witnessed an unlimited Mercedes-Benz Actros 2051 4x2 rigid speeding at 140 kp/h along the straight, swinging from left to right before coming to a stop. On the 6 laned section, which features differing road surfaces and profiles, there are 30 datapoints that can be assessed from the tyres and vehicle on each run.

Probably the most intriguing part of the visit was to the Chemistry Lab where all the ingredients are developed before mixing all together to make the new tyre. Recipes differ for each compound used. At all times only the best ingredients are used. For each tyre up to 40 kg of various minerals and chemicals are used from Silica, carbon black, wax, oil, zinc oxide, sulphur and of course natural rubber!

On the test bench, all of these vital components are measured and mixed and slotted into the oven. Three minutes and seventeen seconds later a hot, black ball of rubber emerges after being brought to the boil at 130oc. It is a prime example of what is involved and provides a better understanding of the make-up of those black round rubber components that establish the vital link between vehicle and road. www.fleet.ie

44 | FINANCE

Mergers & Acquisitions

I

rish transport fi rms are normally family businesses, small to medium sized, and similar to what happens in agriculture, often passed from generation to generation.

What we are seeing in agriculture is the dominance of larger scale, business orientated and capital intensive farming with greater specialisation. The farm is now seen as a business entity.

Irish transport firms, even medium sized businesses with a turnover of €5 million to 10 million, lack the specialisation and economies of scale available to UK or European operators.

Growing a transport fi rm in Ireland to medium size may take a generation of work. If you have a business that has the managerial, fi nancial and operational capacity to gear up to a more efficient large scale operation, then the route of a merger or acquisition of a similar sized transport fi rm helps to spread risk because of diverse activities and/or customer base. Note, a merger may be difficult to implement as control of new entity is always an issue.

If you consider that overheads range from 6 percent to 8 percent of turnover, and further cost reductions are possible with economies of scale, realistically the acquisition of a similar size/turnover fi rm with same margin should increase overall margin by 3 percent to as much as 10 percent. So for example if there is a combined turnover of €20 million per annum, a €500k to €1 million improvement in bottom line could be realised compared to that previously made by the separate entities.

With increasing labour and insurance costs, and future diesel cost increases, transport fi rms that currently have margin will see this FLEETTRANSPORT | JUNE 16

eroded unless they can create niche profitable businesses, or expand and benefit from economies of scale.

Acquisitions will only work for fi rms that have management structures in place, the desire to develop and expand, and the resources and controls necessary for a larger entity. With growth in business size, owners must have the ability to delegate work and concentrate on business management, profitability and strategic planning. They may not know all their staff personally, but will know each unit of labour’s productivity and profitability.

For mergers or acquisitions to occur both parties must benefit, clear benefits going forward must be seen and a willingness to negotiate on a fair and open basis are crucial for a deal to be hammered out. A key factor is confidentiality prior to a successful deal, as any poaching of customers and staff following unsuccessful talks cannot be condoned and is normally controlled by way of a legally binding agreement.

Many transport fi rms will not consider an amalgamation or acquisition by a competitor purely because of the family name and tradition. Astute business people must review how the new entity will be stronger and more profitable, and this value can be materialised and paid for by the acquiring fi rm. If it has taken a generation to reach this size, and you want to expand profitably and spread business risk, surely acquiring another business is both fi nancially feasible and makes economic sense. Key determining factors are how strong is the current business? Has it the managerial and fi nancial expertise and strength to expand profitably? And has it the determination and appetite to make it happen?

Text: Donal Dempsey - donal@fleet.ie

LEGAL | 45

Manual Handling in Road Transport

O

n a day-to-day basis everyone working in the road transport industry is likely to be involved in the manual handling of a load of one sort or another. The employee in an office moving a printer from one desk to another is as involved in a manual handling activity as is the driver ‘hand-balling’ sacks of flour.

The relevant legislation in this case is contained in the Safety Health and Welfare (General Application) Regulations 2007 which adopts the EC legislation.

