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New Renault Range K Rugged Trucks for Demanding Applications

European Truck Challenge 2014 - First Euro 6 Group Test

Contents Dec 13/Jan 14

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

4 News • Mercedes-Benz Sprinter wins Irish Van Award • Cabotage Restrictions lifted • DHL supports Rugby World Cup • Sligo County Council honours local haulage firm • Trailer market to grow • Changes afoot for EU Truck Racing Series • Ireland to Chair International Van Jury • Diary Dates • Kerry Foods benefit from r2c online • Cargo Defender secures

10 First Drives Launch of new Renault Trucks Range K & C

Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien

12 New Fleet Last of the 2013 registrations to be featured this year

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Gerry Murphy, Joe O'Brien, Paul Sherwood, Shane O'Neill, Craig Eccleston

16 Fleeting Shots Featuring Mercedes-Benz, ITOY, FTAI & Volvo Trucks

Administration: Orla Sweeney, Denise Owens, Paula Mullarkey

18 Review Solutrans 2013, Lyon, France

Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland Cover Pics: Paul White

20 Tachograph Continental VDO Products & Services 22 Profile Dixon International Transport – Fleet Transport Irish Haulier of the Year 2014 24 LCV • Volkswagen Commercial Vehicles look to 2014 • Bott’s new Smart Van system • Fiat Ducato enters US Market

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.

34 Fuel Prices & Safety Matters @ the pump with the IRU & The Health & Safety Column 36 Alternative Drive The merits of Natural Gas as an energy source 38 Motorsport Dakar 2014 Preview 40 Technology Beyond Euro 6 with Cummins

8 Interview with Henrik Henriksson, Scania

Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney | 3

26 Warehousing Looking at Forklift Attachments 29 Group Test Annual European Truck Challenge in Germany

42 Refrigeration New products for Carrier Transicold 44 Green Fleet Irish BioEnergy Association Seminar 45 Report FTAI Seminar on Transport Compliance 46 Bus & Coach News from the industry preparation



48 Shipping Developments in the Maritime sector 50 Comment Irish – Spain links 52 Legal More enforcement required 54 Finance Reducing Overheads 56 Opinion The highs and lows of the transport industry 58 Soapbox Taking issues to Europe

Happy Christmas & Best Wishes for 2014 P10 Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

Fleet Transport Official Irish Jury Member of the International Truck of the Year Award Fleet Transport represents Ireland on the Trailer Innovation 2013 and the European Transport Company of the Year 2013 adjudication panels.


Transport Barometer: Data from 16-10-2013 - 14-11-2013


TimoCom suppor t s t he recommendations of the IRU The economical and ecological advantages of using a freight and vehicle exchange are clearly obvious to both the transport service provider and business partner. However, providers and users are also confronted with challenges and risks that are only apprehended and discussed by the International Road Transport Union (IRU) Goods Transport Council (CTM) in Geneva, to adopt guidelines for a secure handling with freight exchanges.

With up to 450,000 freight and vehicle offers daily, Timocom established in 1997 sets high standards concerning security. This includes, among others, detailed and constant verification of all customers and business documents before access to the platform is granted, competent legal advice in critical cases as well as a sophisticated IT system with security access.

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4 | NEWS 1

Mercedes-Benz Sprinter wins 2014 Continental Irish Van of the Year Award


p against French and Japanese opposition it was the German brand that came out on top in the contest to elect the 2014 Continental Irish Van of the Year Award in the shape of the Mercedes-Benz Sprinter. The announcement was made at an awards ceremony in the Crowne Plaza Hotel, Santry in front of the leading figures from the Irish motor industry. Sunday Independent Columnist and RTE TV personality Brendan O’Connor was the guest Compere of the event. The latest generation Sprinter was adjudged the winner following the

Irish Motoring Writers Association (IMWA) Van Jury vote which was based on a range of criteria including safety, driving quality, reliability, versatility and value-for-money.

Pictured are Gerry Murphy, Chairman, IMWA; Tom Dennigan, Continental Tyres Ireland; Stephen Byrne, Mercedes-Benz; Adrienne Murphy, Fergus Conheady, Mercedes Benz and Brian Byrne, IMWA Van Chairman.

Presenting the award to Fergus Conheady, Sales Manager, MercedesBenz Commercial Vehicles Ireland, Tom Dennigan of Continental Tyres Ireland said, “The Mercedes-Benz Sprinter brings a new level of comfort, driving dynamics, safety and economy to the commercial sector and it is no surprise that the members of the IMWA have voted it the best van in Ireland. Well done to MercedesBenz.”

Lifting of Cabotage restrictions suits Car Transport Operators


n line with the agreement of the European Commission to selectively relax cabotage rules in Ireland, when the needs of the Irish transport industry require it, cabotage restrictions in Ireland are being temporarily suspended for car transporters from other EU Member States. The announcement by Minister for Transport, Tourism & Sport, Leo Varadkar, T.D., - will allow Irish car transporter fi rms and Irish motor dealers avail of spare car transporter capacity in other EU Member States during the peak in demand that is expected in Ireland during the period from Monday 25 November 2013 to 28 February 2014. At the end of this term, the cabotage rules would be re-applied to those vehicles again.

or any other appropriate road transport or safety requirement.

Th is arrangement does not alter any operator’s obligations under other EU or Irish law while operating in Ireland in relation to vehicle or road safety, driver’s hours or working time,

DHL – Official Logistics Partner of Rugby World Cup 2015


aroline Cannon, Brand Communications & Marketing Manager at DHL Express (Ireland) Ltd pictured in Dublin recently with All Black hero Sean Fitzpatrick and the Webb Ellis Cup in Dublin to mark DHL’s role as official Logistics Partner of the Rugby World Cup 2015.

Civic Reception for Sligo Haulage & Distribution


ouncillor Pat McGrath, Cathaoirleach of Sligo County Council and fellow members of the Local Authority hosted a Civic Reception to honour the Management and Staff of Sligo Haulage & Distribution Ltd on their recent success at the annual Fleet Transport Awards. In his address to members of company owner Stephen Mullen and invited guests at the County Hall, Councillor McGrath paid tribute to the ambition, vision, commitment and success of Sligo Haulage & Distribution since its foundation by Stephen 15 years ago and congratulated the Tubbercurry based firm on winning the Fleet Transport Regional Haulier of the Year Award three times in a row.

Pictured at the Civic Reception were Stephen Mullen, Sligo Haulage & D i s t r i b u t i o n; Councillor Pat McGrath, Chairman, Sligo County Council and Jarlath Sweeney, Group Editor, Fleet Transport.


Cabotage means the national carriage of goods for hire or reward carried out by nonresident hauliers on a temporary basis in a host Member State. The aim of the Regulation is to improve the efficiency of road freight transport by reducing empty trips after the unloading of international transport operations. Article 8 of the Regulation provides that every haulier is entitled to perform up to three cabotage operations within a seven day period starting the day after the unloading of the international transport.


Growth forecast for trailer market in 2014


railer production, having fallen by 9.8% from the 2011 level, will also have a double digit increase in 2014”, stated Gary Beecroft, Managing Director of CLEAR, the UK based automotive and transport market group. CLEAR has been monitoring the state of the trailer market in Western Europe for some time and reports that the sector in the seven largest economies will recover slowly as investment levels strengthen. “2014 is on target both in terms of the economic data and new trailer demand: the latter will increase by more than 10%. Several of the countries covered by the West European report will have trailer market growth of over 15%,” added

never happened since the heavy duty trailer was invented. The size of the parc has always increased every year even through recessions and slowdowns. The forecast for new trailer demand is that it will almost match the level of 2006 by 2016. It remains unlikely that the demand level of 2007/8 will be seen again,” he concluded.

Gary. Furthermore, demand for road transport in Western Europe, measured in tonne-km, which has been falling since 2008, may at last stabilise. The average fall for the Big 7 economies is 20% since 2006. “The trailer parc (fleet size) is forecast to stabilise at the 2013 level. It has been falling since 2009. It must be emphasised that this has

The figures for the trade in merchandised goods in the big 7 countries have also stabilised and should grow in 2014. Th is will flow through to the demand for road transport, resulting in an improvement in most countries in the coming twelve months. Trailer demand, though down 9.5% in the fi rst half of 2013 will be up 13.2% in the second half and up 0.8% for the year overall.

2014 FIA European Truck Racing Championship season will start without Renault Trucks and MKR Technology


ollowing the withdrawal of Renault Trucks from the FIA EU Truck Racing Championships, its works team MKR Technology has decided to leave the sport as an active racing team. The MKR Technology team has enjoyed great cooperation with Renault Trucks since 2010. Together they achieved numerous titles such as European Champion in 2010, runner-up in 2011 and finally, Manufacturers Champion again in 2012! “We are very grateful to Renault Trucks and our partners like Meritor, Schaeffler, Jurid, Brembo, Fassi, as well as the partners who came with our drivers, for supporting us throughout these four fantastic years. Also, we would like to thank drivers Markus Oestrich, Markus Bösiger and Adam Lacko for giving

amazing job!” said Karel Neffe, Press Officer, MKR Technology. “At the same time, I have many to thank for the chance to do truck racing for 25 years on different teams, with the team owners Gerd Körber and Martin Koloc giving me the possibility to grow and reach for the champions’ title with different pilots,” says the boss of MKR team Mario Kress.

superb performances and keeping the team spirit. Last but not least, we want to express our gratitude to our mechanics, engineers and all the people who were a part of this project and helped the team grow. Everybody did an

Even without truck racing the workshop door will not be locked, because the work continues. “We see our future in other projects we are working on, and these are not only in the racing field,” says Mario with optimism. “As our slogan says, innovation has no limits, it’s just a matter of time and the time will show what comes next,” he concludes.

Ireland takes Chair of International Van Jury


arlath Sweeney, Group Editor at Fleet Transport magazine has been elected the new Chairman of the International Van of the Year Jury (IVOY) at a jury meeting in Turin. The Claremorris native and resident succeeds Pieter Wieman from The Netherlands who has retired after spending almost two decades at the helm. The IVOY jury consists of 25 Editors from Europe’s leading commercial vehicle magazines and each year selects the International Van of the Year and International Pick-Up Truck (IPU) awards. Mr. Sweeney will also preside over the IPU jury panel, an award he initiated in 2010.

role of Chairman of the IVOY and appreciate the faith and trust that my fellow members have put in me. My plan is to continue the good work undertaken by Pieter Wieman over the years and wish him good health in his retirement.’’

Commenting on his appointment Jarlath said: ‘’I’m delighted to be taking up the prestigious

6 | NEWS 111

DIARY DATES 2014 - EVENTS AND EXHIBITIONS EVENT DATES VENUE WEBSITE Dakar Rally 2014 Autosport Show 2014 Holiday World Show 2014 NI Holiday World Show 2014 ROI Spring Caravan & Camping Show 2014 84th Geneva International Motor Show SEAI Energy Show FTAI Transport Managers’ Seminar Fleet Car Awards 2014 FPS Expo 2014 Trailer 2014 Commercial Vehicle Show 2014 Multimodal 2014 IRHA Conference 2014 Tank-Ex 2014 Tip-Ex 2014 Goodwood Festival of Speed 2014 Mondello Truck Show 2014 IAA EU Commercial Vehicle Show Paris Motor Show 2014 EuroBus Expo 2014 Coach & Bus Show Fleet Transport Awards

5-18 January 2014 9-12 January 2014 17-19 January 2014 24-26 January 2014 18-23 February 2014 6-16 March 2014 12-13 March 2014 25th March 2014 TBC 9-10 April 2014 24-27 April 2014 29-30 April 2014 29 April–1 May 2014 TBC 29-30 May 2014 29-31 May 2014 26-29 June 2014 5-6 July 2014 25 Sept–2 Oct 2014 4-19 October 2014 4-6 November 2014 15-16 November 2014 TBC

South America NEC, Birmingham, UK Kings Hall, Belfast RDS Simmonscourt, Dublin NEC, Birmingham, UK PalExpo, Geneva, Switzerland RDS Simmonscourt, Dublin Johnstown House Hotel, Enfield TBC Harrogate International Centre, UK Kortrijk Xpo, Belgium NEC, Birmingham, UK NEC, Birmingham, UK TBC Harrogate International Centre, UK Harrogate International Centre, UK Goodwood Estate, Chichester, UK Mondello Park, Naas, Kildare IAA Exhibition, Hannover, Germany Paris Expo, Versailles, France NEC Birmingham, UK RDS Simmonscourt, Dublin TBC www.ft

r2c Online is the answer for Kerry Foods


hile mandatory Driver Preuse Walk-around Checks will undoubtedly improve vehicle roadworthiness and safety – it does create a fresh challenge for operators to ensure their processes remain compliant whilst continuing to optimise the efficiency and uptime of their operation.

It is a challenge which Kerry Foods has already addressed through the implementation of the web-based compliance management soft ware with r2c Online. Kerry Foods introduced r2c Online in April 2013. Fleet Manager John McEvoy explained their reasons for adopting the platform, “Our driver defect reporting was a paper-based manual system, so we began to look

we saw what r2c Online could offer, we were convinced that it was the right solution for us”.

to technology to take away the administration and improve our pre-use checks procedure. When

Launched in 2003, r2c Online enhances the efficiency and accuracy of commercial vehicle compliance management, including the Driver Pre-use Walk-around Checks process. With r2c Online drivers complete their checks on a mobile phone or mobile device and the information is automatically uploaded to the r2c platform. The Transport/Fleet Manager and the repairer are notified of the defect at the same time, so there are no delays in booking repair work or allocating a defect to the next scheduled job. For transport operators, this means they can manage their defects in real-time, providing full and paperless traceability.

Cargo Defender: Unique security solution


argo Defender, an innovative alarm based security system for curtain side and box trailers which monitors and protects the cargo from all possible access points has been developed by a new Donegal based business Cargo Defenders Ltd. The new system provides the logistics industry with a unique security solution according to Aidan Robb M.D. at Cargo Defenders, “We have been developing and successfully trialling our security system for over two years and are delighted with the feedback we have received to date. Cargo crime is an on-going issue in the industry and our new system is an invaluable tool in preventing Eamonn McCaghey of East Coast Suppliers Ltd is pictured with Aidan Robb, Cargo Defenders. cargo theft.”

gain access to the cargo by cutting the curtain - the inbuilt sensors will immediately detect the slash and trigger the security response system.

The Cargo Defender system monitors and protects curtain sided trailers at all access points thus preventing cargo thieves and illegal immigrants from gaining access to the trailer. The system turns

Cargo Defenders recently provided the system to East Coast Suppliers Ltd, a County Louth based company, who fitted out their entire fleet with the new Cargo Defender system.


a standard curtainsider into a high security trailer/ truck. Its main feature is the innovative smart trailer curtain tamper sensors, which are fitted to the inner side of the trailer curtain. Should a thief attempt to

The Cargo Defender cloud based platform is a very useful tool for companies that need to record the trailers activities for auditing purposes. The platform records and logs all the trailer/trucks activity including where, when and how long a trailer door or curtain was open, users can set alerts which will alert them if a trailer door was opened outside of set locations. The platform also gives fleet managers the ability to remotely arm and disarm the security system from their laptop or smart phone.


One-to-One with Henrik Henriksson, Executive Vice-President, Head of Sales & Marketing, Scania by Gianenrico Griffini, Chairman, International Truck of the Year. GG. In your role as Head of Sales & Marketing you have a broad portfolio. Discuss. HH. Starting with sales and marketing and that includes the four main business areas which is trucks, bus and coach, parts and service and engines and now lately we have also established a fi fth business area which is linked to connectivity which is fleet management services. Basically it’s all the information that we have started to collect creating products and services to sell to our customers or our customers’ customers. Then there is the global responsibility, selling to our distributors around the world, it could be fully owned like Italy or they could be private companies like in Indonesia or in Ireland for example. We are also responsible for the product portfolio, so we are putting demands on R&D on what products we need tomorrow, 6 years from now, even 10 years from now. We are also putting demand on our production of how much we are going to produce 3 months from now and 6 months from now. So, basically that is the responsibility together with my colleagues and Executive Board, we manage Scania going forward. I’ve had this job now for one year and before that I was head of one other business area, trucks. GG. How is the market situation in Europe and describe what’s happening here please? HH. I think we are seeing now a pre-buy, as you probably have noticed, of Euro 5 before we come into the year end and that has started quite late. In some parts of Europe, in Germany, Austria, Switzerland and Scandinavia there was some certain pre buy that started earlier but the majority of Europe actually got going during August/September. We see now that there is a fight to get Euro 5 vehicles and we have to maximise the production as much as we can before the year-end to cater for this volume. Of course, this means that the market looks quite good in Europe, it looks better than it has done before but at the same time I think the whole industry knows what’s going to happen quarter 1 and what’s going to happen Quarter 2 next year. That is the challenge at the moment to balance the quick increase and then look a little bit further ahead and see what’s happening in the beginning of next year. We believe that the underlying growth in Europe will come back and it’s the age of the fleet that concerns me. Since 1981 it has never been this old in Europe so there is a need to renew. Somehow this process has to get started and we expect that to continue during next year. The 1st Quarter of 2014 will be tough and probably so into Quarter 2 as well. FLEETTRANSPORT | DEC 13/JAN 14


What of demand of Euro 6?

