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Ecofficiency from FUSO Canter


• More Economical • Bigger Payload • Lower Emissions

REPORT: FTAI Transport Manager Seminar • Geneva Motorshow 2014 PREVIEWS: CV Show 2014 • FPS Expo 2014 • Multimodal 2014 PROFILE: Sligo Haulage & Distribution FEATURE: Tail Lifts & Cranes PLUS: New Fleet • Health Matters • Safety Matters • Fleet Maritime


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Contents APRIL 2014

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: | 3

4 News • Longer and sleeker trucks • SsangYong’s next Rexton • New Sortimo Sales Rep • Fleet Transport Awards 2015 open for entries • EasyFix can secure loads • New VW Crafter to be built in Poland • Volvo Truck Roadshow • Changes abound for EU Truck Racing • Unique EV Delivery concept

27-30 Fleet Maritime 32 Fuel Prices & Safety Matters

8 Interview One-to-One with Pius Dettling, Head of Fuso Sales & Marketing

40 Finance Internal Audit

35 Review I SEAI Energy Show 2014, RDS, Dublin 36 Review II Geneva Motor Show, PalExpo, Switzerland 38 Profile Sligo Haulage & Distribution

Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Paul Sherwood, Dreamstime Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Cover Photo: Jarlath Sweeney Printed in Ireland

10 Cover Fuso Canter – bigger payload and better allround 12 New Fleet I & II Two pages of new truck sales 16 Report FTAI Transport Manager Seminar

48 Warehousing Review of LogiMAT 2014, Stuttgart, Germany

18 Fleeting Shots • Reading Matters • Motorbike Racing • Work awards

50 Distribution & Econnovation Mercedes-Benz Trucks Driving Experience 52 Feature Tail Lifts & Cranes

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

Diary Date: Thursday 2 October 2014 FLEET TRANSPORT AWARDS follow us on

54 Soapbox Drivers CPC

22 Preview II FPS Expo 2014 & Multimodal 2014 24 Health Matters Sleep Apnoea


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.

44 Comment The viewpoint from Howard Knott 47 Opinion UK Road User Charges

20 Preview I CV Show, NEC, Birmingham

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.

42 Legal Court Cases


Transport Barometer: Data from 13/02/2014 - 14/03/2014


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The procurement platforms of the IT service provider TimoCom are well established in the European transport sector. Here users can find daily freight and vehicle offers, warehousing space or tender long-term transport jobs. Since June 2013, TimoCom also offers a platform where up to 75 different telematics systems can be displayed simultaneously. That not only facilitates the everyday transport business, but makes it more efficient and secure.

4 | NEWS 1

Changes to Commercial Vehicle weights and dimensions moves forward


ruck and trailer manufacturers were the focus of attention at the European Parliament as members of the Transport Committee voted in favour of proposals to allow for longer cabs and increase the overall combination length. These new designs could save hundreds of lives as well as reduce fuel consumption and emissions. The Transport Committee voted to allow truck manufacturers scope to make the vehicle’s front end more aerodynamic, allowing a more streamlined noise, which will facilitate more room for driver comfort. Some of the additional cab space will be used to help eliminate blind spots and include a crumple zone to protect cyclists and pedestrians. Although the process for introduction by manufacturers will not become mandatory by 2022, truck and trailer makers will be working on reducing fuel consumption and corresponding carbon emissions. “Th is decision is good for pedestrians, cyclists, drivers, hauliers and the environment. Th is vote brings the end of the brick-shaped cab closer. It’s a key decision that will reduce road deaths and kick-start progress on

missions after 20 years of stagnation,” lorry CO2 emissions stated William am Todts, Clean Vehicles Officer at Transport & Environment. It is estimated ated that trucks with a rounder front and with rear hed to f laps attached the trailers could i mprove f uel economy byy up to 7-10%. The Transport ’s Committee’s v o t e no w needs to bee confi rmed by the Plenary of the European Parliament this month before the draft law can be considered law by EU Member States. Meanwhile, ACEA, the EU Automobile Manufacturers’ Association supports the initiative and calls for the flexibility to use the

l fficient innovations extra space ffor ffuel-effi such as alternative powertrains, more efficient cooling solutions, fuel tanks for alternative fuels and waste heat recovery. “Th is flexible approach has far more potential to improve the fuel efficiency of the truck of the future,” said ACEA Secretary General, Erik Jonnaert.

New Rexton W to continue SsangYong’s upward trajectory


he next generation of SsangYong’s Rexton W Sports Utility Vehicle is about to arrive in Ireland. Due to go on sale from early summer, the 4WD Rexton W will be offered in seven seat passenger, commercial and business (utility five-door commercial) versions. With previous generations having reputations as sturdy workhorse vehicles, the latest Rexton SUV maintains a body-on-frame method of construction, combined with double wishbone and coil spring front suspension and coil spring five link rigid axle at the rear to maximise its

Power is provided by a 2.0 litre 155PS e-XDi diesel engine mated to either a 6-speed manual or 5-speed T-Tronic automatic transmission.

off-road capabilities. Towing capabilities are rated at 2.6 tonnes.

The price is likely to be a keen drawing point for customers, something highlighted by Eoin Mulvihill, Head of Marketing & Communications at SsangYong Motors Ireland. “With prices starting from only €34,119 including VAT, this new car has an almost unrivalled position in the 4x4 sector. Th is is a strong off-roader that adds serious strength to SsnagYong’s range, and the most impressive thing about this car is its price point.”

Sortimo Area Sales Executive appointed


ue to recent continuous growth in business in Ireland, Sortimo International Ltd, the van racking specialists, has appointed Russ Bainbridge as its Area Sales Executive. This newly created position will see Russ service Sortimo’s existing Installation Partners and to develop more business with LCV manufacturers. Russ has decades of experience and expertise in the coach building and van shelving business, having worked with a number of companies in this sector in the UK and Ireland.

On his appointment, Peter O’Conner, Area Manager – Ireland, Sortimo International Ltd commented, “We welcome Russ to the Sortimo team here in Ireland. Over the last three to four years, it has been a tough market, but thankfully we have achieved steady growth by consistently offering innovative solutions to the light commercial industry. We now believe it was the right time to invest and develop the opportunities we currently have and look to gaining many new customers with Russ on board”.

Galway says farewell to two transport stalwarts



Entries now open for the Fleet Transport Awards


he search is on for the 2015 Fleet Transport Irish Haulier of the Year in association with Rosslare Europort. With 16 categories in contention this year, the Fleet Transport Awards programme is now the most valued and respected in the industry. Whether you operate or manage a large, medium or small sized company, your application will be welcomed.

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 fi nalist stage will gain extensive recognition and profi le building opportunities during 2014/15 and beyond. Winning an award will have a direct commercial impact on your business by not only retaining existing clients, but also in securing new business.

The simplest way to enter the awards is online at www.f Alternatively a hard copy application is enclosed or can be downloaded from Hardcopy entries can be posted to Fleet Transport, D'A lton Street, Claremorris, County Mayo.

The Fleet Transport Awards 2015 will take place on Thursday 2 October 2014 at Citywest Hotel, Dublin.

EasyFix for Safer Loads


asyfi x Rubber Products is well known worldwide for producing innovative solutions for the agriculture, equine and construction industries. The Ballinasloe based company has now developed and produced a number of rubber products for the Road Transport sector. These are marketed as the EasyBrace Mat and the EasyBrace Joist.

tailor made products to meet their particular requirements. With load securing coming more into focus by the Enforcement Authorities, the EasyBrace Mat is currently being field tested by P&O Maritime (Ireland) Ltd and is proving its worth for durability and safety. “I found the EasyFix product extremely strong and it stands the test of time, and at an affordable price,” explained Tom O’Leary, Transport & Logistics Officer, P&O Maritime (Ireland) Ltd. “The specialist equipment we move is in transit to or from sea going vessels which can be very slippy due to salt water. Having tried other foreign made anti-slip mats, they fell apart after some use, so thankfully we found an Irish company based in County Galway that produce a better made product. The EasyBrace Mat works for us and we see great potential for the product in the road transport sector,” added Tom.

The EasyBrace Mat helps to secure loads while in transit. Due to the quality of the rubber, the mats have a high anti-slip coefficient thereby preventing any movement of the transported load. The mats can be placed under the timber skids or att ached to the timber skid whilst in use under loads and can also be used on flat-bed bodies on trucks and on trailers. The EasyBrace Joist is a rubber shoe that fits snugly and securely under timber skids. Both products are re-usable and have long life spans. Representatives at EasyFix Rubber Products are willing to work with transport operators nationwide to provide

Made in Poland – New Volkswagen Crafter … and Caddy!


ollowing the report in Fleet Van & Utility from last year that the agreement between Mercedes-Benz and Volkswagen on the joint production of their respective Sprinter and Crafter LGV ranges would end, Volkswagen has announced that the new Crafter will be made in Poland. The successor to the current Crafter will roll off the assembly line in a new purpose built factory in Wrzesnia, Central Poland, set for competition mid-2016. Up to 2,300 new jobs will be created. Th is development indicates the direction the Volkswagen Group is heading in that the new

to build the new Crafter in Poland,” explains Dr. Leif Östling, Member of the Board of Management at Volkswagen AG with responsibility for Commercial Vehicles, “we are sett ing a new strategic course for our light commercial vehicles.” He goes on to say, “The Crafter is the ideal candidate for all growth markets in the world and will further advance Volkswagen Commercial Vehicles along its path as a globally operating manufacturer.” Crafter will also have a MAN badge as both VW Commercial vehicles and MAN Truck & Bus are sister brands now. “With the decision

The new plant in Poland will become the second plant for Volkswagen Commercial Vehicles as the Caddy van has been built in Posnan for over a decade.

6 | NEWS 111

Volvo Truck Roadshow Back by popular demand


he Vol vo Tr uc k Roadshow returned to Ireland last month, stopping off at some the country’s main dealers and this type of event is fast becoming a regular occurrence. The reason for the frequent visits is simple, it is in response to customer demand. Customers like the opportunity to drop in to the dealer at a time that suits and try out their truck of choice. After visiting with the Dennison Group in the North, it was the turn of Irish Commercials in Galway and Naas to play host to the visiting demo team.

they were all impressed with the system, and could see particular areas of work where it would be of immense benefit. Equally, the customers impressions of the day were very positive, helped no doubt by the friendly relaxed atmosphere, and the good weather. As an opportunity to sample the range of vehicles and discuss the merits of each with the expert Demo Team, the Roadshows are well worth a visit.

Fleet Transport caught up with the Roadshow on the final day in Naas. The selection of fully loaded trucks on offer included three 6x2 tractor units, two FH (500 & 460hp) and one FM (500hp) all at 44 tonnes with Globetrotter cabs. Sitt ing beside the tractors were a 32t 420hp 8x4 FMX, and two 4x2 rigids a 18t 280hp FE and a 12t 210hp FL, with all models running Euro 6 engines. Absent

from this visit was the flagship FH16 750, though that did not seem to deter the visitors with the trucks kept busy throughout the day. Interestingly, the busiest truck was the FM 500 6x2 Globetrotter with a line of drivers eager to try out the now legendary Volvo Dynamic Steering. Speaking with drivers after their runs

All changes for 2014 FIA European Truck Racing Season


ollowing the withdrawal of Renault Trucks’ backing of the MKR Technology team which lead to the Czech outfit pulling out of the series, it is all change for the forthcoming FIA EU Truck Racing Championships. For the 2014 season which opens in Turkey on 4 May, new teams have been set up with negotiations between teams, sponsors and drivers ongoing while mechanics are beavering away building up new vehicles. Former MKR driver, Adam Lacko led the driver merry-go-round by signing up with the Buggyra Freightliner team, while the MKR Renault Truck Racers will now be in the hands of a newly formed team made up of VTR and Team 14, which ran older Renaults in past Championships. With MAN racer Mika Mäkinen quitting the series, another leading MAN TGS challenger Rene Reinert bought his race truck and there are plans that a new French team will run two MAN trucks this year. FLEETTRANSPORT | APRIL 14

After stabbing its toe in the water last season, the Lion Truck Racing Team (formerly Truck Race Team Allgäuer) has expanded with new personnel joining the outfit. Currently a new MAN TGS is being built for the French Cup Champion, Steffi Halm, who will contest the 10 round, 20 race 2014 Championship. Th ree other trademark yellow MANs will run in the French Cup. From the organisational side, Carlos Barros has been appointed the new technical delegate of the FIA for the European Truck Racing Championship following the sad death of Ross Garrett in January after a long illness.

The staff at Irish Commercials were very pleased with the turn out and the interest from customers at both venues on the respective days. The ongoing success of these type of events means they will be continuing in the future - so it’s worth looking out for the Roadshow coming to a Volvo Trucks dealer soon. Paul White

Sshh! Zero Emissions City Delivery Concept


ne of the interesting exhibits at the recent Geneva Motor Show was the collaborative project from Rinspeed, Harman, Linde, Continental, Aaglander and Inmares. The zero emission city delivery concept based on the next generation Rinspeed MicroMAX light utility vehicle comes equipped with Connected Dual Servo Drive technology (CDSD). Its choice of front/ rear/all-wheel-drive traction is provided by specialist companies Aaglander and Inmares and adaptable for a variety of applications. Linde Material Handling supplies all-electric power, having expertise in developing electric drive systems for industrial trucks for over 40 years. Harman came on board to create an acoustic pedestrian safety system, while Continental Automotive played a role in designing the vehicle’s dashboard technology and of course its tyres.


Dhollandia Introduces a Eew Range of InnovaƟve Tail LiŌ SoluƟons for 2014. Dhollandia – VOCS 750kg column liŌ

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Tail liŌ Thorough ExaminaƟons should be carried out every 6 months. Ref: Safety, Health and Welfare at Work (General ApplicaƟon) RegulaƟons 2007. A Thorough ExaminaƟon provides a report of the detailed inspecƟon into the overall condiƟon of the tail liŌ. Our experienced engineers can carry out this examinaƟon (On Site If Required), this report will give the customer peace of mind that the tail liŌ is operaƟonal to the required safety standards.

• Thermo King main dealer • Dhollandia main dealer • LocaƟons in Dublin, Cork, Roscommon and Galway DUB½®N allinlough RefrigeraƟon Ltd. M50 usiness Park, allymount Avenue, Dublin 12 Phone: +353 1 4600322 Email:

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PD We are now bringing in the hybrid in Euro 6 as we believe in the twin power technology, so as a Group we continue to develop same and we are also looking at hybrid technology in combination with other products, not only with the Canter. There are also some testing prototypes ongoing with other products at the moment, which is ready to go and ready to use in different products and that is depending on market trends, and customer willingness. We can easily adopt a technology to the several brands which are in the world. JS Coming back to Europe and today’s Canter, the most significant development is the increased payload, moving the 7½ tonne barrier up to 8.55 tonnes. That moves the Canter to a different level in many ways. Would you agree? PD Yes and as I said we very much believe that customers are more and more sensitive about a good combination of payload and fuel efficiency in a compact truck, which they can use in urban operations and the combination which we offer gives certain customers good value. Therefore we expect that customers who are driving especially in urban areas, will come to our product particularly intent on a truck with more payload. I think also the initial price of our product is below that of the European competitive level. JS The fact that the Vario product is no longer with us, do you see that you can in some ways replace some of that market that’s existing and that can no longer be catered for by Mercedes-Benz? PD Absolutely, the Vario has of course a wide range of products so it could pursue applications which we cannot cover on a one-to-one relationship. But there are a lot of Vario customers, we are now in contact with our dealers and offering them our product. We are fully convinced that these customers have the opportunity to replace their FLEETTRANSPORT | APRIL 14


Do you expect any difference?

JS Looking at the various markets, Fuso is extremely strong in Asia, do you see an opportunity to increase your marketshare in both Europe and Russia?

JS While Fuso and Canter for us in Europe has been such an important product for decades, Fuso is a major player for Daimler in the development of hybrids apart from being market leader in so many countries.

JS Now, will we see further development of that hybrid technology with this new generation of Canter?


PD Most probably it will need a bit more but we have a very good ratio. We have Euro 5, yes it’s smaller but Euro 6 runs about 8,000 kilometres – so it's a bit more, but not substantial.