As with similar legislation the employer has a duty to identify any potential risk from a manual handling operation and to reduce the risk of injury to an employee, ideally by avoiding the risk, or by reducing the risk by having undertaken a risk assessment of the manual handling task and having provided instructions.

The fact that this is a real problem is underlined by the statistics. One-third of reported accidents are the result of manual handling errors, and of these, nearly 10% are described as major injuries or fractures.

Perhaps because these injuries normally occur in the course of a working day, and they are seen as something of a routine hazard, they rarely attract any great attention.

However, in a small company, the loss Text: Jonathan Lawton - jonathan@fleet.ie

of a single employee can have a serious impact.

The reality is that any employer should have no difficulty in recognising an activity that is potentially dangerous. The trick is gett ing the right balance between the safety of the employee and the needs of the company. Up to a certain point a degree of risk is not only inevitable but is also acceptable, however the risk must be drawn to the attention of the employee. The provision of instruction is one of the required duties of an employer but the Irish tradition is to place over-reliance on training. The temptation is to assume that the provision of training equates to the removal of responsibility when, in fact, both the employer and the employee continue to have responsibility. Every employee must accept the primary responsibility for his or her own safety, and training, in its simplest form, and will identify the risks that are associated with the specific task so that they can be avoided.

The real difficulty facing the employer is controlling those risks which are routinely faced by a driver in the course of a day’s work.

Handling weight which is too heavy for one man causes many accidents. As employees get older it is a fact that they are less able to handle weight. The speed at which the ability is lost will vary from individual to individual,

and of course there are those who will insist that the passing of time has not affected them in any way. Mobility and eyesight are both abilities that are likely to deteriorate with the passage of time and which may well affect the ability of a driver or other worker to carry out work safely.

An employer is expected to be aware of changes in an employee’s ability to carry out his work, and to take steps to avoid injury to that employee, if necessary by direct intervention. It is important to understand that, as an employer, you cannot ignore obvious signs that an employee can no longer work in the same way that he or she used to and that, as a result, there is a real risk of injury. It should be easy enough to change the nature of the work, or to provide help. The fact that the employee insists that the task is still safely possible will never be a sufficient defence in the event of an accident, if common sense should have told the employer that there was a clear risk.

The balance, as so often is the case, is between common sense and the requirements of the law. That balance can only be achieved if the employer is aware of the requirements of the law so that an informed decision can be made as to what needs to be done.

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46 | TIMES PAST

Army Transport in trouble including tracked, armoured and crosscountry, as well as numerous other specialised types outside the scope of this article. Roadgoing vehicles, often with highly specialised bodywork, are the subject here - and they are legion. Selecting which pictures to go with this article was, for some reason, akin to the dilemma of an alcoholic in a brewery.

The stories behind the vehicles chosen will hopefully go some way to give a glimpse of a wonderfully varied fleet, which has a huge number of enthusiastic followers with this special interest. On this occasion, I am repeating some remarks and facts from last year but in view of this important occasion, there is an excuse.

T

Armoured Railcar

wo years ago in Times Past I covered some early mechanised army equipment.

A good intention to return to the subject at a later date was sharply revitalised by the events of a few weeks before this was written.

During the recent Easter Rising Centenary celebrations, the Defence Forces, especially the Army, were prominent at all the functions.

In particular, their turnout at the Easter Sunday Parade in Dublin must have inspired pride in everyone who was present or saw this magnificent spectacle on television.

Some military transport appeared in the parade but something few people probably would not have remembered on this festive occasion was that these same soldiers and their vehicles included those who provided

Bedford AZC 74 during a bus strike 1974 FLEETTRANSPORT | JUNE 16

physical help and transport to people unfortunate enough to have been affected by the appalling floods of last winter. Just as they are always ready to assist when any major misfortune strikes.

The Irish Army, established shortly after World War One, was led by a new generation of officers who did not think in terms of cavalry, instead using motor transport from the start. Several vehicles were acquired from the British authorities, and batches of new stock were purchased over the succeeding years. Many of these were standard British types which rendered excellent service over the years. The story of all these is told in Karl Martin’s splendid Irish Army Vehicles, which occupies a place of honour on many bookshelves.

