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contents DEC 11/ JAN 12 Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Michael Corcoran, Rob Van Dieten, Olive Keogh Photography: Jarlath Sweeney, Cathal Doyle, Paul White, Michael Corcoran, Rob Van Dieten, David Branigan/Oceansport, Administration: Orla Sweeney, Denise Vahey, Advertising: Mary Morrissey, Orla Sweeney

4 NEWS • Volkswagen takes MAN • Transport mapping technology • FedEx jets into the North • Transport in the news • Cycle Automotive sponsors DIT projects • Dublin Mini Coaches celebrate • Dyson Landoll for Shaw Commercials • DHL sails with Volvo Ocean Race • F1 for Dublin • Diary Dates 2012 8 COVER Mercedes-Benz Actros presented with International Truck of the Year Award 2012 10 LAUNCH PAD New Mitsubishi Fuso Canter tried and tested! 12 NEW FLEET Last of the 2011 registered trucks featured. 14 TEST Iveco Eco Stralis at its frugal best! 16 FLEETING SHOTS Round up of pen pics from around the world

Design: Eamonn Wynne Printed in Ireland

18 SAFETY I Nifast paves the way for safer driving

22 LOGISTICS Moving the Ford WRC team around the globe 24 REVIEW 1 Tokyo Motor Show 2011, Japan 26 REVIEW 11 Solutrans Transport Exposition, Lyon, France 28 ECONOVATION Renault Trucks Hybrid technology

Fleet Transport Official Irish Jury Member of the International Truck of the Year Award Fleet Transport represents Ireland on the Trailer 2011 and the European Transport Company of the Year 2012 adjudication panels.

38 REPORT 11 ACEA annual transport seminar, Brussels 40 BUS & COACH • Tokyo Motor Show 2012 • Volvo’s future bus 42 TECHNICAL Electronic Brake Systems 44 REVIEW 111 Latest developments from Schmitz Cargobull 46 TRAILER Trailer 2011 – Kortrijk Xpo, Belgium 48 TYRES • Goodyear trials @ MIRA • Bridgestone shods Oxigen Environmental 52 MOTORSPORT Revving-up for Dakar 2012

56 WAREHOUSING AIWA column & McArdle Skeath development 58 LEGAL The importance of the Driver CPC 60 FINANCE Accounting Advice 62 COMMENT Coastal Shipping

66 SOAPBOX Time to revolt?

32 OPINION View from the Operator’s Desk P6

36 FUEL PRICES/ASK THE EXPERT Diesel & Petrol prices Wk 48 plus Legal Q&A

64 SHIPPING & FREIGHT Maritime happenings

30 SAFETY 11 New RSA Safety Shuttle

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.

34 PICTORIAL Montage from Fleet Transport Awards 2012

54 TIMES PAST National Transport Museum reflections

20 REPORT I All-Island Freight Forum, Belfast

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.

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Competition . . . Competition . . . Competition . . . • Win a Tom Tom GO LIVE 800! - Smart, easy, connected navigation As part of TomTom’s refresh of its product line-up, the new GO LIVE 800 series makes connected navigation even more accessible. All GO LIVE 800 devices bring one year of TomTom’s marketleading LIVE Services straight to their device. The flagship service is TomTom HD Traffic, which delivers accurate traffic information every two minutes – that’s up to seven times more frequently than any other provider. With coverage across more roads and more countries than any other traffic service, HD Traffic gives drivers detailed incident reports, length of and reason for delays, accurate travel and arrival times – even alternative route proposals. Speed camera alerts, weather forecasts and hands free mobile phone connection via Bluetooth are also included in this system. To win a TomTom GO LIVE 800 series unit just send us your name, address, mobile number and whether you use a Sat Nav or not to before 30 December 2011. FLEETTRANSPORT | DEC 11/JAN 12



Volkswagen moves to create Commercial Vehicle conglomerate


he Volkswagen Group path to global number one is moving a step closer through the integration of its commercial group consisting of MAN, Scania and Volkswagen CV following the acquisition of its majority shareholding in MAN SE. “This marks the birth of a new top player on the global truck market,” stated Dr. Martin Winterkorn, CEO of Volkswagen Aktiengesellschaft . Volkswagen now owns almost 56% of the voting rights and 53.71% of the share capital of MAN SE. Mr. Winterkorn stressed that the brand characteristics and business areas of MAN are to remain unaffected and that over €200m is expected to be generated annually through synergies between the three companies. At the same time Volkswagen is keeping all options open to further shape an integrated commercial vehicles Group going forward. MAN and Volkswagen collaborated on CV products previously. Meanwhile, MAN Truck & Bus AG has taken over the joint venture MAN Force Trucks founded in 2006.

Transport & logistics industry takes the lead in adopting mapping technologies


apping technologies improve efficiency of DHL Same Day deliveries by giving dispatchers better visibility of couriers’ locations. New research released by Google reveals that the industry is pioneering the adoption of mapping technology, with nearly two thirds (63%) of companies in this sector already using tools to present and analyse geographical information. Mapping technology helps logistics and transport companies fi nd the quickest route to their destination data, allowing these organisations to meet and exceed customer service levels. Other benefits cited by those in the transport and logistics industry included: • • •

67% are experiencing better customer engagement. 46% have improved productivity and efficiency. 46% have seen reduced costs as a result.

Over a half (54%) of those surveyed say that it has led them to reconsider their organisation and/or product strategy. Mapping technology makes data more accessible and easy to understand. It can help organisations to analyse information more effectively, and to spot patterns and trends by combining different sets of data. Leading transport and logistics company DHL has integrated couriers’ GPS coordinates within Google Maps to provide real-time visibility of courier locations. Th is enables dispatchers to efficiently plan, using the quickest routes to make sure packages always arrive and traffic

id d can bbe avoided. “Google Maps has helped the DHL Same Day service to meet and exceed its customer service targets. Real-time visibility of courier locations enables dispatchers to efficiently plan and make best use of routes. By improving the planning process and utilising live information on traffic conditions through Google Maps we can provide customers with a consistent express service and reduce carbon by streamlining deliveries,” explains Steve Robinson, Chief Information Officer at DHL Express UK & Ireland. Sanjay Patel, Head of Enterprise GEO EMEA at Google, adds, “Organisations in all sectors are harnessing the power of geospatial technology to improve customer service and business processes and drive sales. However, in the transport and logistics sector, its use is particularly widespread. Our research shows that those businesses who have not started using it are now on the back foot and should act quickly to ensure they can benefit from the mapping technology their competitors are already using.”

FedEx jets into Northern Ireland


arrickfergus, County Antrim has become the latest hub for FedEx as the world’s largest express cargo company has set up a facility there last month. The FedEx investment consists of both a domestic ground delivery service within Northern Ireland and a FedEx global service using a daily flight from Belfast International. Th is will feed into the company’s extensive international hubs and accelerate delivery times to many parts of the globe, notably North America and Asia, thereby enhancing the competitiveness of firms doing business with these markets. A next-business-day service will operate to and from Europe and to the U.S. East Coast, with a two-business-day service to Asia and the rest of the U.S.* “Northern Ireland’s future economic prosperity 4 FLEETTRANSPORT | DEC 11/JAN 12

“An exporter shipping to the U.S West Coast, or to Asia, for example, will see delivery times cut by a full business day. By the same token, the service also enhances the appeal of Northern Ireland for multi-national Foreign Direct Investment, with many areas benefiting from our commitment to deliver by noon,” Leary said.

hinges on reaching beyond neighbouring economies, such as the UK and Ireland, towards high-potential emerging and established markets globally,” said Gerald P. Leary, President, FedEx Express Europe, Middle East, Indian Subcontinent & Africa.

Both international and domestic deliveries will be served from a 20,000 sq.ft. FedEx custom facility in Carrickfergus. A total of 52 job opportunities will stem directly from the investment, with up to three times that figure likely to benefit indirectly in related industries. *May vary depending on place of collection and delivery.


Transport issues make the headlines


he ongoing Dail debate on the forthcoming Road Transport Bill 2011 continues to interest those involved in the transport industry while one company in County Carlow was making the headlines for the wrong reasons. According to the Carlow People, a truck driver who was found guilty of having used a magnet to distort tachograph times was put off the road for six months, while the company he works for was fined €2,500. The 36 year old driver was charged with using a device to interfere with a vehicle’s recording equipment, making false records, having recording equipment that was not being operated in accordance with regulations, interfering with a vehicle’s recording equipment and failing as a driver to ensure the recording equipment was in proper working order.

Meanwhile, at Dail Eireann debate on the Second Stage (Resumed) of the Road Transport Bill 2011 highlighted the current issues that need to be addressed, while many Deputies spoke on their support for the haulage and coach tourism industries. Timmy Dooley, T.D. Fianna Fail raised concerns on the potential damage the pending increase in VAT and the threat of increases in excise duty and rate of carbon tax will have on raod haulage on the road haulage and coach tourism sector. He also questioned those exempt from the Road Haulage Operator Licence and wished to know if own account operators will be included in same like other jurisdictions such as Northern Ireland and UK. Another issue raised was in connection

to criminality. Deputy Shane Ross (Independent) welcomed the Bill and outlined the need for same, particularly in relation to unlicenced hauliers. All were in agreement that with approximately 7,000 licenced hauliers operating 25,000 HGVs in an industry that employs over 50,000 people, must be protected. Within the Bill due for implementation on 4 December, the penalty for operating illegally is being increased from €6,350 to €500,000 and/ or 3 years in prison. Of particular note too is that firms who engage an unlicenced operator face the same penalty, a substantial increase from the current €1,270 penalty.

Cyclo Automotive Technology Student Project Awards @DIT


trip to the world famous Indy 500 Race is the top prize on offer for the highest rated submission in the inaugural Cyclo Automotive Technology Student Project Awards launched in association with the Dublin Institute of Technology (DIT), Bolton Street. Sponsored by Cyclo Industries Inc, a US-based manufacturer of professional automotive and industrial chemicals, the Awards are designed to recognise achievement in DIT’s BEngTech in Automotive Management & Technology degree programme and specifically in the programme’s final year project. The Cyclo range is distributed in Ireland by Serfac Limited, a leading Irish automotive aftermarket supplier.

Cyclo plans to roll out its student education programme across Europe over coming months and Ireland is the initial European country to launch the programme. “The DIT Awards Scheme allows us to integrate with and build on Cyclo’s global marketing strategy, while also supporting student education and raising the profile of the Cyclo brand in Ireland, said Gillian Fanning, Marketing Director, Serfac Limited. “The Cyclo range is unsurpassed in terms of quality and variety and this sponsorship initiative will enable us to Brian Fanning, MD, Serfac, with Rosin Murray, Assistant grow the Cyclo brand from the ground up, while Head of Dept, Transport Engineering, DIT and Graham providing additional resources to DIT.” LaGrue, Sales Manager, Serfac Ltd

Dublin Mini Coaches - ‘looking forward to the next fifty years’


t a time when austerity is king, taking the night off to make merry could be viewed as a touch decadent. Although if you have survived running a passenger transport company for fi ft y years, you defi nitely have a reason to celebrate. ‘Dublin Mini Coaches and Chauffeur Drive’ marked the occasion of its fi ft ieth year in transport by inviting staff, customers, and friends to a reception in Doheny & Nesbitt’s of Baggot Street Dublin.