Pius Dettling, Head of Fuso, Sales & Marketing Europe with Jarlath Sweeney, Chairman, International Van of the Year Jury

PD Yes, that’s absolutely right, Fuso started in Japan with only average technology in place in 1994 and since 2006 we have developed second generation of the diesel/electric hybrid system running more than 2,000 units out on the roads. Japan is also the Global Hybrid Technological Center for the complete Daimler Trucks Group, which works with the team in Stuttgart, Germany.


existing Varios with our Canter. JS Obviously you can’t integrate the Canter chassis/cab to a bus, like the Vario could, but you have the 4x4 option at a higher level now? PD Yes, of course, one of the advantages with the 8.5 tonner is where we can cover a bigger portion of the Vario customer and their specific applications. JS Last time the Canter was introduced you launched the automated Duonic transmission at the same time. Over that period how has that new technology been accepted in the marketplace from a user point of view and what’s the feedback that you have had? PD We’ve had very positive feedback from our customers and also see a clear trend of increasing the demand rate. We have a different picture between our 3.5 tonne and 7.5 tonne weights. If we look at the 7.5 tonne we have an order rate of 70%, so our customers really appreciate the Duonic system, while the 3.5 tonne segment is around 30%. JS Moving to your new drivetrain which is supplied by FPT, the Iveco company, is there any advances in that because I understand that when the last generation was introduced in the Canter, you had the engine with EGR supplied by them, but you actually modified it to include SCR for certain markets on that same block. Is that the same phase of development for the Euro 6 versions? PD Yes, we use these as base engines which are then further developed and engineered in Japan. This also happened with the Euro 6 version – but we are again continuing to use the same base engine with both EGR and SCR technology. JS Have you done any test analysis as regards AdBlue consumption between Euro 5 and Euro 6 for this engine?

PD We very much believe that we have this opportunity and that is why we are also investing in all-wheel-drive technology. We believe that the 4x4 system now with the new high/low gear, particularly in the 7.5 tonne segment will be more and more competitive in respect of payload, fuel consumption, etc. Therefore we see that we can have a better marketshare here in Europe and in Russia. I’m not that familiar with Russia as it is managed by the joint venture which we have with Kamaz. They are marketing the local market version. There are now something like 2,500 trucks in that market, so progress with the project is ongoing, with investment in more local content. JS With regard to your 4x4, you still have to adjust the 4-wheel-drive system on the hub. Did you consider introducing more modern technology in that respect? PD Yes it’s a mix – on one side it’s robust and easy in that way and the other side of course it’s cumbersome. With an electronic system it is indeed more convenient. But for the time being we are continuing with that set up. JS Final question, looking to the future, where do you see the Canter family in Europe? PD I think we will still have our place between the van segment and heavy trucks. In the 2.5 - 10.0 weight classes we believe that our customers will always have need for a truck in that segment. So we will continue to be the line supplement between the van and the trucks.




10 | COVER

Six tonne payload in a Canter

– That’s Fuso


cofficiency”- now there is a new word that may enter the Oxford Dictionary of English someday soon as it describes the new Fuso Canter “as even more efficient and even cleaner.”

Fleet Transport went to the ourtskirts of Lisbon in Portugal to hear all the details of the latest edition of Daimler’s best selling truck. New Canter is more efficient in that it is now more productive with the addition of the 8.55 tonner as the range topper. Th is new variant can offer a payload of up to 6 tonnes – depending on the application. New Canter is also cleaner with the introduction of Euro 6 engine emission controls, that are also fitted to the acclaimed EcoHybrid versions. Other modifications made to the Canter to qualify for Ecofficiency status include increasing the injection pressures on the 3.0 litre Diesel engines to 2000 bar (+25%), extending axle ratios and introducing Electronic Stability Programme [ESP] as standard, using low-friction engine oils, installing stop/start for the drivetrain and using low rolling-resistance tyres. The result? Up to 9% more economical than the outgoing model, while at the same time, reducing CO2 emission by a similar amount. The development of the 8.55 tonne Canter is interesting, particularly that it has the potential to carry a 6 tonne payload. Th at’s better than some 12 tonne rigids with box body and tail-lift , etc. Its added advantage is the cost benefit from lower purchase price and reduced running costs. Easier


to manoeuvre too! Heretofore the Canter range began at 3.5 tonnes and ended at 7.5 tonne GVW. With the introduction of the designated 9C15 and 9C18 models with 150 and 180 hp respectively, the 8.55 tonne models will appeal to a broader range of customers in various fields from Distribution, Construction, Municipal, Landscaping, etc. The largest Canter has a Duonic automated dual clutch transmission fitted as standard, with the 3.0 litre engines (supplied by Fiat Powertrain Technologies) using Selective Catalytic Reduction (SCR) BlueTec 6 technology with a particulate fi lter. Th ree wheelbases are on offer from 3.4m to 4.75m, with maximum body length allowable at 7.21m. Maximum payload is exactly 5995 kg, supported by a new 850mm wide chassis frame, heavier duty transmission and higher brake pedal ratio. As with the previous Canter, there is a Euro 5 engine version for the light versions up to 6.0 tonnes but modified to meet new EU Regulations. Termed Euro 5b+, here the exhaust gases are further cleaned by a combination of Exhaused Gas Recirculation (EGR), oxidation catalytic converter and particulate fi lter. By the way, Euro 6 adds about 30 kg of extra weight to the Canter as the engine and radiators are slightly heavier. What is noteworthy is that on all models the particulate fi lter needs no maintenance or does not need to be cleaned. It is done automatically. Euro 6 technology has also added value to the EcoHybrid version, the

COVER | 11

fi rst mass produced parallell diesel/electric system that is cost effective. In achieving up to 23% fuel savings (and reduced carbon emissions) the additional â‚Ź8,500 (plus VAT) investment, can pay for itself in a few years. Currently the ESB (Electric Supply Board) is the biggest fleet operator of the EcoHybrid with An Post and Celtic Linen trialing same since last year. Similar to the higher weight Canters, the EcoHybrid uses the same 3.0 litre 150 hp diesel block with a 40 kW electric motor att ached. Its 200 Nm of torque is fully available from the start with energy for the motor provided by a lithium-ion battery pack which weighs 63.5 kg. On the road, it moves off in electric mode and when the brakes are applied or accelerator released, the batteries are recharged through recouperation. Then at a speed of around 10 kp/h the diesel engine kicks in. Start/stop control stops the diesel engine when the vehicle is stationary and the cycle begins again. Even though the extra weight of the hybrid drive is around 150 kg, the 7.5 tonne chassis has a load capacity of up to 4.8 tonnes. On the 4x4 version, which was originally launched in 2012, a few things have changed on the 6C18 designated model which is the 6.5 tonne, 2.0m wide Comfort cab (or Crew Cab) with the 175 hp engine. New features on the 4x4 Canter include the standard fit engagable reduction gear which reduces the maximum speed in the individual gears and also increases traction. For this off-roader, the payload provided is around 3.5 tonne. If this needs to be increased it can be upgraded to 7.0 or 7.5 tonnes. The all-wheel-drive can be engaged wherever required but by a manual twist of the differental locks on the wheel hubs. Bit dated in these times, but it makes the technology more affordable.

Text & Photos: Jarlath Sweeney -

At the launch press event, Fuso Trucks arranged a three part test drive with a selection of 30 different Canters to choose from. The Canter 7.5 tonne 7C13 EcoHybrid was driven around at ease through the town of Cascais with the standard 3.5 tonne 35C13 (both Duonics) brought into the mountains to the off-road course and where the 6C15 4x4 was put up to the challenge. As time allowed, a shorter run was made in the 9C18 Duonic to see how the new flagship fared. All journeys were made in a business-like yet smooth and efficient manner. It was noted that the Duonic box always searched for the lowest revs to keep the fuel consumption at bay. On the 8.55 tonner, the additional (but optional) mirrors were an advantage and recommend that they should be fitted as standard. The only notable visable difference between the 9C’s and the other Canter cabs is their reinforced bumper and smaller housing for the LED lamps. Aboard the Canter 4x4, its higher ground clearance was a must as we slowly carved our way through the slippery, wet and potholed fi lled dirt track on the circuit provided. On the steep downhill slopes, the engine brake that delivers up to 50 kW was appreciated. Surprisingly, the turning circle in the tight confi nes was much better than expected. For the European market, the Canter is produced at the Tramagal plant in Portugal about (150 km north of Lisbon). With 140,000 units sold worldwide each year, the Fuso Canter in Euro 6 form will continue this successful trend for parent company Daimler Trucks for many years to come.


New and Used in demand at Longhaul Commercials


risk trade was enjoyed by Longhaul Commercials, Tullamore, County Offaly in the fi rst quarter of 2014 for both new and used trucks, according to Martin Hough, Sales Executive. “Most of the sales were generated at the high-end with two-to-three year olds in demand.” Martin maintains that the market in general still lacks the appetite for purchasing brand new “with the big governing factor, in my opinion,

being the lack of available fi nance, as the pillar banks are slow to lend,” he said. “They put their clients through very strenuous rigours before approving the funding.” Pictured are two recent new sales conducted by Martin to Dunbia (Kilbeggan) – an Iveco Stralis 450 hp 6x2 tractor and an Isuzu N-Series N75.190 4x2 rigid sold to John F. Heneghan, Athlone.

New Scanias and new livery for JPT Transport


ith the purchase of two new Scania R440 6x2/4 Highlines, John Phillips Transport (JPT) has introduced its new corporate identity. Supplied by John Delaney (Naas) the new trucks will contribute significantly to improving fuel costs and thereby allowing further improved efficiencies, according to Niall Phillips, representing the Celbridge based company. The high spec on the new Scania tractors include 14-speed opticruise autobox, cruise control, climate control and auto chassis lubrication.

Very Last Renault Magnum sold plus 2 Premium LDs


ieran McKay holds the unique distinction of owning the last new Renault Magnum to be registered in Ireland. Working across the Continent will be this 480 hp 4x2 tractor-unit operated by McKay Transport, Dundalk along with another similar model in the fleet. K ieran is pictured with Harry Nash, M.D., Setanta Vehicle Sales, Dublin at the handover.

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Meanwhile, Kennedy International (Allenwood) has invested in two new Renault Premium Long Distance 6x2 tractor-units from Setanta Vehicle Sales. According to Jim Kennedy, M.D., Kennedy International, the Premiums were first choice for a number of reasons, “We buy Renault Premiums because they are very reliable, good on fuel and offer the best payload of any of the trucks in their class.” He added, “These trucks will be used on tanker work and are fitted with alloys and bigger diesel tanks.” Wright Group Brokers t/a Wright Insurance Brokers is regulated by the Central Bank of Ireland.


Text: Jarlath Sweeney -

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Great start for Mercedes-Benz Commercial Vehicles in 2014 * New fleet sales, many conquest deals Celtic Linen, one of Ireland’s leading laundry service providers, has just taken delivery of two new Mercedes-Benz Actros 1845LS tractorunits. Supplied by Somers Commercials, main distributors for Mercedes-Benz in the South East, is at work distributing laundry between Celtic Linen’s Drinagh site in Wexford and its Regional depots throughout Ireland.

Tescohasstrengthened its fleet with the addition of 8 new Mercedes-Benz Axor 1824 rigids for distributing dry and chilled foods to Tesco Express stores in Dublin and surrounding areas.

Meanwhile the first ever Mercedes-Benz 2545 Actros 6x2 tractor units trucks are sporting the distinctive silver livery of Kilsaran - Ireland’s largest producer and distributor of conc rete products. Suppl ied by MUTEC, they will run at 46 tonnes and distribute Pav i ng a nd Walling products between Kilsaran’s headquarters in Dunboyne and its customers across the country.

Dungarvan Transport increased the number of Mercedes-Benz Actros

Wicklow firm, King Tr ee Services , which specialises in the care and maintenance of trees, has purchased a unique Mercedes-Benz Atego 1318 4x4 with a body specially built by Timmons Engineering of Camolin. St ay i ng on t he horticultural subject, Rentes Plants from Moyvalley, Broadford, County Kildare, one of the longest running nurseries in Ireland, has purchased a new Sprinter 4x2 chassis/ cab fitted with a box body.

Some Come, Some Go... Goods Vehicles equipped with Groeneveld’s Heavy Duty Automatic Chassis Greaser Always on the move for Best Profitability

trucks in its fleet to twelve with the recent addition of four new Actros 2545 models. Supplied by Mercedes-Benz Commercials Dealer Surehaul of Clonmel of which Dungarvan Transport is a long-standing customer. Commenting, Surehaul’s Sales Manager Mark O’Connor said, “It’s a great endorsement to see them returning for more, having received the first two MP4 trucks we delivered back in July 2012. We look forward to continuing this success with our new class leading fuel efficient Euro 6 engines.” Fi na l ly, a not her conquest sale achieved w ith Slane-based haulage firm Noone Transport which has strengthened its fleet to 31 articulated tr uck s w ith the addition of its first ever Mercedes-Benz trucks - two Actros 1845LS tractor units, finished in the company’s distinctive, white and red livery. Noone’s chosen Actros features the 2.5m BigSpace cab, flat floor, air conditioning, night heater, fridge and additional roof pod air conditioning for use when the vehicle is stationary. “Mercedes-Benz is delighted to introduce these trucks to a new customer, knowing the Actros has proven itself as the ‘Truck of Choice’ amongst many of the Ireland’s most well-known fleet operators,” said Fergus Conheady, Mercedes-Benz Commercial Vehicles Sales Manager.

Cork - Roy Dublin - James Belfast - Mark Mob (087) 2575116 Mob (087) 2597102 Mob (0791) 2631524 Your Efficiency Is Our Challenge FLEETTRANSPORT | APRIL 14

Text: Jarlath Sweeney -

Dublin Tunnel Commercials Limited • HGV & LGV CVRT Testing • Agents for Fuso & Isuzu Commercials Sales, Service & Spare Parts Dublin Tunnel Commercials (DTC) is concerned with one thing and one thing only - offering customers a comprehensive fleet maintenance service. Operating from a prime location only minutes from the Port Tunnel, M1 and M50 Motorways and Dublin Airport, and 10 minutes from Dublin Port itself, DTC is situated in the Airport Business Park right opposite Kiely’s Pub on the Old Swords Road. Being specialists in all aspects of commercial vehicle service, repair and maintenance, DTC is effectively a one-stop shop to hauliers and commercial vehicle users, providing a full range of services including Commercial Bodywork and Painting, Breakdown and Recovery, Tail-lift LOLER Certification, Safe Load Inspections for I.P.I.A, Safety Checks, ADR Testing, Tank Pressure Testing, ATC Certification, N.A.S.I. Type Approval for New Vehicle Bodies and Imported Trailers, EU Plating, Tacho-graph Calibrations, RSL Calibrations and HGV & LGV CVRT Testing - Commercial Vehicle Roadworthiness Testing formerly D.O.E. Testing in association with the RSA.

Just opened is a new 8,000 square feet workshop dedicated to HGV mechanical repairs bringing the total workshop and bodyshop area in excess of 20,000 square feet, equipped with the latest diagnostics. It’s bodyshop has a 15m fully compliant spray booth. Commenting on these developments, DTC Managing Director Ray Gregan said, “With the slight upturn in the Irish economy we have decided to invest heavily in our facility by adding one extra HGV lane and one LGV lane. We are proud to be one of the first test centers in Ireland to be granted a 10 year operation license by the RSA. Now with three 22m HGV Lanes and two LGV Test Lanes, we are in a position to facilitate vehicle owners and drivers from around the country.” Ray explained that drivers often end up with spare time on their hands in Dublin Port and Airport while waiting on a load or a trailer to become available, using this time to DTC for CVRT and other services. So for all aspects of fleet testing, maintenance and service requirements, there genuinely is no need to look any further than Dublin Tunnel Commercials.

As an additional service customers can use RFM Live to log on to the RSA’s Mandatory Quarterly Tests and obtain paperwork required on all signed up vehicles. “This enables customers to see and download the paperwork off their own web based portal. It’s like us doing their document filing, but it’s at their fingertips. The calendar also keeps them up to date as to which vehicle is next due.”

New & Used Trucks & Trailers 15m Commercial Spray Booth

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Currently the Fuso Canter Eco Hybrid 7.5t is on trial returning 26% saving on fuel plus having a class leading payload capacity.

Dublin Tunnel Commercials Limited., Heli Centre, Airport Business Park, Old Swords Road, (opposite Kiely’s Pub) Cloghran, County Dublin

Opening Times: Monday – Friday 7:30 am – 5:00 pm Saturday 9:00 am 1:00 pm

Tel: (01) 808 0924/5 Fax: (01) 808 0940 Web: Book on-line:


Marking a change in attitudes


Seminar for Transport Managers hosted by the Freight Transport Association Ireland (FTAI) could be described as marking a change in the attitudes of the transport industry in Ireland. The event held at the Johnstown House Hotel, Enfield attracted members from both the truck and bus sectors, and those with an interest in hearing what the speakers had to say. The FTAI has run quarterly information seminars throughout the country over the past two years, and with each event there is a noticeable increase in the numbers attending. Considering the attendance at the Enfield event, issues affecting the transport industry are being taken more seriously, and operators are becoming more proactive.

EcoCombis until 2015,” with the key issue being road versus rail.” Speaking on the UK Road User Charge, Mr. Higgins, called on Taoiseach Enda Kenny to do ‘whatever it takes’ to ensure that the new UK truck tax which he described as “discriminatory” does not come into effect on 1 April. On the same subject Mr. Higgins added “I have already written to Commissioner for Transport, Siim Kallas.” Mr. Higgins informed the audience that he had also made representations to Minister for Transport, Leo Varadkar T.D., asking that all roads in Northern Ireland (NI) be exempt from the User Charge for Republic of Ireland hauliers, and to stop all funding for NI roads from the Republic of Ireland.