HH. There is good interest for Euro 6 which is coming up now and when you get the interest from the customers to invest on the Euro 6 side, we are well positioned. We have been out early, launched more than 2 years ago – putting vehicles on the road with customers and that has paid off in that we now have a full range of vehicles ready for 1st January to when Euro 6 is legal. That gives us a very good confidence, it feels like we have had our run-in period, we have had the possibility to see the type of engines that are coming out now is the second generation – they are Euro 6 2.0 as we call them. I would say that this year, roughly around one third of our sales in Europe will be Euro 6. GG. Do you see markets across Europe picking up? HH. Yes the financial crisis in Europe has hit the Southern region harder and to a certain extent selected countries like Poland, part of Scandinavia but not all countries. UK and partly Germany have come up to quite a good level. So there you can say that the recovery has already happened but we are expecting of course that both Italy, Spain and to a certain extent also France will come back and since it’s been so many years now with lower economical activities that it will be a very steep curve to return. At the same time during these tough times of course a lot of our customers have suffered and there has been a consolidation in the industry so there are companies that have gone under and others that have stepped forward, so I think that once we come out of this crisis the players that are present will be very strong players because they are coming out from very tough times – I think their possibility to grow faster than average will be there, once it comes it will go quick. GG. Scania recently said that it has a potential to sell over 120,000 trucks by 2020 and that the focus will be on the service business. Can you explain in some detail this vision of the future? HH. We have had a vision at Scania that in the next economical peak we would reach 150,000 but since the economical situation in the world is so unsecure, we have been moving that peak every year. So what we decided to do is put a firm date

and we need to put targets for that date and that is why now it is 2020 strategy and that we have a hard target towards that year. Basically it is a ‘bottoms up’ strategy where we have had discussions with markets, talking about the potential, what should be our position in different segments, in different applications with different customers and we have consolidated that up to a certain volume. It is not something that has been decided from Head Office that this is a good number – it comes from analysis. Basically what we see and what we have learned the last 6–7 years is that to generalise, we looked at the market before as one, now we have learned to sort of divide it into different applications and segments and industries and by doing that we get a much better understanding of our potential. It’s just the segmentation of the market but doing that we also got a better understanding of the customers’ business and there we now see that where can we grow and still retain a good profitability. There we can see that these are the segments and industries where we should focus more and these are where we should focus less and then we look at what is our potential in earnings when it comes to profitability, not only when we sell the vehicle but also what is the potential of earning profit on the service time of the vehicles and that is often quite different, in some industries that could be quite tough. They want to get to sell the vehicle and there is hard pressure on margins but when it comes to the service business it’s much better. It is based on this knowledge about the market that we have been able to find a way of being more aggressive into the market and seeing that here we need to take more market share, here we need to take more rolling fleet because we know that it will generate more profit on the service side. A good example of that could be waste management, another one could be mining, it could be forestry – timber transport so by knowing more specific about the industries which I would say that 7-8 years ago we didn’t really know and that we know today. That’s why we can focus. The strategy in short is all about being more aggressive into the market, in selected industries and segments and applications and finance that by having a better penetration on the service side so that we take more market share on the service and we do that in the right business - that is the essence on the new strategy. GG. You stated also that this revenue generated by service could account for up to 30%? That is huge. HH. Yes it is, we are currently somewhere around 22% maybe and we need to come up somewhere between 25%–30%. We need to do that when we at the same time are growing a vehicle port from 600,000 vehicles up to close to 800,000 – 900,000, that is a very big challenge. However, today if we look at Europe we have too much free capacity. If you look at a workshop there is more capacity, we could increase the opening hours, we can increase putting in more stock and more people, we need network that is under-utilised in the whole of Europe. Then if we look outside Europe there is huge potential in emerging markets to increase our market share – there the customers are less mature than they are in Europe and there we have to get them to use our services and get them to appreciate the value of doing that.

Read interview in full at





Concrete Solutions with Rock Hauling Renaults


enault Trucks’ launch of its new ‘Range’ vehicle line up earlier this year was a flamboyant extravaganza that could be described as surreal. The event revealed a product styling that remains a talking point, in a colour few could have imagined or described, except perhaps the famous Catalan architect Antonio Gaudi.

K and four for Range C with choices of low roof day cabs or high roof sleepers.

Coincidence or not, a quarry just north of Barcelona (home to Gaudi’s most famous works) was the location Renault Trucks chose for a test drive of the new Construction range. From previous experience of Renault Trucks’ Construction vehicles, we were more than willing to get our boots dirty, and try out the much anticipated replacements for Kerax and Premium Lander.

Renault has tested the trucks with favoured customers in Europe, and as is customary with the brand, extensive testing in some of the more extreme operating conditions such as mining work in Turkey, and running at 120 tonnes GCW transporting logs in Cameroon. Clearly, Renault Trucks believe its new product improves on previous models, and Commercial Director at Renault Trucks UK & Ireland Nigel Butler puts it, “We are very pleased with the initial positive reaction to the new truck range and the level of interest from customers. With the new line up Renault Trucks is in a good place to further improve on their strengthening market share.”

Renault Trucks new line up begins with the Range D model and runs through C, and K, to the Long Haul Range T. On this occasion, the focus was on ranges K and C Construction versions. All models come with a new Euro 6 driveline and a wide choice of axle configurations including single or double reduction options for solo or tandem drive axles. There are six cab types available, two for Range

In the surroundings of the Barcelona quarry, the rugged appearance of the Range C and K models looks the business. The Range K targets operators at the heavy carriage end of the construction industry who need a serious truck for the work. For the slightly less demanding work, the C model offers two cab widths, a 2.5-metre for the all purpose tippers and mixers, with a smaller 2.3-metre

Range K Interior FLEETTRANSPORT | DEC 13/JAN 14

Range K Interior

FIRST DRIVES | 11 version for materials delivery and supply duties. When producing the new range the Lyon manufacturer has considered all things construction including body fitments, and claims up to 20% less time at the bodybuilders. In the construction sector the next delivery can mean a complete change in terrain, and what may be important for one operator may not be to others. To this end, Renault Trucks has tailored the options for C and K to produce practical working trucks to cover the whole sector. An example is that the Range K comes with a three-piece steel bumper while the C offers steel, plastic, or a mixture. All variants come with headlamp protecting grilles.

and provides an excellent turning circle for a fully loaded 8x4. Construction is a sector of the transport industry where a good reputation is hard earned. Premium Lander and Kerax earned that reputation, and we feel the new models will further enhance the name of Renault Trucks across the industry. With the Range C and Range K Construction editions, Renault Trucks has delivered a well-designed and well tested product, that is more than capable of performing on and off-road, with enhanced levels of comfort and drive-ability. Range K

Depending on vehicle specification and tyre size, an impressive 380 mm clearance under the rear axle and 440 mm under the fuel tank can be achieved. Renault Trucks claim the best approach angle on the market at 32° with 24” tyres which increases the clearance under the fuel tank to 515 mm. The company also purports to have the lightest concrete mixer on the market the C 430 XLoad. Th is edition uses an 8x4 day cab with the DTi 11 litre engine, aluminum wheels and tanks and includes a Voith hydraulic retarder. The Range C XLoad tips the scales at 9,176 kgs, allowing a payload of 22,824 kgs. Three displacements of DTi 8, 11, and 13, litres are available from the new Euro 6 engines, with nine power outputs, from 250hp to 520hp. The DTi 13 litre uses electronically controlled pump injectors while the DTi 8 and 11 litre are both common rail units. Torque ratings for the three engines run from 950 Nm for the 250 hp 8 litre to 2,550 Nm for the 13 litre 520. Range K 8x4

Renault Trucks’ automated 12-speed Optidriver is the standard transmission across the range. Alternative transmissions for the Range C 2.3 metre cab are a ZF 9 speed manual or fully automatic six-speed Allison. If preferred a 14 speed manual from the Volvo Group can be specified for the Range K and the 2.5 m wide C models. Renault Truck Range C comes with discs as standard, though the heavier Range K uses drums or optional discs to bring it to a halt. Once stopped, all trucks come with an electronic parking brake as standard. In normal use, the brake is applied in a similar way to a passenger car, though once the engine is switched off the brake is automatically activated. Despite the rugged exterior appearance, inside the new trucks could be described as luxurious, if not opulent. One detail promoting this sense is that Renault Trucks is applying the same level of comfort afforded to the Range T Long Haul down through the K, C, and D models. As a construction truck, especially one designed for off-road work the extra level of comfort is welcome - even hardened tipper drivers appreciate a bit of luxury.

Range C

Cab ergonomics, including access and egress are well designed, and what we particularly liked was the simplicity of selecting the right choice of differential and inter-axle locks. Renault Trucks uses a rotary control to change driving modes and the well placed control has a positive feel. Especially for those times when it’s hard to stay in the very comfortable standard Recaro seats. Interior trim is well put together and the finish is easy on the eye. The style should remain pleasant and serviceable over the trucks working life and appears easy to keep clean. Our first run was in the C520 6x4 tractor and a very tidy Benalu triaxle tipping trailer grossing 40 tonnes. After a quick spin around the off-road section, we headed out onto the steep mountain roads back towards Barcelona. On the tight twisting descents, the Renault delivers a very assured ride, and for a 6x4 it tracked the twists and turns exceptionally well. With 520 hp on tap, the 40 tonnes did not pose any issues for the Range C truck, and comfort levels are greatly enhanced by an excellent driving position and seating. There is a really good feel from this truck and it moves easily, making light work of some difficult roads. Taking a Range K 8x4 around the quarry section was trouble free. Once we had selected the correct off-road mode, and set the electric hand throttle, we could negotiate the steep ascents and descents by just steering, and letting the truck do the work. Renault Trucks Optidriver transmission worked well over the off road route, though for the more extreme sections it was better to select manual and hold the appropriate gear. Controlling the descent on the extreme sections was managed calmly by letting the powerful Optibrake engine brake regulate the speed. The K’s steering is positive, nicely weighted, Text & Photos: Paul White -

New Features for Range C and Range K Construction New 8,11 & 13 litre Euro 6 engines

Automated Electric Parking brake

Optidriver Automated as Standard

Manual or Automatic Transmissions

Disc Brakes (C)

Drum or Disc (K)

Optitrack for (C) 4x2, 6x4, 8x2, 8x4

Six Cab Variants including 2.3 m

Standard Recaro Seats

Improved Ground Clearance

Plastic or Steel Bumpers (C)

Enhanced Optifleet Telematics

C - R/Suspension or Parabolic or Air

K - R/Suspension Parabolic Semi-elliptical

Headlamp Grilles

Improved cab suspension


Hearne’s Mar-Train orders first new Volvo FH 5-axle Andover Step ready for busy Frame Trailer bnormal load specialists, Mar-Train The new trailer’s specification includes three fi xed grain season Heavy Haulage, has added its first fiveand two self-steering BPW axles, with manual


ichael Hearne Transport, Callan, County Kilkenny is well prepared for the forthcoming busy bulk grain haulage season with the purchase of a new Volvo FH 13.460 6x2 tractor from McCarthy Commercials, Kilkenny. Capable of a payload of 46 tonnes (GVW) the all new FH features Volvo’s I-Shift automated transmission, full rear air suspension, autolub system and hydraulic tipping gear.


axle step frame trailer from Andover Trailers to its fleet featuring extending outer boxes and beavertail, which will be used to transport heavy-duty Terex crushers and screeners around Europe. The SFCLEX 85 model is equipped with a low profi le neck, with an extendable frame on the outer boxes, which can extend by up to 2.5m to accommodate the longer conveyors on the machines.

and solenoid control, to aid manoeuvrability and minimise tyre wear. BPW air suspension with raise/lower control is also fitted. Mar-Train Heavy Haulage Ltd was established more than three decades ago to provide an islandwide plant haulage service. The company has grown and now specialises in providing transport solutions for abnormal loads and awkward loads (including wind farms) across Ireland, the UK and mainland Europe.

Th is trailer is the thirteenth from Andover Trailers to join Mar-Train’s fleet of approximately 23 tractor units and 70 trailers, but the unique five axle design is the company’s first, and is designed to withstand the extensive weights of the machines it carries. A key feature of the trailer is its ability to hold the load in only 30% of the bed, a normal plant trailer is designed to take the load in 60% of same.

Another new Scania for Donlon Couriers


egular users of the road from Longford to Dublin will no doubt be impressed with the new Scania P320 4x2 rigid wearing the Donlon Couriers colours. Purchased through Michael Treacy (Retail Sales Manager) at Westward Scania, Strokestown, County Roscommon the new truck with curtainside body will also tow an O'Shea built two axle trailer and is driven by Leitrim man Colm Brennan.

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grown to be one of the leading logistics companies in the Midlands. Pictured is company owner Mark Donlon and his mother May.

Donlon Couriers, a longstanding customer of Westward Scania was established in 1900 and has

Caterway depends on Mercedes-Benz Sprinters


ince the merger of two family businesses dating from the 1940s, Caterway has become a market leader in fresh produce in the Dublin area. Th is business steeped in tradition and experience now employs over 50 people from its base in Halston Street in the heart of the historic Dublin fruit and vegetable market.

help reduce carbon footprint. With this in mind, Caterway has invested in two new Mercedes-Benz Sprinter 313 LWB vans, purchased from MUTEC, Naas Road, Dublin. Currently Caterway runs 12 Sprinters and an Atego rigid truck.

Delivering seven days a week with a fleet of GPS tracked refrigerated vehicles to a range of customers such as large catering fi rms, independent retailers, hotels, restaurants and hospitals. It is Caterway’s policy to source as much locally grown produce as possible to Text: Jarlath Sweeney -


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Volvo Truck Roadshow Returns

Impressive line-up of new Volvo FH's at McCarthy Commercials, Cork.


ue to the success of previous events, the Volvo Truck Roadshow made a welcome return to Ireland, with no less than six examples of the Swedish marque’s latest truck range.

Fittingly, the world’s most powerful production truck arrived in Dublin Port on the world’s largest car ferry - the Irish Ferries Ulysses. Leading the charge across the link-span was the immaculate FH16 .750, pulling a gleaming SKA B tri-axle fridge. Following close behind was the multi award winning and ‘Fleet Transport Irish Truck of the Year 2014’ Volvo FH, which is also the reigning International Truck of the Year 2014. However, this roadshow was not all about Volvo’s flagship unit. The Ulysses also delivered other models from the Volvo Trucks series to the quayside in Dublin, including FMX, FE, FL and the new FM. With the exception of the FH16 all the trucks were powered by Volvo Euro 6 engines ranging in output from 210 hp through to 500 hp, with either an I-Shift or I-Sync transmission.

At any such event it is fair to expect the FH16 to bring in the crowds, and that was the case here. However, what was more encouraging was the high level of interest in what might be called the more ordinary trucks, which were kept busy throughout the three days. The fact that regular operators were there to drive the truck of their choice with a different mindset than they may have had twelve months ago, can only be a positive indicator. During the assessments for the Fleet Transport Irish Truck of the Year, we have extensive experience of the new FH, and similar experience of FMX. Good as they are we decided to give those a miss this time, and concentrate on the lighter end of the market by taking the new FE and FL units for a drive. As we have become more accustomed to Volvo’s somewhat radical styling revealed with the new FH series, the revised front design for FE and FL now appears more familiar and looks fitting on the distribution range. Both trucks came with fuel saving bodywork from Lawrence David, and taillifts from Ratcliff and D’hollandia.

After the customary photo session the convoy left Dublin, to begin a three day ride and drive event with McCarthy’s Commercials Dealership Network. First stop was McCarthys in Limerick the next morning, from there it was on to McCarthy’s Headquarters in Cork with the third day in the Kilkenny branch before shipping back out the following morning.

The new FE offers power outputs of 250, 280 and 320 hp from the new 7.7 litre D8K Euro 6 engine. For this event Volvo’s demo team brought over the FE 280, and once you turn the key and begin to move, you instantly get an impression that this is a capable truck.

The trucks were all specced to give a good cross section of the products which were best suited to the Irish market. From experience of previous events the Volvo Truck Roadshow generates a high level of interest with both operators and drivers. So the demonstration team were expecting a busy three days, and it turns out that they were right. The level of interest was even better than expected, and in many ways more encouraging.

One significant change is that FE now comes with Volvo’s I-Shift, and this well proven transmission changes the driving dynamics, bringing it more into line with its larger family members. Our FE 280 achieves its maximum power at 2,100 rpm, and the rated torque of 1,050 Nm is delivered across a wide band from 950 to 1,700 rpm. Volvo’s FE demonstrator with the 280 hp 8 litre engine worked well with the 12-speed I-Shift and using final drive ratio of 2.85. The

Volvo FE Interior FLEETTRANSPORT | DEC 13/JAN 14

Volvo FE


Volvo FH16.750

Volvo FL

Volvo Trucks Demo Team: (l-r) Simon Hutchingson, Clive Bond, Dave Taylor, Martin Tomlinson, Neil Hutchingson and Ian Mc Clean

driveline should strike the right balance between power and economy for national distribution work in Ireland. While FE particularly targets municipal operators and city distribution work, the available cab options and configurations mean it can be tailored to cover a wide variety of applications. Included in the cab options are a sleeper version with a 780 mm wide folding bunk. Although it’s not a full sleeper in the true meaning of the term, it is certainly larger and more comfortable than what might be termed a rest bed. For any driver on the occasional night out, or for enduring those prolonged delays, having a comfortable place to rest would prove very welcome. The sleeper option also lends an additional level of flexibility for operators on national distribution. Another welcome arrival in Ireland was Volvo’s new FL, and this interesting 12 tonner came with the new Euro 6, D5K engine. The D5K is a four cylinder unit displacing 5.1 litres and available in 210 or 240 hp (154/177kW) versions. The demo model was fitted with the smaller of the D5K units, and the four cylinder 210 hp was very competent at moving the 12 tonner on the road. Importantly Volvo says the D5K engine saves 500 kgs over the larger 7.7 litre D8K unit.

Volvo FM

Like FE this FL version also came with a fold down bunk. Though not as opulent as the FE it is certainly an option worth thinking about. Importantly both trucks deliver upgrades for daily work in the urban environment. Several improvements have been made including cab access and all round visibility, while noise levels, both internal and external have been reduced. After Day two of the roadshow in McCarthy’s of Cork, the ensemble moved to Kilkenny for the third and final day of the event. In Kilkenny the trucks again received a positive and friendly reception from drivers and operators - a fact commented on by the demo team. Speaking to ‘Fleet Transport’ after the three day event. Martin Tomlinson, Transport Services Manager with Volvo Trucks (UK & Ireland) said he “was very pleased with the level of interest, especially in the regular trucks. Everyone wants to see and drive the FH16, though the level of interest in the other trucks is very encouraging.” It may be the last time this year that the Volvo Truck Roadshow visits Ireland, though no doubt we will see it again soon in 2014. It is a Show worth catching, there are not too many events where you get to meet the leading performers this up close and personal, and get some real hands on experience.