An interesting feature of the night were a series of display boards with a photo montage of staff, vehicles and events charting the company’s history since 1961.

passengers, that has helped to maintain and expand their customer base”. Stephen also said that, “he looked forward to seeing everyone at the party to celebrate the 100th anniversary”. Paul White

Managing Director Stephen Millar, thanked everyone for their contribution and paid tribute to the all who had made the company a success over the past half century. Noting that it was “personal touch and individual attention to


CALL DAMIAN NOW ON 1890 82 99 99



NEWS 111

Roger Dyson Landoll saves time and money for Shaw Commercials


haw Commercials can turn around recovery jobs in half the time, with half the manpower, thanks to a new Roger Dyson Landoll travelling-axle trailer.

l least half, and it’s now a safe and straightforward o one-man operation. That is a big and very welcome i improvement in the level of service we can provide t our customers too.” to

Based in Castlebar, County Mayo, Shaws, recently appointed Renault Commercial Vehicles & Isuzu Dealers, provides recovery services to truck, bus and coach operators throughout the west of Ireland. Previously, for many of these jobs, it has relied on a standard, fi xed-axle low-loader trailer. But for buses and coaches in particular, with their very long overhangs, this was not an ideal solution.“Getting a bus onto the trailer was a two-man job and always difficult – the angle of approach just wasn’t low enough,” says Mick Shaw, Managing Director.

“But the Landoll is specifically designed for recovery work and the travelling axle system means the approach angle is very low indeed. The time it takes to turn around a recovery has been slashed by at

S Shaw Commercials’ new trailer has a fully h hydraulic, 48ft platform (Landolls are also a available at 41ft) and offers an ultra low loading a angle of less than six degrees. Other features i include an extra front extension, over-width s side-mounted outriggers and a 20,000lb winch w remote control. Fitted with three Haldex with EBS electronically braked 11,000kg axles, it is designed to a gross vehicle weight of 53,000kg, giving a potential carrying capacity of 44,000kg and allowing it to cope easily with the largest recovery jobs.

DHL on course with Volvo Ocean Race


ollow ing DH L’s successf ul collaboration with the Rugby World Cup, the global logistics company has lent its support to the 11th Volvo Ocean Race, the world’s premier round-the world yacht race which started in Alicante, Spain, on 29 October. The race is scheduled to finish in Galway in July 2012. DHL’s support includes transportation of high-end gear for the crews, and haulage of pavilions for visitors to the 10 Race Villages, over the 72,000 kilometers-long route, as well as short-term supply of spare parts in case of an emergency. DHL will use 152 x 67 cubic metres containers for shipping the hundreds of tons of materials. “Our proceedings will be monitored from an

the fi nish in Galway, Ireland, DHL will be responsible for air, sea, and land transportation of the highly valuable equipment”, said Reinier Vens, DHL Project Director for the Volvo Ocean Race.

international control centre especially established for the race. We ensure the smooth procedure of the race by supplying the race organisers, race teams, and partners with the full range of freight forwarding and venue logistics services. From the starting point in Alicante, Spain, to

“Th is will be one of the major sporting events on the Irish calendar in 2012 and even though the fi nish is eight months away, we’re fully engaged in forward planning the logistics activities required in Galway. The DHL network is second to none when supporting a global event such as this, with the expertise in place at every point needed as the race progresses,” added Maurice Meade, Managing Director of DHL Global Forwarding in Ireland.

Bavaria City Racing, Dublin ‘Gentlemen Start Your Engines’


une 2012 will see the glamour, noise and excitement of Formula1 arrive on the streets of Dublin. Bavaria City Racing has previously been held in a number of European cities including Rotterdam and Moscow, and is expected to attract huge numbers to the city including many from abroad. An estimated 150,000 people will line the streets, and the potential world wide audience could exceed 140 million.

The event will be free, though it is possible to reserve tickets for prime viewing spots at a cost of €75.90. Speaking by video link Eddie Jordan says that Bavaria City Racing is not to be missed because in many ways its more exciting than F1 - “as you are so close to the action”. As the race Ambassador he says it is a great chance to showcase Dublin and Ireland to the world. Paul White

Spectators will also see Super-bikes, Drift Cars, and other attractions include an F1 simulator.

Diary Dates & Exhibitions 2012 Event



39 Annual IRHA Conference

10 March

Bunratt y Castle Hotel, Co. Clare

AIWA Networking Luncheon

March TBC

Dublin TBC

SEAI Energy Show

28/29 March

RDS, Dublin

Bedrijfsauto Rai (CV Show)

17/21 April

RA I Amsterdam, Amsterdam NL


18/19 April

Harrogate International Centre, UK

Commercial Vehicle Show

24/26 April

NEC, Birmingham

Tip-Ex 12

25/29 May

Harrogate International Centre, UK

IAA Neutzfarzeuge (CV Show 2012)

20/27 September

IAA Hanover, Germany

Paris Motor Show

2/17 October

Paris Expo, Porte de Versailles, Paris

Eurobus Expo

6/8 November

NEC, Birmingham, UK

CTTC Coach & Bus Show

23/24 November

RDS Dublin






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Mercedes-Benz Actros lifts International Truck of the Year 2012 Award

h ers. The llatest ddesign i off iinstrument panell shutt and dashboard also ensures an extremely userfriendly man-machine interface. The evolutionary aspects entail updated cab interiors and layouts with colour-code separation between the working (driving) and living areas. Moreover, the New Actros fairly bristles with safety systems, including a second generation radar-controlled active brake assist device, capable of detecting stationary obstacles in the path of the truck and bringing the truck to a complete stop without the aid of the driver.


t th the T Trailer il 2011 Expo E in i Kortrijk, K t ijk Belgium the new Mercedes-Benz Actros was announced winner of the International Truck of the Year 2012 by the 24-strong jury of commercial vehicle journalists, representing Western & Eastern Europe and Russia. With a total score of 161 votes, the new German heavy-duty truck fought off the challenge posed by the Czech-built Tatra Phoenix off-road, allwheel-drive range, which collected 67 votes. Scania’s Euro 6 range fi nished in third place with 50 votes. According to the ITOY rules, the annual award is presented to the truck launched in the previous 12 months: “Which has made the greatest contribution to road transport efficiency in terms of innovation, comfort, safety, driveability, fuel economy and lowering exhaust emissions.” Mercedes-Benz’s performance comes just a year



“With any all-new truck, there is much anticipation and reaction. Mercedes-Benz, with its all-new Actros, more than meets expectations by designing and developing a new truck that is att ractive, economical and extremely driver friendly. All at Daimler should be proud of what they have achieved - the new Actros sets the standard for others to follow and try to surpass," said Jarlath Sweeney, Irish ITOY jury member. fter its it Atego At di d t truck t k scoopedd the th aft medium-duty ITOY 2011 Gold at the IAA Show in Hanover. And it’s the fourth time that the Actros has won the ITOY award altogether. Its fi rst victory was in 1997 then, with the second generation, it won again in 2004. And in 2009 the third generation Actros made it an impressive triple win for the German truck manufacturer. The new Actros is a truck that’s both revolutionary and evolutionary. The revolution part lies in a superb blend of improved driveline-technology and cab aerodynamics that neutralise the effects of Euro 6 on fuel consumption, one of the biggest concerns for road transport operators both now and for the future. Its all-new OM471 12.8-litre in-line-six engine comes with a pressure-amplified commonrail injection system and an asymmetric inlet turbocharger. It also features a highlysophisticated engine thermal-control system that includes electrically-actuated radiator

Having already tested the new Actros twice this year, the ITOY jury was particularly impressed by its ride-and-handling which set a new benchmark in the heavy-duty truck sector. Also, Mercedes-Benz’s decision to offer its Fleet Board telematics system as standard ensures drivers receive direct feedback on their driving style, thus reducing fuel consumption as well as CO2 emissions - this will be a critical issue for commercial vehicles in EU over the coming years. Summing up the ITOY jury’s vote, International Truck of the Year chairman Gianenrico Griffi ni commented: “Mercedes-Benz has delivered a new heavy duty truck that’s both revolutionary and evolutionary and one which, above all else, has demonstrably ‘raised the bar’ in heavy truck efficiency and comfort.”

Text: Jarlath Sweeney -


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New Fuso Canter carries on Mitsubishi's fine tradition

Alexander MÜller, Head of Sales & Marketing, FUSO Europe and Erk RÖnnefarth, Product Manager, FUSO Europe alongside the new and old versions of the Canter.


f the four business units within the Daimler Group, Mitsubishi Fuso has become a major player within its truck division. Since 2003, Daimler AG has owned the Japanese commercial vehicle brand and the Fuso Canter is now its best selling model with a global production volume of 150,000 units. It is produced at two locations, Kawasaki in Japan for the Asian market and Tramagal, Portugal, which serves 30 different countries in and beyond Europe. Today, the next generation, the eighth to date, is about to be launched following its European Press introduction near Daimler’s hometown Stuttgart. From the nine different versions produced to date, which includes the Award winning Euro 5 EEV model from 2009) this Canter TF model as it’s termed is the most advanced ever in terms of technology and driver comfort. Three weight categories – 3.5t/6.0t/7.5t cover the Canter range available in two cab sizes S-standard or C-Comfort. For the Irish market only the Comfort cab will be on sale in 3.5t and 7.5t forms. All engine derivatives will be available with power from 130-170 hp, with the Duonic automated gearbox fitted as standard. Historically these types of cab-overengine styled light trucks were not the most pleasurable to drive but thanks to the installation of independent suspension on the front axle, a significant improvement has been made. As a result also, extra payload has been achieved. Another development that transcends over from car design is the dual-clutch transmission. In what is another fi rst for a production truck, the direct shift system called Duonic reduces wear



and tear on the drivetrain, adds to driver comfort and has the economy of a manual gearbox. (See seperate panel on next page). Th is transmission and the newly developed 5 speed manual is linked to an enhanced range of power options from the Euro 5 3.0 litre common-rail diesel engine. Supplied by FPTFiat Powertrain Technologies, the standard EGR block has been modified by Fuso to accommodate its transmissions. The most interesting redesign of the 4 cylinder turbo diesel is the transformation of the 175 hp version from EGR to SCR (which requires AdBlue) to meet stringent EEV emission control legislation. Th is 175 hp version is available in the 7.5 tonne

Canter in both EGR and SCR forms. Th ree power options are provided – 130 hp, 150 hp and the aforementioned 175 hp. Torque figures range from 300 Nm to 430 Nm (see table). To further reduce emissions, a start/stop function is available as an option and in the Duonic versions an Eco mode is provided. Regeneration of the particulate fi lter can be done manually if the truck is used for short runs only, otherwise the cleansing can be done automatically. The cab is all new too. Larger glazed areas provide better visibility while the redesigned dash area provides improved cross-cab access. Switchgear and dash are easy to operate and observe while storage compartments big and small are to be found all around the cabin from top to bottom. Drivers will appreciate the Isringhausen seat and multi-adjustable steering wheel. The fi rst


section of the twin passenger seat drops down to reveal a document clip holder, and due to the fitt ing of the third passenger seat in the front, the crew-cab type now accommodates 6 people. More effective heating and cooling have also been provided with better air flow, with even separate controls in the rear of the crew-cab. With regard to the cab exterior, the Fuso branding is more prominently placed over the new V shaped grille. Curiously the Canter name has not only been reduced in size, but now slots into one of the grooves in the grille. It has been replaced from its traditional position under the right wiper arm by the model designation strip, which in turn has been moved from the door panels to there for some unexplained reason. Payload gains include an increased 85 kg in the 3.5 tonne and up to 95 kg for the 7.5 tonne model – the latter class leading. Depending on the wheelbase, the figure is over 5 tonne for the chassis/cab. Six axle spacings on the new bodywork prepared ladder frame chassis provide a selection of wheelbases that can now stretch to 4750 mm. Changes to the electrical system includes a battery transformer which guarantees connection between 12 and 24 volts. Parabolic springs are standard but on request air suspension can be fitted through an appointed third party supplier.