The invite to attend promised an interesting list of speakers who would deliver presentations on important topics that affect the industry directly or indirectly, making the seminar an event worth marking in the diary.

Delivering a ‘Message to the Industry’ on the cost of workplace accidents, Mr. Martin O’Halloran (CEO Health & Safety Authority) said, “the economic cost to Ireland is €3.1 billion. Martin describes this as an “economic haemorrhage” with 40% of these reported accidents Opening the seminar Neil vehicle related. The costs can be McDonnell (Chairman FTAI) reduced or eliminated by “active outlined some of the topics for prevention rather than passive discussion, which included an acceptance,” and he called on update of EU transport policy, companies to leave the event with the safety in the workplace, operator intention to “prevent one accident.” Deirdre Sinnott , Senior Inspector, Health & Safety Authority and Martin O’Halloran, compliance, and the impending In order to help businesses manage CEO Health & Safety Authority HGV Road User Charge for the safety in the workplace, the HSA UK. website, which registered over 1 million downloads in 2013, provides Before calling the first speaker, valuable information that is easy to Neil highlighted that over the past two years only 9 transport licences had work with and free. As the HSA’s Deirdre Sinnott explained “you don’t need been revoked or not renewed, equivalent to 0.15% of the number of licences to buy in an expensive consultant” to be compliant. issued. He pointed to “the low level of enforcement”, and blamed the legal framework for this lack of enforcement and not the efforts of the relevant Speaking on the issue of Commercial Vehicle Roadworthiness (CVR) and authorities with whom the FTAI have a good working relationship. He operator compliance, the RSA’s Director of Standards and Enforcement, assured the members that the Association is continuing to lobby on their Denise Barry had the audience’s full attention, as she delivered a clear and behalf regarding the UK’s Road User Levy (RUL), and will continue to comprehensive progress report of the CVR reforms, and outlined the next do so. Neil reiterated that the FTAI was working with the authorities to stages of the programme. represent members’ interests, and influence in a meaningful way the proposed Transport Bill due in 2015. Denise began by presenting a number of images taken roadside at inspections. The images depicted vehicles with cracked brake drums, corroded chassis As the only Irish member on the EU Transport Committee, Mr Jim Higgins frames, and inoperable braking systems, and clearly demonstrated why the MEP spoke to the group on the subject of the ‘Leichtfreid Proposals’ and reforms are necessary. However, the aim of the presentation was to focus how it may affect the Irish transport industry. The Leichtfreid Proposals arise on the benefits of compliance, and how compliance delivers efficiencies from a revision of the vehicle weights and dimensions regulations throughout for the operator. Th is will be of greater significance as the ‘Commercial the Union. Commenting on the proposals Mr. Higgins called it ‘a missed Vehicle )perator Risk Indicator’ (CVoRI) system develops through 2014 opportunity.’ While there is some movement on increased weights for two and early 2015. axle coaches, and a possible increase in length for car transporters to 20.75 metres. Mr. Higgins said that, “there will be no clear outcome on 25.25 metre To date the reforms have delivered a significant improvement in vehicle

Jim Higgins, (MEP) & Martin Diskin, Department of Transport FLEETTRANSPORT | APRIL 14

Aidan Flynn, (FTAI); Jim Higgins, (MEP) and John McConnell, (Corporate Lead Executive, e-Flow)


Gary Green, Senior Area Engineer, FTAI

roadworthiness. The figures show an increase with, ‘on or before time’ annual testing, and a 20% increase in maintenance programmes in place. Both of these elements along with adherence to tachograph regulations will enhance an operator’s CVoRI score. The more compliant or ‘Green’ an operator’s score rates, the less frequently they will be inspected or have their vehicles delayed at the increasing number of roadside checks. Commenting on roadside checks, Denise said the Authority “stopped three times the number of vehicles in 2013 compared to 2011,” and continued, “Poor results at the roadside will cause a follow up inspection” - of which the Authority are conducting 250 per month. In closing, Denise mentioned that later this year the Authority would be granted increased powers, allowing them to take prosecutions and immobilise or detain vehicles at roadside checks. Although the noted increase in CVR compliance is welcome, Denise said, “the case for improvements in roadworthiness are as compelling as ever.” Arguably the headline topic of the day was to be UK Road User Charge. To explain the background to the levy, FTAI invited Simon Chapman from the UK Department for Transport, and Sue Holloway from Northgate Public Services to address the meeting. From 1 April the time based tax must be paid in advance on all non UK registered commercial goods vehicles over 12 tonnes that use the road network. The charge applies to all UK roads, with the only exemptions being the M6 Toll Road, and two roads in Northern Ireland where they criss-cross the Border. According to Mr. Chapman, “Ministers have the power to exclude certain roads once a case is made. However from the 1st of April the A5 (in Northern Ireland) will be included.” The time period levied is per one 24 hour day, from 00.00 hrs to 24.00 hrs. The daily amount charged depends on the number of axles, the weight, and the trailer, and will cost from £1.70 to £10.00 per day. Operators have the option to pay on an annual basis in which case charges range from £85.00 to £1,000. It is possible to claim a refund in cases where the levy is paid and the vehicle does not operate on UK roads or is sold. However this is only available to those who register and pay online, and is a pro-rata rate of the annual levy.

Neil McDonnell, Chairman FTAI

Importantly the levy is non-transferrable between vehicles, and non payment or underpayment is deemed a criminal offence, and attracts a fine of £300.00. The fi ne must be paid at the roadside before the vehicle can continue, and additional immobilisation and storage charges will apply. Over the day in Enfield other speakers delivered presentations which covered topics such as Cycle Safety (Christopher Snelling FTA), Carbon Reduction (Conor Molloy) and Work Related Safety (Deirdre Sinnott, HSA). Es Shepherd (FTA) delivered the fi nal presentation by giving an overview of forthcoming events and legislation. The event provided members with a great deal of information, and individually clarified several points relevant to their operations. Speaking to ‘Fleet Transport’ - Media Partners for the event, after his closing address. Neil McDonnell said “we are very pleased with the number of members who attended” saying “the feedback has been very positive.” Neil wished to add “a note of thanks to the event sponsors for their support.”

Celtic Transport Solutions Providing a 24h assistance for operators working in France, or transiting throughout France.


It is possible to register for an online account or choose the ‘pay and go’ option. Most of the major credit and fuel cards are accepted, and the tax can also be purchased through third party agents such as ferry companies and Eurotunnel. Possibly a sign of things to come, when registering the vehicle details it is required that you specify the Euro emission rating for the truck. While this has no bearing on the amount charged at present, it is reasonable to assume it will in the future. If the Charge is paid at one of the limited number point of sale agents within the UK a receipt will be issued. However for online payments there will be no physical record of payment such as a disc, or Vignette. Enforcement will be primarily done using the current network of Automatic Number Plate Recognition (ANPR) cameras, with the number of ANPR cameras being increased on key roads, for example, the main routes to and from the ports. Text & Photos: Paul White -




Sebastien DANIELOU

+33(0)6 43 63 95 90

+33(0)6 23 94 08 14


Reading Matters – Truck Makers Series:

MercedesBenz Trucks

On page 22, Colin describes the arrival of the New Generation (NG/SK) range in 1973 which heralded the dawn of Mercedes-Benz as a global player in the business, while on page 28, the introduction of EPS – Electronic Power Shift in 1985 was mentioned. As we know this innovation was a game changer in the industry. Move on to page 94 and see Merc truck cabs wearing various different brands, mostly Asian. Towards the end of the book, striking photos of Freightliner and Sterling trucks from North America are featured.

by Colin Peck ISBN 978-1-845846-43-5


aying a visit to the Mercedes-Benz Museum in Stuttgart is well worthwhile for the vast range of trucks bearing the iconic ‘three-pointed-star’ brand on display. If not in a position to do that though, take a read of Colin Peck’s latest work under the Veloce Truck Makers Series, namely ‘Mercedes-Benz Trucks’. Contained within the 128 pages of text and broad range of photographs from all over the world, is an excellent account of the history

also brings the reader up-to-date with the current line-up within the Daimler Truck Group that share components with each other, be it cabs or drivetrains.

of the Daimler owned truck marque. This compact book also examines all partnerships, acquisitions and alliances Mercedes-Benz Trucks’ has encountered over the decades and

Truck racing, be it on track or cross-country, deservingly gets its own chapter to bring together another thoroughly enjoyable book about one of the industry’s thoroughbred brands.

Aaron Clifford’s on a fast track to success! ere’s a name to look out for in the motorbike racing circuit, Aaron Clifford. The 14 year old has already made a big impression in the scene in Ireland and now is applying his talent overseas.


Distribution, Schuberth Helmets, Vulcanet and Noone Transport. “We really couldn’t do without our main sponsors, Noones and Dixons, they are a great help,” said Kenneth Clifford, Aaron’s proud father.

His 2014 season got up to speed after a three day test in Cartagena, Spain followed by competing in the first round of the Thundersport GB Series. Aaron qualified in 17th position on a hired bike and was 2 seconds off pole over the four races. He found the competition extremely tough and recorded two 15th places, a 16th and 19th overall. He managed to go within 0.6 seconds off the fastest lap.

Kenneth has every reason to be proud as from a very early age (9), he began racing in minimotos, progressing on to winning two Irish Championships in 2011. Racing an Aprilla RS 125 in the Irish Clubman’s Series he won the Southern Irish Championships. Currently, Aaron holds the lap records in three circuits, Kirkistown and Bishopscourt in Northern Ireland and at Mondello Park. Due to fi nancial constraints, Aaron may not be able to compete a full season. Interested parties can contact Aaron through his facebook page.

Aaron had his new Aprilla RRV 450 ready for the recent Irish Championship rounds in

Mondello on 23 March and for the Donington Park on 10 April and is grateful for the support primarily from Dixon Transport, SMR AKB

FedEx Express is a Great Place to Work in Ireland…….again!


rom the recent annual list revealing the best companies to work for in Ireland, FedEx Express, a subsidiary of FedEx Corp and the world’s largest express transportation company, has been officially named as one of the Best Workplaces in Ireland. Noted for its camaraderie, contribution to the local community and the flexibility of its management, FedEx Express has been recognised for the ninth year running by the Great Places to Work Institute Ireland, which runs the annual listing. Known for nurturing and developing team members at all levels, FedEx Express


to ensure growth and development and ultimately a good working environment,” says Trevor Hoyle, Vice President of Operations FedEx UK & Ireland.

operations in Ireland are particularly highly regarded in terms of Learning and Development, hiring practices and communication.

Ranked as the 11th best company in Ireland, FedEx Express receives the award for its desire to continuously improve its working culture. Winning companies were accredited for building employee trust and creating a rewarding cycle of personal contribution and appreciation, whilst delivering outstanding business performance.

“At FedEx, we pride ourselves in offering our team members the best opportunities possible

Text: Jarlath Sweeney -

A Daimler Brand

The New Sprinter Irish Van of the Year 2014 The best Sprinter ever!


Motor Distributors Ltd. Naas Road, Dublin 12.

Tel:- (01) 4094 444


CV Show, NEC Birmingham • Companies of note exhibiting at the annual Commercial Vehicle Showcase BPW

29/30 April & 1 May 2014

BPW’s ECO Air tank will be launched at this year’s CV Show. Manufactured with reinforced fibreglass plastic (GRP), this new TÜV approved air tank saves up to 60% in weight when compared to the normal steel tanks of today.

In a winding, mesh-like design, the polyamide-impregnated glass fibres not only make the air tank particularly robust, but also provides very high life expectancy. ECO Air tank possesses extreme strength - burst pressure is more than three times the nominal pressure - whilst the GRP material is characterised through high corrosion resistance, weather proof and chemical stability and can be used in temperatures ranging from -40°C to +80°C. Apart from weight reduction, the ECO Air composite tank offers advantages for the vehicle manufacturer and with subsequent trailer maintenance: the GRP air tank can be mounted by just one person, which greatly eases the installation. Meanwhile, the air pipe connections, located in the tank endcaps, can be connected simply via standard metric fittings.

BPW ECO Air Compact

In addition, BPW’s ECO Air COMPACT, a completely new running gear system, is being showcased. Designed for 9-tonne on-road applications, it is suitable for both drum and disc brakes. ECO Air COMPACT is mounted on a two-part cast trailing arm, the joints of which are bolted together diagonally. Combined with the four-point contact, this guarantees optimum load transfer and stability. Moreover, the two adjustable hanger brackets in the whole modular system provide the trailer builder with optimum latitude for axle alignment. The suspension mounting is also completely maintenance-free. Components are not welded together; it is of modular construction which means individual components can be purchased separately and therefore can be easily replaced - one such component is the steel-rubber-bush.

Carlsen Baltic Carlsen Baltic is one of Europe’s biggest producers of lightweight refrigerated bodies for light and heavy vans up to 6 tonnes, used for frozen food deliveries using low-carbon, eutectic refrigeration systems. The Danish owned company is displaying its latest solutions for the temperature-controlled grocery home delivery market: a 3.5 tonne multi-compartment, multi-temperature body using a low-carbon, eutectic refrigeration system. Carlsen Baltic

Its latest development to meet the growing demand in grocery home-delivery, is a multi-temperature body with eutectic plates. The body has three temperature zones: -36°C, +5°C and +12°C. The temperatures can be adjusted according to the operator’s specific needs and the eutectic system will keep constant temperatures in the van. “It is the perfect solution for today’s distribution with multi-drop delivery with multiple door openings. This solution is used by many of Europe’s leading home and office food delivery companies,” said Linas Starkevicius, Managing Director for Carlsen Baltic.

Grayson Heat exchange specialists Grayson Thermal Systems will showcase the latest additions to its range of radiators for leading commercial vehicle makes, and announce upcoming plans to introduce a complete intercooler range by 2015. Grayson Thermal Systems Routing and Scheduling solution from Maxoptra

Grayson is a leading manufacturer of cooling systems for bus and coach brands and began making serious inroads into the CV market just over two years ago, designing and manufacturing products for leading British and European truck models. Its products are marketed to fleet operators and distributors throughout the UK, Ireland and Europe. Based near Birmingham, Grayson has recently invested £2m in its premises and has taken on additional staff throughout its research and manufacturing operations so that it can handle growth in business across all its markets. “We now offer products for DAF, Dennis Eagle, Mercedes-Benz, Scania and Volvo Trucks and they are delivering cost savings of up to 50 per cent to operators,” said Andrew Hateley, Aftermarket Business Development Manager. “We’ll be building on that with the new intercooler range, which should start to come into the market later this year.”


PREVIEW I | 21 Grayson’s CV products for the aftermarket are developed and manufactured to the company’s own exacting quality standards, which match or exceed OEMs’ specifications, and they are all fully guaranteed.

way to see Stoneridge Electronics on stand 4D26 where the company will not only showcase its expertise in tachograph solutions but will reveal a brand-new digital tachograph, the SE5000 Exakt Duo2.

Magenta Technology

The new SE5000 Exakt Duo2 will help transport managers make more informed decisions when planning driving patterns. In addition to the already existing benefits such as the “One Minute Rule” and real-time updates and countdowns on drive and rest times, it will have a wealth of new features. Fleets will be pleased to see that they can now set how Period of Availability (POA) should be counted, as SE5000 Exakt Duo2 comes with an improved POA setting. Distribution trucks will benefit from Working Time Directive (WTD) calculations that have been added into the Duo functionality. Other new features include: new ferry/train display in Duo; automatic activation of company locks when new card inserted, display of the product revision in Info menu and more.

At the NEC, Magenta Technology will highlight testimonials from its broad customer base in providing routing and scheduling soft ware for companies like Gist, NHS, Addison Lee, Flower Vision and more recently Natures Menu, Europe’s largest raw pet food manufacturer. It has chosen Maxoptra, the leading real-time dynamic routing and scheduling solution from Magenta Technology, to ensure high customer service levels are maintained as the business grows. Natures Menu, winner of the 2013 Pet Industry Award’s ‘Manufacturer of the Year’ had an existing electronic order management system in place that could no longer cope with the increasing number and complexity of the orders they were receiving. As such, the company needed a system that was able to quickly and easily schedule delivery jobs, so that they could plan vehicle capacities, routes and expected delivery times to enable them to immediately respond to customer queries.

“The CV Show 2014 gives us the perfect opportunity to launch our new SE5000 Exakt Duo2. . We look forward to meeting both existing and potential new customers to show them how our tachograph solutions can save them both time and money,” stated Victoria Tramma, Stoneridge Marketing & Central Sales Manager.