FL was the only truck of the fleet to be fitted with Volvo’s automated I-Sync transmission. The six-speed gearbox has been improved and the difference is quite noticeable. Gear selection is faster, more precise and overall I-Sync operates much smoother than previously, List of Roadshow Truck Models resulting in a better driving experience. Running with a Truck Engine Cab Type rear axle ratio of 3.85:1, gave the FL a quick turn of pace, and should produce good lap times around the distribution circuit. Another aspect to reduce lap times is FL’s improved FH16 750 Euro 5 Globetrotter XL Tractor manoeuvrability. The nature of the work means that FH 450 Euro 6 Globetrott er XL Tractor distribution trucks end up delivering to addresses, only suitable for vans or light commercials. The combined FM 500 Euro 6 Globetrotter LXL Tractor improvements to manoeuvrability and visibility will help FMX 420 Euro 6 Day Rigid to relieve some of the stress (and dangers) associated with FE 280 Euro 6 Sleeper Rigid accessing these delivery points. FL Text & Photos: Paul White -

210 Euro 6



Axles Transmission Body/ Trailer 6x2

I – Shift

Triaxle Fridge


I – Shift

Triaxle Box


I – Shift

Triaxle Box


I – Shift

Boweld Steel


I – Shift



I – Sync

Box Body


Somers Commercials – ‘Dress Code – Casual’


ver three hundred customers, f r iends and guests of Somers Commercials turned up for a BBQ buffet and an evenings entertainment in the Auburn Springs Hotel in Gorey, County Wexford. Dress code on the night could best be described as casual - with some patrons best described as entertaining. Arranging an evening out for people who work in a 24-hour industry can be notoriously difficult but judging by the numbers who arrived for the evening, clearly indicated the strong relationship the Camolin based Mercedes-Benz dealer has with its customers. It is also worth mentioning that many of these customers have been dealing with Somers for generations. Guests were warmly welcomed to the event with a ‘Moonshine’ reception followed by a sit down

was provided to ensure you got into the spirit of the evening - however these were only available in the Wexford colours.

buffet. The well attended gathering had a very relaxed and friendly atmosphere, more like a family reunion. Some patrons fully embraced the trucking theme with Stetsons, boots and even an inflatable donkey - although it could have been a mule. If you happened to forget your Stetson, one

Of course, once the band started, some took to the floor with more enthusiasm than others. Not everyone in transport is known for their neat footwork, though the good ones were very good. The friendly atmosphere ensured a memorable evening was had by all, and it was a great opportunity for old friends to catch up and re-cover the miles. Congratulations to all at Somers Commercials for arranging the evening - and giving everyone a night to lift the spirits. Paul White Pictured (l-r) are Gerry McDonnell, Thomas Harpur, James Somers and Jim Harpur.

Volvo Trucks New FTA Ireland presented with ITOY General Manager reight Transport Association Ireland (FTAI) has appointed Neil Trophy McDonnell as its new General Manager. Mr. McDonnell is no


r ne K naben, recently appointed Volvo Trucks UK and Ireland Managing Director is pictured receiving the replica trophy of the International Truck of the Year 2014 from Irish jury member, Jarlath Sweeney. The ITOY presentation was made in Gothenburg, Sweden, the home of Volvo Trucks with the newly crowned award winning Volvo FH in the background.


stranger to the freight and logistics sectors with over 10 years of senior logistics industry with Wincanton and Hoyer. Neil McDonnell is already very familiar with the workings of FTA Ireland having been a founding member of the Association, served on its fi rst National Council and contributed to the creation of the FTAI accreditation scheme. Prior to entering the logistics sector, Neil’s career was varied and included serving for fi fteen years in the Irish Defence Forces, leaving in 2000 with the rank of captain; working for the Primary Health Care Reimbursement Service in the Health Service; and he has considerable experience managing public expenditures in the Defence and Health votes.

Volvo Truck UK & Ireland Dealers at FMX event Pictured at the Volvo FMX Dealer/Customer Ride & Drive event in Gothenburg, Sweden recently were the representatives from McCarthy Commercials (Cork, Kilkenny & Limerick) and Dennison Commercials Ltd (Ballyclare, County Antrim, Newry, Dungannon & Coleraine, Northern Ireland).


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Solutrans 2013 – EurExpo Lyon, France


fficially opened by the Mayor of Lyon, Gérard Collomb, the 12th edition of the French National Commercial Vehicle and Road Transport Exhibition provided the broadest line-up of Euro 6 trucks with innovations in design and new product launches were very much in focus. The event, which has ambitions to become more International than National, was covered over three days by Fleet Transport’s Jarlath Sweeney also included exclusive drives in Natural Gas powered vehicles and a presentation by Cummins looking beyond Euro 6. Both subjects also featured in this edition. Other highlights included a tribute to the founder of Berliet Trucks and the announcement of winners in the Prix de L’innovation Transport Solutions Awards.


Bruno Blin, President, Renault Trucks set the tone of the show by stating strongly that operators in the road transport industry are at the cutt ing edge of technology, investing heavily in new knowhow to deliver efficiency in their business. He also highlighted the fact that truck manufacturers have collectively reduced harmful exhaust emissions by over 90% in the past 30 years. The achievement in reducing fuel consumption was also mentioned, citing that the average fuel economy of a 40 tonne truck is at 30L/100 km which compared to a car per tonne/kilometre would equate to a mere 1.5L/100 for a Renault Clio, he said. Mr. Blin called on all stakeholders to promote positivity that exists within the road transport industry from the innovative truck manufacturers to the drivers, the ambassadors on the road.


Schmitz Cargobull’s slimline in-house designed trailer refrigeration unit was certainly an eye-catcher and probably puts the frighteners on the well established brands. Taking 5 years of research and development which included field trials, the T.KM ONE is said to be one of the most eco-friendly and efficient in the business. In talking with Oliver Fontaine, Manager, Corporate Communications, he explained that the new reefer system will only be supplied on Schmitz S.KO Cool semi-trailer and that the company is now in a position to offer the complete package to the customer including fi nance and telematics. Available from next year, T.KM ONE will not be expanded to cover rigid trucks but expect to see a multi-temp version in due course. (more details on Iveco, last but not least, was the fi nal truck manufacturer to complete its Euro 6 family range and used the Solutrans platform to launch the new Eurocargo. ‘New,’ I hear you ask? Not by its exterior appearance as it looks identical to the outgoing Euro 5 brethren. On display was the 7.5 tonne ML 75E16P 4x2 rigid with its new Tector 5 4.5 litre 160 hp Euro 6 that boasts 580 Nm. That entry level 4 cylinder block also has 190 and 210 hp while the Tector 7 6 cylinder 6.7 litre offers 220, 250 and 280 hp. Torque levels stretch from 580 Nm to 1000 between 1250 and 1950 rpm. Tector 5 is mated to a 6 speed ZF Eurotronic transmission, while the Tector 7, which goes up to 19 tonnes GVW (from 12 tonnes), has a 12 speed ZF Eurotronic. Comfort levels for the driver have been improved thanks to a remake inside with extra storage areas, modified switchgear and better driver infotainment.


Renault Trucks had an impressive line-up on stage on its home patch, proudly exhibited its complete new ‘Range’ from Long Haul, Construction and Distribution with the arrival of the D Cab 2M for urban deliveries. The 2 metre wide cab (shared with Nissan Motor Ltd) in the new Range D covering from 3.5 to 7.5 tonnes. Powering them are the Volvo Group’s 150 hp and 180 hp Euro 6 engines branded DTI 3 geared to 6-speed manuals or automated transmission. It was also announced that the new Range has cut body mounting time by as much as 20%. See Pages 10 & 11 for First Drives reports on Renault Trucks' Construction Range. Dacia had a fi ne selection of bespoke commercials for the business user. As well as a cute litt le Pick-up, there was a special version Duster developed by BSE – Bruno Scherer Enterprises that is designed as an Ambulance but can also be adopted to become a unique/large SUV derived van. BSE Director Bruno Scherer informed us that the Duster Ambulance is available in 2WD or 4WD and that RHD variants can be provided. Dacia Ireland is interested now!


Berliet, the founder of the French truck industry had a special place at Solutrans 2013, with an impressive display both inside and outside the EurExpo event venue paying homage to Paul Berliet (1918-2012). Organised by Fondation de l’Automobile Marius Berliet, a beautifully restored 38 tonne TR 350 Centaure from 1978 powered by a Berliet 8 cylinder 14.8 litre 356 hp (@2000 rpm) diesel was a big att raction indoors with older vintage models on show outside the main entrance. FLEETTRANSPORT | DEC 13/JAN 14


Scania Porsche Carrera Cup France R580 4x2 tractor Special Edition with Porsche 911 GT3 Cup Type 911 2014 race car. Only 250 editions made.

New Nissan NT500 4x2 rigid was premiered here although the Japanese brand was not officially present there with its own stand.

Renault Light Commercials debuted its new 4x4 master van.

Volvo Trucks had a fine spread including the multi-award winning FH series.

French Body Builder Lamberet featured 7 products that promote ‘energy, efficiency, productivity and safety’ ranging from refr igerated trailers to rigid bodywork and special designs for light commercials.

Could be last time to see the MAN TGS 18.480 Lion Truck Racing at 1,100 hp and 5,500 Nm of torque as the 6 cylinder D26 engine may be down-rated if changes to regulations in the EU Truck Racing series happen next year.

Chereau, the well known French trailer brand was Solutrans Grand Prix of Innovation Gold Prize winner with its MultiDeck-C multideck, multi-temp and multi-format 62 pallet semi-trailer. The other Gold gong went to D’hollandia DH VOCS hatchback tail lift that comes complete with rear frame, door flap on dampers and weighs just 185 kgs.

At the EuroPack Exhibition held alongside Solutrans, Irish company Smurfit Kappa was among the many packaging companies showcasing their wares.

Prime Design Europe (Belgium) premiered a broadening of its product offering with the Tekimex Glass Carrier bodywork for light commercials. Plans are to exhibit at the CV Show in Birmingham’s NEC next April.

A colourful Strada Pick-up Adventure with its 1.3 litre MultiJet II 85 hp engine was among the highlights at the Fiat Professional stand.

Text & Photos: Jarlath Sweeney -


VDO DTCO 1381 (2.1) the ‘One Minute Rule’ Digital Tachograph with Drivers Hours Counter and GPS functionality Device (DLD), which allows you to view working time data, vehicle locations and route itineraries in real time. 6) User friendly graphical printouts make evaluating data easier and faster, including detailed speed and 7 day mode activity profiles.


he launch of the DTCO 1381 (2.1), paves the way for fleet operators to enhance their fleet efficiency and increase productivity. The new Digital Tachograph can not only store vehicle position data via a GPS receiver but also includes the integration of the new “1 Minute Rule”, which calculates driving time according to EU Regulation 1266/2009, so drivers can optimise their driving time during the working day. As well as saving driving time, the new DTCO 2.1 has an extensive range of functions and is ideally prepared for the challenges of tomorrow’s road environment. Featuring “1 Minute Rule” integration, Remote Download (DLD) support and optional VDO Counter and GPS functionality, the DTCO 2.1 combines four major benefits in one device.

Overview of EU Regulation 1266/2009 Relating to Digital Tachographs Several years ago, following various consultations, the EU Commission introduced a number of changes to Council Regulation (EEC) No. 3821/85, which focused on improving the security and design of Digital Tachographs and resulted in EU Regulation 1266/2009. There were two main stages to the introduction of EU Regulation 1266/2009: From 1st October 2011, a number of technical changes to the design of the Digital Tachograph was introduced. These included amendments associated with the interpretation of Regulation 3821/85, the re-defi nition of the calendar minute, new Tachograph Calibration Centre practices and the process for entering manual entries simplified. From 1st October 2012, the Digital Tachograph was required to have improved security features. For example, the regulation required that in order to detect manipulation of motion data, information from the motion sensor must be corroborated by an additional and independent sensor capable of detecting vehicle movement. An event will be triggered when a zero speed measurement is contradicted by motion information from at least one independent source for more than one uninterrupted minute. The new system will also react to a magnetic field which disturbs vehicle motion detection. In such circumstances, the vehicle unit will record and store a sensor fault.

DTCO 1381 (2.1) Features 1) GPS functionality (Optional) A GPS-Receiver (DTCO GeoLoc) provides the Digital Tachograph with vehicle position data. The stored GEO coordinate data inside the DTCO 2.1 can then be downloaded manually using a download tool or remotely using a Remote Download (DLD) and then uploaded into TIS-Web Service DMM. Using the TIS-Web Mapping Service a road map can then be displayed. This enables fleet managers, to view vehicle journey data, including for example delivery locations. 2) VDO Counter (Optional) The VDO Counter is an intelligent on-board computer which provides the driver with real-time information on current driving and breaks/rest times. Using this data, it’s possible to plan routes and times more efficiently. One glance at the DTCO display and the driver knows immediately the time and duration of the next rest period. It’s also easy to view the maximum driving time after each rest period plus the remaining driving time for that day or week. 3) One Minute Rule The new “1 Minute Rule” calculates driving time according to EU Regulation 1266/2009, so drivers can save driving time during the working day. For example, assuming a driver is making a delivery and the vehicle becomes stationary after 29 seconds of driving within the calendar minute and is at work for the remaining 31 seconds, then the whole minute will be recorded as work, rather than driving. (See Fig 1). 4) Early warnings are given when a Driver card is about to expire, when a Periodic Inspection is shortly due and when a driver card download is due.

7) Incident Analysis and Recording of Additional Data When an incident occurs, the tachograph has the ability to evaluate detailed Speed data via a printout or download for the previous 1 week (168 hours “detailed speed” 1Hz information) • The detailed speed data is available as a separate download. • 4 Hz data storage for collision analysis • Odometer reading when the vehicle becomes stationary (Fleet Route Planning) If the DTCO detects a vehicle stop, the odometer reading is stored in a data record. • Odometer reading at a change of status D1/ D2 (Example PTO Pumping Time, Trailer Door Opening). For detailed analysis a change of status of D1/D2 will be recorded with the actual odometer reading in a unique data record. 8) DTCO SmartLink VDO has extended the use of the smartphone with the new DTCO SmartLink Pro and VDO Driver app, allowing drivers to directly access Digital Tachographs. To do this, DTCO SmartLink establishes a direct connection via Bluetooth between the tachograph and the driver’s smartphone. The driver can plug the DTCO SmartLink into the front interface of the DTCO and as soon as a connection is established on the smartphone, it can be used as a remote control for the digital tachograph. Once the VDO Driver app is activated, drivers using their smartphone can then remotely communicate with the Digital Tachograph and complete, for example, manual entries when logging on and produce printouts. Drivers can also have their driving and break / rest times displayed on the smartphones in easy-to-read graphics. The VDO apps are available for smartphones running on Android or iPhones.

5) Remote Download Interface A Remote Download Device (DLD) is a unique solution for securely downloading mass memory and driver card data by wireless and transmitting the encrypted data to the office computer via GPRS. The download process is controlled from the office computer, so that the Company Card can remain in the office without having to insert it into a Digital Tachograph. Driver and vehicle data can be securely downloaded in compliance with the legal requirements and can be transferred directly to a data archive. VDO DriveTime service is a real-time fleet management solution using a Remote Download


Text:Peter Needham - Continental VDO

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Dixon International Transport ‘Doing something different – every day’


venbeforewinningthe‘FleetTransport Irish Haulier of the Year 2014’ award, Dixon International Transport’s eye catching livery, and fleet of ultra modern hi-spec tractor units, and gleaming white trailers guaranteed it to be one of the most high profile transport operators in Ireland, or indeed Europe. Dixon International Transport has become the leading transport provider for some of Ireland’s most prestigious companies, operating across a diverse range of industries including food products, pharmaceuticals and life sciences. While the Dixon name has been involved in transport for decades, this company in its present form only began operating in 1998. So how did the stereotypical small Irish family-run transport firm become a multi-award winning business with over 100 trucks and 120 trailers? We spoke to Dixon International’s Glen Morgan and Managing

Director Michael Dixon to discover how the company got to where it is - and where it intends to go.

carry out the majority of its own truck and trailer maintenance, as well as some vehicle restoration projects. Arguably, the busiest department in Dixons is the truck wash. Throughout our day in the Swords base, there was a constant stream of vehicles being cleaned, checked and made ready to meet the next customer.

In 2008 Dixon International moved to the Business Park in Swords, County Dublin, from the original base in County Meath, and while the change was necessary to facilitate a larger fleet, it began a transformation that allowed the company to breath and realise its full potential. The move offered many advantages as the location was on the motorway network, close to Dublin Port and importantly close to the customers. Dixon International’s European base in Olen, Belgium (35 kms southeast of Antwerp) is also well situated to serve its import / export customers throughout the Benelux and Germany.

In essence, the transport industry solves people’s problems, with the Head Office as the problem solving call centre. Because of this, transport offices are normally a hive of bustle and activity, which may or may not be productive. The transport office in Dixon’s Headquarters is a relatively calm place. We mention this because throughout the company there is the sense of a well run business with people sure in the knowledge of what they are doing.

Because the premises were previously used by a transport company, it already had warehousing and workshop facilities on site. This enabled Dixons to

Nevertheless, there is something that goes a little deeper, and it is ingrained in the company ethos. It is a respect for the people who work there, and

Michael Dixon, M.D., Dixon International Transport FLEETTRANSPORT | DEC 13/JAN 14

PROFILE | 23 a recognition that regardless of the job any one Track Parade person does, that job plays an important role in the overall performance of the company to deliver a high quality service to its customers. Michael Dixon believes, “the key to running a business is managing people first and then the assets.” This philosophy makes perfect sense. When everyone does their job as they should, the system works. Yes, there are mistakes and things do go wrong, however, Dixon’s policy is to be honest with the customer and importantly, you contact them before they contact you - then ensure that the mistake never occurs again. The ISO accredited company specialises in temperature controlled and ADR transport for demanding clients in the food products and life science industries - there is little room for error. Its client's demanding standards have shaped the way Dixon International operates. In turn, Dixon International demands similar standards from its suppliers, shaping them to meet Dixon’s customers demands.

The event is not about the company with the largest or newest fleets - it is about how a company works and operates.

award was a positive recognition of their efforts, and if we took that effort away - the company would fall.”

Dixon International could be thought of as traditional in many ways, this in fact is not the case and is clearly demonstrated by the ultra modern fleet of vehicles. The company acquires its trucks, trailers, tyres, computer systems or personnel - based not on price, but on performance. The measurement used is how any new acquisition will improve the company long term. This approach of making a ‘business decision’ has not always been the case with operators. We are often too inclined to stay with the ‘lad we know’ and have always dealt with.

In the following years the team reappraised what they did. They looked at the company from the outside, and tried to view themselves as others see them. As with previous winners this approach delivered the benefits the awards aim to bring, in that during the process a company discovers areas where their operation is strong, and reveals areas in need of attention. In the day-to-day running of any business, especially a transport company it is too easy to lose sight of some fundamental principles.

The ethos that prevails at Dixon International was clearly expressed in one sentence - though not by Michael Dixon. Instead it was his colleague Glen Morgan who said Dixon International operates on the basis that, “If you don’t do something different tomorrow - nothing will change.” A simple, effective, and award winning philosophy - and not just for business.

Dixon’s approach is different. If any supplier can clearly demonstrate that their product will genuinely enhance the business - then Dixons will change supplier. Some might view this as being disloyal to people you could have dealt with for years. However, Michael Dixon sees it in a different light. His loyalty lies with the staff, and by ensuring that the business performs in the most efficient manner, helps to ensure the future of the company, and employment for 160 staff.