DUONIC: Fully automated dual-clutch Transmission

Developed in-house, Fuso’s new dual clutch transmission is based on a mechanical six gear manual transmission that’s maintenance free. Clutch number one is used for forward gears one, three and five, while clutch two handles gears two, four and six. The great advantage of a dual-clutch transmission is that the next gear is already engaged while driving, allowing extremely fast and completely smooth gear shift ing. Among the advantages include smoother gear changing and litt le or no interruption in the flow of power or torque loss either, which is evident on other automatic transmissions. Borrowed from this system however is the practical creep function which allows maneuvering at low speeds by controlling the truck’s movements with just the brake pedal. In Eco mode, Fuso experts claim to achieve up to 8% in fuel savings with this ‘box’ and up to 10% in less harmful exhaust emissions.

SPEC CHECK Make/Model: Cab Choice: GVW: Wheelbases: Payload: GVW: Engines: Power: Torque: Emission Controls: Transmission: Brakes: Suspension:

Mitsubishi Fuso Canter (TF) Comfort (3 seater) Crew (7 seater) 3.5 tonne / 7.5 tonne (Ireland) 2500 mm – 3400 mm/2800 mm – 4750 mm 1510-1525 kg (1305 Crew) 4885 – 5045 kg (4735 Crew) FPT 3.0 litre common-rail diesel turbo 130 PS / 150 PS / 175 PS @ 3500 rpm 300 Nm / 370 Nm / 430 Nm @ 1300 / 1320 / 1600 rpm EGR/DPF + SCR (175 PS) 5 speed manual / 6 speed Duonic (auto) Discs with ABS (ESP optional) Independent front (3.5 tonne) leaf springs front and rear


Reithaus, Ludwigsburg, which is steeped in equine history, was taken over by Fuso (for up to 7 weeks) to accommodate the EU press launch and test drives. So it was horsepower of a different kind that marched across the courtyard of this majestic square shaped red bricked block of buildings. Two routes were provided – the fi rst we used with the 150 hp manual version fitted with a Thermo King refrigerated box body. It took us to a rural part of the area with plenty of hills to allow us to avail of the exhaust brake fitted. But first we had to change down a gear or two to get the best out of the auxiliary braking system. Taking into consideration that these vehicles were the fi rst out of the production line, it felt a bit stiff especially the aforementioned gearbox. Apart from that, the lack of engine noise, the smoothness of the ride and handling impressed not only myself but also my two Mitsubishi Fuso passengers. Vast improvement was clearly evident all round.

Text & Photos: Jarlath Sweeney -

Th ings got even better next time out in the Duonic version mated to the 3.5 tonne dropside driven around the urban route. Through every traffic light stop, the Duonic performed extremely smoothly with changes up and down carried out without drama. Whatever the price premium, this fitt ing is well worth the investment. A satisfied, comfortable driver will perform his/her duties better and more efficiently. In the cab, the remodeling has turned out a fresh two-toned colour dash area. The driver’s seating area has everything within sight thanks to the multi-adjustable steering wheel and Isringhausen seats. Also liked the numerous storage areas all around the cabin. One thing missing though is the grab handle in the centre of the roof for wayward passengers to hold on to when required. Otherwise everything is well covered. Looks like the new Canter will carry on the fine tradition Mitsubishi has achieved over the last 30 years or so across Europe. FLEETTRANSPORT | DEC 11/JAN 12



First Volvo FMX hits the road


rish Commercials (Naas) created a milestone by selling the fi rst version of the award winning Volvo FMX 4-axle truck in the Republic to Natural Energy & Recycling (Rathcoole, Dublin). One of the satisfying aspects of the deal was the speedy turnaround from order to supply. Irish Commercials sales representative, Malcolm McKinstry, ensured Stephen Buckley, Natural Energy & Recycling that the new truck would be delivered in three weeks and not the usual 12 weeks despite the non-standard specification.

Fitted to the new 13 litre 380 hp Day Cabbed FMX is a Broughton Hook loader Swap Body system built on Iveco’s B-Ride chassis/ suspension (to keep the overall weight down). Deemed as the most innovative product in the construction/multi-wheel sector, the new FMX purchased by Natural Energy & Recycling will continue the company’s ultimate goal to offer an unrivalled service to print houses, paper manufacturers and other customers who process paper waste.

ESB Networks add to its Smith Electric fleet


double figure fleet sale of new Smith Electric commercials to ESB Networks is the single largest order of electric vehicles ever placed in Ireland. Supplied by Tullamore based, Electric Vehicles Ireland, the mixed fleet of Smith Edison Vans (based on the Ford Transit) and Smith Newton (Avia 10 tonne D-Line) zero emission commercial vehicles will be used in Dublin, Cork, Dundalk, Waterford and Portlaoise. The €850,000 deal continues ESB Networks' commitment to reduce its carbon footprint

and utilise the power it generates itself to propel its service vehicles. Since 2008, the Smith Electric vehicle fleet has continued to grow much to the satisfaction of John Seale, Investment Manager of ESB Networks Fleet & Equipment. “These vans are doing the exact same work that their diesel equivalents can do in urban areas,” he said.

Toners replace Renaults with …. Renaults!

Pallas remains with triple star brand


op spec for a top truck is the philosophy at Pallas Foods when ordering its new fleet of Mercedes-Benz Ategos. Years of door-to-door retail distribution has led to specifying the definitive vehicle for the job. Take one of the latest versions supplied by Mercedes-Benz Commercial Vehicles Ireland. The new International Truck of the Year 2011 winning Atego features external and internal modifications to the cab, while the body is longer and comes with Thermo King’s new T100R refrigeration unit.

hese days customer loyalty is much sought after. The recent sale of two new Renault Premium Long Distance 6x2 tractor units to Toner Transport that replace two similar 2007 units is worth noting according to Andrew Freeney, Sales Executive, Setanta Vehicle Sales (Dublin). Paul Toner, Joint Managing Director, Toner Transport at the handover informed New Fleet that the Premiums traded-in were among the most reliable in their fleet and returned excellent fuel economy, hence the reason the Rathcoole based transport company replaced them with new versions of same.


Transport Manager, Paudraig Prenderville likes the new dash display which has an on-board diagnostics programme and that the audio controls can be adjusted from the steering wheel. The fitting of Hill Assist is another plus as is the engine stop/start function. To increase efficiencies all-round live tracking, live temperature control and driving style management are provided by telematics specialists BlueTree through its R:Com system. Anti-Splash mudflaps, Bluetooth phone kit and a reversing camera that shows the distance between the truck to cars parked behind it and will operate in the dark with audio warning have been installed also. This is the example of just one from a fleet of new Ategos in operation by Pallas Foods, the Fleet Transport Own Account Transport Operator of the Year.

Exceptional Loads Services Ltd. Specialist Services to the Heavy Haulage Industry • Permits • Escorting • Route Planning • Route Surveys Tel: 0402 31229 Fax: 0402 31257 Mobile: 087 2549601 Website: 12 FLEETTRANSPORT | DEC 11/JAN 12

Text: Jarlath Sweeney -

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Iveco EcoStralis

‘Iveco Throws Down the Fuel Saving Gauntlet’


s a demonstration driver for Iveco Trucks (UK), you would expect Mark Fisk to be an experienced driver, well travelled and able to handle the general problems which arise when arranging test drives, and customer events. However nothing prepared him for the difficulties he met with when he got off the afternoon ferry from Holyhead. That evening Mark had to get from Dublin Port to the Johnstown House Hotel, a straight run from the boat to Enfield. He would pick up a sign directing him to Galway/ Sligo (The West) and then just follow his nose. After his second time travelling the length of the Quays, and now completely confused by the lack of useful directions, Mark finally managed to find the N4 and he was on his way. For visitors to our country having lots of road signs telling you what you ‘cannot’ do is not helpful, and would certainly not encourage anyone to return. By the following morning Mark had managed to recover, though he did get a little shaky as we headed back towards Dublin. The reason was to collect our test trailer, and again we have the good people at Hireco to thank for their help in supplying a very tidy tri-axle curtainsider. Mark had brought over Iveco’s (guaranteed to save fuel) EcoStralis. Manufactures have always made claims as to the near magical power of their products, however few will back up their claims by guaranteeing performance figures. So it would appear that Iveco are throwing down the gauntlet, and sending out a strong challenge to their competitors. EcoStralis is aimed at a very


cost conscious segment of the market, and large fleet operators. In this sector there are no second chances, so Iveco must have done their homework to make such a claim. Stralis was launched back in 2002 and over the past decade it has become well regarded as a good working truck for owners, and one which gives better than expected levels of comfort for the driver. Benefitting from several updates and improvements over the decade has made today's Stralis a very competent all-rounder. The latest refinements are now set to endear it to operator's wallets by reducing one of the transport companies largest operating costs - fuel. As expected with such an offer, ‘terms and conditions do apply’ though that being said they are not unreasonable, and could well appeal to Irish operators. One condition is that the EcoStralis driveline is standard, with Iveco’s Cursor 10 engine rated at 460hp (343 kW) and a ZF 12 speed Eurotronic autobox. The Cursor 10 at 460hp is well suited for Irish roads, it has ample power and good torque characteristics delivering 2,100 Nm over a wide range from 1,050 to 1,550 rpm, and is also quiet and smooth. Another standard condition of EcoStralis is that vehicle speed is limited to 85 kp/h, which is not only becoming a trend with manufacturers, but many companies are now adopting a lower speed limit voluntarily. Seeing it as a way to save fuel, improve road safety, and as the maximum speed limit in Ireland is 80 kp/h, it can help to encourage an enthusiastic driver to abide by the limits. For the vast majority of hauliers engaged in national work, the standard combination