After a tough selection process, Natures Menu chose Maxoptra recommended by Independent Tracking as part of a total solution which included fitting TomTom telematics to all of their delivery vehicles. The team at Magenta impressed Natures Menu with their depth of understanding of the logistics business. According to Craig Taylor, Managing Director, “Magenta played a key role in the total end-to-end processes and IT transformation that Natures Menu undertook in 2013, providing the foundation to scale the business, build on the high levels of customer service enjoyed by our customers, while at the same time reducing mileage and fuel consumption for the business.”

MiX Telematics South African company MiX Telematics will be focusing on its Soft wareas-a-Service (SaaS) delivery model, which provides a broad range of fleet management solutions, including the company’s state-of-the-art mobile asset tracking service, MiX DataTrak, and a new generation of MiX Fleet Manager, which is being launched at the show.

MiX Telematics, Steve Coffin; Marketing & Operations Manager

“Whether it’s basic track-and-trace functionality or a comprehensive, bespoke service encompassing every aspect of fleet management, our SaaS platform enables us to adopt a consistent approach to individual customer needs in order to derive solutions which are fit-for-purpose, flexible and robust in every case,” commented Steve Coffin, Marketing & Operations Director for MiX Telematics. “Furthermore, as a multi-national player active in more than 100 countries, we apply the principles of SaaS worldwide. This means we have an unrivalled wealth of operational experience and knowledge, which today is passed on and shared by each and every one of our customers globally.” As an additional incentive, MiX Telematics will be running a competition with great prizes on offer for all visitors to the CV Show. Further information and details of how to enter is on Everyone intending to attend the Show is invited to visit the site beforehand to sign up for this exciting and fun competition.

Snoeks Automotive A world premiere of the crew cab conversion kit on the all-new Ford Transit by Snoeks will happen on the first day of the CV Show on 29 April. The new crew cab (3 person) fitting combines passenger transport comfort and convenience through additional storage areas. Light, yet durable materials are used creating a higher payload and fuel efficiency. For those who wish to accommodate up to seven persons, an optional four-seat bench can be specified.


“As with most of our crew van conversions, the new Transit will be European Type Approved for N1 vehicles. Our fitting agents will be able to meet this regulation, no problem,” said Michiel Abbing, Area Manager for Snoeks Automotive. “No compromises on safety will be allowed and a robust traceability system is in place,” he added. OGH Enterprises Dublin, Baldonnell is the Irish agent for Snoeks Automotive.

Stoneridge Operators looking for user-friendly tachograph solutions should make their Text: Jarlath Sweeney -

Stoneridge Duo Mobile app


New Exhibitors Flocking to FPS EXPO 2014


he event of the year for the oil distribution industry in the UK and Ireland, FPS EXPO 2014 takes place on April 9-10 at the Harrogate International Centre. A wide variety of senior professionals from across the UK, Europe and as far afield as the USA will be visiting FPS EXPO 2014 to check out the latest industry innovations. The latest company to secure a place at the increasingly popular industry showcase is DAF Trucks UK Ltd. The truck company joins an increasing number of first time exhibitors at FPS EXPO 2014, including Oriel Systems Ltd, Concrete Canvas Ltd, The Handsfree Company and Terence Barker Tanks Ltd to name but a few, to the extent that organisers FPS (Federation of

Petroleum Suppliers) are considering extending to a fourth hall. Dawn Shakespeare, FPS Marketing and Events Manager comments: “Securing DAF Trucks is fantastic, year on year visitors to FPS EXPO tell us that they like to see more commercial vehicle manufacturers at the show so DAF Trucks' attendance will reinforce our commitment to ensuring we give our visitors what they want. This year we have so much to offer visitors to the show. More than half of our exhibiting companies have announced that they’ll introduce new products and services at the show - everything from new tankers, testing equipment, safety equipment, new computer software and oil storage equipment to all the ancillary equipment that goes with them. This is all good news for visitors to the show, who will

benefit from exploring the extensive array of new and innovative products on display, compare the latest developments in tankers and oil distribution industry equipment, explore new technology, learn from industry experts, and talk with manufacturers - and each other - face to face. The size and scope of the show floor, cutting edge educational sessions and new product and technology launches will be unmatched. It is a testament to the effectiveness of the event that demand for exhibit space at FPS EXPO 2014 is still incredibly high with less than four months to go we are still getting enquiries from new exhibitors.

Multi Exhibitors at Multimodal 2014


ultimodal, the UK and Ireland’s leading freight transport and logistics exhibition will celebrate

its seventh anniversary in 2014. For this year’s event which runs from 29 April to 1 May, Multimodal will be co-located at

the NEC, Birmingham at the same time as the Commercial Vehicle exhibition. The exhibitions will be organised independently of each other on different sides of the NEC, making it easy for visitors to one show to also visit the other on the same day. Multimodal has become the annual one-stopshop for shippers who wish to fi nd ways of optimising their supply chain and transportation flows, with exhibitors representing the crème de la crème of the transport and logistics industry. As well as the display stands visitors can attend free seminars to hear fi rst-hand experiences of those in the logistics sector including the Cooperative, Sainsbury’s, Asda, Collect+, ByBox and Unipart. The seminars are organised by the Chartered Institute of Logistics and Transport, and the Freight Transport Association, with something to help everyone run a slicker supply chain.



“Brian “Br B ian Ye YYeardley eard a dley ey Co Conti Continental n nen nti nental ta pr tal provi provides ov des fu ovi fullll loa loadd aand nd gro groupa groupage upagg services, including Hazardous (ADR) goods, for both import and export throughout the UK and Mainland Europe. For our customers, it’s all about maximising load space and minimising road miles. With the high quality Krone mega dry box we not only provide the optimum in load capacity but also have the flexibility to work the trailer safely and securely for two distinct operations, 12 months of the year” Kevin Hopper. Managing Director, Brian Yeardley Continental

Also new this year too is an Air Freight Seminar Stream in association with The Loadstar, tackling key trends and issues in the industry and focusing on a new FTA report into UK air freight shippers’ needs. Multimodal 2014 will also play host to industry meetings including the Rail Freight Group, Leaders in Supply Chain, CILT and Women in Logistics. Another fi rst this year will be the ELUPEG meeting at Multimodal and all attendees are invited. The theme is ‘Multimodal Transport and Collaboration in the Supply Chain’ and will feature speakers from the Stobart Group and Ford with case studies from Boots and Premier Foods. ELUPEG is the only European organisation whose sole focus is the fostering of logistics collaboration.

Krone Trailers UK, Peckfield Business Park, Phoenix Avenue, Micklefield, LEEDS. LS 25 4DY Tel: +44 (0)1132 878817 | Fax: +44 (0)1132 878819 |


Text: Cathal Doyle -





The double cabin system allows panel vans to have a second row of three or even four seats installed, accessible from existing side loading doors. The highly-regarded crew van conversion from Dutch specialist Snoeks Automotive, is successfully available in Ireland since 2002. All conversions are approved by the National Standards Authority of Ireland (NSAI) in accordance with latest EU legislation. Kits can be ¿tted to both new and second-hand vehicles. OGH Enterprises is the foremost N1 commercial conversion specialist in the 4x4 and car-van industry. We work with all the major brands in Ireland, in conjunction with the NSAI ensuring compliance with all local and European rules and regulations.

We also offer a complete ¿t-out service for all commercial vans, including ply-lining, partitions, bespoke shelving, tow-bars, roof fans and many other services. Rock House, Baldonnell, Dublin 22 Tel: (01) 459 4777 Fax: (01) 459 4767

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Important notice for commercial vehicle owners and operators. CVRT of Trailers – waiving of levy payable at the annual test. The Road Safety Authority is waiving the levy on the annual trailer test with immediate effect until 7th October 2014 as an exceptional measure. This initiative is designed to promote and improve the roadworthiness condition of commercial vehicle trailers and encourage trailer owners to bring trailers into the testing system. If a trailer has already been tested since 7th October 2013, the levy will be waived at the next annual test of the trailer concerned provided it is tested no later than the relevant test due date. Trailer owners must test their trailer annually. For more information, visit


Sleep Apnoea – a Nightmare for Drivers


n this month’s column, Dr. Betty Maguire highlights Sleep Apnoea, which is a serious issue for professional drivers.

Sleep Apnoea, or Obstructive Sleep Apnoea is a serious condition in which airflow from the nose and mouth is restricted during sleep, resulting in pauses in breathing which can last 10 seconds or more, and can occur up to 400 times a night. As they don’t sleep properly lying down at night, people who have this suffer from various symptoms such as excessive daytime sleepiness, heavy snoring at night, falling asleep at inappropriate times, impaired concentration, unrefreshed sleep, irritability/personality change, and memory impairment. For professional drivers, these symptoms are potentially deadly. As driving is a skill which incorporates many simultaneous activities by the brain and requires full concentration, it is thought that up to 20% of fatigue related accidents are related to nocturnal sleep deprivation. Of course daytime sleepiness may occur in people without a sleep disorder, i.e. those who take certain medications – some anti-allergic medications, antidepressants, or sleeping pills, but Obstructive Sleep Apnoea has been found to be the most common reason for habitually drowsy driving. These drivers are as dangerous as those with high blood alcohol levels, and cannot be caught at Gardai Checkpoints, so the driver themselves have to be aware of their sleepiness. During investigations, it has been found that drivers who were involved in major incidents had stated that they had been fighting sleep when these incidents happened and had noticed themselves to be sleepy before the incident, but had failed to appreciate that extreme sleepiness is accompanied by a high likelihood of actually nodding off. In these cases there is a ‘micro sleep’ of a few seconds or so where the driver will have driven up to 100 metres or so while sound asleep. Obstructive Sleep Apnoea occurs most often in moderately or severely obese persons who attempt to sleep on their backs – 4% of men and 2% of women are affected. Obstruction of their breathing passages causes a repeating cycle of sleep, snoring heavily, sudden obstructive choking, then awakening with gasping. Daytime drowsiness follows.

This problem is one of the sleep disorders and can be diagnosed fairly quickly and dealt with equally rapidly. If a driver suspects they might have Sleep Apnoea he/she should be assessed as a matter of urgency, preferably by a specialist, as there are immediate measures which can be taken – there is a nasal mask which can be applied immediately and may eliminate the apnoea, and improve daytime alertness. Th is is known as the CPAP or Continuous Positive Airway Pressure. There are surgical treatments, which involve widening the airways, and also nasal surgery. There is the fairly drastic means of surgical weight loss – this has been found to have a most dramatic effect on sleep apnoea. However, some minor behavioural changes such as sleeping on the side rather than the back also helps. As Body Mass Index correlates closely with Obstructive Apnoea (and the professional driver has a tendency to be overweight) a Canadian Insurance company - who had details of driver’s weights - found that there was 2 to 3 times the risk of accidents with sleep apnoea in the overweight driver. It is important to assess the professional driver carefully, as their livelihood is at stake. As there is no good objective test to foretell sleepiness we must rely on the driver’s own report of sleepiness, their spouse’s assessment, any previous accidents due to sleepiness, and an assessment of their own att itude to the problem, including their stated intention to avoid driving while drowsy (as well as a medical examination).

All these factors were found to have improved in the drivers who wore the CPAP. In fact, in professional drivers, who require a higher standard of fitness than those who only drive for short distance, there is evidence that even though there is some sleep apnoea in these drivers, their accident rate is generally low. Bearing that in mind, fear of losing their licenses should not inhibit them from self reported episodes of sleepiness as the problem might then go underground. As obesity is the single most important factor in causing obstruction in the upper airways, weight reduction should immediately be attempted. However, it is acknowledged that substantial weight loss is difficult to achieve, hard to maintain and takes a long time. It is fi nally the driver who has to decide whether or not to drive if he or she is sleepy. Some responsibility also falls on the driver's General Practitioner, and also those who are involved in driver licensing. Greater awareness, rapid diagnosis, and immediate treatment where appropriate would seem to be the answer to this problem.

As part of a study of the mechanism of accidents, a steering simulator was used, and this was found to demonstrate impaired steering ability with increased wandering around the road and delayed responses to distracting events. This was found in persons with sleep apnoea, and was a result of a combination of increased sleepiness and poor hand/eye co-ordination.

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Text: Dr. Betty Maguire -

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Compiled by Howard Knott Edited by Jarlath Sweeney email:

Volume 9, No. 2 Spring 2014

Stena acquires Celtic Link ferry service


n 26 February the surprise news came that Stena Line had acquired the Celtic Link ferry service running between the ports of Rosslare Europort and Cherbourg. The Swedish owned and managed ferry line, which is already the dominant operator on the Irish Sea with ships already operating up to 120 round trip sailings a week out of four Irish Ports, expects to take over operation of the service from 31 March. Stena Line will continue to operate the ‘Celtic Horizon’ which Celtic Link had taken on charter from her Italian owners in 2011, on the all year round three weekly trip operations. The vessel was built by the Italian Visentini yard in 2006 and is a close sister of the ‘Stena Lagan’ and ‘Stena Mersey’ that operate the Line’s Belfast-Birkenhead route. The ‘Epsilon’, operated by Irish Ferries on its Dublin/Cherbourg route is also a similar vessel. Commenting on the service takeover, Stena Line’s Chief Operating Officer, Michael McGrath said, ”This exciting investment represents an important milestone for Stena Line as, for the first time in our history, we will be able to offer a direct ferry link between the Republic of Ireland and the Continent. We believe we can bring significant added value to the route with our wealth of industry experience and award winning customer service standards which we are confident will help to stimulate increased traffic volumes in the future.” The new route will also be Stena Line’s first operation in the English Channel for a number of years. Up to now the Western Channel routes have been dominated by Brittany Ferries and LD Lines/DFDS. Celtic Link Ferries commenced operations in 2005 chartering the Ro-Ro ferry ‘European Diplomat’ from P & O, which had, up to its rationalisation of services that year, operated on the Rosslare/ France route. While the P & O operation was very freight focussed, Celtic Link sought to develop the passenger related business in the Falklands War veteran vessel, now re-named ‘Diplomat’. In 2008 LD Lines brought its brand new ‘Norman Voyager’ to open a rival service out of Rosslare but, in 2009 withdrew, chartering the vessel to Celtic Link and entering into an arrangement to market the passenger services in France. The

‘Diplomat’ was retired and the small Celtic Link team continued to build up traffic levels on the route, its schedules and those of Irish Ferries giving Irish exporters a six day a week service exRosslare. The “Norman Voyager’ reverted to LD Lines in 2011 to operate on routes in the Western English Channel, though it has recently been chartered to Brittany Ferries to operate its ‘economie’ ser vice linking Portsmouth and Santander. As it left Rosslare the ‘Celtic Horizon’ arrived to take up the sailings. Stena Line continues to operate its twice daily Rosslare/Fishguard service and Ian Davies, whose duties as Route Manager, Irish Sea South now includes taking care of the new service, on talking about the takeover of the Cherbourg service said, “The acquisition of the Rosslare-Cherbourg route is a key strategic investment for Stena Line and one that will help stimulate and strengthen new and exciting opportunities for trade and tourism between Ireland, France and beyond. With confidence in the Irish economy strengthening, we see positive long term growth in tourist and freight traffic from the Continent as a real opportunity to strengthen this economic growth further.”

Stena Line has confirmed its operation of the HSS ‘Stena Explorer’ on the Dun Laoghaire/Holyhead route for the summer period running from 9 April through to 9 September, on a one round trip daily basis.

Stena Line, when taking over the Sealink Ferry operations acquired ownership of the one time railway owned Ports of Fishguard and Holyhead. The Port of Rosslare, like Fishguard, was developed and is owned by the Fishguard & Rosslare Railways and Harbour Company but it is operated by Iarnrod Eireann.

Stena Line has also been reported as embarking on a major cost reduction exercise seeking to cut £10 million from maintenance and crewing costs during 2014 on its Irish Sea Services. All vessel maintenance will be undertaken at the Stena owned Northern Marine company based in Clydebank while salary costs will also be targeted.

Locally, in County Wexford, there is some sadness at Celtic Link Ferries being taken over as there has been strong identification with the company operating in a tough market throughout the recession.

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Europeanised Container Tracing hile large ocean shippers can get information about where their containers are on the high seas or elsewhere in their supply chains through Electronic Data Interface (EDI) with their ocean carriers, small shippers who don’t have EDI are often left in the dark. Particularly in cases where the containers are travelling from goods manufacturer through to final customer using a number of transport modes and where the containers may have to make a number of connections en-route between ocean and feeder carriers this can be a serious issue. Irish exporters tend to be particularly exposed in this area.


key events in a shipper’s supply chain should trigger transmission of data.

That may be changing now that INTTRA, the multicarrier e-portal, has teamed up with the information standards group GS1 to develop and implement guidelines and standards for the exchange of data on the whereabouts of container shipments.

Shippers in the workshop had the opportunity to tell carriers what they needed to know and when, depending on where their containers are based, and carriers gained a better understanding of how and when to provide that data.