It does require some effort to analyse your own business, though Michael Dixon believes the rewards are worth the effort. Michael says “To receive the ‘Fleet Transport Haulier of the Year Award 2014’ at the biggest night in the transport calendar from An Taoiseach Enda Kenny, was a special occasion that has not gone unnoticed by our customers.” By extension the ‘Haulier of the Year Award’ reflects well on the standards of any company who use an award winning transport operator to deliver their products.

Commenting on the future, Michael feels “There are increased levels of optimism about the way the economy is heading, though the lack of support from mainstream banks is proving difficult. While we have no immediate plans to expand, we have experienced significant growth and are always willing to change.” Regarding fuel prices and the promised fuel rebate, he comments that a measure of stability with fuel prices over the last twelve months is encouraging, and the promised fuel rebate will hopefully help further, though to what degree remains to be seen. Importantly Dixon International has used the relatively stable price of fuel, and steady growth in export volumes, to create much needed new job opportunities in Swords.

Speaking about next year’s event, Michael says, “We are not sure how we can improve on what we are already doing, though we know it will require a bigger effort.” Michael continued to say that he wanted to thank all the staff for their work. The

Although Dixon International has been awarded both the ‘Fleet Transport International Haulier of the Year 2014 and the Fleet Transport Haulier of the Year for 2014,’ this was not the first time Dixon International entered the competition. While not successful in its first year, it was not disheartened, and decided to re-enter the contest. It realised the purpose of the Awards is to showcase what is good about the industry, and this is achieved by highlighting the industry's best run companies. Text & Photos: Paul White -

24 | LCV I

Volkswagen Commercial Vehicles looks forward to 2014


olkswagen Commercial Vehicles may be about to concede the number one slot in commercial vehicle sales that it took last year from Ford back to the Blue Oval, but the German manufacturer has still pronounced 2013 a successful year for the company. Sales for the brand are down over 9% year to date as of the end of October in an overall market that is 1.65% up, but Volkswagen says that its core commercial line-up of Caddy, Transporter, Crafter and Amarok is continuing to perform strongly. In fact Alan Bateson, Commercial Vehicle Brand Director points out that if you exclude car-derived vans and SUV commercials from the mix, the Wolfsburg manufacturer has actually been the most popular commercial brand this year, achieving 25.8% of the market share. The Caddy remains Ireland’s second most popular van behind the Ford Transit and despite sales down over 13% on last year it continues to dominate the small van sector, claiming 37.4% of the market year to date. The T5 Transporter holds second in the medium van segment with 16.3% of that market, while the Crafter’s 12.3% share gives it fourth spot in the large van sector. The Amarok is now the third best selling PickUp truck in Ireland, accounting for 17.7% of the market this year, while beyond the core commercial products, interest in the company’s campervan offering, the California, continues to increase. Ahead of the 141-registration plate Volkswagen Commercial Vehicles has announced att ractive deals to encourage activity in the commercial vehicle market. Anyone placing an order for a Volkswagen Caddy, Transporter or Crafter FLEETTRANSPORT | DEC 13/JAN 14

before December 20, 2013 for delivery in 2014 can avail of 0% APR on fi nance deals arranged through Volkswagen Bank. The normal APR rate offered by Volkswagen Bank is 4.9%. The company is extending its Trendline specification to the Caddy and Crafter for 2014. The Transporter became the fi rst model to be offered with the higher specification in 2013, and Volkswagen Commercial Vehicles says it has proven to be a hugely popular option, accounting for approximately 60% of Transporter orders this year. Depending on the particular model the upgraded specification includes extras such as Bluetooth, colour coded bumpers, Park Distance Control, air conditioning, and upgraded radio representing over a saving of over 40% if the items were to be purchased separately. Warranties have also been extended, with the Transporter now getting a 3-year manufacturer’s unlimited mileage warranty, while the Crafter qualifies for a 4-year manufacturer’s unlimited mileage warranty.

Alan Bateson, Volkswagen Commercial Vehicle Brand Director

Equally significant for both new and existing Volkswagen Commercial Vehicle customers is the announcement that a more specialized approach to retailing commercial vehicles is to be adopted. Th is has involved the reduction of its dealer network from 35 dealers down to 24 specialist van centres, with dealers adopting a customer focused as opposed to product focused strategy. Each dealer will have a designated sales specialist with specialist training and knowledge of commercial vehicle products and product conversions, including box bodies, tippers, fridges and tail-lift s, as well as fi nance, leasing and service plans. Text: Cathal Doyle -

LCV II | 25

Cut your vehicle costs with Space Saving Van Racking


MARTVAN is a new and affordable innovation in van racking, which helps trades people to save costs of operation and get more out of their vehicle from industry leaders Bott . The SMARTVAN racking system has been designed as a solution for most small vans and will also soon be available for the new Ford Transit Connect, the 2014 International Van of the Year. Custom developed for numerous specific vehicles the racking can be fitted in about 60 minutes without any need for drilling. Easily ordered online, with prices starting from just over £180. “Fuel bills are one of the biggest costs faced by van operators and we know that this racking can help. The systems clever use of space enables the operator to get maximum use of a smaller van. Th is can deliver running cost savings of over £2,200 per year when compared to midsize van. Vans fitted with this product still retain a full load bay and are able to carry a europallet or materials equivalent to the size of standard washing machine,” explained Ben Rothway, Product Marketing Manager at Bott Ltd. “As well as being easy to fit, SMARTVAN makes ordering easy. Our online configurator allows the user to simply select a vehicle, choose their

SMARTVAN, built in the U.K. is backed by a 3 year warranty and is crash tested. More details on www.bott

racking and then add an easy-fit, no drill floor and then add accessories. As the system is built, a cost calculator shows the price and advanced graphics give a visual indication of the fi nal

solution. Customers can pay online and their solution is delivered within 7 days. Our tests have shown that users are able to fit out their van in around 60 minutes,” he added.

Fiat Ducato becomes RAM ProMaster


ictured is the Fiat Ducato for the North American market sold as the RA M ProMaster. Available in two roof heights, 3 wheelbases and 4 body lengths it will have a payload of 2.3 tonnes and powered by a 3.6 litre Pentastar V6 280 hp Petrol and 3.0 litre 4 cylinder 174 hp turbo-diesel with 5 and 6 speed automatic gearbox options. RA M ProMaster will be produced in Mexico for these markets.

is now sold in more than 80 countries all over the world, including North America. The opening of the new assembly plant dedicated to ProMaster in Saltillo in Mexico adds to the

Sevel plant, in Atessa in central Italy and the Sete Lagoas plant in Brazil. Next year the Doblo Cargo will go on sale in the US as the RA M ProMaster City.

Speaking to the International Van of the Year Jury at a special event held at Centre Stilo in Turin, Henrik Starup-Hansen, Head of Brand Fiat Professional said that the Ducato has become a true global vehicle, our worldwide van.” Needless to say that the future of Fiat Professional is strongly linked with the future of Ducato. In 33 years of continuous innovation and success, Ducato has become a ‘brand within the brand’, the workmate and the travel companion of more than 2.6 million customers who have chosen it since 1981. Th is year, with 133,000 units sold, Ducato represents 30% of sales worldwide. In Europe, following constant growth over the years, Ducato recorded 20% market share in 2013 its best sales ever. And over three years Ducato crossed the European boundaries and Text: Jarlath Sweeney -


Forklift attachments – The right tool for the job!


usinesses could make significant savings by fitting attachments to their forklift trucks, according to some materials handling experts. We have all seen some of the innovative ‘home made’ devices operators use to get the job done but unfortunately there are safety risks associated with this approach. Depending on the application and daily usage there are a number of key benefits which should be considered in relation to att achments.

MSE – Forks

portion of the forks by hand. Like the hydraulic forks the manual-extendable forks are always available when needed as they are permanently installed on the forklift . The innovative method of adjusting the outer sleeve uses a simple fingertip locking mechanism, which doubles as a grease point, to prevent sticking due to corrosion. Th is allows the forks to be extended manually and locked into the extended position for safe and secure transport of goods. All the components are integrated into the fork and cannot accidentally get lost as the outer forks and locking pins do not come off .

Fuel & Time Savings For more demanding applications, MSE supply its hydraulic telescopic ‘Kooi-reachforks’ which allow length adjustment at the touch of a lever.

Simple att achments such as side shifters can provide fuel savings by reducing the number of truck movements required to complete a task. The speed of the operation is also increased since the operator does not have to make several approaches to get in the correct position to lift or place a pallet. Typically side shifters are now part of the standard equipment fitted to most new forklift s.

Increased Productivity Multi-fork positioners for example allow drivers to handle several pallets at the same time. When applied properly to a lift truck these attachments reduce handling times and substantially increase the amount of work that can get done, particularly in fast-paced manufacturing and distribution businesses. Normally they are hydraulically-operated and feature spreadable forks which allow the driver to adjust the position of the forks without leaving the seat.

Enhanced Safety Using home-made devices or working at height without special equipment exposes employees to unnecessary risk. Properly chosen and installed att achments increase workplace safety, enabling staff to work in confidence. With fleet managers continuously looking for ways to increase productivity and efficiency, there are now a vast range of att achments which have been designed to meet the requirements of specific applications. Here we look at the latest offering from some of the leading manufacturers:-



Instead of using hydraulically operated telescopic lift truck forks, Dutch manufacturer MSE-Forks has designed an alternative that is aimed at applications with less frequent need for fork length change. The manual extension forks are suitable for industries like furniture, paper and corrugated board as they can be extended to several positions.

Features: • Remain mounted on the forklift truck so they are always available for the driver; • Lightweight construction that is extended easily to a variety of lengths; • Cannot catch on protruding objects; • Eliminates safety risks and inconvenience associated w it h detachable fork extensions; • Extends in one simple movement; • No hydraulic or loose parts, reducing maintenance costs.

Kaup GmbH

To date the use of Manual Extension Forks has been time-consuming, wear-sensitive and has often led to injury due to their weight and complex extension mechanism. The manual extension forks are comparable to the hydraulic extension forks and are designed so they cannot catch on objects such as broken or damaged pallets, rack beams or tensioning straps.

Manual Extension Forks provide a cost effective solution for handling differing load sizes or dual load transport. To extend the lift truck times, the lift truck driver simply moves the extending

Among the extensive range of attachments manufactured by Kaup Gmbh are bale clamps which are typically used for the transportation of reusable materials in the recycling industry or loading and unloading of trucks in the paper industry. Based on a modular design all KAUP clamps have an identical robust, view-optimised construction with various load-carrying capacity and construction widths. They can also be combined with rotator units if the application demands it. Potential applications include: • Palletless transportation of paper bales, waste paper, tobacco, textiles, boxes, etc. • Application specific clamp arms for transporting pulp, polystyrene, wool and Big-Bags.

WAREHOUSING | 27 • Recycling, paper and textile industries. Features: • Solid modular design for optimum visibility and quick assembly. • Solid and thin arm construction versions available. • Valveblock or independent sideshift . • SOFTSTOP end-of-stroke slow down and SMOOTHROLL bottom hooks with compact rollers. • Wear-resistant slides fitted between the profi les for improved sliding action. • Pressure relief valve and Manometer for simple control of the working pressure. • Optional cylinder and piston rod protection, load backrests, hose protection.


TVH – CAM systems www.camatt

Italian manufacturer Cam who was acquired by TVH in 2012 has been producing an extensive range of forklift att achments for over 50 years. The company already had one model of crane jib in its portfolio which is mounted on the forklift carriage and have now added a fork-mounted jib to the range. It is available with a manual telescopic function, as well as an adjustable height option. It has been designed with ‘feet’ and fork pockets which enable the operator to easily mount the jib on the forks, from the driver’s seat. Applications: • Manufacturing, engineering and production facilities. • On-side truck offloading. • Oversized and non-palletised loads. • Awkward loads typically handled by slings.

The Integrated Fork Positioner with Clamp function from Danish manufacturer e-l-m has been designed with driver visibility in mind. In addition to the ability to change the position of the forks depending on the size of pallet, the device also doubles up as a clamp for handling product which is not palletised, for example waste paper. The “pin-type” construction makes the model ideally suited for tasks where the emphasis is on precision and quiet operation. The double shaft assembly in top and bottom ensures stability and allows the unit to withstand side impacts on the forks. Hydraulic hoses, pipes and valves are removed from the line of sight giving excellent vision for the truck driver, thereby increasing efficiency and reducing the potential for product damage. The models range from 2000 kgs to 8000 kgs in widths up to 1900 mm and forks up to 2400 mm long. The iFEXS model also includes sideshift which is integrated into the truck masts providing greater residual capacity compared to equipment normally attached to the mast carriage plate. This means it can be installed on smaller trucks in many cases. Features: • Extremely stable due to shaft assembly - top and bottom. • Withstands side impact on the forks therefore suitable for harsh environments. • Excellent visibility. • Precise and quiet operation. • Up to 8 tonnes capacity with numerous fork options. Text & Photos: Joe O'Brien -

CAM also produces an extensive range of snow plough and skip attachments (including stainless steel options).

Cascade Cascade has recently introduced new 120G and 140G Fork and No-Arm Clamps which are aimed at applications which require handling, cradling and securing awkward loads including crates, bales and tires, even at extended opening ranges. The forks can be opened beyond the carriage width which is something a conventional Fork Positioner cannot do. These latest Fork Clamps allow the truck operator to quickly reposition the forks to fit varying pallet or container configurations. Target industries include food processing, automotive manufacturing, recycling, foundries and general manufacturing operations. The capacity for these rugged clamps is from 5,000 to 6,350 kgs and the wide variety of opening ranges and frame widths make this an extremely versatile clamp suitable for numerous applications.

• •

through and over the top of the frame (and/or arms) allows drivers to rapidly clamp and transfer loads. Field-tested and extremely durable arm bar bearings. Heav y-dut y steel frame prov ides structural durability and maintenancefree longevity.

Options: • Custom forks available for applications requiring special fork lengths and fork sections. • Slip-on arms for handling brick, drums, tires, etc. • Modified frame widths and opening ranges. • Fork off set can be reversed for optimizing the opening range on applicable models. • Independent fork positioning allowing each fork to be individually moved. • Heavy-duty load backrest on frame. Points to note: 1. Att achments reduce the forklift’s nominal load rating, so the truck’s capacity will need to be derated by an experienced dealer or att achments specialist. It is also necessary to replace the truck’s capacity plate. 2. Forklift owners are obligated to ensure that the forklift truck’s attachment comes with a valid Report of Thorough Examination. 3. Drivers may require additional training on the correct use of the att achment. 4. Daily checks on the forklift will need to include the new att achment.

Features: • All pressure control sett ings are adjustable, allowing for quick and easy installation on a wide variety of lift trucks without the need for auxiliary pressure relief valves. • Excellent visibility

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All Euro 6 on board for the European Truck Challenge 2014


he annual European Truck Challenge (ETC) is without doubt one of the most eagerly anticipated events on the commercial vehicle testing calendar. The comprehensive group test compares the candidates over a series of assessments to provide in-depth performance data, which is of benefit to operators and manufacturers alike. Our hosts for the event and the people responsible for collating the data was Deutsche Verkehrs Zeitung (DVZ) publication in Germany, and as always its attention to detail was exemplary.

ratings from 2,200 to 2,400 Nm.

Considering the list of candidates which included the reigning International Truck of the Year, ETC 2014 was always going to be a close contest. All entrants were standard off-the shelf 4x2 tractors running Euro 6 compliant engines, with torque

Weather conditions throughout the week long test remained calm with no wind or rain. Nevertheless all trucks ran at the same times throughout the day so weather would not favour one over another. Refuelling of the trucks was arranged by DVZ

ETC Range

Model Chassis Cab Type Engine Engine Type Displacement Rated Power Rated Torque Rpm @ 80 kp/h Emission Rating Transmission

To ensure a level playing field, DVZ arranged that all tractors were fitted with the same Michelin X Line Energy tyres and were to pull identical Krone trailers loaded with a 25 tonne payload. The semitrailers were exchanged at scheduled intervals over the week long test to exclude any variations in trailer rolling resistance. To simulate a vehicle running part loaded, each truck was required to complete a specified number of full and part-loaded circuits of the test route covering national road, highway and Autobahn.

at the Aral Autohof, Northeim, exit 69 off the A7 between Gottingen and Hannover. Only one fuel pump was used and the tractors were refuelled only when correctly positioned on the points marked on the stand. Throughout the week each vehicle manufacturer was represented by their demonstration and technical teams, which remained on hand to oversee the assessments and answer questions from the test drivers. What sets the ETC apart and makes it a special event is that it gives an opportunity to compare the merits of each vehicle with its peers on the same day. The ETC does not seek to present one vehicle as a winner. The aim is to provide operators with comprehensive performance data about particular vehicles, which may then be applied to their area of work.