of low revving engine and final drive ratio of 2.64:1 provides plenty of scope to save fuel when cruising on Motorways and National roads. The EcoStralis cab is the same as we have become accustomed to and scores well in meeting driver's needs. Available in either ‘Active Time’ or ‘Active Space’ versions, it is deceptively spacious, with good levels of trim and Iveco’s build quality improves with each new version. While it may be with us for a few years now the cab remains up to date with its contemporaries, it is more than adequate for national work and well appointed for international trips. Where the EcoStralis differs from previous models is primarily to do with the driveline and the guarantee. Iveco has reviewed in great detail all aspects of the driveline in creating the EcoStralis concept. Engine mapping has been optimised to reduce fuel consumption, a new adjustable roof spoiler and side skirts for 4x2 variants, plus standard fitting of Michelin X Energy Savergreen 315/70 R22.5 low rolling resistance tyres, all contribute in some small but significant way. Possibly the one major factor is the Eco mode switch, which uses information gathered from the ECAS/EBS systems to assess the vehicle weight and limits engine torque accordingly. Once activated, the Eco switch alters gear selection and will only allow automated gear shifting from the ZF Eurotronic. If required it is possible to have Eco Mode engaged permanently to ensure maximum fuel optimisation. Attention to detail includes using low viscosity synthetic oils combined which must be changed


when due by an authorised Iveco dealer. This stipulation is one of the terms and conditions required to comply with the extended warranty - which might not appeal to everyone. However, Iveco has pushed oil change intervals out to 150,000 kms, so depending on the type of work this may only be once a year. Our test drive was a fairly standard run from Dublin Port out through the Tunnel, on to the M50 and down to Cashel. We stopped for a break at the Topaz station in Cashel, and were lucky to find parking. It would appear that luck plays a major part in getting a parking spot as they are not too plentiful. On the return leg we took in some sections of National road and we also suffered very heavy stop/start traffic along the Naas Road from Rathcoole into the City, so overall a typical day's drive. Weather for the day was the usual four seasons changing on the hour with occasional headwinds. We have always found the driving position, visibility and comfort of Stralis first class, and the quiet, low revving Cursor 10 keeps noise levels to a minimum. In these times when every cent must be counted, Iveco has put together a package which could clear the fog that currently befalls many operators. With a three year warranty and service package option, it may offer a way to streamline operating costs, ensuring there are no surprises and unexpected bills arising from vehicle breakdowns. Knowing exactly what the vehicle will cost per month allows for better forward planning, and the guaranteed 4% fuel saving could help to offset future increases in oil prices. We are constantly bombarded by figures from manufacturers of vehicles and products telling us how their creations will transform the bottomline overnight. Often its hard to quantify what this could mean in real terms - cash. To establish

Text & Photos: Paul White -

tl what h t th t d savings i E St li exactly the guaranteed EcoStralis would bring, we contacted one typical transport operator running six trucks and applied the 4% to one month's fuel invoices. The months invoices totalled â‚Ź37,260 so a 4% reduction would realise a saving of â‚Ź1,490 - for the month. Due to a series of unfortunate events, we had to conduct our road-test of the EcoStralis with an empty trailer. While this is reflected in the fuel figures, indications gathered from this test and from a previous test in Germany would suggest that Iveco is on the right track. The fact alone that it is prepared to guarantee that EcoStralis will shave at least 4% off your fuel bill speaks volumes. If Iveco guarantees 4%, it is highly probable that you could achieve a good deal more.

Iveco EcoStralis Engine

Iveco Cursor 10


10 litre, in-line si x cylinder

Euro Rating

Euro 5 EEV - SCR


460 hp (343 kW)


2,100 Nm between 1,0501,550 rpm


ZF 12 Speed Eurotronic

Final Drive



Michelin X Energysaver 315/70 R22.5

Fuel Return

21.9Litres/100 Kms (12.96 mpg)




Global distinction for Irish firm in Young International Freight Forwarder of the Year 2011


aving received the distinction of achieving the FIATA Diploma in Freight Forwarding two years ago, Ms. Silvia Valles Barrera has gone one major step further in winning the overall award of Young International Freight Forwarder of the Year 2011. She was accompanied by representatives of her employees Hawthorn Logistics (Dublin) and Colm Walsh, C.E.O. of the Irish International Freight Association at the presentation of the award at the FIATA (International Federation of Freight Forwarders) Congress in Cairo, Egypt. Earlier this year, Ms. Barrera, who is a native of Spain, was announced the winner of the European sector of the award and was one of the four finalists in competition for the ultimate award when she competed against the winners

from the Africa and Middle East, Americas and Asia and Pacific regions.

Silvia Valles Barrera - YIFFA Winner 2011

Ms. Silvia Valles Barrera composed an outstanding paper on an import consignment (air-freight) of rabies-infected raccoon brain tissue from the U.S. to Ireland and the export shipment (sea freight) of a CT (Computed Tomography) scanner (relief goods) from Ireland to a hospital in Moshi, Tanzania. The Air and Sea operators Executive at Hawthorn, Silvia was delighted with the success. “It has definitely been a positive experience for me, overall interesting and challenging and I hope this competition keeps on attracting promising talents for years to come.”

Ireland’s lone Ranger racer – David O’Regan!


0 year old Limerick IT student David O’Regan overcame a ‘baptism of fire’ in the UK Pick-Up Truck Racing Championship by fi nishing 7th overall and runner-up in the ‘Rookie’ category. David, along with his dad, John, along with a few friends travelled from Buttevant, County Cork across the Irish Sea to compete in the 29 round series. Driving the Fleet Transport/ Caravan Cruise Ireland supported Ford Ranger, David was quite pleased with the end of season result climaxing with 4th place in the second race in the final rounds at Brands Hatch (despite gearbox problems!). That weekend Motors TV featured his efforts close-up which will be broadcast over the Christmas to further promote the popular championship.

Plans for next year is to have another crack at the brash, exhilarating, full throttle racing series, depending on funding of course. David is willing to talk to anyone interested in supporting his campaign financially and can be contacted by email – davoregan208@ Up against 26 other experienced drivers including 5 fellow rookies, David in his 2.3 litre silver Ranger chalked up 3882 points to finish 7th position overall, just 252 behind leading newcomer Paul Tompkins.

Groeneveld provides savings all-round for Sentinel Transportation


entinel Transportation LLC, the midAmerican company that specialises in hauling hazardous goods has chosen Groeneveld to help eliminate any incident that may infringe on safety and customer service. Recently Sentinel Vice President Orville White specified Groeneveld’s first GreenSight acoustic reverse warning and back-up camera systems from the Dutch commercial vehicle innovators. Mr. White had already purchased automatic greasing systems for its fleet, which currently is comprised of 430 Kenworth trucks and 1200 trailers, and covers on average 33 million miles per year. "Our vision is to be preferred by our customers, valued by our employees and respected by the

trucking industry; but it all has to go hand in hand with safety, service and cost performance,” says Mr. White. This is where Groeneveld

comes in. The company is specialized in active safety systems, OilMaster oil management systems and automatic greasing systems. Orville White is a true fan of the latter. “If you do not grease properly, it breaks down. Whether it is the king-pins, leaf spring pins or the steering mechanisms, if you don’t grease it, sooner or later it breaks down prematurely. “And we haven’t replaced a single king pin from premature failure since 2005 as result of Groeneveld’s automatic greasing system,” he added.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.



Text: Jarlath Sweeney -

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Nifast provides ‘experience in the field’ of off-road driver training she thought of the day. Michelle described it as very enjoyable and that she learned a lot about what her vehicle can do, and more importantly what it can’t do - in that Michelle’s Mitsubishi had no traction control whereas the other vehicles on the day did. She also said “really everyone driving a 4x4 should experience these conditions, and learn in the same way”. Our impressions of the day would echo Michelle’s, most owners of four wheel drives rarely if ever go off-road, and when they do they soon discover that a different set of skills are required to keep it on track.

About Nifast


ithllastt years A ith Arctic ti conditions diti still till fresh in the mind, and expectations of a repeat for this winter, people are already preparing in advance, by stocking up on salt, shovels, and de-icer. Once the novelty of the white landscape wore off, many citizens of the island considered upgrading to a four wheel drive. However if you were having difficulties with your saloon car, a 4x4 will not necessarily solve the problem. A 4x4 is a tool designed for a particular purpose, and as with any tool it has to be used correctly - if not it won’t work. Due to the nature of their business many companies require 4x4’s in the course of their day-to-day activities. In circumstances where an employee is given a four wheel drive and is deemed driving for work, they should be properly trained. It is arguable that while a driving licence is required to drive on the road, no such requirement exists once the vehicle leaves the public highway. It is also arguable that the vehicle now becomes a piece of machinery as with a mini-digger or an articulated dumper. In this case there is an onus on the employer to provide appropriate information, instruction and training to enable the employee to operate the equipment correctly. To address this issue Nifast, has developed a training programme for companies’ whose employees use off-road vehicles for work. ‘Fleet Transport’ joined a mixed group of six people, from BT and RPS Environmental at one of the training days near Oldcastle County Meath to find out what exactly is involved. BT and RPS are just two clients from a number of State, semi-State and private businesses

h hhave recognised i d thi t train t i staff t ff. who this needd to This is more than just a fun day out of the office, the serious side to the day is that many of the participants regularly work alone in remote locations, and often in difficult weather conditions. The need for training is well summed up by Nifast’s Paul Kent who says “anyone can bring a vehicle off-road, but not everyone can bring it back”.

Established in 1987, Dublin based Nifast is the leading specialist in health and safety training and consultancy management in Ireland. Th rough training and consulting services it offers a range of solutions to help clients improve business results through the introduction of integrated health and safety training and employee wellbeing strategies and systems. Lo-Call: 0818 333 009 / Email: 0818 333 009 / Email:

The day begins with some theory sessions aimed to dispel a number of myths about 4x4 driving, and explains how tyre choices can affect vehicle performance on and off-road. The theory sessions also highlight differences in vehicle specification such as ground clearance and traction control important factors not always fully appreciated. With the theory and safety briefings over, we head out to the first of three tracks, which progressively increased in difficulty as the day goes on. As Nifast’s Kevin Mc Dermott explains “the first course is to remove the ‘car driver’ from the trainee and demonstrate how 4x4 are designed to work” adding “that it is all about pace and not about speed”. Kevin and Paul can create all manner of situations people may come across when operating off-road, and show how best to deal with them safely, minimising risk for injury to the person or damage to the vehicle. Being able to experience deep water, hill climbing and rough terrain in a controlled environment is better than having to learn quickly in the field (so to speak), when under pressure. Fleet spoke to Michelle Roche of RPS, to see what

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.