INTTRA, which provides electronics booking services for 52 ocean carriers and non-vesseloperating common carriers, has been working on the guidelines for nine months in a workshop with GS1 in the U.S., whose data standards are already in use by more than 300,000 businesses in 25 industries. Sandra Moran, INTTRA’s Chief Marketing Officer, said in an interview, “A lot of people are talking about improving supply chain visibility, but we have a blueprint for the underlying data to make improvements possible, and everyone will benefit from the foundation work done by this organization.”

Last summer INTTRA and some of its carriers and large freight forwarders joined with shippers in the GS1 U.S. Logistics Workgroup to develop data guidelines and standards. “We got all the people who want the data together in the same room with the people they were asking to provide the data,” Sandra added. “That created a very clear picture of the people who were requesting the information and the people who were providing the information.”

The problem facing the working group that developed the guidelines was that the data provided by Ocean Shipping Lines and Charterers of Shipping Space on the whereabouts of shippers’ containers comes in a wide variety of formats. Shippers may need the data in formats different to what carriers provide or may not be able to read that data. The container industry already had somewhat vague guidelines for data, but because they were not clear and there were no standards for the way data should be exchanged, this creates barriers for the way the container industry can deliver and exchange data. In addition, there were no clear standards for when

The workshop produced standards for electronic data exchange in the container industry. They will be published in the next three months and incorporated in the North American standards published by the American National Standards Institute. The new standards are likely to prove very popular with shippers. A survey of 149 companies with global supply chains found that 63 percent of respondents rate supply chain visibility as a high priority for improvement. Another 45 percent said the key driver for improving visibility is addressing the operational pressures of growing their global operations and their complexity.

Irish Continental Group’s positive outlook


n the course of reporting its 2013 figures the Irish Continental Group (ICG) takes a very positive view of 2014 and all aspects of the company’s trading during the year. It sees positive economic growth in the Irish and UK economies while fuel costs are likely to remain stable through the period. The SECA implementation at 1 January 2015 will have a significant adverse effect on the company’s Lo-Lo business but, as most of the Ferry activity is in the Irish Sea, will not affect that area. Ro-Ro freight is now growing rapidly for the company with 205,300 units carried in 2013, which was an increase of 11.8% on the previous

year, but carryings for the fi rst two months of 2014 were up by a further 18% on the same period in 2013. These figures could not have been achieved without the addition of the “Epsilon” to the fleet.

On the Lo-Lo container business the company operated five chartered vessels in 2013, serving six ports and carrying a mix of door to door freight and feeder traffic. The latter business, accounting for 46% of this activity, carries containers on behalf of deep-sea lines to and from their hub ports. Overall, 2013 volumes were up by 10.4% over 2012 at 279,200 TEU and the line expects a further increase of over 3% for 2014. ICG also operates container terminals in Dublin and Belfast ports. The Dublin Ferryport Terminal (DFT) has a design capacity of 260,000 lift s annually and a 2013 throughput of just over half that amount. It is the largest container terminal in Ireland. The Belfast Container Terminal with a design

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ll ships transiting the North Sea and English Channel SECA (Sulphur Emission Control Area) area will be required to use fuel with a sulphur content of 0.1% Marine Gas Oil (MGO) which is significantly more expensive than fuel with sulphur content of 1%. Based on the current demand and supply patterns of MGO the price differential is approx US $300 per tonne or 50% more expensive than heavy fuel oil with 1% sulphur content. There are issues surrounding the availability of sufficient quantities of MGO from 1 January 2015 and the availability of refining capacity to meet the demand. As in all supply and demand situations this may lead to an increase in the price spread over the current level, so it is difficult to estimate the exact degree of increased costs. When this change is implemented it will lead to significant increases in the fuel costs for shipping lines, who will have to recover these increased costs from importers and exporters via surcharges on freight rates for the cargo, no matter whether shipped in containers, trailers or in bulk. Similar “low emission” policies currently operate in Baltic waters and it is instructive to look at the Stena Line Freight website to see the surcharging already in operation: htt p:// ferry/bunker-surcharge/. The increased costs are a direct consequence of EU Policy to deliver on Environmental Objectives. While, up to recently, there was optimism in some quarters that the full implementation of the new rules would be deferred to allow carriers take remedial action to

either “clean” their emissions from existing fuels and power plants by installing “scrubbers”, or by re-engining vessels to use LNG or alternative fuels, it is now clear that there will be no delay. The US has already put similar controls into force off its coastlines and those in the Mexican Gulf while other countries are in the process of doing likewise. By 2020 a similar emissions control regime will be in operation in all EU waters but, in the meantime vessels operating in the Irish Sea can continue as before. However, there is a practical difficulty for ship operators where a voyage takes place partly within the SECA area and partly outside. As most vessels only have one main fuel tank, then MGO will have to be used throughout the voyage. As a part of the ‘Weastflows’ project work the Irish Exporters Association (IEA) has taken part in a number of discussions of SECA and its implications for freight flows in NW Europe. A lot of work is being done by Shipyards and Lines to enable vessels to operate with new fuels such as LNG or hydrogen or to install “Scrubbers” to clean Heavy Fuel Oil to enable its continued use. Brittany Ferries is not only fitting its recently ordered Super Ferry with LNG powered engines, but is also starting on a programme of re-engining some of its newer ferries with similar power plants. DFDS Ferries, has, so far, chosen to go the “Scrubber” route. It is installing the new equipment in the funnels of its larger ferries operating on North Sea routes at a cost estimated to be about €10 million per vessel.

with the mainland and elsewhere has put its fi rst hybrid, MDO/battery power vessel into service. Early experience with the vessel shows that the batteries can be charged overnight while berthed at the offshore island using locally generated wind power, and that the vessel can operate for much of the day without recourse to the diesel engine. Newer battery technology just introduced in Norway gives lighter, smaller batteries, which can be significantly charged in ten minutes, less than the time that it would take a vessel to discharge and load. While companies such as those mentioned report good progress in meeting the SECA targets, the fleets that they own are only a small fraction of the vessels carrying cargo in European waters. More than half of the ferries operated by European Lines and almost all feeder and short-sea container vessels are chartered, some for very short periods. It has become clear that the owners of such vessels will not install any new technology but will accept that their vessels will have to run on Marine diesel. The same could be said for bulk carriers.

In Scotland, Calmac, who operates most of the domestic ferry network linking the Western Isles

New vessel emissions rules will hike costs for Irish exporters


rom 1 January 2015 all vessels operating in the main NW European waters will be required to burn low sulphur fuel with sulphur content of 0.1%. Th is will have a major impact on the cost of importing and exporting between Ireland and Continental Europe as well as between Ireland and most other countries. capacity of 50,000 units operated 34,000 lift s in 2013. It is the intention of Belfast harbour Commissioners to consolidate the two existing container terminals in Belfast into one location at Victoria Terminal 3. ICG has submitted an outline proposal to operate the consolidated terminal and expects the fi nal decision on the tender process there to be made before the end of 2014.

In October 2008, the International Maritime Organisation (IMO) adopted a set of amendments to Annex VI of the MARPOL Convention, which strengthened the requirements on the permitted sulphur levels in ship fuels. As a result of these amendments in ‘Sulphur Emission Control Areas’ (SECAs) the maximum sulphur limit will be reduced from 1% to 0.1% from 1 January 2015.

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SEA SHORTS The LD Lines ferry service operating from Gijon and St. Nazaire to Rosslare became a victim of the almost eleven weeks of storms that swept through the Bay of Biscay which had commenced in mid-December. All services operating through Biscay suffered huge delays and vessels had no opportunity to make up time even by cutt ing port calls. The company will re-start the Rosslare service on 16 June. Transport & Tourism Minister, Leo Varadkar, T.D., (pictured) speaking at a local tourism seminar, expects the heads of the Parliamentary Bill that will facilitate the transfer of the Dun Laoghaire Harbour Company from its current status as an independent State Company to being a part of the Dun Laoghaire Rathdown County Council setup, to be in the Dail by Easter. The planned schedule for the transfer would see the harbour coming fully under local Authority control by the end of 2015, or, latest, early 2016. He went on to say that one of the advantages of the new status would be that the harbour could then be in a position to seek State funding for certain development projects.

Iarnród Éireann has reported an increase in rail freight volumes across the Irish network by 4% during 2013. Some 600,000 tonnes of freight were carried and total tonne-kilometres exceeded 100 million. The Semi-State company anticipates further strong growth through 2014. Current freight transport projects underway include a full study of the Foynes Port to Limerick line linking the County Limerick Port into the national TEN-T network. Volvo Cars Ireland has taken on sponsorship of Cork Week. Cork Week is the major yacht racing event on the South Coast att racting entries from far and wide. It is run every second July and alternates with the more recently established Volvo Dun Laoghaire Regatt a. Volvo use a wide range of sailing related sponsorships as part of the marketing mix for both the Truck and Bus and the car brand, the latter of course, now Chinese owned. In the course of an announcement of a reduction of light dues, the charge that vessels must pay to fund the provision of Navigational Aids in British and Irish waters, UK Shipping Minister, Stephen Hammond, M.P. said that the on-going dispute about funding the Commissioners of Irish Lights was close to being resolved. InterGovernment discussions have taken place with a view to placing the activities of the Irish Body on a self-funding basis. Fees being charged in these waters are reduced by 2.5%, remaining unchanged since 2010.

afternoon sailing from Belfast instead of an early Tuesday morning sailing ex-Birkenhead. This will give better connectivity for Irish exporters to the British Midlands. On the Dublin – Holyhead service the evening, 21.15hrs sailing from Dublin will now leave 45 minutes earlier, at 20.30hrs. Explaining the change, Richard Horswill, Stena Line’s Head of Freight UK & Ireland said, “the key benefit for our freight customers will be the arrival of the Stena Adventurer at Holyhead, 45 minutes earlier at 00.01hrs which will be a great advantage and benefit for our customers with early morning time sensitive deliveries. It will also improve the journey times for those customers making landbridge connections”. The Transport and Tourism (TRA N) Committee of the European Parliament has stipulated that longer vehicles, regardless of whether they transport 45ft containers used in deep-sea or short-sea operations, should be prohibited from travelling further than 150km from the Port of unloading. The European Commission had previously proposed that 15m trailers carrying 45ft containers used in short-sea shipping should travel freely within the Community. The new restrictions, if confirmed by the European Parliament in April, will cause significant difficulties even in Ireland where distances from Shippers/receivers to ports are relatively short.

Following extensive discussions with freight customers, in particular, on its Irish Sea routes, Stena Line has made some schedule changes. On the Belfast to Birkenhead route the weekly rotation of four round trip sailings with the ‘Stena Hibernia’ will now commence with a Monday


Irish Lights

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Safety Matters . . . Safety Matters . . . FREE advice on how to manage vehicle risks at work!


he Health & Safety Authority has published its 2014 programme of work, which gives details of its priorities, initiatives and inspection numbers for the year. One of the Authority’s main priorities is to reduce the high level of deaths involving vehicles in the workplace. Almost half of fatal accidents at work involve a vehicle.

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“It is important to recognise the difficulties facing all businesses. The collaborative approach adopted by the Authority, using targeted inspections and compliance tools, is designed to encourage buy-in from all stakeholders as part of good sustainable business practices,” stated Richard Bruton, T.D. Minister for Jobs, Enterprise & Innovation. Martin O’Halloran, CEO of the Health & Safety Authority said a sustained reduction in workplace accidents cannot be achieved by enforcement activity alone. “We believe that behavioural change is the key to achieving year-on-year low accident rates in all sectors. It’s not about restrictive work practices and increased costs, good health and safety performance is actually the opposite.” Copies of the Programme of Work - 2014 can be downloaded from Employers need to familiarise themselves with the risks that their employees face and create when using vehicles for work or when working in the vicinity of moving vehicles. Th is applies equally to the workplace and to the public road. Employers have a legal duty to effectively manage the risks and prevent avoidable harm at work. Vehicle manoeuvres and

reversing continue to be the main activities involved in vehicle deaths in the workplace. To help Employers and Duty Holders get to grips with Work Related Vehicle Risk Management, a suite of five (5) instructional Videos will go live on the HSA website in April 2014, at http://vehiclesatwork. ie/dealing with: Download the new FREE factsheets on forklift s, pedestrians and deliveries at: htt p://www.hsa. ie/eng/Publications_and_Forms/Publications/ Information_Sheets/

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GREEN is good at SEAI Energy Show


he 2014 edition of The Energy Show 2014 organised by the Sustainable Energy Authority of Ireland (SEAI) once again att racted a healthy stream of visitors to the two day event at the RDS in Dublin. The annual event for businesses in the Irish energy sector showcased the latest developments in sustainable energy products and services. Among the exhibitors were a number of representatives from the passenger and commercial vehicle markets. Fleet Transport caught up with some of those present.

ESB ecars Showcasing two of the latest generation of electric cars, the ESB ecars stand had examples of BMW’s i3 which launched in Ireland at the end of last year, and the Renault Zoe which we can expect to see by early summer.

Bord Gais Networks The gas company had a Volkswagen Caddy Ecofuel on stand. The Natural Gas (CNG) powered van has a range of approximately 440km on gas power, with a reserve petrol tank extending the range to about 570km. CNG fi lling stations remain a problem, with currently only one in Dublin and one in Cork operational. Bord Gais Networks is applying to the Commission for Energy Regulation (CER) for funding to establish more stations, and is also in talks with fi lling stations to that end. David Hanahoe from Bord Gais Networks and John Kearney from Volkswagen Commercial Vehicles Ireland were on hand to meet and greet.

Mitsubishi The Outlander PHEV, a Plug-in Hybrid SUV combines a pair of lithiumion powered electric motors each developing 80bhp with a 2.0 litre petrol engine to produce a vehicle with CO2 emissions as low as 44g/km explained Eimear Dillon. In pure EV mode it can cruise for 52km, and has a total range of 824km. Fuel consumption can be as low as 1.9l/100km (148mpg). It’s expected to cost under €45,000 when it goes on sale here in May.

Nissan Fuso The Japanese truck manufacturer showed the Canter EcoHybrid, which combines a 3-litre diesel engine with an electric motor with a power output of 40kW/200Nm powered by a 2kWh lithium-ion battery. The hybrid drive saves energy under braking and in conjunctions with stop/ start technology can enable fuel savings of up to 23%. Text & Photos: Cathal Doyle -

One of the highlights of the show was the presence of the all-new eNV200 passenger and panel van, making its fi rst public appearance on Irish soil. The all-electric van which will go on sale here in the summer uses the battery technology from the Leaf passenger car and comes with a range of approximately 170km. Prices have yet to be fi nalised, but expect it to cost in the region of €23,000. Also on display was the Leaf which has seen a surge in registrations so far in 2014, with 65 units sold in the fi rst two months of the year.


84th Geneva Motor Show 2014 – Palexpo – Geneva, Switzerland Nissan eNV200


Cited by the Japanese brand as a ‘game changer’, the all-electric eNV200 combines the best of the Nissan Leaf and the standard NV200 van in one package. In developing the zero-emission as a practical and sustainable city delivery vehicle, the new distinctive styling uses 30% new components over the existing NV200. Produced in Barcelona for global markets (with the battery pack supplied from the Nissan plant in Sunderland) the eNV200 offers a driving range of up to 170 km and a 120 kp/h maximum speed.

Now here’s a Pick-up truck of note! And it’s economical too! The 2014 Ram 1500 EcoDiesel is now fitted with a smaller combustion 3.0 litre EcoDiesel V6 that produces 240 hp and delivers up to 28 mpg. Sourced by Chrysler from new owners the Fiat VM Motori, the new entry level engine version is said to att ract up to one-third of its customers in this field. Surprisingly, the new power plant will cost an estimated $2,880 more than the 5.7 litre Hemi V8 petrol fitted in the range.

Unlike the Kangoo EV from Alliance partner Renault, the eNV200 has quick charge capability (0-80% in 30 minutes). eNV200 will be sold as a panel van, 5-seater Combi and Evalia luxury people carrier. Currently a number of blue chip companies are undertaking real-world tests such as FedEx, Coca-Cola, DHL and British Gas. High demand is also expected from the Taxi industry as a specific version also has been developed for cities around the world.

Volkswagen Multivan Alltrack & Caddy BlueMotion Two commercial vehicles from Volkswagen caught the eye on the German conglomerate’s large stand. Multivan Alltrack, that ‘does what it says on the tin,’ is a multi-purpose vehicle concept for all terrains. Featuring 4MOTION all-wheel-drive technology and a mobile kitchen unit, this Multivan prototype can be taken anywhere, anytime. Th is portable unit can be located either on the left side of the vehicle and behind the seats.