DAF XF 460 4x2 Space Cab

MAN TGX Efficient-line 18.480 BLS EL 4x2 XLX

Mercedes-Benz Actros MP4 1845 LS 4x2 StreamSpace

Scania G-Series Streamline G 450 LA 4x2 Highline

Volvo FH FH 460 4x2 Globetrotter

Paccar MX-13 In-line 6 cyl 12.9 litre 340 kW / 462 hp @ 1,425 - 1,750 rpm 2,300 Nm @ 1,000 - 1,425 rpm

MAN D26 In-line 6 cyl 12.4 litre 353 kW / 480 hp @1,750 - 1,800 rpm

M-B OM471 LA In-line 6 cyl 12.8 litre 330 kW / 449 hp @ 1,800 rpm

Scania - DC13 124 450 In-line 6 cyl 13 litre 331 kW / 450 hp @ 1,900 rpm

Volvo D13K 460 In-line 6 cyl 12.8 litre 338 kW / 460 hp @ 1,400 - 1,800 rpm

2,300 Nm @ 1,000 - 1,400 rpm

2,350 Nm @ 1,000 - 1,300 rpm

2,300 Nm @ 1,000 - 1,400 rpm

1,140 Euro 6 ZF AS2330 12-Speed DAF AS-Tronic 2.69:1 Yes No 315/70 R22.5 39.1 32.7

1,170 Euro 6 ZF AS2331 12-Speed MAN TipMatic 2.71:1 Yes Yes 315/70 R22.5 39.0 32.6

2,200 Nm @1,100 rpm 2,400 Nm @1,100 (12 gear) 1,130 Euro 6 Mercedes-Benz G211 12-Speed M-B PowerShift 3 2.61:1 Yes Yes 315/70 R22.5 39.3 32.9

1,170 Euro 6 Scania GR S89R 12-Speed Scania Opticruise 2.71:1 Yes Yes 315/70 R22.5 39.0 32.6

1,080 Euro 6 Volvo AT 2 612 D 12-Speed Volvo I-Shift 2.50:1 Yes No 315/70 R22.5 39.2 32.8

Shift Type Rear Axle Ratio Engine Brake - Y/N Retarder - Y/N Michelin X Line GVW (25T Payl’d) Ave Test Weight Predictive Cruise No


Mercedes-Benz PPC S c a n i a A c t i v e Volvo I-See Prediction

(Predictive Powertrain Control)


DAF XF 460 - ‘Eindhoven’s XF-actor Flagship’


AF’s XF105 ATe performed well in the 2012 ETC, and this year the Dutch manufacturers returned with the all new XF. When launching XF, DAF Trucks said, “this is the most important truck in the company’s 80 year history.” DAF’s new XF sees further enhancements to its ‘Advanced Transport Engineering’ (ATE) platform introduced in the previous model. XF was powered by a 460 version of PACCAR’s new MX13 Euro 6. This exceptionally quiet running engine created a slight problem with wind noise from around the bodywork. Why this is significant is that this occurred driving on national roads and not just at speed on the Autobahn. Some of XF’s new features which played an important role in its performance

was the introduction of Ecoroll, and the helpful driver monitoring programmes. The design team at Eindhoven reworked what is an old cab to produce a modern and stylish truck which has remained a driver's favourite. However the now familiar bright orange cab somewhat disguises the remarkable work of the engineering team to be found underneath. When comparing this year's statistics with the ETC 2012, DAF has dramatically improved the performance figures of its top range tractor. A remarkable achievement considering the move from Euro 5 to 6. Last year DAF managed to track the average test figures set for all but one of the measurements. Again in typical DAF fashion it managed the same

for the latest event. Also worth noting is that DAF has significantly reduced AdBlue consumption from 2.1 l/100 kms to 0.8 l/100 kms. One fault we found was the engine brake on the test model could not be engaged progressively, in that the truck would begin to downshift immediately. This had the affect of excessively slowing the truck and so losing momentum. An example would be when slowing to exit the motorway, or to control downhill speed. Always a favourite with fleet buyers, DAF continues to be class leading with low operating costs. It was noted last year that behind the home grown brands, DAF is the third largest seller in the highly competitive German heavy vehicle market, and the new XF Euro 6 looks set to continue that trend. DAFs continuous development of XF has ensured that the marque remains a serious contender and the truck sets the benchmark for many hauliers. It scores high on reliability, class leading low running costs and popularity with drivers.

MAN TGX 18.480 - ‘Holding an Efficient Line’ where operating conditions are not always exactly as one would wish. The TGX tracked the test average, producing almost identical figures to those returned by DAF’s XF. In a similar manner to the DAF, any sections where TGX could appear not to have performed well, were compensated for by the lower leasing and servicing costs. This could be a preferred option for operators who may not cover high mileage over a year. Nevertheless in keeping with the competitors, MAN has also delivered reductions in fuel and AdBlue consumption.


he 2014 ETC focused on fleet tractors, and fitting squarely into the criteria was MAN’s TGX Efficient Line series. Its Euro 6 18.480, uses the same cab as we are now accustomed to, and like the Scania could do with an update, although we are lead to believe there are no immediate plans to do so. That being said the XLX cab remains perfectly serviceable and provides the driver with a well built workplace, and equally good living space. MAN’s customers have always had a particular loyalty to the marque, often born from experience. Operators who run MAN find the trucks well suited to the demands of their work, and now with the strong Euro 6 compliant D26 under the cab. FLEETTRANSPORT | DEC 13/JAN 14

The company has again met the customers needs, and looks set to continue the relationship. At 480 hp the TGX was the most powerful of the five ETC entrants, and delivers torque ratings equal to the other competitors across a similar engine speed range. We have often felt in transport circles that the MAN brand is underrated. The Munich company has historically produced exceptionally good reliable engines and drivetrains. While they may not have the driver appeal of some other marques, the German manufacturer’s products consistently perform well, especially in a large fleet setting. In addition their durability makes them popular with many operators throughout Eastern Europe

When launched, MAN’s TGX series was hailed as a major step forward, and that was certainly true. It remains a good truck to drive and while enhancements to the 12-Speed ZF TipMatic transmission now offer a smoother drive, there remains room for improvement. Despite being presented alongside three exceptional examples of contemporary truck design, externally MAN’s TGX remains fresh looking, and while the truck is beginning to age a little, if the interior was revamped, the new design would go a long way to increasing it’s appeal to drivers. That said, TGX continues to provide an acceptable balance between value and performance, and will remain a solid option for especially larger operators.


Mercedes-Benz Actros 1845 - ‘Delivering on the promise’

benefits of cruise control and Ecoroll.


with the 2012 test it has produced a significant reduction in both fuel and AdBlue usage, with additive consumption down from 1.4 to 0.8 l/100 kms.

Similarly Mercedes-Benz promised great things for Euro 6, including no increase in fuel consumption and a dramatic reduction in AdBlue usage. So did it deliver? Well, the answer is yes. When compared

Along with Scania and Volvo, the Actros was fitted with a predictive cruise control system. The Mercedes-Benz system is called ‘Predictive Powertrain Control’ (PPC), and we ‘predict’ that predictive systems are one of the most powerful tools available in the fight to reduce fuel consumption. In recognition of its work on PPC, Mercedes-Benz was a joint recipient of the ‘Fleet Transport Award for Innovation.’ While the trucks fitted with the system had an advantage for the test, they also carry that advantage on the road. PPC is readily available, and the system greatly enhances the fuel saving

n Euro 5 format Actros performed well in the 2012 ETC, and the word on the street from operators is that the German giant is delivering on all that it promised when it launched the truck in 2010. The €2 billion invested by Daimler in the development of Actros is beginning to return on some of that investment, with over thirty-thousand units sold within the first two years. Operators are seeing genuine reductions in fuel consumption, and the truck has been well received by the driving fraternity.

Since its launch Actros has been earning a reputation as a refined and well thought out truck. MercedesBenz claims the Euro 6 technology has clocked up 25 billion kilometres in testing over four years in the United States. This testing is proving dividends as two years on, the truck appears exceptionally reliable. Actros is now standing on its own four wheels and helping to rebuild a confidence in the Mercedes-Benz reputation that some believed it had lost. In the ETC, Actros performed as expected, and compared favourably in all categories. The results confirm what we have found with all previous drives of Actros, which is that we found it to be a complete truck that is easy to drive - well engineered and well built. It has the sense of a refined and well finished product, that is proving reliable. All of which will enhance it’s status for the future and in return make it a worthwhile investment.

Scania G 450 - ‘GPS Guided G Series’ from last years run, was that the Euro 6 Scania was lighter than the Euro 5 entrants, with the exception of the MAN which was powered then by a 10 litre engine. A curious point from this year's event is the almost identical figures produced by Scania and MercedesBenz. In a number of categories both trucks tracked the test average, while in others they both beat the averages handsomely.


n a similar fashion to the MAN, standing beside the other ETC entrants, Scania’s cab now appears somewhat dated. The Streamline update has certainly given it’s appearance a boost, and the Streamline name will bring a fond tear to the eye for many Scania devotees. That being said the cab still functions well, has a powerful presence on the road, and remains ever popular with drivers. The G series 450 hp came equipped with latest version of Scania’s Active Prediction (SAP). The impressive fuel saving programme was a joint recipient of the 2013 ‘Fleet Transport Award for Innovation.’ As with the other entrants with predictive cruise the possibilities and benefits of

While Scania has always been a great truck to drive, there is some work needed to update the model. When compared to the exceptionally comfortable and quiet vehicles on offer from other manufacturers, some restyling would be welcome. the system should not be underestimated. As an example, for one eight kilometre stretch of the Autobahn we monitored the performance of SAP closely. Over this short period the Scania as well as rolling for periods of up to one hundred metres, the G series rolled on one occasion for one kilometre, and on another occasion for 2.1 kilometres. So over the eight kilometres, the truck rolled more than three kilometres, using no fuel bar idle speed consumption. Of the four candidates in the 2012 ETC, Scania was the only manufacturer to enter a Euro 6 truck. This year the Streamline improved again on what was a positive performance. One interesting note

However, the Swedish marque’s long standing reputation with the driving fraternity will no doubt continue - and with good reason. Scania was the first manufacturer to install a Euro 6 engine in a road going truck, which we drove in May 2011. Its progressive work in meeting the demands of Euro 6 means they are at the forefront of engine design. What Scania has brought to the table for operators is a Euro 6 powered truck that performs as well as anything the market has to offer. In Ireland it also comes with impressive residual values. This is one important issue that cannot be accounted for in the ETC.


Volvo FH 460 - ‘Do you see, what I-See”

enhanced by I-See, we felt the potential to deliver real savings for operators should be achievable.


reat interest centred on how the 2014 ‘International Truck of the Year’ would fare in the ETC. FH was not available in time for the 2012 test, so there was more than a passing curiosity in Gothenburg’s latest creation. The tractor presented was a regular FH 460 and again it came with a predictive cruise system in the form of Volvo’s I-See, which operates differently in that the truck memorises the gradients the first time the truck encounters the hill and stores the information in a memory bank. When recovering the same road, the clever computer knows exactly how much power to apply and for how long. Equally important, it knows if no power is required and uses the vehicles momentum to

carry it forward. The arrival of FH brought new standards in truck design, including a larger cab, improved comfort levels, better visibility, improved drivability and lower noise levels. Yes, there were a few minor quibbles which have all been well aired, though overall this was a major step forward for operators, drivers and road transport. Volvo Trucks has always had a reputation for producing quiet comfortable trucks which offer the driver a good place to work and live. New FH continues this trend and does an excellent job with it. Volvo’s new Euro 6 compliant engine range are performing well, and its I-Shift transmission is arguably market leading. With these features now

MAN TGX 18.480 Interior

Fuel intake, weights and dimensions are all measured for the ETC


However the figures produced at the ETC were somewhat disappointing in a number of categories. Though not the heaviest figure recorded, diesel consumption was outside the test average, and when combined with the consumption of AdBlue could pose an issue for some operators. The figures are unfortunate, as they detract from what is an exceptional piece of automotive engineering. New FH is a superb truck to drive and overall its performance throughout the tests was highly commendable. We must remember that Volvo will soon present its new I-Torque driveline, which was expected for late 2013, though is now promised for early 2014. Initial unconfirmed reports of this drivetrain are that it will set new standards in fuel economy and torque for the transport industry. Standards that others will do well to follow.

Scania G 450 Interior


Summary and Conclusions he annual European Truck Challenge does not set out to crown a new ‘King of the Operators Road’ each year. The purpose is to independently assess the standard offering from each manufacturer, then present accurate, and quantifi able information to operators.


the innovative solutions they have found. Is it possible that Euro 6 is not the scary monster we all thought it to be? Th is year's Challenge indicates that may be the case regarding vehicle performance, however the statistics do reveal a significant increase in leasing and servicing costs across all Euro 5 models.

Each vehicle comes with its own merits and values, and will for many reasons appeal to different operators for different reasons. The assessments can only identify the hard data produced by the tests, and for obvious reasons cannot include soft information, such as a good relationship with local dealers - which can be invaluable.

The week long trials are a fascinating event to be part of, and with preparations already underway for ETC 2014, which will focus on the distribution sector. Our return to Hanover is already marked on the calendar.

In the run up to the implementation of Euro 6, there has been varying levels of concern about possible increases in vehicle weight, fuel consumption, and operating costs. What ETC 2013 shows is the level of investment vehicle manufacturers directed at the problem, and

We must sincerely thank our good friends and colleagues at DVZ publications, who go to incredible lengths to make the European Truck Challenge 2014 possible. In particular a special thanks to Sven Bennuhr and Hans Jurgen Wilde whose efforts ensured that fairness and accuracy prevailed.

Summary of Vehicle Costings and Performance against Test Average Summary

ETC Average












Costings Leasing & Service

(€ P/Month)

Useful Life



Annual kilometres


Motorway kilometres



(€ P/Month)


Autobahn Maut



Fuel Price

(€ P/Litre)


AdBlue price

(€ P/Litre)


Performance Overall Test (Fuel)

(l/100 kms)







Motorway (Fuel)

(l/100 kms)







National (Fuel)

(l/100 kms)








(l/100 kms)







CO2 Emissions








Average Test Speed














Average National Road Speed (kp/h)







Gross Weight (25T Payload)







Fixed Costs

(€/Per Day)







Fixed Costs








Variable Cost








Average Motorway Speed


Notes: Source of Leasing and Service Costs - Vehicle Manufacturer/Importer October 2013 Text & Photos: Paul White -



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'Natural Gas is the Future'

• Solutrans 2013 provides platform for Alternative Driveline Presentation


et’s take the green road together,” stated Jean-Marc Celsa, Operational Marketing, Iveco France to members of the International Truck of the Year jury at an exclusive Alternative Driveline event at Solutrans 2013 in Lyon. Presentations were made by Iveco, Scania and Cummins promoting Natural Gas as a viable alternative source of fuel to power heavy duty commercial vehicles. “Natural Gas in CNG – Compressed Natural Gas and LNG – Liquified Natural Gas and BioGas provide the best solutions to sustainable road transport,” began Jean-Marc and reminded us that Iveco began developing CNG ‘Natural Power’ back in 1998 and has continued to perfect the system ever since. In the intervening years over 15,000 CNG Ivecos have been sold in Europe - over 24,000 Cursor 8 CNG engines have been produced by Iveco Motor and its successful Fiat Powertrain Technologies in Bourbon Lancy in France. “The environmental advantage of CNG and LNG over diesel is reduced carbon emissions and more efficient use of energy generated,” he said. Noise levels are reduced also, and that extends right through from Urban to Regional and Construction applications and in certain cases in long haul operations. Whereas electric and hybrids are limited to Urban and Regional applications.

Currently, Iveco offers the broadest range of CNG powered heavy duty vehicles based on the Cursor 8 7.8 litre engine with three versions of the Stralis Hi-Street (rigids and tractors) on the list along with a Hi-Road tractor. One of the drawbacks of CNG power is highlighted by the specifications listed below as the Stralis Hi-Street 19 tonne rigid’s range extends from 350 to 850 kilometres depending on its usage and tank size while at the heavier end, the Stralis Hi-Road 44 tonne 330 hp tractor can only carry 720 litres which only brings the long distance driver 400 km down the road. However, with LNG – which is even more compressed through freezing at extremely low temperatures - 130 degrees, that same 330 hp Stralis (Active Time Sleeper Cab) which holds 568 litres/185 kg of LNG and 280 litres / 45 kg of CNG extends the range to 850 km. Iveco has more than 100 units already in service in Europe. It is worth noting that CNG powered heavy duty trucks cost on average €27,000 more than a diesel version and for an LNG type add €10k more. There is a 450g average penalty or payload with CNG, less on LNG.

These figures led to the whole question of return on investment and Jean-Marc confidently replied on how to successfully deploy the Natural Gas solution as a business case. “It is possible for a CNG tractor, the total cost of operation reduction can exceed 4 cents per kilometre if the vehicle can be used over 2 to 3 shift s and keeping the vehicle more than 4 years.” He advised to invest in a storage tank/station and to take into account the induced effect of price reduction of the gas for facilities heating. Jean-Marc’s evaluation was made with the Stralis covering 650,000 km in 5 years with the overall cost of the fuel averaging 25 cent per litre and the consumption of the fuel over 4.65 L/100 better than diesel, a saving of €27,000 can be made over that fi rst life of the truck. Iveco Stralis Hi-Way Natural Power LNG


The simplicity of the Natural Gas system compared to Euro 6 technology was outlined by Jean-Marc explaining that with CNG (at Euro 6) there is just one element (the catalyst), 3 sensors and a weight of 45 kg. The diesel Euro 6 has 4 elements including the known SCR/ EGR/DPF systems, 6 sensors and comes in at 200 kg. In other words CNG does not use SCR/ EGR/AdBlue or DPF and with the Bio-Methane type it is gaining ground in terms of production and availability. Th is of course is not a fossil energy/fuel and no energy crop is used. 100% bio-wastes is its only source. Another area of advantage is that Natural Gas powered vehicles are far more silent compared to combustion diesels, especially on cold starts demonstrated by Jean-Marc that one diesel engine equates to the noise of four Natural Gas vehicles. On the carbon balance issue, for a 44t tractor covering 180,000 km per year, up to 24.4 tonnes of CO2 is saved. Regarding emissions in deference to the Euro 6 diesel the air quality pushed out through the exhaust has 70% less NOx – 96% particulates – and Methane content is reduced by 88% while the hydrocarbon concentrated decreases by 90%. Iveco, now part of the CNG Industrial Group, currently enjoys 82% market share in the Natural Gas sector. Scania has been providing sustainable transport solutions for decades and one of its long term commitments is to continue the development of gas engines. In fact, under its original ScaniaVabis name a Gasifier truck was produced as far back as 1929 with the gas cooler mounted on a frame which was bolted to the chassis behind the cab. The Swedish brand today is the fi rst to develop and market a 9 litre Euro 6 Natural Gas powered truck with 280 hp and 340 hp as the horsepower options. Zoran Stojanovic, Product Manager, Scania was keen to emphasise that like diesels, torque and drivability are to the fore with Natural Gas engines, containing typical Scania engine characteristics and fit for many applications. Examples of CNG (rigids) and LNG (artics) from customers were displayed on screen before Zoran asked and answered the following question – so, what does the future look


Iveco Stralis Compressed Natural Gas Range Model

Cab Type



Tank Size/Weight


Stralis Hi-Road AT 440S33 TP Tractor Stralis Hi-Street AD 440S33 TP Tractor Stralis Hi-Street AD 260S33 YPS Rigid Stralis Hi-Street AD 190S33 P Rigid



330 hp

720 Litres/115

400 km



330 hp

1140 Litres/185

630 km



330 hp

350/780 km



330 hp

600-1320 Litres/95-210 kg 600-1320 Litres/95-210 kg

350/850 km

The Drives Heavy snow greeted us on the morning of the planned drives based from the Solutrans 2013 venue at EurExpo, Lyon. Despite the conditions, the opportunity to have the drives in both CNG and LNG powered trucks provided by Scania and Iveco was appreciated. First up was the Iveco Daily 3.5 tonne panel van which on initial fi ndings (as per previous runs in CNG vehicles) the time behind the wheel was no different than its diesel counterparts. Good torque was noted especially at higher gears, i.e. 50 k/ph @ 1100 rpm in 6th proved its pulling power. Engine noise was minimal although there was a slight whine from the gasification process. In the LNG powered 6 cylinder 8 litre Stralis 330 hp tractor unit, again the drive felt no different, apart from its low noise levels. Retardation from the engine brake was excellent, one of the best around, regardless of what gear you were at the high end of the 16 speed manual gearbox. The turning circle of the tractor unit was impressive too.