Text & Photos: Paul White -


The Freight Sector Facing the Future • All-Island Freight Forum, Belfast Harbour Commissioners

Speakers at the All-Island Freight Forum at the Belfast Harbour Commissioners were: (l/r) Maurice Mullen, Assistant Secretary, Department of Transport, Tourism & Sport; Howard Knott , Irish Exporters Association; Shane Murphy, Senior Economist, Department of Enterprise, Trade & Investment (NI); Eoghan Madden, Dublin City Council, Nicola Fisher, Regional Development (NI); Barney McGahan, Deputy Secretary, Regional Planning & Transportation at the Department for Regional Development; Tom Wilson from the Freight Transport Association; Donald Armstrong, Head of Transport Regulation Unit at the Department of Environment (NI) and Brian Richardson from Irish Maritime Development Authority (IMDO).


n the occasion of the second AllIsland Freight Forum Plenary Event co-hosted by the Department for Regional Development (NI) and the Department of Transport, Tourism & Sport (ROI) and held at the Belfast Harbour Commissioners Office, major issues affecting the freight industry on both sides of the Border were discussed. However, some anomalies still have to be addressed such as the Irish Department of Transport’s reluctance to follow the Northern Irish Authorities lead on introducing an Operators Licence for Own Account fleet owners. Representatives from Government, the Freight industry and business industry from Northern Ireland and the Republic were welcomed by Barney McGahan, Deputy Secretary, Regional Planning & Transportation at the Department for Regional Development. In officially opening proceedings, Mr. McGahan took a cautious look into the future, citing the current European economic difficulties as a hindrance to progress, together with rising costs, increased competition and the constant battle transport operators have to face in maintaining standards. Before introducing leaders of the various Working Groups, the significance of the transport and freight industries local and national economies was emphasised through the showing of a video produced by which was impressive and should be broadcast to a wider audience, rather than the converted in attendance. Updates from each of the priority areas designated from the first session held in Armagh were then presented beginning with Tom Wilson from the


Freight Transport Association who summarised the state-of-play under the topic ‘Being competitive in a sustainable manner.’ “Freight is the lifeblood of the Irish economy,” he said. In outlining the current situation regarding urban freight management and movements, restricted capacity, Local Authority differences, empty running, secure vehicle parking, driver rest areas and the general reputation of the supply chain were areas mentioned. “The task in hand,” explained Tom, is to identify decision makers and address inefficiencies with a focus on developing ideas to sustain employment while acknowledging the need to influence better use of road space and freight behaviour. “Why?” he asked, “so that we can all benefit from cleaner air to reduced costs as well as improving the image of the industry and of course raise safety standards.” How? By demonstrating what freight does for the economy and that it can be sustainable, cleaner, accountable, competitive and public aware. Interaction with various crossBorder Government Agencies, business and trade association was recommended. Next up on the podium was Donald Armstrong, Head of Transport Regulation Unit at the Department of Environment (NI) who identified the five priorities that the DOE and Irish Road Safety Authority agreed to take on “to help establish safer, compliant, eco-efficient road freight transport, strategic objectives in both jurisdictions, need to be aligned to make our roads safer for all road users,” he stressed. A similar task is in hand here to Tom Wilson’s policy – improve compliance with road safety regulations while creating a safer and ecoefficient freight sector. Next steps include combined

information leaflets, and a wider industry seminar focussed on enforcement. An exchange programme between enforcement officers both sides of the Border is to be instigated. Howard Knott (Irish Exporters Asscoiation), a monthly contributor to Fleet Transport on all things shipping and freight and has also a keen interest in rail, contributed to the Forum with an interesting insight on rail freight and other alternatives to road freight – including coastal shipping. “In line with EU Transport Policy, there was an awareness on the part of export manufacturers of the need for alternatives to road freight,” began Howard. By highlighting the eco-friendliness nature of freight by rail/sea (five times more carbon efficient than road) the following statement by Howard puts his campaign into prospective, “1 gallon of fuel moves 1 tonne of cargo – 50 miles by truck, 202 miles by rail and 500 miles by sea.” Wearing his Irish Exporters Association (IEA) hat, Howard spoke on the expansion of the IEA Rail Freight Group to have a more All-Ireland dimension which saw the successful implimentation of an AIFF project to move loads of logs from Donegal to Waterford. Further rail freight developments have taken place in Ballina (Mayo) and at Dublin Port to further facilitate increased and economical movement of intermodal traffic. Priority 4 had Brian Richardson from Irish Maritime Development Authority (IMDO) reporting on International connectivity which not only covered Ireland to Europe but also further afield i.e. North America and Asia. With

REPORT 1 ferry links to Great Britain dominating services from Ireland through Ro-Ro, changes are ongoing with some operators withdrawing such as DFDS, Fastnet Lines (under examinership orders) and the Stena HSS due to rising fuel costs. Volumes are down also. Lo-Lo traffic was also included in the Powerpoint presentation with the exception of Waterford and Warrenpoint. 2010 container numbers are up on the previous year particularly Dublin and Belfast. “Connections between the Americas, Asia and Africa are very good and secured mainly through Rotterdam. Brian then went on to note the discrepancies with air freight which in essence combine ‘trucking and flying’ particularly when through Heathrow (the world’s no. 3) and which results in double counting as featured in the AIFF Dublin report in last month’s edition of Fleet Transport. Information and data gathering on freight movements was the topic of Nicola Fisher’s address. The representative for Regional Development (NI) first gave details of the information published to date by the various Cross-Border bodies, mainly statistics, surveys, forecasts etc. “Little or no data is available for North/South comparisons, with no real user consultation,” she said. One of her biggest concerns is that there is minimal contact between North/South data collection bodies. These gaps can be closed through the setting up of a Network Management Group. “This will create a more comprehensive picture of freight activity for Ireland North and South,” she concluded. At the Q&A that followed, the subject of the Operators Licence legislation for Own Account fleet owners which will be introduced in Northern Ireland in early 2012 was brought up by Fleet Transport. Currently 7800 companies will come under this remit in Northern Ireland, a regulation that is in existence in Great Britain for over 40 years. Representatives from the Irish Department of Transport have stated that this legislation will not be introduced in the Republic, “as there are other ways to regulate their operations and procedures.” This is a serious issue and creates an anomaly between operators on both sides of the Border, particularly as there are a number of companies that have transport hubs in the North and South. This ‘reluctance’ on behalf of the Irish Department of Transport ‘flies in the face’ of what AIFF is aiming to achieve. Three longer presentations then followed – “Challenges facing the Economy and how this will impact freight” was delivered by Shane Murphy, Senior Economist, Department of Enterprise, Trade & Investment (NI). The impact of the recession on the local economy has seen unemployment rise and a 33% reduction in construction activity even more so in Northern Ireland than the Republic. However, transport and communications sectors continue to see employment growth since 2007, despite current fluctuations and reduced port traffic. “Looking forward, the key driver for growth is through exports,” said Shane. Other considerations include a realignment of its Corporation Tax rate to compete with the Republic. Access to the new export led locators and tapping into the Republic’s growing export freight business was also mentioned.

Text: Jarlath Sweeney -

Eoghan Madden, Dublin City Council was then introduced by Maurice Mullen, Assistant Secretary, Department of Transport, Tourism & Sport who headed up this section of the proceedings. Mr. Madden described the ongoing problem his Authority has in coping with the increase in daily traffic numbers – from 275,000 trips to 420,000. “The HGV (5 axle) cordon has helped ease congestion but peak time traffic continues to raise concern,” he said under his brief ‘Freight in a heritage environment – Dublin City Centre.’ Due to the structure of Dublin’s streetscape, around €1.5m is spent annually on repairs to kerbs and footpaths not to mention the destruction of the 19th century underground services due to axle loads etc. From a recent survey, Eoghan revealed that 79% of the freight traffic is undertaken by vans, 35% by rigid trucks and 9% by artics. 50% of the time they deliver, 17% collect while 33% of them provide other services. In 2008, 246 million tonnes were carried. He mentioned the potential of the cargo bike and electric vehicles plus the need for older and unsuitable business premises to use remote freight in-out and storage facilities. “Minimising on-street space requirements minimises damage to the build environment,” he concluded.

Maurice Mullen, who also co-chaired the Panel Discussion that followed, stated in his slot that freight movements are critical to both sides of the Border. A formalised plan is in place between Belfast and Dublin stakeholders to include education through road safety; sustainability through an integrated rail system; development of more efficient export led freight services and that forums such as the AIFF play their part in a marketplace driven by industry. During the panel discussion, George Mills, representing the Irish Road Haulage Association made some valid points regarding other disparities that exist between Northern Ireland and Republic of Ireland such as revised weight limits, cabotage, enforcement and ferry crossings affecting tachograph rules. Mr. Mills also emphasised the need to introduce one colour of diesel (with a graduated rebate system for hauliers) on an allIreland basis which would eliminate ‘tank-tourism’ to other European countries and eliminate diesel laundering at the same time. In summarising the day’s presentations and discussion, Barney McGahan thanked all contributors and the Belfast Harbour Commissioners for the use of the facility during the meeting.

Panel Discussion members included Shane Murphy, Senior Economist, Department of Enterprise, Trade & Investment (NI); Eoghan Madden, Dublin City Council; Jarlath Sweeney, Editor, Fleet Transport; Maurice Mullen, Assistant Secretary, Department of Transport, Tourism & Sport and Barney McGahan, Deputy Secretary, Regional Planning & Transportation at the Department for Regional Development FLEETTRANSPORT | DEC 11/JAN 12 21


Fast Moving Goods; M-Sport’s Global Logistics Challenge


-Sport, the company chosen by Ford to run their rally programme in the FIA World Rally Championship, but have you ever wondered how the Cumbria-based company transports its Ford Fiesta RS World Rally Cars and service park infrastructure across the globe? M-Sport’s air freight securities co-ordinator Ashley Fowler is in charge of managing the air freight which is transported to long distance rounds such as Rally Australia .

Ashley,couldyouexplainalittlebitaboutwhatyoudo? I’m a rally technician at M-Sport but I’m also our air freight securities co-ordinator and responsible for ensuring that everything is transported for our longhaul rallies, which have included Mexico, Argentina and Australia this year. My main responsibilities are managing transportation targets, liaising with air freight suppliers, monitoring dangerous goods, weighing all items and compiling a comprehensive list of everything that is sent in the air freight. It is an extremely complex process, which can have costly mistakes if not done the correct way, so I need to make sure everything is done properly and by the book. How is everything transported to a long-haul event? At the start of the year seven shipping containers left M-Sport and will not return to M-Sport until December. Inside the containers are nine recce cars, service park infrastructure, consumable parts, hospitality tents and spare parts. The containers travelled by sea in time for the first long-haul event in Mexico, and from there it went to Argentina. Since then they have travelled from Buenos Aires to South Africa (although the containers were not taken off the ship in Africa) and then by sea

to Singapore. The containers were taken off at Singapore and put on another vessel which then went on to complete the final leg to Brisbane. It’s quite funny to think that at any point in the rally season that we have shipping containers somewhere in the world – our logistics department and I are constantly keeping track of where our containers are throughout the year. Is everything else sent by air freight? Yes - we have our rally cars and three “AMP” boxes which need to be sent via aircraft. AMP boxes are air freight boxes designed and built to aircraft standards. They have been designed with the correct dimensions to go straight into hold without any changes needed. The boxes which carry the spare parts and the rally cars will all be flying on the lower deck of an Airbus passenger aircraft from London Heathrow via Singapore to Sydney. From there they will be transferred by road to Coffs Harbour where the rally is taking place. Each box has a metal seal which has paperwork attached with it. The seal is closed at M-Sport and will not be touched again until the boxes arrive at the destination airport. Part of my responsibility is to ensure the seal has not been tampered with when they leave M-Sport and I have to keep a close eye on this process. The Ford Fiesta RS WRC is smaller than the Ford Focus RS WRC, so in logistical terms this makes it a little easier for us when flying for long-haul events this year. When we transported the Ford Focus RS WRC we were limited to Boeing 747 jumbo jets or freighters, but we can now send the cars three or four days later as we have a greater choice of aircraft which can carry our new cars.