SsangYong Korando Renowned automotive styling specialist Giugiaro has given the award winning Korando a facelift for model year 2014. The Italian design house’s creativity sees the prominent grille transformed to being much slimmer and now in black mesh. The headlamps that incorporate LED daytime running lights are now wider, with low level air intakes. Inside, a serious makeover has gone on here too with comfort levels improved and better quality fi nish all round. For example, the dashboard has been redesigned, with natural matt wood grain inserts on the dash. Storage space has been increased and a tray added to secure the mobile phone and hold sunglasses. Along with a cooling box, the unit also contains a gas cooker and sink with a fresh water tank. Its drivetrain consists of a 2.0 litre 180 PS TDI diesel, with the transfer of power to its axles through Haldex multi-plate coupling. Multivan Alltrack will probably make it into production in due course, such was the positive reaction received in Geneva. Alongside it, the Caddy BlueMotion TDI boasts a meagre 119g CO2/km, and is claimed to deliver 4.6 litres per 100 kilometres.


Text & Photos: Jarlath Sweeney -

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Callaghan Forklifts Ltd., provide the full range of Toyota Material Handling Products, also hydraulic attachments, fork extensions etc. We also stock used trucks, which are available for Short and Long term Hire. Our service technicians are fully trained by Toyota and Operate a Same Day Service for Breakdown Repairs with fully equipped service vans. Callaghan forklifts Ltd., operate a Comprehensively Stocked Parts Department with overnight deliveries from Toyota Ireland.

Drum¿n, Co. Sligo Phone: 07191 27207 Mobile: 087 2799772 Email: Website:

“Experience the 2014 Mercedes-Benz Commercial Vehicle Range at Colm Burns Commercials, call now to arrange a Test Drive.”

Colm Burns Commercials Ltd. Dublin Road, Ballisadare, Co. Sligo. Tel: 071 916 0986 Fax: 071 916 1889 E-mail:

Pearse Road Tyre Services Cleveragh Business Park, Sligo.

MIDLAND TRUCK & TRAILER SPARES AND GENERAL MOTORFACTORS Unit A8/9 Greenogue Sq., Greenogue Ind. Est., Rathcoole, Co. Dublin.

Phone: 01 4588266, After Hours: 087 6286849 Our policy is, if we have’nt got it ..... We’ll get it!!

Mullen & McLoughlin Auto Repairs Your one stop shop for all your tyre service needs in the region Tel: 071 - 9174042 Mobile: 087 - 2541824 Email:

Ballinode, Sligo. Phone: 071 91 50808 Fax: 071 91 69427 email:


Sligo Haulage & Distribution Ltd Ireland’s top Regional Transport Operator


uring our booming economic period, transport companies were so busy that few took the time to continually work on their business while working hard in their business day-today. One particular operator based in the North West remained conscious of this fact and consequently was able to come out of the recession stronger than ever. Sligo Haulage & Distribution headed up by Stephen Mullen kept abreast on all aspects of the multi-faceted elements that make up a road haulage and distribution, making improvements as deemed necessary.

The collective efforts of Stephen and his staff have not gone unnoticed as in recent years numerous awards have made their way to Tubbercurry, County Sligo, not least a Civic Reception hosted by Sligo County Council, a fi rst for a company

in the industry to be recognised in this manner. Stephen and his family can be justifiably proud of this honour along with the other accolades, such as three time prize-winner of the Fleet Transport Awards in the Best Regional Haulier category. The Health & Safety Authority (HSA) has taken notice of the way Stephen runs his business, from daily work safety procedures to vehicle maintenance and adherence to various acts of legislation. Currently, a case study on Sligo Haulage & Distribution undertaken by the HSA is near completion, which will be used as a bromide for other companies to follow. Not afraid to implement change, Stephen said he looks forward to hearing from the HSA audit and will follow any recommendations. Sligo Haulage & Distribution was established in 1998 by Stephen Mullen, having served his Apprenticeship with another renowned West of

Ireland haulier, John McGarry based in Sligo. Today over 30 staff are employed in various roles which primarily ensures that the 16 strong commercial vehicle fleet (+28 trailers) are kept on the road and running. The company operates out of a 24,000 sq. ft. warehouse at the Industrial Estate in Tubbercurry from where haulage and distribution services are provided in counties Sligo, Mayo, Roscommon, Leitrim and Longford. Included in that portfolio is container haulage and groupage distribution. Th is facility also houses the North West depot for TNT Express. A special overnight service for local customers with overseas branches is also provided. Being local or regional has been the key to continuous success for Sligo Haulage and the numerous awards have helped too, according to Stephen. “Many companies have approached us to cater for their specific needs having been recognised as a high quality service provider in our area.�

Keith, Gareth and Stephen Mullen FLEETTRANSPORT | APRIL 14


In describing his company as the best national transport operator in the North West, Stephen smiled and remarked that he does indeed market his company nationwide and finds that networking within the industry remains to be one of the most profitable ways to advertise in the haulage business. As a hands-on operator, Stephen continually works on the business relationship with customers, while also looking to broaden his customer base. Recent investment in upgrading the warehousing facility is reaping rewards following enquiries from blue-chip companies seeking storage solutions in the area. Dovetailing that development is achieving new business from existing customers. Increasing operating and running costs are the biggest obstacles and challenges to their profitability and Stephen, as a member of the Irish Road Haulage Association, was one of the campaigners in the successful lobbying of the Government to introduce an Essential Fuel User Rebate in 2011. While the maximum amount repayable does not reach the 7.5 cent per litre agreed, and although some of Stephen’s vehicles which are below the 7.5 tonne threshold do not qualify for the reimbursement, every litre of fuel consumed throughout the fleet, therefore, is closely monitored. Stephen is particularly pleased with the returns from the three new Mercedes-Benz Sprinter 3.5 tonne vans purchased recently from Burns Commercials (Sligo). Likewise, a close eye will be kept on the two new Euro 6 DAF XF tractor-units to extract the maximum efficiency from his mixed line-up of vehicles from Volvo, Scania, DAF & Mercedes-Benz. Stephen realises that investing in a telematics system will pay dividends and assist with maintenance schedules. Two new Montracon Skeletal trailers are on their way too, fitted with BPW axles and drum brakes, components that Stephen insists on for their reliability and durability. On that subject of repairs and maintenance, Stephen outsources this element and it is working well, with preventative maintenance one of Stephen’s philosophies; this

will no doubt feature in the HSA’s Case Study Report. Stephen supports the Road Safety Authority’s clamp down on rogue operators through its Commercial Vehicle Roadworthiness Roadside Checks. On the Driver CPC, Stephen feels that it has brought change in how the transport industry is perceived and helps drivers better understand new legislation. “Overall, the Driver CPC has been a progressive step,” he stated. When purchasing new vehicles, Stephen not only looks at the fuel economy figures but also the driver comforts and safety items fitted. “These items are essential as they cut down on driver fatigue and support our safe driving policy,” he said. Price too is an important aspect, as Stephen considers the vehicles as investments in his business and this takes in the residual value of the brand after their fi rst life is done. How the vehicle looks and is presented on the road is the X-factor for Stephen. The vibrant yellow coloured livery expresses a presence, an energy and the professionalism that the company portrays. Truck enthusiasts will admire the way the trucks and vans (which don white colour scheme) are immaculately kept day in, day out. Therefore it is no surprise that the industry recognises and acknowledges good practice in this way. Conscious of the fact that he won’t be running the business forever, Stephen has laid down the foundations for one of his two sons to take over the mantle. Currently Gareth (21) is studying a Business Degree at Sligo IT and works in the fi rm whenever he can. Keith (18) can also be seen busy around the yard. Both Gareth and Keith turn their hands to many tasks within the business be it from washing down the vehicles, to carrying out a special delivery in one of the vans over in the UK. Th is augurs well for the future of the business and ensures that the hard work and commitment that Stephen Mullen has put into the business will continue.

TESTIMONIALS “Abbott Nutrition Supply Chain has been using Sligo Haulage for a number of years now and we have found them to be a very reliable company to deal with. Management, staff and all drivers are always helpful and cooperative even during out of office hours and weekends. A ‘CAN DO’ company, with nothing too much trouble and always able to provide. Sligo Haulage is a reliable and above satisfactory service in all areas. The business process here at Ballytivnan sometimes requires a next day delivery of pallets to overseas customers and again Sligo Haulage pulls out the stops to ensure our deadlines are met. Any recommendation cannot be too high for Stephen and his dedicated team.” Tommy Kennedy – Team Manager, Abbott , Ballytivnan “Sligo Haulage has provided a top-class service to Dulux Paints Ireland for the past 10 years. As a manufacturing company and a market leader in our industry, one of our competitive advantages is our ability to attain next day delivery on our orders throughout the island of Ireland. Without the assistance of our third party logistics providers and in particular Sligo Haulage, we would not be in a position to meet this level.” Ernest Dover – Planning & Logistics Director – Dulux Paints Ireland “I would recommend Sligo Haulage to other businesses and indeed have done so in the past as Sligo Haulage are our standard bearers for our business and have excelled always in delivering 100% service to all our customers past and present.” Niall McKenna – Boyne Valley “The professionalism of the office staff and management was at all times evident, I witnessed customer relations in practice and was impressed by the effort made to meet all customer needs. At training courses, the drivers asked intelligent questions and made every effort to learn, courteous office staff also gave me every assistance. Mr. Mullen’s business philosophy and high standards are apparent in all aspects of this road transport business. I would recommend this company without reservation.” Robert Whoriskey – Owner, Scitrans

Text & Photos: Jarlath Sweeney -


Internal Audit


ost transport firms associate the work audit with the annual check that their accountant performs. Actually, a non audit preparation of accounts for most transport firms is now not necessary. The second reference to an audit relates to the dreaded Revenue Audit where normally the company has the opportunity of disclosure (to review actions done and explain these actions to Revenue pre a full audit). If a full audit is deemed appropriate, or if Revenue requires same, please remember that the Revenue Commissioners come with two very important elements in their armament. One is usually information on the business from other sources and the second is a detailed analysis of the business sector based on information compiled from other audits. While preparing the annual accounts, the Accountant will send out a junior to review ad-hoc invoices, perhaps check road tax details against the fi xed asset register and quickly return to his/her office. Reviews of diesel records, drivers wages and expenses, or general maintenance costs are seldom reviewed in any detail. A brief stroll

around the yard at lunchtime or being observant to spot check the fleet on the road are exercises rarely carried out by juniors who are usually under work and exam pressure. An internal audit is where one asks an unbiased third party (usually an accountant) to review the business and internal processes. They will look at compliance issues, the cost structures of the business, internal controls in place and give a comprehensive analysis of fi ndings. It is vitally important to get an individual that has knowledge and expertise in the specific sector you deal in. As approximately 50% of controls are the same in all businesses, it's the remaining 50% of controls that need an individual with the know-how to review and benchmark these against the norm. A genuine question raised is why a company needs an internal audit, as no doubt it adds cost to the business. The simple answer is that internal audits, reap rewards even in the best managed businesses, and while the owner's view of the business may be accurate, sometimes the nearer one is to the business the more difficult to see the ‘wood from the trees’. An internal audit may disclose practices that may be incorrect, it possibly will highlight work practices and cost centres that management was never made aware of. The auditor will check internal control mechanisms so that proper control systems are in place to verify and monitor key revenue streams from accurate, timely and comprehensive sales invoicing to proper debt control and also the monitoring and costing of business purchases. Also an internal audit may highlight inadequate control over purchasing systems and payment to suppliers. How are all receipts of purchases checked? A prime example is who actually monitors price and volumes received for bulk diesel purchased? The two biggest cost headings in transport are diesel and wages. What system monitors drivers and staff hours, expenses drawn and also

holidays and sick days drawn? How is overtime monitored, controlled and signed off ? Many in-house vehicle maintenance workshops have little or no internal controls compared to third party workshops. Not only is the allocation of parts to specific jobs and individual asset items but also a comprehensive review of labour and overhead expenses to specific jobs is required. A poorly managed unproductive internal workshop is far more costly than external maintenance that is fully controlled and monitored. A big issue in routine service costs is the time and expense to take vehicle units to main dealers, and the inflexibility of main dealers to work during vehicle downtime. Because of the technical complexity of modern plant and warranty requirements it may be feasible from a control and cost perspective for main dealer personnel to operate from the workshop on prescheduled service and on warranty items. In relation to workshop costs what portion is routine maintenance? What element is repair? What element and cost relates to driver damage and abuse? In relation to overheads, the following questions arise:- What controls are in place? How are costs managed and how are these costs benchmarked? Unless there is a clear understanding of what contribution overheads bring to the bottom line it’s very difficult to tackle the issue properly. Cutt ing overheads may only contribute in the short term to an improvement in the bottom line. While reducing administration expense can quickly become an expensive knee jerk reaction, so a review to benchmark costs and productivity of overheads in line with the business is required. A prime example of overhead cost cutting is where the owner of the business takes on more of the daily routine work, tackling administration, transport management, maintenance and driving. Depending on the scale of the business, some time on these functions may be necessary but if the business does not have proper overall management because of unproductive use of the boss’ time, the company will ultimately lose ground. Internal audit is a process in the business to guarantee best practises and compliance and a further tool to aid the business to develop and increase profitability.


Behy, Ballina, County Mayo. Tel: 096 70337 Fax: 096 79924 FLEETTRANSPORT | APRIL 14

Text: Donal Dempsey -

42 | LEGAL

The need to be heard in Court


s we move well into the New Year, it is inevitable that the number of court cases involving the road transport companies will increase as the predictable result of the inevitable increase in enforcement. Although the operation of a commercial vehicle on a public road presents the same potential for the commission of an offence as does the use of a private car, the fact that an offence has been committed in a commercial vehicle tends to make the offence appear to be more serious in both the eyes of the public and the courts. Additionally, whilst more drivers of private cars are reported for speeding offences, clearly reflecting the greater number of cars using the public roads, very few car drivers are stopped to enable their vehicle to be subjected to a thorough mechanical check. The major difference between the driver and operator of a commercial vehicle and a private motorist lies in the fact that any conviction arising out of the use of a commercial vehicle will be reported to the Licensing Authority and there may be further sanctions, including the loss of the operating licence. The action taken by the Licensing Authority will depend upon the nature of the offence, and, of course, the size of the penalty will be seen as a clear indicator of the perceived gravity of the incident. The transport operator is, therefore, in a unique situation, facing the possibility of a double penalty for a single offence with the potential for the second penalty to have a far greater impact than the fi rst. Notwithstanding that threat, an operator can see many offences as being no more than part and parcel of the risks arising from the daily operation of commercial vehicles and, for that reason, will want to spend as litt le time and money on the problem as possible, but the fact that a conviction is likely to be reported should never be forgotten.

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Another very real risk arises from the fact that many Judges, understandably, have no knowledge either of the workings of a commercial vehicle, or of the administrative requirements of a haulage undertaking. Add to this the fact that commercial vehicles and their drivers are always portrayed in the worst possible light and generally are blamed for any problem on the road. Unhappily many courts appear to welcome the opportunity to ‘strike a blow for the public’ and impose penalties that are disproportionate to the alleged offence. It is against this background that an operator needs to decide whether or not the cost of representation in the court is likely to be justified by the result. The purpose of representation is to try to make sure that the court understands the circumstances in which the alleged offence came to be committed. In a case of overloading, for instance, whether in relation to the permitted axle weight or to the permitted train weight, the load may have been put on the vehicle many miles away from the operating centre, and it is not unknown for a customer to mis-describe the weight of a load. Equally the responsibility for the repair of, or for the maintenance of, a vehicle may have been contracted out to a company whose reputation was excellent even if a subsequent check by the Enforcement Authorities found faults. These facts need to be explained to the court in sufficient detail to enable the court to understand the difficulties faced by the operator. It should be the job of the representative to persist with the explanation even if the court is initially hostile. It is arguable that a court appearance should be seen as an opportunity to educate both the court and the public. The fact is that the cost of representation is nearly always a justifiable expense.


Text: Jonathan Lawton -

Registe r






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Words that make you think!


t makes you think!” How often have you heard that phrase used in conversations about almost anything that you care to name? I had just such a moment while I listened on-line to a recent speech given by Fred Smith at a Trans-Pacific Maritime Conference held in San Diego. Mr. Smith founded FedEx forty years ago and remains the company’s President and CEO.

From where I'm sitting Howard Knott

FedEx, as he pointed out, started up in 1973 in Memphis, Tennessee as a fully committed air freight carrier with a small fleet of aircraft . While it is still best known as an integrated carrier with air freight as its principal mode, the company has grown to be a massive freight carrier and supply chain service provider using all modes. Surprisingly, it is the largest customs brokerage in the USA. Smith’s main focus in his talk was seeking to stall the rise of trade protectionism and to recruit support for the completion of the World Trade Organisation talks. There is no doubt that what he has to say here is totally sensible, particularly when viewed from an economy as open as ours, but it can be politically very difficult. However, the real “it makes you think” section in his address was when he got to talk about ships, trucks and planes.

Reverting fi nally to Smith’s ‘trade barrier’ issue, he mentioned that they had a request to ship 3,000 pillows to Sochi for the Olympic Village, but found that Russian import regulations limited shipments of such products to five units. Not too clever.