There are many classes of Army vehicles,

Among early Irish Army vehicles were armoured railcars which patrolled the lines, especially during the Civil War when many incidents occurred. It is a pity that one of these did not survive into preservation. However, one vehicle from that period thankfully still with us is that most magnificent of all military survivors – the Rolls-Royce ARR2, which was the Michael Collins car and was at Béal na Bláth on that fateful day in August 1922. It has been meticulously restored and is normally kept at the Curragh. The Army has also restored a Peerless armoured car from the same period.

For many years, Leylands played a leading role in Army operations. Reliable and adaptable, they served as mobile workshops, recovery vehicles, and most notably as general service lorries carrying dropside bodies with canvas tilts fitted and with longitudinal timber seating. Apart from troop transport, they were sometimes used to assist the general community through Aid to the Civil Power (ATCP) arrangements. Th is service was much appreciated by citizens who availed of Army transport during lengthy transport strikes in 1935 and again in 1947.

From the 1950’s onwards the Army acquired large numbers of Bedfords. There were several models, many of the military ones derived from an equivalent civilian type.

The fi rst of these was the RL model, largely similar to the contemporary S type, but with four-wheel drive and available on large single tyres. It was powered by a 4.9 litre petrol engine. Apart from general use in both the British and Irish forces, both the RL and S types were the basis for

TIMES PAST | 47

bled times the legendary 3,400-strong fleet of Green Goddess Fire Engines built up by the British Home Office for emergency use; many of these subsequently came to Ireland and will hopefully appear in a future article.

The military RL type was very durable and overlapped with the next army Bedford – the MK. A large fleet of RL types had been assembled from 1953 onwards, and during the 1970s these were gradually supplanted

by MK models, virtually four-wheel drive versions of the fabled civilian TK. A large fleet of MKs was built up, but these were to a different specification from the standard British vehicles and were not quite as reliable.

Some were retro-fitted with Bedford 5.4 litre diesel engines but they were not as long-lived as their predecessors and were followed in the late 1980s by vehicles of a different type.

By that time, Bedford had unfortunately been wound up by General Motors in what has been described as a hissy fit. Its demise has since been much regretted.

The foregoing is but a brief note on two of our Defence Forces vehicles. Many of the other types could easily be the subject of many books, but from my point of view, I am glad that several army vehicles have survived with private collectors or in museums.

Some Army vehicles at the National Transport Museum, Howth

Bedford M 8299 ZH, Refuse collection in Artane during bin strike

Through the goodwill of the Defence Forces and private donors, the National Transport Museum is fortunate to have a small but very important fleet of military vehicles.

The road-going vehicles include a 1939 Leyland Retriever, a 1946 Austin, and a 1953 AEC Matador. There are also Austin and Morris Gun Tractors, and both RL and MK Bedfords - and a mighty Berliet wrecker.

Every one of these could fi ll a complete article and perhaps I could return to them at an early date?

Pride of the Army - Slieve na mBan

The National Transport Museum Heritage Depot, Howth Demense, Howth, Dublin 13.

Opening Times: Text & Photos: Michael Corcoran - contributor@fleet.ie

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48 | OPINION

Hurler on the ditch to hit the ground running?

S

o we have a new Government and a new style of democracy according to An Taoiseach Enda Kenny.

Will it improve the climate and environment that small businesses and road transport companies operate in?

Time will tell.

On a general point, the fi rst test of the newly established Government for me will be how the arrears resulting from the Irish Water fiasco will be treated, pardon the pun! I paid all of my water bills as they arrived, because as I suspect most people are, I am generally law abiding and fortunately I can afford to.

My fear in general is that more money will be extracted from our pockets to set up more quangos and committees to give us more “transparent democracy”. Unless you live in the constituencies where one of these new hero Independents happen to live, then there will be litt le or no benefit.