W hat percentage is sent in shipping containers rather than air freight? It’s difficult to say as it depends how many cars we have competing on a particular long-haul round, but as an estimate I’d say 85% is sent on the shipping containers and 15% is sent air freight. Apart from cars, what else do you need to take? It depends on how many cars we are taking how much we take for each event. Obviously we’ve got our containers which have travelled by sea which houses our recce cars and infrastructure. For Australia we sent three spare engines but each rally varies as to how many spares will be going in air freight. In terms of weight for air freight, can you g ive u s some f ig ure s? It’s up to us how much weight we can take, but we have a target for each event which we need to work round. We try to keep to a limit that each box weighs three tonnes and our total weight target for all three AMP boxes is nine tonnes. Each car and pallet weighs approximately 1.9 tonnes each. What are the biggest difficulties when it comes to transporting everything? I think it’s probably the amount of organisation that is involved. In the weeks leading up to a long-haul event, I send an email out to everybody in the different departments at M-Sport asking them to bring me what they want to be sent as air freight to try and get ahead of the game. We have a dedicated area of the workshop that is closed off and it takes about a week for me to go through everything that is being sent out, compile my list and pack the boxes. Obviously I need to be completely aware of what is being sent, ensuring it complies with regulations and also that the boxes include absolutely nothing which could be considered as dangerous goods. Australia and New Zealand’s customs are strict - we need to be extra vigilant so this is an added difficulty I need to take into account for this particular rally. Every item we take has to be clinically clean - and each AMP box has to be completely fumigated to ensure there is no grass, mud or other substances left on the boxes. We can’t take the risk of any containers being held up at customs as this could have drastic consequences on the rally.


Text: Rob Van Dieten -

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*C4 price quoted includes Citroën dealer reward: C4 VTi 95 manual VTR €15,995 (MRRP €19,140 with €3,145 Citroën dealer reward deducted). Model shown is C4 HDi 110 manual Exclusive, MRRP €24,940. Offers and prices correct at time of going to print from participating dealers only, MRRP excludes delivery charges, metallic/pearlescent paint and optional extras. Official Government fuel consumption figures: Combined cycle (litres per 100km/mpg) & CO2 emissions (g/km); Highest: Citroën C4 VTi 120 manual 6.2/45.6 143. Lowest: Citroën C4 e-HDi 110 Airdream EGS6 3.8/74.3, 98.


42nd Tokyo Motor Show 2011 Big Sight International Exhibition Centre, Odaiba, Tokyo Bay


ue to the collective efforts of Japan’s entire automobile industry, recovery from the devastating earthquake that hit the country last March has been achieved more quickly than expected. As a result all 14 Japanese automobile manufacturers together with 21 International brands (mostly European) staged an interesting exhibition with almost 60 world premiers. Gleaming new cars, vans, trucks and buses shared the limelight at the Big Sight venue. Jarlath Sweeney was there for Fleet to report on the commercial vehicle debutants.

Daihatsu Running on liquid hydrogen fuel cells, the FC showcase is the next generation metal free multi-use vehicle. With a high concentration of energy, the liquid fuel cell (stored below the f loor) makes it possible to travel longer distances.

Nissan For the Asian market, the new NV350 Caravan has more capacity as its interior measures 3m. To highlight its multifunctionality, there are slots in the side walls to accommodate shelving if required.

UD Trucks Quon & Condor are truck model names not too familiar to us. From UD Trucks, formerly known as Nissan Diesel and with a majority shareholding by AB Volvo, the name means ‘Ultimate Dependability’. Volvo’s 11 litre, 13 litre engines are used in the Quon heavy duty with the lighter Condor using the Deutz sourced 7.2 litre.

Volvo Trucks The FH 6x4 tractor is Volvo’s flagship model and the Swedish brand showed its might here with the 520 hp version. Surprisingly for us was the installation of a 14 speed manual gearbox. Its hybrid system as per FE diesel/electric was also displayed. 24


D-Max Premiered at the Tokyo Big Sight venue was the allnew Isuzu D-Max. Demonstrated in Super Single Cab form, this 4x 2 version again has a choice between 3.0 litre and 2.5 litre diesels, the latter fitted here with 136 PS and 320 Nm of torque and mated to a 5 speed auto box. It is made in Th ailand as before.

N-Series Plug In Hybrid Latest environmental development on the N-Series is the addition of a Plug-i n hybr id system. Using the standard 3.0 litre (150 hp) diesel, a 50 kW electric motor is att ached. Maximum payload is 2 tonnes. Single charge is around 40 km with batteries stored at the rear of the chassis.

T-Next If it’s an eyecatcher you want at a Show, the T-Next concept from Isuzu achieved that. Based on the SEE technology prototype, T-Next is a truck-trailer design study that’s strong on aerodynamics while being safe, economical and environmentally friendly.

GIGA Improvements have been made in the new Giga, Isuzu’s flagship, that not only boost fuel efficiency, but also comply with Japan’s “Post New Long-Term Emissions Reg u lations,” the World’s strictest, as well as meet 2015 fuel efficiency standards.

Thermo King CyroTech


Not one but two Dutro hybrid lightduty production trucks were premiered to the world by Hino. On a very busy stand, the eZ-Cargo van concept, S’Elega hybrid bus, and 700 Series ‘Dump Truck ’ attracted attention. None more so than Team Sugawara Hino Dakar Race truck.

Under the theme ‘Power to the Future’, Daimler brand Fuso premiered three new models all sporting an electric theme. The new Canter Eco Hybrid made its World debut while the Super Great HGV was shown in hybrid form also. An E-CELL version of the Canter was also shown. Pictured is Mr. Albert Kirchmann, Fuso C.E.O.


New Canter Eco Hybrid

Running on an electric motor, this zero emission concept can be operated indoors e.g. retail units and warehouses. FWD, it has a low floor height and large cargo space. eZCargo is a single occupant short range transport vehicle.

Dutro Plug-in Hybrid A step up from the current diesel/ electric hybrid, this new plug-in version can be charged from an external power sou rce. Apart from longer distance travel in EV mode, the system’s battery can be used to power external equipment in the case of electricity supply not being available.

50 0 Dakar Race Truck The Hino 500 Series continues to achieve great success on the Dakar Rally. Since 1991, Hino has raced and fi nished in 20 consecutive races. Te a m leader Yoshimasa Sugawara who was present at the show actually drove this 7 tonne 8.0 litre truck in the 2011 event. Text & Photos: Jarlath Sweeney -

Everything about the new Canter Eco-Hybrid has been improved from the diesel/ electric parallel drivetrain to the battery capacity. The fitting of the 6 speed Duonic automated transmission is significant and the whole package contributes to a 50% increase in efficiency equal to a 30% advantage over its diesel counterpart.

Super Great Eco Hybrid Fuso’s position as the home of Daimler Global Hybrid Centre sees the creation of the Super Great Eco Hybrid, which is a major step up from the Mercedes-Benz Atego 12 tonne Hybrid as this is a 25 tonne 6 wheeler. Th is model uses Daimler’s 12.8 litre SCR world engine mated to an unspecified electric motor. As a national haul truck, 10% increase in fuel efficiency is gained compared to diesel.

New Canter E-CELL Fuso’s first allelectric light duty truck is based on the Canter 3S13 that is the 125 hp 3.5 tonner with narrow cab. With 40 kWh lithiumion batteries, 70 kW electric motor with torque of 300 Nm, it has a travel distance of around 120 kms. FLEETTRANSPORT | DEC 11/JAN 12 25


Solutrans Transport Berleit


n estimated 25,000 people visited the Solutrans Transport experience at Lyon’s, Euroexpo event centre. In addition to all major vehicle and trailer manufacturer's, the Solutrans organisers have attracted numerous suppliers of equipment, technology, tyres and just about anything imaginable to do with the field of transport. Encouraged and supported by the Lyon Chamber of Commerce, Solutrans is expected to grow in importance and could rival some of the more established Transport Expos on the calendar - and Fleet’s visit to Lyon would indicate that might well be the case.


Fiat Professional

Prime Design


Renault Kangoo Z.E.



Fiat Professional

Green was defi nitely the colour of the show and Iveco’s Natural Gas Strails was very much at home, as were other members of the Iveco ECO range. The Italian CV marque also had on display its new Euro 6 engine.

Although still in development, this prototype tipping box body on a Doblo Cargo shows the versatility of the award winning light commercial from the Turin designers.

One aspect brought home by the visit, was the importance of a viable transport sector for the vast number of businesses who depend on the industry to make a living. These businesses both large and small manufacture products and solutions for all manner of problems, and Solutrans was all about transport solutions and innovation. To promote the idea of new thinking in transport, the Lyon Chamber of Commerce hosted an evening to present awards to companies whose innovative products have in some way delivered benefits for transport operators, enhanced safety, or help to improve the environment. Paul White reports.

Renault The ‘Fleet Transport Green Commercial of the Year - Electric’ and subsequent International Van of the Year 2012 winning Kangoo Z.E. was displayed in many guises at Solutrans including this with a very smart fridge body by ECP.

Mercedes- Benz A clever split cab allowed all visitors to take a tour and get the best possible view of the all-new Actros, recently announced International Truck of the Year 2012.

Socari Socari’s intelligent side opening tri-axle allows for quick and easy loading of products and is particularly helpful with long one piece cargos like timber.




Exposition, Lyon, France SAF Holland Lightweight alternatives were the ‘menu de jour’, and along with Jost, SAF Holland was also displaying its lube free alloy 5th wheels, which saves around 70 Kgs.

Brandt Motors

Brandt Motos


If anyone had doubts about the increasing popularity of electric vehicles, Solutrans would put those doubts to rest. Th is offering from the Brandt City Electric Vehicles was unusual in its wagon and drag format.

Berliet While Solutrans is all about the future, no show would be complete without a nod of respect to the past. Some would say that in 1910 this Berliet was at the stage that electric vehicles currently occupy - so what will be on the historic vehicle display at Solutrans 2110?

Prime Design


Mercedes-Benz Actros

Aside from health and safety regulations Prime Design’s smart method of handling ladders on and off vehicle roofs is well worth a second look. The system allows an operator to remove and replace the ladders with one hand while remaining at ground level. Chereau For practical innovation Chereau was one of our winners with a beautifully turned out intermodal temperature controlled swap body. Additional features included protected rear lamp units, and rear end crash protection integrated into the chassis.

Spitzer Tank Socari

SAF Holland

A new lightweight composite road barrel from Spritzer Eurovac shaves at least 400 kgs off kerb weight and was a previous innovation winner at Solutrans in 2010.

Dacia As a member of the Renault Group, the Dacia brand was not shy in promoting its full range of vehicles at the Lyon show. The range has some interesting offerings across a reasonable price range including this Duster SUV.

Renault Trucks


Renault Trucks



Surrounded by some smaller displays, Tatra’s Phoenix stood out with a proud and majestic profi le, and could be a serious competitor for the home grown and well regarded Renault Trucks Construction range.

The well known Italian trailer was very proud of its new lightweight alloy tipper turned out in an eye catching livery - cleverly positioned to show two of the three axles steering.