First off, because, he was speaking from Long Beach Port in California, and mentioned that at this Port, all vessels when they come alongside, must turn off engines and generators and use what is called, ‘Cold Ironing’, a system in which they plug into electric power from the local grid. He said that a typical ocean going containership, not one of the absolute monsters, if plugged in for a day, would reduce the amount of atmospheric pollution by more than would occur if 42,000 trucks and other vehicles were taken off the roads. Now, containerships, when docked, are not massive power users, all of the container handling is done from on-shore, the crew is small so that the washing and feeding power consumption would be light – and yet Mr. Smith comes up with this figure. What sort of multiple of 42,000 vehicles would be needed to equal the pollution caused by the ‘Queen Mary 2’ or other Cruise vessels with over 6,000 people aboard? I remember having a conversation with Enda Connellan, the then CEO of Dublin Port, about ‘Cold Ironing’ and he told me that hooking up one of these Cruise Ships to the grid here would blow the whole ESB network. That was a number of years ago and you would think that technology must have advanced to the point that such levels of power usage could be handled. It strikes me that the installation of ‘Cold Ironing’ facilities at all ports on the island of Ireland would do a lot more to avert climate change than gett ing all excited about ‘Euro 6’ as against ‘Euro 5’ truck and bus engines. I suspect that the whole issue of plugging in at ports, not only for vessels loading and discharging, but also for the service vessels in the port, does not hit the headlines because the majority of European countries are not surrounded by water and, thus, this pollution reduction option does not exist for them. Coming back to FedEx and planes, Fred Smith spoke about the huge efficiency gains being secured by the introduction of A300 and B-777 freighter aircraft and the fact that, as the growth in air passenger travel draws more and more wide-bodied aircraft into service, these aircraft become very effective bellyhold cargo carriers. You could argue that carrying freight in this way is to do so at very litt le cost and minimal pollution as the plane is flying anyway. I was doing some work last week on the ‘Shannon Region Gateway’ for the EU backed ‘Weastflows’ project, and found that this summer there will be about 100 tonnes daily cargo capacity on passenger services flying out of Shannon. FLEETTRANSPORT | APRIL 14

Text: Howard Knott -

YOUNG EUROPEAN TRUCK DRIVER 2014 Welcome to Young European Truck Driver 2014 – the competition where the contestants have to master all aspects of being a skilled truck driver. You will be put to the test in everything from precision manoeuvring and fuel economy driving to rescue and fire. It all starts with national rounds and over 25,000 European drivers and ends up in a big European final in Sweden. The best of the best will win a brand new Scania truck!

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THE PRIZE The winner of the European Final will receive a new Scania R-series truck with an approximate value of 100,000 euros.

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UK Road User Charges


y the time you are reading this, Irish trucks will be paying a £10 weekly Road User Charge to transit the U.K. Not just Irish operators will be affected by this, all non British registered trucks using UK roads will be subject to this fee. While both the Irish Road Haulage Association (IRHA) and the Freight Transport Association Ireland (FTAI) have been very vocal on how this charge will affect Irish hauliers, the Government does not seem to be able to get UK Authorities to recognise that British registered vehicles do not pay any road user charge in Ireland. Clearly the Irish Government acknowledges the difficulty with this and it seems there is an appetite to get a solution. But time is not on our side, the charges are racking up. It is ironic that a tax by the UK Government gives their hauliers an advantage over Irish operators in our own country, with Donegal based hauliers among those worst affected due to their location. Governments and their Departments will often state that when a new tax or cost is introduced, the affected sector will “get used” to it and it will be absorbed. Sometimes this is the case, but this occasion the issue is different because the ‘tax’ and that is what it is, will not affect UK hauliers working from and to Ireland on international journeys. Already, there have been big consequences, with a large local manufacturer taking dramatic action. Largo Foods in the Gweedore Gaeltacht, Donegal announced in midMarch that it is closing its manufacturing facility and transferring it to Ashbourne. Why? Too expensive to do business in Donegal. It is unlikely that the decision to close the plant was made solely because of transport costs, but it certainly was a factor. While a lot of what I have been saying is transport related, there are bigger issues for the Government to look at and there is a danger that increasing transport costs will force all industries to gravitate towards Dublin. Road tolling and annual road taxes are big costs and unfortunately these charges are becoming a tax instrument. It would not be fair to ignore the rebate on fuel that has been agreed between the IRHA and the Government. Although tax neutral from the Department of Finance, it was an innovative move on the part of the establishment. People in the private sector know that innovation is part of the business modal and not a once in a decade event. We pay for tolls and in general the use of the roads in a fashion that is not competitive. Electricity and phone costs were in the past not competitive, then the Government opened up the market by allowing new companies to use the existing infrastructure. If the same innovation was applied to the toll roads of the country, it is likely that competition would do exactly the same as what happened with the cost of electricity and telecommunications reduced price and increased use. We also know following the recent toll free trial period for trucks, that there is extra revenue available to the toll operators. In the case of the Shannon Tunnel in Limerick, HGV traffic almost doubled during the trial. So if the charges were reduced, there is a potential to increase the market. It is unfortunate that the way these contracts were set up, innovation was not required on t he

View from the Operators Desk by Sean Murtagh -

Government or operators side then or now. I know this would be a brave step for a Government to take but these kinds of policies and strategies are essential to keep costs down. Local politicians in Limerick have been hinting that trucks should be forced to use the Tunnel. This kind of populist cheerleading in the run up to the Local Elections is unfortunate from local Councillors; some fresh innovative thinking would be a welcome change. It is possible we could be buying ‘bundles’ in the way we buy phone time now, who knows. In a few years time I hope we won't be looking back at the closure of Largo Foods in Donegal as the start of a trend. If our politicians do not plan policies and strategies 120 carefully and quickly for road user charges, then the future could be bleak on many fronts. Using trucks as tax instruments could have far reaching consequences for the wider community.

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LogiMAT 2014


ocated near Stuttgart Airport, Ger many - Logi M AT, t he International Trade Fair for Distribution, Materials Handling & Information Flow reported a rise of more than ten percent in visitors, with exhibitor numbers at around the same high level as last year. LogiMAT has been running for 12 years and is internationally recognised as a barometer for the intralogistics sector. While the majority of the exhibitors and visitors were from Germany there was representation from

most other European countries, including the Eastern Block. The TradeWorld Forum was also included in the show this year, recognising the fact that the global flow of goods means trade and logistics are becoming ever more tightly integrated. Intralogistics therefore ensures efficiency at the interface between production and transport. A total of eight halls were occupied by the event with two of those primarily dedicated to

materials handling equipment. Many of the major forklift manufactures were represented as were the conveyor and racking specialists. Automation was also very much to the fore together with soft ware companies and att achment producers also prominent.

Best Products Awards


The Best Products Awards for excellence go to companies whose innovative products contribute significantly towards rationalisation, cost-savings and increasing productivity in intralogistics. In the category ‘Soft ware, Communication, IT’ the winner was Heidler Strichcode GmbH, for its ‘PalletCube’ which features special infrared cameras and is used for measuring pallets of any shape. Because the device can be wall or ceiling mounted, the PalletCube does not get in the way of work processes. As soon as an object arrives in the measurement area, PalletCube automatically identifies the perimeters and, depending on its size, calculates the dimensions and the loading meters in about 500 milliseconds. In logistics, because of limited loading space and capacity in aircraft , vehicles and ships, it is ever more important to calculate forwarding tariffs not only according to weight, but according to volume.

In developing EDIA EM – the ‘Electric Diamond’ – Mitsubishi designers have aimed to give the driver a sense of confidence and control. Driver-friendly features include ‘FeatherTouch’ electric steering, which requires only half the effort of a conventional system and provides ‘force feedback’ to aid precision. Comfort is enhanced by the smooth, quiet steer motor with noise levels less than 66 dB(A) for the 3 wheel and 67 dB(A) for the 4 wheel, which is about the level of normal conversation.

Still STILL iGo is designed to help automate the entire material flow in a warehouse, regardless of whether it’s a newly designed building or an existing facility. The range of solutions and expansion possibilities allows not only for tailored improvements to existing conditions such as narrow or wide aisles, but the total automation of vertical and horizontal transport as well. Automated STILL vehicles cover the entire in-house material flow at the warehouse from the receipt of goods to fi nal shipment. The iGoRemote system is made up of a CX 20 picker or CX-T tractor, a remote control and receiver as well as personal safety equipment. Easy operation and simple installation make it a possible solution in many areas such as simplification of order picking and related processes.

Mitsubishi uses the term ‘ErgoCentric’ regarding the operator station, with a large, flat, uncluttered floor space and clear all-round visibility, as well as a deep, wide step and exceptionally large ‘entry window’. Buyers can also opt for a fi ngertip hydraulic control unit, based on the company’s award-winning adjustable armrest concept. Also when the truck is being driven, a hill hold feature prevents accidental rolling – even on steep ramps.

Kalmar The new Kalmar DCG90-180 is designed to offer greater total lifetime savings while improving the driver’s working environment, thereby increasing productivity, efficiency and safety. The new EGO cabin is loaded with ergonomic features and the truck has upgraded electrics and hydraulics as well as an improved cooling system. Combined with modern lift ing equipment this helps drivers boost productivity levels whilst reducing fuel consumption in the 9-18 tonne capacity range. Fast, simple and more convenient daily inspections and regular servicing is prioritised and the fully tilting cab provides excellent access for maintenance, reducing downtime and associated costs. FLEETTRANSPORT | APRIL 14

Seegrid The live Automatic Guided Vehicles (AGVs) demo area on the Seegrid stand, showed how to utilize vision-guided technology for navigation, with no changes required to the infrastructure. The innovative technology allows vehicles to be trained and deployed in a warehouse, distribution centre, or manufacturing facility quickly and efficiently, eliminating non-valueadded repetitive tasks. The vision system provides operators complete route flexibility, as the AGV routing can be re-programmed in a matter of minutes supporting the up-to-date

WAREHOUSING | 49 needs of every facility. Seegrid claim their automated pallet trucks and tow tractors are transforming companies and helping them stay competitive.

Meyer/ Bolzoni Auramo Customers of MEY ER and BOLZONI AUR A MO were able to see the latest developments from both companies on one stand and the integration has resulted in an extensive product range. On one hand, the MEYER core competence products such as attachments for beverage logistics, high-performance fork positioners, rotating att achments and a broad range of parallel clamps. On the other, products belonging to the innovative BOLZONI AURA MO range including att achments for the paper, pulp and recycling logistics. Among the products on display was a Multiple Pallet Handler, 360° Rotator, Fork Positioners and the new Bale Clamp for heavy-duty handling of waste paper bales, plastic and other recycling materials.

tyres, automotive parts, glass panes, boxes and electrical appliances.

Jungheinrich Jungheinrich had two separate exhibition stands at LogiMAT. The Hamburg-based company presented its entire range of industrial trucks including the DFG/TFG 540s counterbalanced forklift and the ETV/ETM 216 reach truck. It also showcased its expertise in software and IT hardware for warehouse applications using live demonstrations of integrated, holistic intralogistics solutions for manual and fully automated warehouses. Tradeshow visitors were able to see a series of intelligent solutions involving the use of industrial trucks to improve warehouse process efficiency including wireless data transmission, a truck guidance system, logistics interface and the Jungheinrich Warehouse Management System (WMS).

entire European forklift production for the EMEA. The family run business is in the fourth generation and has a reputation for developing robust lift trucks with a long service life. In the past two years Crown launched nine new products, including the SC 5300 three-wheel forklift series, ESR 5200 reach trucks, ES 4000 and ET 4000 stacker series, several of which were on display at the show. An innovative attachment fitted to a pallet truck for easy removal of batteries from electric forklift s was also highlighted.

Max Truck The unique Maxtruck 2T from Sweden was att racting a lot of attention in Hall 8. It is not only a flexible counterbalanced forklift, but also a multifunction machine. In addition to being an all direction truck, the operator can quickly change the front attachment to perform other tasks. The telescopic boom provides good driver visibility with a load capacity of 2 tonnes up to 4.2m. The patented multi-direction fork lift truck can potentially replace a large number of specialized trucks and can handle all types of goods including long loads, taking them directly from a truck to the warehouse. The Maxtruck 2T with its unique steering capability and telescopic boom, can carry out work in 30-70% less workspace than a conventional counterbalance truck, according to the company.

Crown Since 1986 Crown has manufactured its products in Roding, Bavaria, which originally began as a production site for hand pallet trucks and components. The site now consolidates Crown’s

Indeva German manufacturer I N DEVA was demonstrating an extensive range of industrial manipulators, including both traditional pneumatic control and state of the art electronic manipulators. Company representatives say their system enables operators to lift and manoeuvre naturally, as if it were an extension of their own arm. Indeva supplies solutions to handle loads with various dimensions, shape and weights in different industrial fields, including wheels, Text & Photos: Joe O'Brien -


Mercedes-Benz Trucks Driving Experience

Distribution & Collect – Frankfurt


rankfurt in the Rhine-Main region in Germany is not only the financial centre of the Federal State but is also a very busy business city and transport network hub. Be it air freight, rail freight or road transport, the region is well connected and networked. Like any vibrant metropolis, commercial vehicles perform delivery and pickup services - in fact, all goods have to cover the last mile in a commercial, no matter whether they are being transported to a supermarket, delivered to somebody’s front door or sent to a landfill. With this topic in mind, Mercedes-Benz Trucks

brought the trade press together to its ‘Distribute & Collect’ Driving Experience event held at Germany’s biggest Mercedes-Benz Commercial Vehicles dealership. Presented here at the CV Service Centre, Frankfurt/Offenbach branch was a selection from the Mercedes-Benz Atego, Antos and Econic distribution ranges and the Canter EcoHybrid from its sister brand Fuso Trucks. “20% of the new vehicles registered from Mercedes-Benz Trucks cater for distribution transport,” stated Sven Ennerst, Head of Global Development, Daimler Trucks in his address before the press drives. “And that makes us the leading supplier in this segment in Europe,” he added. “As part of our Euro 6 initiative, we have greatly stepped up

our activities especially in the area of distribution transportation, where we offer the right vehicle for every application.” “Moreover, all of the vehicles from our fleet of distribution trucks offer great benefits as their new Euro 6 compliant engines are quiet, powerful and cost efficient,” he added. Before the journalists headed out to the roads to test drive a selection of the 25 vehicles on display, Mr. Ennerst concluded, “Our trucks set benchmarks for efficiency, handling, safety and body builder friendliness. They also set the pace when it comes to total cost of ownership.”

Europe to lead global CO2 reduction in Commercial Vehicles


he European commercial vehicle industry is fully committed to reduce CO2 emissions,” stated Dr. Wolfgang Bernhard, Daimler’s Truck & Bus Chief (pictured below) in outlining the European Automobile Manufacturers Association’s (ACEA) proposals on how the European road transport industry has to join forces to reduce CO2 emissions by 2030. As Chairman of the ACEA, Dr. Bernhard was frank in outlining that the ambitious targets directed by the European Union can only be met with the co-operation of all other stakeholders to unleash the full potential of CO2 reduction. That includes trailer manufacturers and specialists involved in driver training. In taking this direction, Dr. Bernhard maintains that Europe can once again set the example for others to follow (e.g.