Scania P340 CNG

like? “Gas is the future in many countries, as availability improves, CO2 reduction is required and with more users, the additional cost over diesel will be reduced. “Scania will continue its successful path by introducing more gas engines – stay tuned!” he quipped. Mr. Stojanovic also mentioned that EU legislation in relation to standardisation of LNG is coming soon. Cummins Inc, the North American engine developer and builder has just launched a Euro 6 CNG gas engine. Its ISL G 8.9 litre uses stoichiometric combustion with cooled EGR and three way catalyst based on its Euro 5 version. Power range starts at 250 hp to 320 hp with maximum torque at 895 to 1356 Nm. To date over 18,000 ISL Gs are in service (they also meet the stringent US EPA 2013 emission controls).” By 2016, Cummins will have a broad line of Euro 6 certified or capable Natural Gas engines stretching from 200 hp to 500 hp,” stated Neil Patt ison, Sales Director.

Cummins ISL G CNG engine Text: Jarlath Sweeney -

The Scania P340 4x2 tractor in CNG form was less smooth, maybe it was down to the workings of the Allison 6 speed automatic transmission without load behind. A remapped version of Scania’s Opticruise automated transmission will become available in due course, which will deal with the low revs capability of this fuel sources drivetrain. Engine noise levels were again minimal. It was the fi rst Euro 6 CNG powered truck to be put on the road. Many others will follow soon, there is no doubt.

TraXon – ZF’s future proof all-rounder transmission "Our new TraXon modular transmission system is sustainable in the best sense. It helps make heavy commercial vehicles environmentally friendlier, more economical, quieter and more comfortable at the same time," says Winfried Gründler, Head of the Truck and Van Driveline Technology business unit at ZF to the International Truck of the Year jury at the Solutrans event. Mr. Grundler went on to explain the workings of the new development, which includes PreVision GPS gearshift system. He began by describing TraXon as a future proof all-rounder. “The core element of the automatic ZF-TraXon transmission system is a compact basic transmission which was designed for torques of heavy trucks of up to 3,500 Nm and is the benchmark in terms of its spread of gear ratios and power-to-weight ratio. The modular kit concept ensures ultimate flexibility. The basic transmission can not only be combined with a dry clutch, but also with other starting elements, for example, with a dual-clutch module or a hybrid module with powerful 120 kilowatts. Both technologies will be available for the fi rst time in the heavy commercial vehicle segment.” ZF specially developed the PreVision GPS shift strategy for the new transmission. By using GPS data and digital map material, the transmission control unit responds in an anticipatory manner while saving fuel. Also, the system avoids unnecessary gear changes in relation to the respective topography.

ZF TraXon


Ford’s Rallying Rangers Ready for Dakar 2014


,500 kilometres over challenging and ever changing terrain through Argentina, Bolivia and Chile awaits Ford Racing in its fi rst attempt at the grueling Dakar Rally 2014. Over the twoweek trek across South America the two Ford Rangers entered will be fully prepared and ready for the ultimate challenge in rally sport. The International Pick-Up Award winning Ranger has been stripped down and practically rebuilt to ensure it is fit for batt le. No surprise then that Ford Racing has contracted Neil Woolridge Motorsport from South Africa to lead the charge. With the support of expertise from Ford’s Special Vehicle Team (SVT) in Detroit and chassis specialists in Europe, the Racing Rangers have been designed, developed and built to the highest standards, using the most advanced material and processes available. At the core of the Ranger’s design and build is a sophisticated chassis jig developed in-house by Neil Woolridge. “The chassis jig has taken the most time, required the most technical input and costing the most,” explained Neil. “But it’s like building a house, if you don’t have the foundations right, you can’t do the rest properly. Every pipe is numbered with a unique part number, and each part is precisely laser cut to specification. With the jig in use and all of the specially designed locating brackets and frames in place, it’s basically like putt ing a jigsaw puzzle together,” he added. There is a lot more to the space frame-style chassis than just putt ing a puzzle together, including precision welding the hundreds of joints, followed by sandblasting, painting and assembly. But the roughly 1600 items that make up the chassis and sub-frames are built to a strictly defi ned formula that can be reliably replicated over and over again. Compared to traditional chassis manufacturing techniques, this ensures a higher degree of accuracy, quality and ultimately, reliability – core ingredients in the arduous world of cross country rallying.

Another key element of the build of the Dakar 2014 vehicles is not only the two racing Rangers, but also the mountain of spares the team has to manufacture and haul along – especially considering the punishment the vehicles will take over two incredibly tough weeks. (Covering some 8500km over challenging and ever-changing terrain through Argentina, Bolivia and Chile). “Being our fi rst Dakar with this vehicle it’s difficult to predict how many spares we will need, but I believe we’ll be well prepared,” Neil Woolridge said. “We have a lot of experience in the team and know the vehicle really well after nearly a full season in the South African Championship”. As the race start deadline (5 January) approaches, the backup-up crew has been selected uniting race engineers, mechanics and logistics experts in the one goal.

Each vehicle is supplied with a comprehensive bill of materials which shows each aspect of the vehicle in detail, including technical drawings that reflect every component’s part number so these can be easily referenced, repaired or replaced in the event of damage or accident.

“It’s a very busy time for the team, but the motivation is at an all-time high,” says Woolridge. “It has always been our dream to go to Dakar, and very soon that dream will come true.”

Four Ford Racing Rangers have been produced on the chassis jig so far, including the two vehicles, which campaigned in the South African Cross Country Championship with great success since March. The Ranger won on its fi rst outing and has fi nished on a podium in every rally.

Experienced off-road drivers South American Lucio Alvarez and South African native Chris Visser ably assisted by Ronnie Grave and Japie Badenhorst in the navigator’s seat respectively are the primary crews participating in the inaugural attempt at Dakar.



Champions Monster Energy X-raid MINI ALL4 Racing to conquer again?


efending Dakar Champions Monster Energy X-raid Team MINI ALL4 Racing is going all out to retain its title in the South American endurance classic. Four MINI ALL4’s will be waved off the start podium at Rosario, Argentina on 5 January next led by Stéphane Peterhansel, a household name in the event having won the Rally no less than 11 times. The Frenchman will have another Dakar winner veteran, (4 times) in Nani Roma (Spain) and Krzysztof Holowczyc from Poland alongside with World Cross Country Rally Champion Argentinean Orlando Terranova joining the team line up.

“I’m looking forward to once again contesting the Dakar with such a competitive line up. In the past months, we worked hard on the MINI ALL4 Racing and I’m convinced that our four drivers will make maximum use of the car’s potential. We already have set the course for the years to come and extended the contract with Stéphane so that he is going to start also at the 2015 Dakar for X-raid.”

will be headed up by X-raid Team Principal, Sven Quandt who is already thinking beyond 2014.

STOP PRESS: 2011 Dakar winner Nasser Al-Att iyah is to return to the Quandt Motorsport field by signing up with the Trebur based team. With Lucas Cruz on the notes, Nassar will contest Dakar 2014 with another Mini ALL4Racing.

Once again the MINI ALL4 Racing cars campaign

EVR Proto VX 101 Rally Raid Concept to debut


renchman Eric Vigouroux, with 14 Dakar Rallies under his belt has teamed up with US Off-Road champ BJ Baldwin with a newly developed 2WD Pick-Up truck in the forthcoming event.

Co-developed by Jefferies Racing, the new EVR Proto VX 101 Rally Raid Concept will be powered by a LS7 Corvette Racing V8 coupled to a Fortin sequential gearbox.

Hino keeps on going!


t the MotorSport Japan 2013 event Hino Motors showcased the two Hino 500 series race trucks that it will be entering in Dakar 2014. Hino’s entry will again be run by the extremely successful Team Sugawara having raced in this world famous off-road marathon 23 times since 1991. The 2014 goal is to win its fi ft h straight title in the under 10-litre class. Yoshimasa Sugawara, a veteran of a record 30 Dakars will again lead the way with his son Teruhito in the second 500 Series which has been totally rebuilt since last year. It is powered by a 6-cylinder 8 litre engine.

de Rooy Petronas Iveco team up again


eam de Rooy, Iveco and main sponsor Petronas team up again in one big combined effort to reclaim the precious Dakar trophy from their Russian Kamaz counterparts. Having won the event outright in 2012, Jan de Rooy knows what’s required – reliability ingenuity, courage and stamina. The heir to the throne at de Rooy Transport based near Eindhoven has all these vital components, he just needs lady luck on his side. For the 2014 running of the event, Team de Rooy Petronas Iveco will run two trucks, the Iveco Powerstar for Jan and the Evolution 3

Pre Dakar preparations went well with Gerard trying out the latest developments on the bull nosed Aussie style Iveco on the RTL-GP Dakar Pre Prologue in Eindhoven. That event was won by Peter Versluis in a MAN TGX, who could be a dark horse come the third week in January as the race fi nishes in Chile.

version of the Iveco Trakker for Hans Stacey.

Text & Photos: Jarlath Sweeney -

Alas, rally legend Miki Biasion will not be competing in Dakar 2014 having lost his seat on the reduced de Rooy line-up and a failed attempt by a private team to run a couple of Fiat Panda 4x4s.


Cummins looks to Euro 6 and beyond


s 1 January 2014 approaches it marks the beginning of yet another level of legislation to further reduce harmful emissions from the EU. Stage Six or (more commonly termed Euro 6) sees further reductions of soot pollutants, poisonous gases and carbon dioxides emitting from the exhausts of heavy and medium duty commercial vehicles (trucks and buses). In the past three decades engine builders have managed to reduce emissions by a staggering 90% and with Euro 6, the exhaust fumes will be somewhat cleaner than some of the air it takes in around certain cities across the world.

So where to now? Further PM and NOx legislation as in Particulate Matter (soot) and Nitrous Oxide (gases)? “Air quality improvements will be assessed and if the expected improvements are achieved, Euro 6 should be the end of NOx/PM emission regulations,” stated Jonathan Atkinson, Chief Engineer, Cummins Inc Darlington UK Technical Operations. Durability and performance will need to be monitored so that the products and technologies meet the market expectation,” he added. “Legislators are expected to focus on efficiency and CO2,” stated Jonathan and highlighted what is happening in the United States where its Environmental Protection Agency (EPA) has already introduced Green House Gas (GHG) emissions Rules EPA 2014 and 2017. Th ree categories of commercial vehicles come under the spotlight to meet the required CO2 and fuel consumption reduction levels/standards:- Combination Tractors (artics); Heavy Duty Pick-up Trucks and Vans; Vocational vehicles (Construction and Municipal).

and the task ahead for engine builders and vehicle manufacturers. “Engineers have a number of technology choices to support future CO2 reductions,” said Jonathan and mentioned Hybrids, Waste Heat Recovery and Electrically driven components as some of the potential solutions. “Which one is used depends on how applicable it is to the vehicle duty cycle and the cost benefit/payback business case,” he added.

Euro 6 SCR unit

ISB4.5 Euro 6

Jonathan went on to outline the assignment of improvements by applications and said that the benefits of engine based CO2 improvements become more effective on urban duty cycles (by up to 52%). With diesel/electric hybrid technology that power unit benefit increases to 75%. On the subject of Advanced Hybrid Drivelines, Jonathan reminded us of the Cummins associated developments including Alexander Dennis Limited on its Enviro400H bus, Wrightbus on the Transport for London Double Decker, DAF with the LF Series Hybrid and more recently, the Peterbilt 587 Supertruck which uses Cummins ISX15 Engine with Waste Heat Regeneration System. The latter reduces payback time to 8 years, half of what’s expected from other standard hybrids. Cummins has some available technology solutions that not only meets demands for improved fuel efficiency and more power by up to 10% but increase functionality. This is achieved by a crankshaft mounted starter motor generator through higher power density, that has Start/Stop and power auxiliary regeneration.

Based on 2010 levels, tractor-units need to reduce CO2 emissions and fuel consumption “Utilising waste heat from the engine by 7 to 20% from 2014 to 2017. Heavy(through the exhaust and water system) duty Pick Ups and vans need to achieve Supported by the US Government, the Peterbilt 587 Class 8 with 15 litre can increase thermal efficiency,” emphasised up to 10% reduction in CO2 emissions Cummins ISX15 developed with expert suppliers focused on engine efficiency, Jonathan, “which in Heavy Duty European and fuel consumption for petrol powered aerodynamics, weight, tyre resistance has achieved 54% fuel savings to date trucks could see 5% benefit in fuel savings vehicles and 15% reduction in diesel (9.9 mpg) using the Waste Heat Regeneration System. (equating to €4,000 per year),” he engines by 2018. Similarly, Construction estimated. technology, various innovative measures had to be or Municipal vehicles will be required to decrease developed to meet the European emission levels fuel consumption by 10% and CO2 emissions from “This Waste Heat Recovery System delivers energy 2014 to 2017. Jonathan went on to explain that legislation such as Aftercooling, Electronic Fuel to the drivetrain (mechanical) or a grid network, there are two types of standard metrics adopted. Systems, Cooled Exhaust Gas Recirculation (EGR), battery (electrical) but this system requires “The majority of vehicles covered by the regulation Diesel Particulate Filter (DPF) and Selective precision engineering and the latest manufacturing carry payloads of goods or equipment, in addition Catalytic Reduction (SCR), all of which have been techniques,” he conclude. to passengers and the two types of standard metrics combined to meet Euro 6. set are gram CO2 per tonne-mile (and gallon of Cummins has invested heavily in WHR R&D fuel per 1,000 tonne-mile) standard for artics The biggest challenge is reducing CO2 in a fair and including €800,000 in a Test Cell Laboratory in proper manner, taking into account the multiple and Construction/Municipal vehicles and the its Hudderfield plant. applications that are now within the heavy/medium second is payload dependent gram CO2 per mile (and gallon of fuel per 100 mile) standards for commercial vehicle family. “Duty cycles, vehicle Pick-Ups and vans. weights, driver influences, measurement/metrics, test procedures, compliance/enforcement, SCR In the thirty years of the evolution of engine heat requirements indicates the diversity involved FLEETTRANSPORT | DEC 13/JAN 14

Text: Jarlath Sweeney -


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Carrier Transicold has all transport missions under control


ood safety is one of the most valuable assets on the planet and looking to the future with the world’s population estimated to increase to 9 million in 30 years, the way food is produced, stored and distributed will become even more important. That was the main theme from the launch of the new refrigeration products by Carrier Transicold for semi-trailers in Berlin last month.

While the new Vector line-up aims to improve efficiencies, reduce running costs and decrease operator’s carbon footprints, Carrier Transicold is intent on playing a vital role. 2014 is the designated year against food waste. “Currently, the world wastes 5% of what it produces and yet there are 1 billion people in the world left hungry,” stated David Appel, President, Carrier Transicold.

“All stakeholders have a role to play and this issue is one of the biggest challenges in the 21st century,” he added. Carrier Transport, an innovator in temperature control since the early 1900s, and now under North American corporation United Technologies, has benefited from the R&D of sister companies such as OTIS (elevators), Sikorsky (helicopters) and Chubb (security and locks) to introduce improved electric power drive technologies to its transport refrigeration systems. As demonstrated to the 300 or so guests at the Carrier Transicold Vector Experience, the range topping Vector 1950, and next-in-line Vector 1550 both feature Carriers E-Drive all-electric technology. E-Drive allows for a downsized engine to be fitted, proven reliability and backed by reduced total cost of ownership. Should anything go wrong a network of 620 Service Centres from the West of Ireland to Eastern Russia and all countries in between have 1750 technical engineers on standby. Conscious of the move to more out-of-hours deliveries (demanded by city retailers in order not to disrupt day sales) Carrier has reduced the noise levels on all its units including the new 1350 designed for long haul transport operators.

Pictured at the launch of the new Transicold Vector were Jimmy Walton, Kilkenny; Noel Lacey, TSS Ltd., Dublin, Michael Dixon, Dublin and Ger Breen, Wexford FLEETTRANSPORT | DEC 13/JAN 14

An interesting workshop exercise demonstrated the various levels of noise levels we encounter everyday from rustling leaves at 10dBs to the jet


Vector 1350 Interior

Vector 1550

Vector 1950

engine of an aeroplane at 125dBs. The Vector’s PIEK Project spec versions boast only 60dBs.

reduce the number of belts required, therefore assuring uptime through better reliability. “The Vector 1350 unit has been designed to provide maximum cold-chain protection and optimum total cost of ownership while lowering its carbon footprint. As well, by using a micro channel condenser coil the Vector 1350 unit carries 27% less refrigerant than its predecessor,” stated David Appel, President, Carrier Transicold to the audience via a video link from its U.S. Headquarters in New York. At 643 kilogrammes (without Stand-by kit) the Vector 1350 is up to 17% lighter than competitive units. With the Stand-by plug-in adapter – add 40 kilogrammes.

widely available.

In replacing the Kubota 1.5 litre with a 1.1 litre version up to 130 kilogrammes more payload can be achieved on the new Vector 1350, an important factor for transport companies investing in new Euro 6 emission controls with their heavier engines, etc. Other workshops informed us of the removal of various belts, pulleys and other components and fitting more electronically powered components to make the units more efficient. Of the three members of the Vector range from Carrier Transicold, most of the attention was on the new 1350. Delivering a capacity of 12,700 watts, the newly created lighter-weight package features a new control panel that is similar in operation to that of a Smart Phone of today. The new 1.1 litre engine drives both a compressor and a generator to power the generation system and is said to use up to 30% less fuel compared to the sister Maxima model. As mentioned previously, three electric fans

Bertrand Gueguen, President Carrier Transicold Truck/Trailer mentioned about the main features on the user-friendly control interface for easier operation. “Key features have dedicated buttons and universal symbols that are easy for operators to understand regardless of language, and help to avoid potentially costly mistakes when choosing the proper temperature inside the trailer,” he said. “The Vector 1350 unit is designed using proven technology and key components that are

Text Photos: Jarlath Sweeney -

The unit’s design enables easy access to components for faster maintenance and reduced downtime. The lightweight and simplicity of the Vector 1350 unit makes it the perfect fit for the long haul transportation of temperaturecontrolled goods,” he added. Next in line in the Vector range is the 1550 which with 14,800 watts delivers impressive pulldown and temperature control to carry various perishable and temperature sensitive goods for a wide range of logistical applications. The high capacity (18,800 watt) Vector 1950 is a mono and multi-temperature unit that provides faster pull down and the ability to transport larger loads for intensive city deliveries with frequent stops and door openings. Both contain Carrier’s E-Drive technology which transforms engine power into electricity allowing the removal of mechanical transmissions. By removing 17 serviceable parts, uptime is increased by 99.4% for low noise city deliveries (60dBA). Both the 1550 and 1950 units are PIEK Certified.