Text & Photos: Paul White -

Few concept vehicles can still look both modern and practical twenty-six years on. The ‘Virages Project’ dates from 1985 and as the forerunner to Magnum has a ‘back to the future’ appeal yet still remains futuristic. A testament to good design and forward thinking, disc brakes all round, robotised transmission, single wheels on drive axles, and of course the infamous staircase entrance.



Renault Trucks Making the ‘Urban Jungle’ Greener


s traditional markets for new vehicle sales slowed over the last few years, one emerging market is expanding and showing significant growth potential. Often driven by Local Authority or Community Associations, sales of Municipal Service vehicles are being boosted by the move towards more environmentally friendly methods of transport. Th is affords a welcome opportunity for vehicle manufacturers to make hay while the ‘green’ sun shines. None have embraced this opportunity more than Renault Trucks, which has developed a range which it designates ‘Urban Vehicles’. Evidence clearly shows that the sales of long haul and regional distribution units have declined on

a European wide basis. To minimise the effect of this drop in sales Renault has placed itself strategically at the heart of providing customers with alternative modes of propulsion to enhance its sales. Alternative methods consist of its standard vehicle range with drivelines powered by Hybrid, Compressed Natural Gas (CNG) or full Electric. Vice-President of Delivery and Distribution at Renault Tucks, Jean-Marc Lange, stated “for the foreseeable future tractors and trailers will use diesel for long haul.” However throughout the World greater numbers of people are living in Cities, and in Europe that figure is now at 80%. He continues, “it is clear that the model of modern life cannot do without trucks, and

alternative fuel vehicles will make more sense.” Motor vehicles account for 30% of emissions with road transport being 10% of that 30. With the ever increasing number of ‘low emission zones in European cities (currently 180) the potential for market growth is enormous. To this end Renault Trucks can supply its standard Maxity, Midlum and Premium trucks which cover from 2.5 to 26 tonnes with alternative power sources, and sales of the range are increasing rapidly. The Greenway Company in co-operation with Clovis Vehicle Hire has signed a contract to take ten Maxity Electric vehicles on long term rental to be located in the Paris region. In addition to normal business hire work, it sees potential for spot hire to private customers particularly at weekends. Private customers, when they have need to hire a vehicle will be att racted by the idea of hiring a ‘Green’ one. The Maxity powered by a 400V/47kW electric motor with regenerative braking and has 270 Nm of torque available instantly is well able to manage the two tonne payload. Renault Trucks estimate the running costs at approximately €2.00 per 100 kms which is creating more interest as fuel prices remain high. Another interesting point made by Jean-Marc Lange is that in a number of countries including France, the Maxity Clean Tech Electric can be driven on a ‘Class B’ Driving Licence. Th is is because under a specific regulation the additional weight of 1,000 Kgs which is a direct consequence of the clean technologies, allows that Maxity is homologated at 3.5t + (1t) - all of which helps to widen the potential customer base. Along with the full electric Maxity, Renault Trucks can offer its Premium Distribution model in either a Hybrid (Hybrys) or Compressed


ECONOVATION Natural Gas (CNG) versions. Based on the standard Premium diesel, the Premium Hybrys and CNG have made inroads with a number of companies, and not just the high-profi le ones such as Coca-Cola. Other customers on the Renault Truck sales list are the Colas building supplies group which uses Hybrys to deliver aggregate in and around Lyon International haulier. Norbert Dentressangle has already bought two to service the Carrefour Supermarket chain in France and has ordered a third to operate in central London. For the driver, operating the Hybrys or CNG is no different than the standard Premium, with some extra advantages such as automatic stop/ start at traffic lights. For the operator, Renault claims a potential fuel saving of 20% over the standard Premium Distribution. Renault Trucks is basing its alternative vehicle campaign on the principle of the ‘right truck, in the right place, with the right energy, at the right time.’ However both Renault and operators are being supported and encouraged by Local Authorities who wish the projects to succeed. Although it can be argued there is greater need for alternative vehicles due to the size and demands of large French Cities, this does not mean that Renault’s alternative vehicles would not bring benefits to Irish urban areas. While our Cities do not compare in size or population, we can adopt what might works for us and improve life in the Urban Jungle. Th is positive approach to urban goods transport is typified by the ‘Urban Freight Energy Efficiency Pilot’ or ‘FREILOT’ project. With support from the European Commission the project is being trialled over one year in four Cities-Bilbao (E), Lyon (F), Helmond (NL), and Krakow (PL). The aim of FREILOT is to demonstrate that a “reduction of up to 25% in fuel consumption in urban areas is feasible.” To achieve this figure the scheme focuses on four key areas, Traffic Management, Vehicles, Drivers and Fleet Management.

authorities who will take whatever action is required to clear the space. The project may sound futuristic and improbable to implement in an Irish context. However the FREILOT trails are proving highly successful, and gaining in popularity with operators, drivers and retailers. Michele Vulien of the ‘City of Lyon Authority’ understands that we need trucks and says “if retailers are to have things to sell, those things must be delivered.” She continues, “the future is ahead, so let’s stop being hypocritical in saying that transport is a bad thing.” If FREILOT was ever to succeed in Ireland, one underlying principle must be accepted and implemented. The principle is defi ned by Bruno Chazalette of Renault Trucks and Chair of FREILOT, who states “true energy efficiency

can only be achieved if the different stakeholders work together.” Too often traffic management plans in Irish towns and cities are imposed without consultation and are only believed to be effective if one section appears to gain at the expense of another. It is refreshing to hear city politicians speak and listen, in an open, positive and inclusive manner, seeking out solutions to problems which affect the lives of modern city dwellers. So far the FREILOT trial looks promising, and is working with real companies, in real Cities on a daily basis. Could FREILOT ever work in Ireland? If the different stakeholders work together - why not?

When drivers enter a FREILOT zone which is predefi ned by the City Authorities, they are asked if they wish to activate the system. If they accept, the traffic management programme then ensures where possible, that traffic lights remain green to favour the truck. The thinking is that by keeping the truck rolling and reducing journey times less fuel is consumed. Once logged in, the system also limits the vehicle’s speed and rate of acceleration which is believed to provide added safety benefits. FREILOT also aims to streamline city centre deliveries by allowing transport operators to go on-line and pre-book parking spaces outside designated retail premises. Un/loading zones are marked with a set of lights which glow red to indicate no parking. When a vehicle parks within the zone, lights flash red until the driver inserts the correct card or key-code to a reader, at which point the lights change to green. If any unauthorised vehicle parks within the zone an email is immediately sent to the parking Text & Photos: Paul White -



Mercedes-Benz Actros and RSA Shuttle promote Road Safety Message Noel Brett said the RSA was proud to partner with Mercedes-Benz and Reynolds Logistics. “Mercedes-Benz has a huge track record in producing high quality and safe trucks. Th is particular truck comes with equipped safety features that allow the driver to concentrate on driving, while demonstrating how far technology has developed in this industry. Equally we are delighted to continue to partner with Reynolds Logistics, a company that has won the Irish Haulier of the Year and done so well in the European Haulier of the Year, and one that has such an excellent record in road safety.”


he Road Safety Authority’s (RSA) Shutt le Bus has become a familiar sight at events and gatherings around the country in recent years. The impressive mobile display unit, which provides a full interactive road safety experience, has been an enormous success in spreading the message about the importance of road safety to the general public. That safety message is set to be enhanced further thanks to the Shutt le Bus acquiring a stylish new towing companion – a Mercedes-Benz Actros 1860LS. Th is 4x2 tractor unit comes equipped with all the latest safety equipment and features available on modern trucks, and, as well as ensuring the Shutt le Bus is transported safely from location to location, will provide a valuable demonstration tool to truck drivers and operators wanting to see the latest technology fi rst hand.

Vehicles Ireland in association with Reynolds Logistics, the leading bulk logistics company that operates and supplies the logistical support for the Shutt le Bus. At the handover of the Actros to Noel Brett , CEO of the Road Safety Authority, Fergus Conheady, Sales Manager for Mercedes-Benz Commercial Vehicles in Ireland said the company was delighted to supply the vehicle to the RSA. “Mercedes-Benz has a long and proud history for safety innovations, and this Actros 1860LS incorporates many of the latest technologies that not only make driving easier, and therefore safer, but also includes proactive aids such as Active Brake Assist and Lane Assist that can prevent an accident from happening. The RSA’s Safety Shutt le is a great way for gett ing the public to interact with road safety campaigns, and, in association with Reynolds Logistics, we look forward to seeing the Actros and the Shutt le at events the length and breadth of the country.”

The Actros 1860LS is supplied to the Road Safety Authority by Mercedes-Benz Commercial

Reynolds Logistics has long been a leading proponent of safe driving practices, and the two-times Fleet Transport Irish Haulier of the Year winner, and silver medalist in the European Transport Company of the Year Award, is proud to be supporting the RSA’s Shutt le Bus. “It’s a visual demonstration of our commitment to road safety.” said Joe Reynolds, Chairman of Reynolds Logistics. The company looks after the day-to-day logistics of both the Shutt le and its support van, a Mercedes-Benz Sprinter, including driving, sett ing up at each location, and ongoing service and maintenance. Apart from the Shutt le, Reynolds Logistics also carries RSA safety messages on the back of its fleet of tankers and trailers. “It helps reinforce the commitment to road safety to our staff ” noted Joe, while observing that a safe company is a lower cost company. “If you are managing safety properly there is actually a payback in terms of operating cost.”

Mercedes-Benz Actros Drives Safety Forward Truck technology has taken huge strides in recent years, not least in the area of safety, and the RSA’s Mercedes-Benz Actros features some of the most recent advances in this hugely important field. These include two technologies that take a proactive role in preventing accidents - Active Brake Assist and Lane Assist. Active Brake Assist uses a radar that warns the driver if he is gett ing too close to the vehicle in front, initially via a warning tone. If however the driver fails to react, the system applies the brakes automatically in stages, up to a full emergency brake if a critical stage is reached. Driver attention is further focused by the system switching radio and phone to mute when partial braking begins. Lane Assist is a system ideally suited to motorway driving. It uses a camera to detect road markings and alerts the driver via an audible warning if the vehicle wanders over the white lines. However if the driver uses indicators to change lane in the correct manner, the system will not react.

Noel Brett , C.E.O., Road Safety Authority and Stephen Byrne, M.D. Mercedes-Benz. 30 FLEETTRANSPORT | DEC 11/JAN 12

Other safety equipment fitted to the RSA Mercedes-Benz Actros includes the company’s

SAFETY 11 Telligent Brake system incorporating ABS / ASR. It complements the standard braking system by using electronic signals via CAN bus to open air valves located close to the brake discs, thereby reducing the reaction time for applying air pressure to the brake system. Braking times can be reduced by as much as 20% when coupled to a trailer fitted with brake discs and EBS. The Actros is also fitted with a Voith Brake Retarder, Stability Control and an automatic gearshift, while automatic light and rain sensors eliminate the need for driver input, thereby increasing driver safety.