South America, Russia, Asia and the South Pacific region). Dr. Bernhard began his exclusive presentation to members of the International Truck of the Year Jury at the Mercedes-Benz Distribute & Collect Drive 2014 event in Frankfurt by reiterating that the transport sector is the backbone of competitive economy. “Transport links all other economic sectors and within the 27 EU states over 11.1 million people are employed, with €540 billion gross value added in 2010. Within that the commercial vehicle industry in Europe generates €70 billion annual reserve, with up to 3.3 million indirectly employed.” Another significant point was made in that commercial vehicles in Europe account for less than 1% of global greenhouse gas emission. Next to the production of energy supply at 30%, transport accounts for 25% of greenhouse gas emissions in Europe, with industry on 19%. Within that 25%, cars and motorbikes account for 11%, commercial vehicles 7%, with navigation and air travel 4% and 3% respectively. Interestingly, rail emissions are measured at 0.25% in the 2010 figures highlighted by Dr. Bernhard. The big concern for the commercial vehicle industry going forward is that the European Commission has targeted the

reduction of CO2 emissions from road freight transport by 30% by 2030, compared to 2005. That level from 9 years ago was at approximately 360 million-tonne CO2 equivalent, which means the new requirement will be at 250 milliontonne CO2 . Wolfgang Bernhard admitted that despite the best efforts and progress made by the transport industry, the increased demand for transport service outweigh emission reductions. “But the European truck industry has come a long way,” he explained, “as the developments in reducing fuel consumption are noteworthy, minus 60% since 1965, while at the same time reducing emissions (through meeting 6 emission reduction standards within the past two decades), increasing payload capacity, increasing performance and increasing safety,” he added. Further into the address, Dr. Bernhard detailed the various elements within commercial vehicles drivetrains that can reduce CO2 , but with differing cost levels and with differing potential reduction. For example, in long haul operations hybrid technology can achieve up to 7% reduction, with an average CO2 cost per tonne of up to €1,600, while the Exhaust Heat Recovery development can reach €1,300 per


Mercedes-Benz Atego “Customers are impressed by the new Atego’s value, efficiency and versatility. Thanks to our fourcylinder OM934 engine and six-cylinder OM936, Sven Ennerst, Head of Global Development, Daimler Trucks the Atego’s heart is especially quiet running, cost effective and clean. All Ategos can be ordered with our fully automated Mercedes PowerShift 3 transmission, and its consistent shifting quality is easy on the engine and reduces fuel consumption – by up to 5% more than its predecessor,� explained Mr. Ennerst. “The Atego’s cab also makes life easier for drivers. With regard to its layout, convenience and ergonomics, the Atego’s cab is by no means inferior to that of its ‘big brothers’ – Actros, Antos, Arocs, etc. In addition, the doors extend down for easy exit and entry, and extra comfort is also provided by the new, four-point cab mounting as well as by the Atego’s precise chassis.� Long service intervals of 120,000 kilometres, ESP as standard and high levels of specification assures that the Atego maintains its leading market share, a position held for over 15 years. Two distinct versions were driven, the 300 hp 6-cylinder 12 tonne Atego 1230 4x2 followed by the 7.5 tonne 823 4-cylinder rigid with 231 hp. The former was tried over a hilly route accompanied by Mr. Ennerst as co-driver. Along the route, Sven was keen to highlight the smoothness of the drivetrain as witnessed by yours truly. Torque levels from the

7.7L (with 1200 Nm) were impressive, especially once the steepness of the incline was realized on the descent! There the effectiveness of the 300 kW engine brake came to the fore. This unit is perfect all round for urban distribution. Again, the run in the lower weight category 823 model at 7.5 tonnes with 6-speed manuals was undertaken effortlessly as the roomy cab and good visibility from the mirrors and glazed areas proved invaluable around the urban areas driven through. Similar to the 12 tonner, steering response was good. 900 Nm of torque is produced from this 5.1 litre block. Interestingly, 80% of the parts used are new to this latest Atego.

Mercedes-Benz Antos Antos is a totally new truck from Mercedes-Benz directly catering for heavy-duty distribution transport. Powered by four engines with 16 output ratings, extending from 283 hp to 625 hp, it has a selection of transmissions available with 8, 12 & 16 gears. With regard to safety, the Antos contains all of the currently available assistance systems such as Lane Keeping Assist, Active Brake Assist 3, etc. “In addition, we offer customised variants for special applications, the payload-optimised Loader version, which has record low curb weight and the Volumer which offers many benefits, including a very low liftover height,� explained Mr. Ennerst. For longer cross-country journeys, the Antos can be fitted with Mercedes-Benz' Predictive Power Control (PPC) which offers up to 5% in fuel savings. We took the 2543 6x2 rigid version for a run on

tonne of CO2 with up to 5% estimated reduction. Use of lighter materials and components can deliver up to 2% reduction in emissions but at a high price – up to â‚Ź6,000 per tonne of CO2 . Under the 2030 targets the EU aims to broadly regulate all segments, which would be inefficient, according to Wolfgang. “Commercial vehicles are highly diverse in terms of size and mission, and including all vehicle segments is neither effective nor efficient,â€? he explained. In outlining the relative subdivisions according to the various operational applications relating to commercial vehicles, Dr. Bernhard stated 60% of emissions could be covered within three main vehicle segments – 80% if city buses and additional delivery segments would be included. (See chart I). He claimed that the EU target can only be achieved by joining forces that include all reduction potentials to include vehicles, trailers, tyres, fuel production, operation, infra-structure and fleet renewal (See chart II). A standardized simulation tool termed VECTO – Vehicle Energy Consumption Calculation Tool has been developed for comparable consumption data which specifies emissions data for each individual truck configuration. It takes into account different vehicle configurations, different transport missions and purpose and ‘work done.’ Dr. Bernhard in conclusion said, “Transparency will enable a self-regulating market process, that forces competition and reduces CO2 .â€?

one of the chosen rural routes. Thanks to the 428 hp, gears were skipped up through the 12-speed PowerShift automated box in twos and threes. Visibility was prett y good due to the high driving position but maybe a bit too high in the urban environment, especially if cyclists are around. The four steps it takes to get to the seat is a prohibitive factor for achieving efficient multi-drop operations. Another issue is the position of the hand-brake which is situated on the wrong side of the drinks/ cup holder slot. Should be nearer to hand.

Mercedes-Benz Econic The latest generation Econic with the Euro 6 drivetrain has a lot going for it and somehow has yet to realise its full potential. Throughout Europe it is used primarily as a refuse truck and for airport logistics. However, its real vocation in life could be as a distribution vehicle – be it rigid or tractor-unit. Its low entry cab, vast glazed areas and spaciousness make it ideal for a safe urban operator. Full air-suspension enhances its handling properties, while the Allison automatic transmission with its fully hydraulic converter increases ride comfort and agile driving. Low fuel consumption and corresponding decrease in carbon emissions are achieved through the new 7.7 litre Euro 6 (299 hp to 354 hp) blocks (up to 4%), while the Natural Gas 6-cylinder engine in Euro 6 form is even more efficient.

Fuso Canter EcoHybrid Further to the test drives in the new Euro 6 Fuso Canter EcoHybrid at its launch in Portugal, another pleasant drive around the satellite towns of Frankfurt was undertaken. Please refer to pages 10/11 of this edition for the review report.

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Text & Photos: Jarlath Sweeney -

52 | FEATURE In the drive to save weight, increase payload and save fuel, rear closure tail lifts have increased in popularity. Ballinlough Refrigeration has supplied the well regarded DHollandia brand of tail lift products for almost twenty years. Ballinlough’s Neil Bannon explained, “The main benefits of rear closure models is that they eliminate the need for rear doors or a roller shutter. Because the platform itself becomes the rear frame and doors, it seals the cargo bay. Using the tail lift platform as the rear frame delivers the weight reduction, and is of particular benefit for the weight sensitive light commercials.” Neil added, “The units are easy to fit and simple to operate making them flexible and cost effective.” Neil also noted the additional benefits for vehicle security the rear closure model offers.

Tail Lifts and Cranes ‘Just lift it yourself’


hecommonpurposeofallcommercial vehicles is to load, transport and deliver goods, passengers or services. While problems can arise at any stage throughout the journey, problems and delays at the loading and unloading points are often the most frequent, and many of these problems are out of the operator’s control. So the solution may be to take back control of the loading and unloading, by using your own vehicle mounted handling equipment. Lifting equipment allows a great deal of flexibility and can increase vehicle utilisation by reducing waiting times at each end of the journey. This makes the economic argument quite clear; if a driver can deliver immediately without having to wait for equipment to become available hours can be saved over the working day. However, as with most aspects of the transport industry - and lifting equipment is no different there are the ups and downs – so to speak. The pros of flexibility must be weighed against the cons of extra weight, additional maintenance and appropriate driver training to comply with health and safety requirements. Interestingly, the fitment and use of lifting equipment is one that touches all


sectors of the industry from light vans to trailer operators, and includes the passenger transport sector. With all transport equipment what you intend to do with it deserves serious consideration, and with handling equipment there are many issues to consider – not least lifting capacity. Lifting capacity is obviously important, though some transporters are finding that customers are under-declaring the weight of pallets, and that pallet sizes are increasing as customers try to save on transport costs. This has the potential to be more than just a slight deception on the customer’s behalf - it can be inherently dangerous. If the stated weight exceeds the rated ‘Safe Working Load’ (SWL) of the lift, the consequences could prove expensive at best, or in the worst case result in personal injury. One new dimension equipment providers have to deal with is the fitment of taillifts to double-deck trailers. While not the most common of applications they are becoming more frequent. In general the same rules and operational procedures apply. However, due to the increase in working height, any potential dangers and hazards are greatly exaggerated and therefore potentially more serious.

Another respected name in the supply of tail lift equipment is Zepro. TSS Refrigeration & Tail Lifts are the Irish agents for Zepro, and the brand has proved popular with operators for reliability and durability. The Zepro range will adapt to most regular vehicles on the market, and TSS offers a wide range of accessories that will adapt the lift to your specific needs. TSS’s Mark Grange said, “We always strive to reduce the weight of our products to keep the fuel consumption to a minimum, to save both money and to reduce the effect on the environment.” Mark points out that regular maintenance is preferable to ensure trouble-free service, as any downtime of the tail lift can mean downtime of the whole vehicle.” TSS stock a comprehensive parts service, and Mark added, “We have complete archives to assist quickly and accurately with spare part requirements.” TSS will be among the Exhibitors at the upcoming CV Show in Birmingham later this month – Stand 3E 100. To reduce the risk of accidents, a driver or operative of truck mounted tail lifts should be correctly trained and certified on the specific piece of equipment. However, due to the wide range of vehicle attachments and the wide variety of operational environments, some training companies recommend that operators undergo training from the original equipment supplier. Their reasoning is because of variations in delivery points it is almost impossible to cover all possibilities. If in doubt industry bodies such as the Freight Transport Association Ireland (FTAI) can advise on the best ways to address specific training needs. Another widely used type of self-lifting equipment is the truck mounted crane. They have long been a regular feature in certain segments of transport in particular on the construction supply side. A global supplier of cranes across all industry sectors is Palfinger, with the company this year celebrating 50 years in business. Palfinger Ireland is based in Tullamore, County Offaly, and the company’s product range covers small access platforms, tail lifts, truck mounted and off shore marine cranes. As Palfinger supplies equipment to all industry sectors, it also offers a vast range of attachments for their cranes, which greatly widens the scope of applications any one crane and therefore truck can be used for. Seamus Kane of Palfinger Ireland does note that “the training situation for truck mounted cranes is slightly different from some other transport equipment,” although this can be arranged through the Tullamore company. In addition Palfinger also


supplies a selection of truck mounted forklifts and walk with or remote operated lift trucks.

free over the lifetime of two or more of the trucks is carried on.

The regulations governing vehicle mounted lifting equipment and their operation in the workplace are contained in ‘S.I. No. 299 of 2007 (Safety, Health & Welfare at Work (General Application) Regulations 2007) and subsequent amendments.’ As you would expect is a large document, though it is relatively easy to work with and well worth a read. It covers all aspects of the work, including choosing the right equipment and detailing the employer’s obligations regarding training, personal protective equipment, maintenance and regular inspections. Companies should be familiar with the contents as it answers many of the frequently asked questions, and covers all types of equipment.

Moffett Engineering Ltd, began manufacturing in Dundalk in the 1940’s and changed the face of the transport industry when it mounted a small forklift to a truck in the 1980’s. Moffett is now part of the Cargotec Corporation and known as Cargotec Ireland.

An alternative to cranes and tail lifts, is the truck mounted forklift. Always having the ability to deliver the load can dramatically improve vehicle productivity. Although the initial cost can be offputting for some operators, the longevity of the equipment must be considered. In real terms the part-time operation cycle is generally not as tough as that experienced by a full time forklift, in that a smaller percentage of the time is spent working. Selecting the right model from a recognised company like Manitou and its highly versatile TMT range ensures the unit will remain serviceable for long duration. As a rule, once operated within it’s design specification and provided the unit is properly maintained, it should operate trouble

Text: Paul White -

The Moffett truck mounted forklift became a synonym for this type of equipment and was an Irish engineering success on a global scale. The three wheeled units have a lifting capacity from 1.5 to 3.5 t, and can be equipped with a variety of attachments allowing them to be used in almost every industry. Within the Cargotec Corporation the Moffett brand sits alongside other company names such as Hiab, Kalmar and McGregor. It is important to note that once a truck mounted forklift is detached from the carrying vehicle, it becomes a standard forklift under the general applications regulations, and the normal rules governing this type of equipment apply. Employers have an obligation to ensure that drivers are properly trained to operate the forklift. The issue of correct maintenance is an important factor for all truck mounted forklifts cranes and tail lifts. Proper maintenance checks includes the annual testing of equipment for correct operation of all components and a weight test. One point

brought to our attention is that in addition to the annual test and certification equipment that can carry a person (even inadvertently), which includes tail lifts should be serviced and checked tested every six months along with the annual test, and all testing must be carried out by a recognised competent person. All the major recognised brands of lifting devices appear to retain a high residual value, and there always seems to be a market for well-maintained used equipment. In most cases lifting units can be transferred from one vehicle to another. Once equipment is operated within capacity, remains undamaged and is maintained correctly it can significantly add to a vehicle’s value. For some operators, (depending on the nature of the work) lifting equipment is an absolute necessity, as there is often no alternative method of unloading at the delivery point. While not everyone has the opportunity to use self-lifting devices, the benefits can dramatically outweigh the investment that is gained from improved vehicle utilisation and the driver productivity. With a small investment in correct equipment, operator training and scheduled maintenance - lifting it yourself can deliver more than the load.


EU Review of Drivers CPC Directive 2003/59/EC Stakeholder Conference


he majority of those that I have spoken to in both Ireland and the UK have expressed universal dissatisfaction with the Drivers Certificate of Professional Competence (DCPC) with one exception, the Road Safety Authority (RSA). I mean the broadest spectrum of drivers, employers and instructors, members of the Irish Road Haulage Association (IRHA) and the Road Haulage Association (RHA). The mandatory seven hours required for each module is most virulently opposed and ridiculed by educationalists. Therefore, when I was asked to represent the IRHA at a Conference reviewing the DCPC hosted by the European Commission in March, I was prett y skeptical as to whether or not it would be a complete waste of time. I had previously been involved in a review of Module Five with the RSA, and like the majority of us in all of the modules I have attended to date, it left a lot to be desired. Where I sought real change, I was told the “Rules were laid down by the EU”. I had asked the RSA during the review of the necessity of certain elements included in virtually every module that have nothing to do with the objectives of improving road safety through increased driver professionalism. I was told a) that there was a high satisfaction rating coming back from those who sat the modules and that b) the content was dictated by the EU and the RSA had no leeway. I did ask the RSA if I could have sight of their input but I was told it was broadly in line with the revised Module Five. I was also informed they were not attending the Conference, and that Ireland was seen as a model of the way forward! Therefore I was quite skeptical going to Brussels as to whether or not I was wasting my time and the IRHA’s money. I was among four hundred attendees representing various organisations, each of which had made a submission. I was the only Irish representative.

training which needed to be ‘outcomes based’ and the methodologies best used to achieve these outcomes. If we work on the assumption that Mrs Bell was outlining a potential direction in delivering the DCPC then it appears the EU has been listening, as the outstanding complaint of all those I know regarding the DCPC is the mandatory seven-hour modules and the current DCPC does not fit in with any methodology she described. “Mutual Recognition” was also well aired, and informed the current situation whereby modules sat in the UK by an Irish drivers licence holder would not be recognized by the RSA, yet the UK Authorities will recognize the modules attended by a UK licence holder in the Irish Republic. The discussions on learning and minimum age outlined that the earlier one started, the easier and better one could learn. Th is in turn was contradicted by accident statistics, but not completely. If this is the direction the EU is going, it would follow that the Apprenticeship Scheme proposed by the IRHA is the way to go. Unemployment among Europe’s young was mentioned a number of times. On this point the IRHA has got to keep emphasizing that many of the outstanding success stories of the industry are early school leavers. Not everyone wants to stay in school until eighteen, think of the names Richard Branson and Eddie Stobart. So, was it a waste of time and money? It felt like I had a very positive experience, but that’s what these people are paid for! So, the ‘Proof of the Pudding will be in the Eating’. The fi nal outcome will be published early 2015, I think it will be a good outcome and will ‘Improve Driver Professionalism and Increase Road Safety’.

The fi rst of five presentations at the Conference was a review of the submissions (via a questionnaire) on the DCPC from the stakeholders attending. The result came out resoundingly negative and could be summarized as follows - broad support for the principle, but with a resounding thumbs down on its failure to achieve. So it seems the RSA’s report of Irish satisfaction ratings are not to be found elsewhere in the EU nor would the IRHA’s view concur with the RSA. The themes of the remaining four presentations were 1) Relevance and Scope of the Directive, 2) Minimum age, 3) Structure of Training and 4) Quality Assurance and Mutual Recognition. I concluded from the papers that if the EU was inviting us there to hear these speakers, then logically it seems it had picked these themes as an indication of the way they were thinking of going in the future? Whilst all the papers were extraordinarily interesting, the Chair initiated outstanding discussions between each paper and then summarized the views of the stakeholders. In particular the “Structure of Training” Paper presented by Mrs Claudia Bell of DEKRA Akadaemie GmbH spoke quite clearly of fit for purpose

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Text: Jerry Kiersey -




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