Irish BioEnergy Association – Biomethane for Transport Event

‘Wasting our Waste’


t appears that Ireland has a significant potential to reduce our dependence on imported fuels - which is not being used. Th is was the message sent out from a recent presentation in Dublin’s RDS by the Irish BioEnergy Association (IrBEA) which is a non-profit organisation formed in 1999 and aims to promote the use of the bioenergy on the island of Ireland. IrBEA Ltd comprises a number of sub-groups dealing with different aspects of alternative fuels and the seminar titled ‘Biomethane for Transport’ was hosted by the Anaerobic Digestion sub-group of IrBEA. Delivering the opening address Fred Tottenham (President of IrBEA) highlighted some of the benefits of developing an indigenous anaerobic digestion industry which can be of particular importance to small local communities. This is especially important in the area of job creation, where he noted “projects are usually smaller and more widespread than one large wind energy site.” In addition to producing the fuel, how the fuel is delivered to the end user also needs to be considered. Speaking on the subject of ‘Greening the Grid’ Daniel Fitzpatrick of Bord Gais Networks, gave the grid operator’s perspective. Daniel accepted that currently there is a chicken and egg problem, in that a major drawback for increased usage of gases in road transport is the scarce availability of filling points. He announced that Bord Gais Networks recently opened their fi rst ‘fast fi ll’ point in Cork, and are investigating building a supply network with forecourt operators. There is litt le doubt that Ireland has the potential to produce respectable amounts of biomethane. The fuel can be produced from all manner of biomass including food waste, sewage sludge and landfi ll. However, while we produce these materials in relative abundance, Silvia Silvestri from the Fondazione Edmund Mach in Italy, says there is a need to overcome the non-technical barriers such as the supply chain needed to feed the production process, and realise a complete ‘waste to wheel’ cycle. In addition she notes the lack of a harmonised quality standard for biomethane throughout the European Union, though this is apparently being addressed. FLEETTRANSPORT | DEC 13/JAN 14

Ms Silvestri’s call for an enhanced supply chain, was also commented on by Bart Bonsall of the Technology Centre for Biorefining and Bioenergy. Mr Bonsall sees “a very large opportunity in the Irish market as currently it costs a substantial amount to process our waste.” Other issues he feels should be addressed are support for gas vehicles and training resource. IrBEA estimate that 300 million cubic metres

of biomethane can be converted from agri-food wastes annually. With 1 cubic metre of gas having the equivalent energy value as 1 litre of petrol or diesel, the potential savings are significant. However to encourage operators to make the move, the fuel would need to att ract a discount of 25% to make it viable. The Seminar also highlighted the peculiar situation where “excise taxes on gaseous fuels are not provided for in the Irish tax system. Th is exemption is not based on a considered energy policy, but arises because historically gaseous transport fuels have not been used in Ireland. Confi rmation of an ongoing excise duty derogation is required to underpin the viability of biomethane as a transport fuel.” A continuation of this policy Mr Bonsall believes would help to att ract private fi nancing and investment. To present the operator’s side of the issue Peter Scallan of Celtic Linen addressed the audience. From its Wexford base, Celtic Linen runs over 60 vehicles and operates the second largest single site laundry cleaning facility in Europe. The company has been widely recognised for its work in promoting environmental awareness in the road transport industry - including the ‘Fleet Transport Environmental Award 2010 and 2011.’ Mr Scallan informed the gathering that for Celtic Linen “green economies are good economies, and the company investment in green vehicles has delivered a return on the investment.”

John Kearney Volkswagen Commercial Vehicles Ireland

Duncan Stewart (TV Presenter) & Alan Bateson Volkswagen Commercial Vehicles Ireland

Nevertheless Peter said “Euro 6 is a game changer,” noting the increased capital costs and concerns surrounding fuel consumption, which helps to make gas propelled vehicles a more viable option. Peter also commented on the anomalies with the road tax system for commercial vehicles, as the system is based on the vehicle weight, it strongly discriminates against electric vehicles. The Seminar also featured an array of CNG/BioCNG powered vehicles available in Ireland, with examples from, Iveco, Mercedes-Benz, Volkswagen, and Volvo Trucks. Also on display was a Mercedes-Benz ML 350 SUV, with a retrofit gas system from the GTX company.

Daniel Fitzpatrick Strategic Planning Manager CNG, Bord Gais Networks Text & Photos: Paul White -


FTAI – ‘Making nonCompliance Unbearable’


udging by the numbers that attended the Freight Transport Association Ireland’s FTAI S e m i n a r on Tr a n s p or t Compliance at the Carlton Hotel in Dublin, the Road Safety Authority’s (RSA) ongoing campaign to improve Commercial Vehicle Roadworthiness is having the desired affect. The event was one of a series of seminars run at different locations throughout Ireland with the aim to inform truck and bus operators about the legislative changes and to answer the frequently asked questions. It is interesting to note that since the FTAI began its round of Briefings, the numbers attending have been steadily increasing with each event.

four times that amount (€40k) in indirect costs related to non-recoverable excess, increased premiums, employee absence and reputation. The solution is a policy of effective safety management that goes beyond a nicely worded, and seldom read Safety Statement.

Seamus Flynn, Top Oil; Gary Green, FTAI and Neil McDonnell, General Manager, FTAI).

The subjects covered by the FTAI team include tachograph, the Working Time Directive and roadworthiness legislation. However, the FTAI also invited guest speakers to present talks on the topics of reducing insurance costs, and reducing energy bills. As the FTAI has a close working relationship with the RSA, John Forde was there to present the Authority’s perspective on compliance issues. FTAI’s Ken Coleman spoke on the necessity for operators to manage drivers hours correctly. He detailed some of the regular issues found during company inspections. W hile many of these issues arise from driver behaviour, Ken was eager to stress the importance of keeping appropriate records to ensure the company is compliant in how it deals with infringements. Especially how the information is reported to the driver. “Th is should only be done by a competent person, and the person should know all the rules,” he stated. The FTAI’s newly appointed General Manager Neil McDonnell, then introduced Paul Murphy of RSA Insurance. With offices in Dublin, Cork, Galway and Belfast, RSA is the leading non-life general underwriter in Ireland with a high profi le in the transport industry. Paul's presentation centred on the idea that “safety is as important as making a profit”, and that being a well managed and safe company can dramatically improve the bottom line. He highlighted that the costs of claims are far greater than we might believe. Using the example of a claim for €10,000, Paul said that while RSA Insurance may pay to cover the direct costs of the incident, the transport company could incur up to Text: Paul White -

Neil McDonnell, FTAI; Paul Murphy, RSA Insurance and Martin Forde, Client Executive, MARSH Ireland.

Aidan Flynn, FTAI and John McEvoy, Kerry Foods.

Next on the podium was FTAI’s Gary Green who delivered what Neil McDonnell described as his scary photo presentation - and Gary duly delivered. In addition to a selection of images taken during FTAI inspections, which showed broken wheel studs, bald tyres and holes in the floor of commercial vehicles, Gary discussed an analysis of the faults discovered at these inspections. The analysis shows that for both HGV and PSV the majority of faults should have been discovered by the driver if a proper Walk-Around Check was completed. Gary also explained the requirements for drivers to be correctly trained by a competent person to conduct the Walk-Around Checks. Presenting the RSA’s perspective, John Forde gave an update on how the Commercial Vehicle Roadworthiness campaign is progressing and noted that as Bureau Veritas has now taken over the monitoring of Test Centres, this has released more RSA inspectors to further increase the number of roadside inspections, and operators will soon see a higher level of enforcement through 2014. John also spoke of the need for operators to ensure that they comply with all aspects of the CVR regulations, including comprehensive maintenance records. Th is also applies to servicing agreements with external garages and main dealers. Speaking about this Briefi ng, FTAI’s Neil Mc Donnell was pleased with the event and very encouraged with the attendance. He thanked the RSA for its continued support of FTAI, and said that the aims of the regulations are to improve the transport industry for compliant operators and - “make non-compliance unbearable.”

Neil McDonnell and Ken Coleman, FTAI

46 | BUS & COACH I

JJ Kavanagh & Sons deploy TranzSafety


ranzaura, the provider of driver management solutions to the transport sector which has successfully provided JJ Kavanagh & Sons with its tachograph management solution TranzTacho for the past number of years has supplied mobile safety solution TranzSafety for its extensive bus and coach fleet. The TranzSafety mobile application provides the latest in Electronic Driver Vehicle Safety Checks for all vehicle types in the transport and bus industries. “We look forward to developing our relationship further with JJ Kavanagh & Sons through the implementation of TranzSafety and we are excited by how quickly they will see the benefits from our innovative safety solution”, said Mike Price, Sales Director & Founder at Tranzaura. TranzSafety will provide JJ Kavanagh & Sons with the following immediate benefits: • Paperless Daily Driver Vehicle Checks • Defects Recorded Real Time Th rough Image Capture

Iveco Bus: the new Iveco brand ID for passenger transport


veco Bus has been inaugurated as the new brand name of Iveco’s passenger transport business, confi rming the Italy company’s commitment to this sector. Th is new ID replaces that of the former Iveco Irisbus. Th is development marks the beginning of a new phase for Iveco’s collective passenger transport activities with the objective of expanding on a global level. It is the last step in an extensive consolidation process, which has deep roots in the history of the company, the result of over a century’s worth of experience. Th is new brand identity coincides with the launch of an entirely new Euro 6 citybus, which had its world premiere at the 60th UITP World Congress and Mobility & City Transport Exhibition in Geneva, Switzerland.

• • •

Elimination of unnecessary Vehicle Downtime Management of all Types of Vehicle Checks Instant Reporting for their Fleet Manager

“We are already reaping the benefits of TranzTacho and now welcome TranzSafety as our safety management tool. Safety is always a priority for us and our customers and we have full confidence in Tranzaura’s ability to provide quality, innovative and customizable solutions for our business going forward.” said Paul Kavanagh, JJ Kavanagh & Sons.

MAN UNVI Touring GT hits the road


ollowing its debut at the recent Coach & Bus Live 2013 Show at the NEC, Birmingham, the new MAN UNVI Touring GT has arrived in Ireland and is now available to order for new season delivery. Supplied by Central Bus & Coach, Keenagh, County Longford, the new MAN 14.280 41-seat (plus courier and driver) will be sold alongside the Mercedes-Benz option using this coachwork. Powered by MAN’s D08 Euro 5 engine series that produces 290 hp and uses EGR to meet the emission levels required. ZF’s 6 speed EcoLife automated transmission is the standard option with integrated 5-Stage retarder. An upgraded driver’s suspended seat and cruise control are also fitted - while passengers will appreciate the additional comfort and support from the Politecnica Grand Prix seats. Compared to the Mercedes-Benz version (based on the Atego) tyre size is larger at 285/70R/19.5. Disc brakes are fitted all round. Notable from the fi rst drive was the low engine noise, better driver access to seat and larger boot space. A 45 seat option is also available. Premium price on the MAN UNVI is around €22,000 up on the Mercedes-Benz.

Spec Check Make/Model Engine Power Torque Transmission Brakes Dimensions Tyres FLEETTRANSPORT | DEC 13/JAN 14

MAN UNVI Touring GT-R MAN 14.280 6-8 litre diesel Euro 5 EGR 290hp 1100Nm@1200-1700 rpm 6-speed ZF EcoLife auto with 5 Stage Retarder Discs front & rear ABS/TCS – EBS/ESP L: 10.26m – W: 2.50m – H: 3.58m Wheelbase: 5.09Sm - Luggage:- 6.7 cu.m on 41 seater 285/70R 19.5 Text: Jarlath Sweeney -


Get Ready For Winter By Walter Engel, Service Manager Bus Climate Control for Thermo King in Europe, Middle East & Afr ica.


ith the busy holiday season just around the corner, Public Transport Authorities and Coach operators are dusting off their checklists and winterizing their fleets from the tyres up. This includes performing critical maintenance to keep bus heating, ventilating and air conditioning (HVAC) systems performing at peak levels of efficiency and reliability. Keeping passengers safe and comfortable is a top priority for fleet operators everywhere. They know that nothing spoils a good ride like a bus that is too cold, too hot, too draft y or too stuff y because the HVAC system breaks down or does not work properly. When it comes to HVAC system performance and reliability, there is no substitute for a proactive year-round maintenance strategy that focuses on preventing – rather than fi xing – problems. Performing maintenance tasks at recommended intervals helps ensure that fleet operators stay on schedule, avoid breakdowns and service disruptions, manage operating costs and achieve higher levels of passenger satisfaction.

Now a good time to examine HVAC maintenance approach Most Public Transport Authorities and Coach companies perform HVAC preventive maintenance on the same schedule they use for the bus engine and chassis. It is also important to recognize that the unique operating characteristics of an HVAC unit need to be considered as part of an integrated service and maintenance strategy. An inspection and routine service schedule based solely on kilometres driven may not accurately reflect the wear and tear on the HVAC system because the unit runs whether or not the bus or coach is in motion. In fact, the heating components in the HVAC system work continuously to maintain comfort levels when the engine is idling in traffic on a cold day or making scheduled stops to let passengers on and off, with the doors open. Not surprisingly, HVAC components like the blowers and water valves on buses operating in northern climates work particularly hard under these conditions. Thermo King, a global leader in transport refrigeration and a brand of Ingersoll Rand, recommends a blended approach to preventive maintenance, which establishes service intervals based on both mileage and operating hours. The company has developed a comprehensive schedule of inspections and routine service tasks with recommended actions performed monthly or every 10,000 kilometres, quarterly or every 30,000 kilometers and annually or every 90,000 kilometres.

Operators need to consider local operating conditions This structured approach provides a solid platform for an effective preventive maintenance strategy. However, operators will also want to take their specific operating profi le into account when developing an ideal schedule for their vehicles. For example, operators in colder climates may choose to inspect and test heating components more often during the Winter months because the implications of a system failure are more serious. Those in areas with high levels of airborne particulates may want to change air filters more frequently. Following are some specific actions that fleet operators should consider taking during their fall-winter quarterly or 30,000-kilometre service interval: • Inspect all air filters and wash or change if necessary; • Visually inspect the heating system for evidence of engine coolant leaks; • Conduct a running inspection and measure interior return air temperature, which should be maintained at 70 degrees or above; • In warmer climates, make sure that the air conditioning system and fresh air ventilation components are working correctly; • Visually and audibly check HVAC blower motors and auxiliary heater blower motors (if they exist) for proper operation in the heat mode; • Check for proper thermostat function by using the air conditioner to cool the bus interior down and then adjust the thermostat for the heating mode; • Check for proper operation of the driver’s heater and defroster unit. Finally, the Winter season and the beginning of a New Year are ideal times for operators to examine their preventive maintenance approach and make sure that it continues to meet the needs of the organization. An effective, proactive and well-executed maintenance strategy pays for itself many times as compared to a bus’ typically long operating life by reducing operating costs, improving reliability and creating a better experience for passengers, drivers and maintenance teams.


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European Lines ramp up Ferry services


ood news as 2013 moved into its latter quarter, a number of Lines either added capacity to existing services or announced plans to do so. French Operator, LD Lines commenced the operation of a new service from Britain to Spain. In the Irish Sea, Stena Line brought the former ‘Maersk Importer’ freight ferry, now the ‘Stena Hibernia’ back from Scandinavian waters and on to the Belfast – Birkenhead route commencing service on 5 November. Initially she is operating four round trips a week, from Tuesday to Friday, departing Birkenhead at 03.00 and Belfast at 15.00. The Ro-pax sister ships, ‘Stena Lagan’ and ‘Stena Mersey’ will each continue to operate daily round trips on the route.

Irish Ferries has announced the introduction of the 2011 built, Ro-pax vessel ‘Epsilon’ onto its Dublin/Holyhead route. The vessel, from the same builders as the ‘Stena Lagan’ and ‘Stena Mersey’ was delivered to Italian owners as the ‘Cartour Epsilon’ and has passenger capacity of 500 and truck and car capacity of over 2700 lane metres. The introduction of a third ship onto this Irish Ferries service will increase its sailing from Dublin to six times daily with departures from Dublin being at 01.55 and 14.15. Speaking about the additional vessel, Irish Ferries Marketing Manager, Daragh O'Reilly said; “Irish Ferries’ decision to invest in additional capacity at this time is a major vote of confidence in the recovery of the Country’s economy”. The introduction of the new vessel will increase capacity on the Company’s service by over 60%.

Paul Grant, Stena’s route manager for Irish Sea North said; “The freight market is showing signs of recovery and it is important that Stena Line adds capacity to accommodate the expected growth. Belfast continues to develop as a key freight hub for Stena Line with eleven daily departures to Cairnryan, Heysham and Liverpool.”

Brittany Ferries recently withdrew its ferry ‘Contentin’ from its England to North Spain route network and she has now been chartered to Stena Line to cover their Karlskrona, Sweden to Gdynia, Poland route. She has been re-named ‘Stena Baltica’ and offers significantly increased deck capacity than was available on the previous vessel on the route.

The name ‘Stena Hibernia’ is a familiar one to users of the Dun Laoghaire to Holyhead service as it was carried for a number of years by the vessel that was displaced by the HSS ‘Stena Explorer’ in 1996. She had been introduced by Sealink onto the route as the St. Columba in 1977 and that vessel is still operating, now on the Red Sea, as the ‘Masarrah’. Stena’s HSS will resume service over Christmas and New Year before returning in March to operate a once daily summer service.

LD Lines has filled the gap left by Brittany on the North Spain run, switching its vessel, ‘Norman Asturias’ from its St. Nazaire to Gijon route to a new, Pool/Santander rotation. A newly chartered ‘Scintu’ is now covering the three times weekly Gijon route. Both vessels have similar capacity and LD Lines claim that the new 26-hour route from Poole, represents a major development in its creation of an Atlantic Ferry Network, providing new links to serve the UK/French, Spanish and Portuguese freight markets. Transit time on the new route is 26 hours and vessel capacity at 110 freight vehicles is similar to that on the new Irish Ferries vessel.