Speaking of these new Independents, we have one as our Transport Minister. Shane Ross T.D. has always had lots to say about transport issues. In the past when CIE was a big player in road transport, Mr. Ross was one of the commentators to question the value of a State owned and run transport company using valuable resources competing with private companies. He was also vocal on road tolling and many other policies that have impacted us in the road transport sector.

Well now that Shane Ross has been elevated to Ministerial office, he has a chance to fi nish all of the unfairness and money wasting.

If he uses all of the column inches he has written over the past twenty years in terms of abuse of privilege by the banking sector, and various State agencies, then he has a ready made programme of action. In the past he was highly vocal about the insurance sector.

In fact he was part of the business action group that the IRHA was part of during Gerry McMahon’s tenure as President.

I attended some of these meetings and he certainly gave the impression he was aware of the issues. However, events overlooked circumstances with the establishment of the Motor Insurers Advisory Group (MIAB) and the arrival of Quinn Direct in the commercial vehicle market.

View from the Operators Desk by Sean Murtagh sean@fleet.ie I am sure the IRHA is curious as to how he will support the organisation. So how will he receive IRHA President Verona Murphy on their fi rst official meeting? In the past few years and particularly since Eoin Gavin’s time as President, the IRHA has become used to being dealt with as professionals. Certainly it would appear that when Minister Leo Varadkar held the transport portfolio, significant progress was made including a very defi nite opening of the doors to the Department of Finance. Previous relationships with the IRHA has seen both Ministers Varadkar and Paschal Donohoe progress to a point where they were real partnerships. Minister Ross must develop this relationship and even improve on it. Th is is a trickier situation now for the ‘Independent’ Transport Minister, as he has for a long time been a 'hurler on the ditch' and to an extent running the country from the sideline.

It is time to tog out and get on the field now, Shane. Without doubt he has the ability to be a reforming and progressive Minister, and having an economic background, is a progressive thinker. Now the big question is, can he perform on the big stage? Has he the political nerve and bott le to carry out the job? A cynical voice in my mind is saying I hope the Government will still be in place by the time you are reading this! (Stop that!).

Tyrellstown Big, Lusk, Co. Dublin.

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COMMENT | 49

Safety Innovation and Eyes for the Road Ahead

From where I'm sitting - Howard Knott

L

ast month, you may recall I wrote about the concept of ‘platooning', whereby vehicles follow each other in close formation on Motorways and AutoRoutes linked together electronically. I was, perhaps, a bit cynical about the whole thing and really did not see the point. But while I was writing that, Ford Ireland was putt ing together a day’s event that would link in with the Road Safety Authority’s iSafer Conference, which took place in Dublin Castle on 28 April.

The Ford event was held at Mondello Park motorsport circuit, and while the whole thrust of the event was safe driving and accident prevention, the big att raction was the opportunity to give the new Ford Mustang a blast around the race track. Th is may have sounded a bit mad, but after hearing about the new technology that is now available across the Ford passenger car and LCV ranges designed to prevent accidents, as well as the very clear and blunt presentation from the RSA on road safety, it was a sober team of drivers that set out onto the track.

We are all, in a general kind of way, aware that the road is a dangerous place, and that every other day somebody is killed on Irish roads.

Unless we are close in some way to an accident, this just washes past us. But I was a bit shaken by some of the stats presented. While two thirds of those killed on the road are in vehicles, the other third are not. In 2015 thirty-two pedestrians were killed, of which twentyfour were wearing dark clothes and therefore could not easily be seen. Th irty of the vehicle occupants killed were not wearing seat belts and, while sixteen of the drivers killed were aged between 16 and 25, twenty-three more were over 61. Perhaps the strangest statistic was that the most dangerous time on the roads is Sunday morning between 10.00 and midday, as none of the usual excuses for accidents would seem to apply at that time. The most shocking fact quoted by the RSA is that the primary cause of nine out of ten collisions is human behaviour, and that three quarters of them arise

Text: Howard Knott - howard@fleet.ie

from driver behaviour.