Truck Stop planned for Holyhead







combined Truck Stop & Logistics Park development has been proposed for Holyhead by Cosygar Development Company. According to Company CEO, Robert Ware, the truck stop will include parking for 168 trailers, internal access roads and walkways, a vehicle refuelling



point and washing facility. The promoters and Holyhead Port hope that the new facility will help reduce congestion on the A55, which has very limited parking facilities and increase the att ractiveness of Holyhead as a transit point.

Meanwhile, the Welsh Government Transport Minister, Edwina Hart, M.P., has announced the establishment of Freight Transport Advisory Group to investigate what needs to be done to bett er support freight transport to and through Wales.

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IMPORTANT NOTICE LIGHT & HEAVY TRAILER TYPE APPROVAL FROM OCTOBER 29TH 2013 As part of the system of EU type approval, motor vehicles and trailers must meet prescribed safety and environmental standards before being sold or first used on Irish roads. From the 29th of October 2013 all new ‘completed’ (multistage built) trailers must have type approval certification. Type approval is already required for ‘complete’ (built in a single stage) trailers. When a vehicle is manufactured to approval standards, it is issued with certification and it is important this certification is passed on by the manufacturer in order to allow new light trailers (≤3.5t DGVW) to be sold or new heavy trailers (>3.5t DGVW) to be first licensed. For more information and to download a leaflet on the changes visit Queries can be directed to or by phone to 096-25014.


Iberia - Ireland Link on From where I'm sittin sitting the agenda Howard Kn Knott


ne Monday afternoon in October I boarded the Suprabus in Santander bound for the Port city of Gijon, three hours away, along the North Spanish Coast. Long distance bus travel is not something that I have done for a long time, perhaps not since using the Greyhound Bus in the States over 30 years ago. The bus was extremely comfortable, everyone had their headphones with music or iPads with movies but a strange blast from the past happened that was not recollections of Greyhound but long past fl ights with Aer Lingus. As we pulled out of the Bus Station in Santander a stewardess came round with a basket of boiled sweets and, again, as we pulled off the highway into Gijon the treats came round again. In the meantime a snack meal was served as the mountains flew by. It was certainly a wholly unexpected positive experience and a real demonstration of just how strong the coach has become in the mix of travel modes. Back to the visit to the Port of Gijon, I was in Santander to take part in an EU Atlantic Arc programme partner meeting but had been fascinated by discussions at an earlier meeting about the Port of Gijon and specifically the ferry service linking that Port with St. Nazaire. The question in my mind was whether or not a link might be made though the French Port with Rosslare, or possibly, Cork. I met Pablo Fernandez of the Port Authority and, as we spoke, some fascinating thoughts came through the conversation. Sticking with the ferry issue, the vessel being used by the LD Lines operated service is a sister ship to Celtic Link’s ‘Celtic Horizon’ and though she is quick, would have difficulty in adding an Irish leg even on a once weekly basis. Might an Irish operator, seeing that fuel costs will explode when the new sulphur emission controls come into effect in 13 months time once a vessel enters the English Channel, switch his destination Port from Cherbourg to St. Nazaire? It’s a question but, possibly too long a journey to allow a 48 hour round trip. On the existing service from St. Nazaire, though southbound freight volumes on the current service are low, Irish hauliers are significant users, landbridging Western France on their way, mainly, to the fi sh processing plants at Vigo. Mr. Fernandez thought, that, as the recession clears there could be potential northbound cargoes of premium prices slate from the same region. The ferry also brings in substantial numbers of Motorhomes and older cars whose owners wish to avoid the long trek through France. Though the passenger business, understandably, for a service that transits the Bay of Biscay is very seasonal, the revenue per passenger is such that using a ro-pax vessel makes good sense. The question of an Iberia-Ireland link avoiding either the British or French Landbridges remains on the agenda. While the Port’s major business is in discharging Cape-Size bulk carriers each bringing in over 100,000 tonnes of coal or iron ore, its fastest growth area is its Lo-Lo container business. In ten years this traffic has grown from 4,000 TEU to over 60,000 TEU with five significant operators running feeder vessel services both north, some going as far as Gothenburg, and south, some to the Canaries. There were two curious things about these. Firstly, a major stimulus for the growth has been the recession, steel manufacturers began to fi nd that they could no longer fi ll chartered vessels and swung to 20ft containers and, second, while the services were thought of as being feeder services for deep sea services, the Lines have begun to offer Spanish exporters the possibility of using the containers and current vessel rotations for door to door European traffic. In the short term this may not be good for the ferry’s business, but this massive growth, through the recession just shows what can be done with proper services and marketing. FLEETTRANSPORT | DEC 13/JAN 14

All in all, it was a most interesting day and well worth the trip.

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52 | LEGAL

The Curse Of Inadequate Enforcement


ife being as it is, it is inevitable that there will be transport companies that welcome the fact that enforcement is random at best. That att itude is effectively supported by the fact that the public have no interest in the regulations that control the use of commercial vehicles. Indeed, as a general observation, it might be said that the public have no understanding of the contribution made by the transport industry to their standard of life. Conversely, as those in the industry know only too well, the use of commercial vehicles att racts a mass of legislation. Here, in the Republic, we have the Road Safety Authority (RSA), the Health & Safety Authority (HSA), the National Employment Rights Authority (NERA) and the National Irish Standards Authority acting as enforcement authorities, to which can be added those who enforce a constant flow of EC legislation. Those transport operators who operate outside Ireland, whether travelling into the UK or into Europe, face regular enforcement checks which, in some cases, reflect a belief that Irish operators are not over concerned with current legislation. Checks that are carried out by enforcement officers familiar with the requirements of the legislation, and who have the equipment to check both documentation and the records contained in the digital tachograph, thereby ensuring that both vehicles and drivers comply with the requirements of the legislation is, of course, a costly business. Obviously these administrative costs must directly affect an operator’s minimum rates in the competitive market in which he has to work. It follows from that that there is a substantial commercial advantage to be gained should an operator decide to ignore all, or some, of the legal requirements affecting the operation of his business.

The Irish Road Haulage Association (IRHA) has its own voice, as do the Freight Transport Association Ireland (FTAI) with direct access to the Government, and it is likely to continue to press for Government support for the transport industry. In the meantime the industry must maintain the highest standards to ensure that the Irish Haulage industry is recognised for excellence rather than for its determination to ignore the legislation.

It is, for instance, self-evident that there is an immediate revenue benefit if a vehicle is overloaded, or if a driver drives for more hours than the law permits, and there are less obvious savings to be made which directly affect the safe operation of a vehicle if, say, maintenance is neglected, worn tyres are not replaced, and cheap non-standard parts are used when a vehicle is being repaired. Any real attempt to improve standards within the transport industry depends for its success on effective enforcement, but, unfortunately, given the present level of enforcement, it is less than surprising to hear operators complain that they have to compete on a daily basis with companies which simply ignore the law. As this is written the country is committed to an austerity programme but it is difficult to avoid the apparent need for a meaningful increase in the numbers of enforcement officers, who, no less importantly, must have adequate technical training. The ultimate problem is the failure by the Government to recognise the importance of the transport industry to the country’s well being. Th is is not a problem that is unique to Ireland. Politicians in many countries remain to be persuaded that offering support for the transport industry is a ‘vote winning’ exercise, and that lack of interest is particularly clear in Ireland. It remains to be seen whether the change at the top of the RSA will make any real difference; in addition to the powerful TV adverts urging increased road safety. Will we see similar adverts urging effective vehicle maintenance or load security? More importantly will we see increased numbers of roadside checks on all roads whether rural or ‘major’? FLEETTRANSPORT | DEC 13/JAN 14

Text: Jonathan Lawton -

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The Turnkey Brakesafe is ideal for use on Commercial Vehicle Roadworthiness 6 weekly safety inspections. You can now provide test results that show your Vehicle and Trailer brakes meet the required brake efficiency standards for commercial vehicles and mobile cranes, making the Brakesafe the ideal choice to monitor your fleet’s performance after servicing. The Turnkey Brakesafe is easy to use and can be locate d anywhere in the vehicle. It is self levelling and will automatically align itself with the direction of travel. For basic operation, no connections need to be made to the vehicle. Optionally, the instrument can be used to measure and record the force applied to the brake pedal, in this case a transducer is attached to the pedal. This also allows the delay time of the braking system to be determined. All tests are annotated with the time and date, vehicle identity, test conditions and type of brake tested. The instrument can be pre-loaded with 99 vehicle names.

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Overhead Reduction


n the review of the top fift y most profitable companies in Ireland or even globally the wealth maximisation was not generated by overhead reduction. Some businesses in fact could be criticised for their spend on non directly productive activities but the core strategy to the overhead spend was to position the business in an niche that guarantees profit. Looking at this in context of transport and logistics firms the Irish emphasis is on overhead reduction, a crucial element of survival. Value is placed on time spent behind the wheel but not on activities that manage the business outside of the wheel. (In other words, working on their business, instead of in their business, Ed). Streamlining of procedures can reduce mundane activities that lead to overhead costs. We have all heard of the highly profitable transport business whose owner drives full time, runs a fleet of twenty vehicles and can do the administration at the weekend! The truth behind this scenario is that overheads have a cost and benefit. If overheads are high as a percentage of turnover or per vehicle but the business is profitable, reducing overheads such as transport management, clerical and administration etc can actually reduce profit. A driver’s job is core to your business but if your time as an owner cannot be better utilised other than behind the wheel your business will suffer long term. Some overhead spend is absolutely necessary such as basic administration and office expenses but the review of cost versus benefit analysis of overhead spend hinges on quality of service, automation of process and relevant timely information to better control and monitor the business. The single biggest overhead in business is probably the owner. Review the cost/benefit analysis not only on hours worked against salary but the actual contribution to the bottom line. Most transport owners have fantastic operational expertise, have direct contact with their core customers but spend little time on financial planning and wealth maximisation of their business.

tracking of vehicles, transport management and financial soft ware into one system. Reducing overheads must be looked at in context of overall business profitability, if lower cost options are available with similar quality then change is needed. If unproductive overhead spend is part of business then cost cutting is needed, but if on review of how the business operates the lack of core administration and transport management spend is resulting in owners not being able to develop the business, here is an example of where overhead reduction has been detrimental to the business profitability or even long term survival. The transport and logistics industry in Ireland is constantly changing. Reliance on the same core customers, no proper business strategy or financial plans, and a mentality of head down behind the wheel or allocating loads may be the long term downfall of successful businesses.

We wish you a very merry Christmas and all the best for 2014!

Text: Donal Dempsey

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Any cost that is not directly associated with core productive activity is an overhead. Reducing the spend on transport management may see no direct drop in turnover per truck, in fact the owner taking up this role may increase productivity but the ancillary checks and monitoring of drivers, fuel, maintenance and service quality may all fall. Cutting overheads such as training and subscriptions may short term improve the bottom line and cash-flow but both costs spent wisely and monitored actually improve compliance and profitability. Some overheads such as bank interest and charges can be reduced by negotiation and improvements in administration and customer liaison. Improvements and developments in technology have meant that mundane but important procedures can be automated, if implemented correctly they will give improvements in the quality of information and the speed of information. A n example is an integrated transport telematics package that links


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The sheer height of it all


n conversation with a group of people recently one of them asked why the changes in the height limit for trucks had come about, and what was the reason for it. What a dilemma, do I start to tell them about the Dublin Port Tunnel height debate that went on for years and the consultation process that went with it? How the original height limit coincided with height of double deck buses etc, or would I simply hide behind the usual line and say it is to do with Europe? Well, fortunately for me the hesitation on my part and the fact that alcohol was involved allowed the conversation to move on to the next topic but it did make me think, who controls our industry? Who makes all the decisions about future policy and the direction we are going? In my schooldays I remember learning in history class that countries were run either by a democracy or a dictatorship. To any right thinking person democracy seemed like a perfectly fair and reasonable system. Everyone had an opinion and a decision was made through fair consultation and the use of common sense. Unfortunately, I think there is a new type of governing system in some countries, including Ireland. It is called Democratic Dictatorship. We as citizens freely elect our Government and they appoint a series of dictatorships to run the country. Although the illusion of democracy is created, in reality we are governed by a multiple of dictatorships. The system is very clever; let me give you an example of how it works. When the present Motorway system was being built in the 1990s, the National Roads Authority (NRA) had a series of consultations. As a member of the Irish Road Haulage Association (IRHA) Management Team at the time, I attended some of these meetings. Very soon it became apparent to me that by attending these consultations we were only facilitating democracy. In my opinion all of the outcomes had been decided, more or less in advance. Some years later when a consultation began to decide on a height limit for all vehicles in the country, I was also involved in putt ing a submission together. A lot of facts and statistics were collected and presented to the Department of Transport suggesting that our height limit should be similar to the arrangements in the UK. I sensed from very early on in this process that we were once again “facilitating democracy” and that the old 4.65 relimit was going to be the magic number. In the end the music, so to speak, stopped at exactly that number, was it predetermined? In recent times the IRHA made new representations to try and open up the debate again before the derogation ran out. The Freight Transport Association Ireland (FTAI) issued a very strong statement and warned the joint Oireachtas Committee on Transport that we could see an increase in the numbers of trucks on the roads. Nobody in the establishment seems to have listened. Anyway it seems the establishment has won this one and the height limit is 4.65 metres and has the force of law behind it. On a more serious note there are more changes coming that will affect our industry. It is time we took our industry back and have a real say in the policies that will affect our activities and those of our customers. Democracy, at its purest, work, ideally from the bottom up. For centuries we were an occupied country and ironically as we face the 100th anniversary of gaining Independence, we are in danger of being dominated by Central Authority, coming from Brussels and from within our own Country. I am fully in favour of being part of the European Union, but I am equally in favour of our legitimate opinion being heard and included in any policy. Going back to the height limit, I will never be convinced otherwise that the height limit was set at 4.65m to save any official embarrassment about the height of the Dublin Port Tunnel, the Lee Tunnel in Cork and the Shannon Tunnel in Limerick, all being built to a height barely 50cm below the height of motorway bridges in the rest of the country. Indeed these Tunnels are below the height limit of our nearest neighbours with whom we share a land Border, Northern Ireland. No plausible explanation has ever been given for these decisions, or dare I say oversight. As an aside the Tunnel operators would have saved a fortune had the height clearance been higher than the motorway. There would have been no need for elaborate camera FLEETTRANSPORT | DEC 13/JAN 14

View from the Operators Desk by Sean Murtagh -

systems monitoring trucks entering the Tunnels, because any truck that struck the tunnel would have had to level every Motorway bridge on the way towards them. Let me fi nish by wishing you all a Happy Christmas and a Prosperous New Year. It may be a brave thing to say that the recession is in the past but I have noticed one thing, last year, coming up to Christmas people were saying, “I dread to think what the New Year will be like” I have not heard anybody say that this year yet, and while it may be a bit soon to run the flag up the pole yet, there are good foundations to build positive thoughts on, enjoy the Festive Season!


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Siim Kallas and Jörg Liechtfried


iim Kallas (pictured) is a name known to most of you as Vice President of the European Committee for Transport. The Estonian native is by all accounts an accomplished politician especially if you read his website from which the following is an extract of his mission statement; “Transport is and must be for people. A s Commissioner responsible for Transport, my guiding principle over the next five years will be to promote transport services that truly benefit Europeans. Free movement is one of the greatest freedoms for the citizens of Europe, and good transport is essential to this.” Mr. Kallas is now coming to the end of his five year term so what has he achieved? Initiatives by Mr. Kallas include the Driver CPC Cabotage, European Whole Vehicle Type Approval and now the EMS? There are many involved in the road transport industry in Ireland and abroad that are reeling under the onslaught of Legislation coming at a time when the European Union is almost universally under performing. The Drivers CPC is intended to reduce deaths and injuries on our roads, but has it achieved that or will it ever? As it currently stands, not a snowball's chance in hell. Cabotage was working for most of us until new legislation was introduced in 2009 with the stated intention of “Full Liberalisation” in 2013; that has ended in disaster for Irish companies in relation to trading with the UK, our biggest trading partner. 2013 has come and nearly gone and it will take years to overcome what has been enacted by National Governments instead of “Full Liberalisation”. The European Whole Vehicle Type Approval (EWVTA) regulation whilst ostensibly of good spirit, has led to a situation that smaller trailer manufacturers which for years have worked to National rules have had to apply for exemptions and approvals for their products even though they are perfectly safe, roadworthy and a huge cost to them. Those costs in turn will be borne by us the customers! There are many small manufacturers in Ireland who will go out of business unless they can meet the requirements as currently being enforced by the Road Safety Authority. As a consequence of Mr. Kallas’ attempt to introduce a “European Modular System”, the Transport Committee of the EU is up in arms at his attempt (as they see it, to bypass them). We now have a situation whereby this system, 25.25m/60 tonnes combination, which has existed in the Nordic countries for fi fteen years could be banned in cross-Border movements even though these Nations are consenting. The “Raporteer” of the Committee is a virulently anti- truck, pro-rail Austrian MEP, Jörg Liechtfried who seems totally unaware that the EU also includes island Nations. His report can (and will unless successfully opposed) lead to a situation whereby a truck crossing our Border into Northern Ireland or travelling to the UK or France will have to stop unless it is 18.75 metres long and 4 metres in height. So serious are the consequences for the European Road Transport Industry that the International Road Transport Union (IRU) has issued an “Open Letter” to “all Members of the European Parliament Transport Committee and all EU Member State Transport attaches. The letter concerns the weights and dimensions of commercial road transport vehicles and the blocking of innovation in road transport by the rail lobby.” The IRU letter, which can be found at is the strongest statement I have ever seen emanating from the Geneva based organisation. So extreme are the potential consequences for Ireland that the Irish Road Haulage Association (IRHA) was requested to appear before the Joint Oireachtas Transport Committee. The minutes of that meeting can be found at htt p:// FLEETTRANSPORT | DEC 13/JAN 14

So back to Commissioner Kallas and his mission statement? I have talked to many people and politicians at EU Headquarters in Brussels on the issues outlined. They say the Commissioner is not to blame for failure as he was of good intent and instead blame our own National Parliamentarians and MEPs. Not for one minute do I accept this, read the extract from his mission statement above, and then consider the vast amount of time and money absorbed as the consequence of his efforts. What have they achieved? The whole of the transport industry has been pushed backwards and in their eyes have ended in almost universal dissatisfaction. Leaders, for that is what Commissioners are supposed to be are meant to Lead. There are lessons to learn from all of this, one way or another the EU is controlling our lives and we need to be far more proactive and involved. We also need to be very sure about the person to replace Mr. Kallas in the next Commission.

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