That brings us to what I would see as a fundamental issue about all of the recent developments in aids to safer driving, that is, will they increase or decrease the level of concentration for the job in hand, which has to be gett ing the vehicle to destination safely and without risk to other road users? Does some of the publicity, for instances showing a car driving itself to the guy’s office while he makes a coffee, give a completely false picture and undermine the serious intent of vehicle and other road safety developments that actually demand more serious concentration by the driver to the job in hand? These were the thoughts in my mind when I wrote the 'platooning' piece.

Our experience in the wide range of Ford vehicles that we drove at Mondello was that while each of the developments featured - the all-wheel drive, the intelligent speed limiter, cross traffic alert and all the rest, certainly help to avoid gett ing into trouble, they all demand concentration by the driver. Take for example, if your car is linked by radar to the car in front, keeping it 28 metres behind and accelerating and braking in response to the other's actions.

Great, but what happens if that radar link is suddenly lost on taking a sharp turn, for example? Then you are suddenly on your own and maybe heading for a wall. Maybe if the car is fitted with ESP we could stop before that wall, but I am afraid that I didn’t try that one for real.

What about that 5.0 litre, V8 engined Mustang? I am no petrolhead but with the quiet encouragement of the Mondello Instructor we really got motoring. I am not surprised that Ford is struggling to keep up with the demand for these superb machines.

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50 | SOAPBOX

Technology and the future of the Road Transport Industry

'T

he Fourth Industrial Revolution' is the title of a book by Klaus Schwab, I heard it being reviewed while going to a meeting to discuss TPMS (Tyre Pressure Monitoring Systems). What I heard subsequently at the presentation seemed like something straight from the book.

TPMS, as explained to us, is a system where truck tyres are polled/ checked every fi fteen seconds for both air pressure and temperature.

The information goes to a central computer which informs the truck operator of defaults with tyre pressure, or any increase in temperature indicating a bearing or brake problem. The operator then decides to either continue to the next service point or stop the truck immediately.

As the meeting progressed the discussion developed into a general one on just where truck technology was going. We already have safety systems for lane departure warning, radar controlled braking and predictive cruise control. The latter allied to Euro 6 engines is producing fuel consumption figures far superior to Euro 5. On the way is remote monitoring of everything that needs servicing on a truck, and information on how that truck is being driven. The computer will decide when the truck needs a service and what

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actually needs repair or replacing. Periodic safety inspections should, if the driver is conducting their daily walk around checks online, no longer be necessary, instead the computer will decide if and when a service is required and just what needs replacing. These no longer need to be time based decisions. Th ink of the cost savings that can bring, think of the loss of earnings for the repair and maintenance providers, think of the environmental benefits? At the moment, to access the ECU of a truck it has to go to a main dealer, and with even more electronics coming our way, is it likely that we will have “Apps” to allow the non main dealer access?

At the IRHA's recent announcement of its Apprenticeship Scheme, we were told insurance would be available for young drivers subject to the truck being fitted with cameras and telematics. We read almost daily of driverless trucks and platooning, but who is in control?

In today’s Euro 6 environment, with Predictive Cruise Control a driver has to give away control to a computer rather than being in control, just one example of what is already here.

Our 'Big Brother' in the form of the Road Safety Authority (RSA) already has cameras in the Commercial Vehicle Test Centres monitoring who is doing what? Questions arise on how quickly it will react to a computer dictating when the next periodic inspection is due. Looking at the Driver CPC, the RSA thinking is based on Euro 3 levels rather than Euro 6. On the other hand if it can obtain information that will be available on the web on just what needs doing or how the driver is behaving, will it wish to access that information?

Currently it is prosecuting for tachograph infringements based on recorded information but there will be a lot more than tachographs being recorded now and in the future. There are those of us who can remember the introduction of ABS braking on trucks in 1989/90, and drivers having major difficulties with it. It took ANCO/FAS more than two years to realize just how much had changed at its own driver training centre.

It seems that everything and anything could be possible in managing the trucks of the near future. The Fourth Industrial Revolution is set for a major impact on the Road Transport Industry.

Text: Jerry Kiersey - jerry@fleet.ie

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