RSA’s Interactive Safety Shutt le Proves Enormous Success Since it was launched in 2009, the RSA’s Shutt le Bus has been visited by hundreds of thousands of visitors. It has proved to be a hugely popular att raction at schools, festivals, shows and events throughout the country, providing an integral role in developing road safety awareness for drivers of all ages and experiences. The custom built vehicle opens out into a 16.3 metres long by 8.5 metres wide display unit and features a fully interactive educational road safety experience. Visitors can try out driving and motorbike simulators, test brake reaction times, and cycle through exotic places on a bicycle simulator. There is also a chance to practice the driver theory test, while a fully equipped presentation area has seating for twenty five people, with plasma screens showing a series of road safety

Fergus Conheady, Commercial Vehicle Sales Manager, Mercedes-Benz; Joe Reynolds, Chairman, Reynolds Logistics Ltd; Noel Brett , C.E.O., Road Safety Authority; Stephen Byrne, M.D. Mercedes-Benz and Andrew Reynolds, Group C.E.O. Reynolds Logistics Ltd.

advertisements and road safety programming. If you wish to book the RSA Shutt le Bus for an event, an application form is available from Joe Reynolds – shutt

European Rally Champion In his day job as Chairman of Reynolds Logistics, one of Joe Reynolds’ key concerns is the implementation of safety practices, but away from the office his form of relaxing has a distinctly dangerous element to it. His pastime? Rallying historic rally cars. Not that Joe is just another run-of-the mill rally competitor competing on local events. Rather Europe has been his theatre for the past number of years, competing on the great stages of classic rallies in Britain, Spain, Italy and Greece amongst others.

RSA Safety Shutt le driver Tom Massey takes a well-earned break.

In 2010 he was runner up on the FIA’s Trophy for Historic Regularity Rallies, but 2011 has seen him go one better, taking outright victory in the series. Competing in his 1968 BMW 1600 Alpina, he took maximum championship points on three events, the Winter Trial which took in four countries - Austria, Czech Republic, Poland and Germany, the Classic Marathon in Britain, and Spain’s Rally Costa Brava, as well as a strong fi nish on the Poppy Rally in Britain. Joe joins a select group of FIA Championship race and rally winners in 2011. He will be presented with his award at the FIA’s Awards Gala in New Delhi, India this month, alongside fellow motorsport champions such as Sebastian Vettel and Sebastian Loeb.

Andrew Reynolds, Group C.E.O. Reynolds Logistics Ltd.; Noel Brett , C.E.O. and Joe Reynolds, Chairman, Reynolds Logistics Ltd. Text & Photos: Cathal Doyle -



Get the Message?

View from the Operators Desk by Sean Murtagh not be working. In most other sectors there is an element of self regulations or at the very least joint consultations. In our industry there are only two professional standards, Operator's CPC and Driver's CPC. It is too soon to comment on Driver's CPC but the Operator's CPC is a qualification that some holders have litt le regard for. When the Operators CPC was introduced in the early 1980’s there was a lot of resistance to it and I don’t believe that most people see it as anything other than an administrative requirement to enter the industry. Driver CPC on the other hand was welcomed by drivers, because they saw it as a chance to elevate their trade to a similar level as that of plumbers, electricians and other professionals. I hope the concept was not over-sold and that they will not be disappointed. The challenge that now faces all of us is to maintain those expectations. In order to achieve this you have to consult drivers and operators.


Our friends in Belgium have found a novel and original way to audit the industry, there would be no harm in somebody else copying what they have done in Ireland. Drivers and operators are the same the World over.

t the end of October one of the biggest Bus and Coach Shows in the world took place in the city of Kortrijk, not far from Brussels in Belgium. It takes place every two years since it was fi rst staged in 1971. It is a unique event for a number of reasons. First of all it is owned, managed and run by Coach Operators, and although it is a commercial show it has a strong focus on operators and the business of running a small transport operation. At the show there are seminars organised and the conclusions from the discussions are used to lobby on behalf of operators. I have been going to this show for 10 years now and I am always impressed at the simplicity of how operator's views become the foundation for policies. Referred to as Busworld, this year the show came up with an innovative way to get the message of small operators and drivers to the corridors of power in Brussels. A small stand was set up and drivers and operators were invited to tell their stories of the practical difficulties that they face when trying to operate within transport legislation, in particular Tachograph Legislation. Two Journalists wrote down all of the stories and these anecdotes will be compiled in a ‘Black Book’ and delivered to the EU Commission and the basis for future policy.

I visited the stand on a few occasions and it was almost therapeutic to see men and women discovering this chance to off-load a lifetime of silence and frustration. You could describe it as Karaoke, they all know the tune, had an idea of the words, they just needed a platform to elevate them. Most of the conversations were not in English but it was clear to me from the body language and the way people threw shapes to display anger and frustration that people were gett ing a lot off their chests. Big hands with thirty years of steering wheels imprinted on them were busy explaining a life of experience. Th is stand was like a tun dish that would catch every last detail of these experiences. Most of the stories and situations that people were relaying were tachograph related but there were others. In the coming month all of these experiences will be put together as a document and published and I hope we will be able to make it available to any readers interested. In the meantime this approach might be worthwhile for Irish Truck and Bus operators. It would be a less confrontational way for the IRHA or any trade association to try and make changes where regulations might 32


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Fleet Transport Awards 2012 • Irish Haulier of the Year 2012 • Irish Truck of the Year 2012


Photos: Cathal Doyle -




MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

The price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 48). Country


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Ask the Expert Q: - I use my car to go to work every morning and sometimes I use it to collect parts for the vehicles. My employer now says that he will need to see all the documents for my car including any insurance certificate and any garage receipts. Is this really right? A: - Every employer is now responsible for the condition of any vehicle used in the course of the business. The expression ‘in the course of the business’ has been held to include any vehicle, whether privately owned or not, when the driver is driving for the benefit of the employer. Th is clearly includes the use of a vehicle when the driver is coming in to work or leaving at the end of the day. Th is means that if your vehicle is found to be defective in any way, or if you do not have the necessary documents, your employer may well be prosecuted. Hopefully you will now understand why your employer is right to ask for this information.

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YOUR CALL! Send in your legal questions or queries to ASK THE EXPERT – Contact:

Q: - As an employer, to what extent am I responsible for cars owned by my employees? A: - Unless they are used in the course of your business you have no responsibility. Curiously, however, there seems to be some confl ict in the view of the Irish legislation. The RSA is anxious to promote the ‘Management of Work Vehicles’ by which it means all vehicles used in the course of a business, including large commercial vehicles and fork lift trucks, but specifically excluding vehicles used to go to and from work. On the other hand, the required ‘Management of Occupational Risks’ clearly covers cars that are privately owned, but which are used to go to and from work and, on occasions, to carry out specific tasks on behalf of the company. The safest course is to adopt the ‘Management of Occupational Risk’ and to implement it in your company.


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Q: - I always check my tyres before I set out but, when I was stopped the other day, one of my tyres was badly cut. I had to deliver a load to a very rough site and I am sure that that is where it happened. If I am brought to court would that be a defence? A: - Damage to tyres caused by rubbish on a site is always a problem. If the site is really bad a driver has to decide whether it is worth having a quick look at the tyres as the vehicle leaves the site. You must remember that, if the tyre is cut, there may be no defence if you are prosecuted but, if you can explain what happened the court may take a very lenient view.

Consultant: Jonathan Lawton (MACantab) (UK Solicitor-Advocate)

We offer assistance with: • Employment documentation • Health and Safety documentation • Dismissal and redundancy procedures • Transport administration and documentation t: 094 9038087 m: 0861 510938 e-mail: Address: Parkmore, 16 Watersville, Castlebar, Co Mayo. 36 FLEETTRANSPORT | DEC 11/JAN 12

Text & Photos: Jonathan Lawton -

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Can Efficiency Take The Lead In Transport Policy? ACEA Annual Transport Policy Event 2011 Brussels, Belgium

ACEA Transport Policy Conference Speakers - from left to right: Professor Alan Mc Kinnon, Moderator, Heriot-Watt University Edinburgh; Andreas Renschler, Head of Daimler Trucks, Member Board of Management, Daimler AG; Harrie Schippers, President of DAF Trucks; Denis Choumert, Chairman, European Shippers Council; Daniel Calleja Crespo, Deputy Director General, Enterprise & Industry, European Commission; Fotis Karamitsos, Acting Deputy Director General, Mobility & Transport, European Commission and Philip Owen, Head of Unit Transport & Ozone DG Climate Action, European Commission.


t is comforting to know there’s someone in your corner fighting on your behalf, and the recent annual ACEA Transport Policy Conference in Brussels certainly showed the value of lobbying close to the corridors of power – and the importance of making your voice heard. While the ‘Association of European Automobile Manufacturers’ (ACEA) is not strictly speaking a transport representative body, as it primarily promotes the interests of vehicle manufacturers. However in presenting the manufacturers case, by default it also looks after the interests of transport companies. The event showed the high regard in which ACEA is held as they brought to the table no less than four members of the European Commission including the Commissioner for Transport Siim Kallas, and Mathieu Grosch of the European Parliament’s Transport Committee. Arranged in the opposing corner was an equally high profile group, which included, Andreas Renschler (Member of the Board of Daimler AG, and Head of Daimler Trucks), Harrie Schippers (President of DAF Trucks), and Alfredo Altavilla (CEO of Iveco) and Chairman of the Commercial Vehicle Board of ACEA. They had all assembled to debate the issue of transport efficiency as outlined in the ‘EU Transport Policy White Paper - 2011’

The White Paper assumes a 20% reduction in greenhouse gas emissions by 2030, increasing to 60% by 2050. It calculates that heavy-duty vehicles (HDV’s) account for 26% of all road transport emissions, which equates to approximately 5% of total CO2 emissions in the EU. One flaw in the White Paper is that while there are agreed emission standards for passenger cars and vans there are as yet none for HDV’s. Reaching an agreed measuring standard is one of the largest areas of contention, as each manufacturer uses slightly differing methods. Therefore it is recognised that the only independent methods of testing which can be referenced are tests conducted by the major European transport publications such as ‘Fleet’. In their response to the White Paper, ACEA question several of the methodologies used to produce the document. One example is the methods used to quantify ton/kilometre figures for each of the transport modes. For example when calculating rail freight the rolling stock is also included, similarly with HDV’s on ferry crossings the complete vehicle in included in their ton/kilometres carried. Conversely with road transport it is only the weight of the cargo is considered, therefore if a vehicle plated for 44 tons is only transporting 12 tons, it is viewed as inefficient with no account taken that the vehicle is full because is has ‘cubed out.’

vehicle weights and dimensions, driving hours and the Cabotage Regulations. Kallas continues that with all transport policies under greater scrutiny, “he does not see any reason for investment in new road projects and believes that the answer lies in better use of the present infrastructure.” In his address Mathieu Grosch of the European Parliament, believes the solution is to select the most appropriate and most efficient mode of transport. He states that taxation is not the answer and by “making one mode more expensive, will not make the other one more efficient.’ Summing up the event, ACEA’s Secretary General Ivan Hodac, posed a question asked earlier in the day by the President of DAF Trucks, Harrie Schippers. The question which had not been answered at the time was - “how inefficient does road transport have to get, to make rail an efficient option?” It appears that we must wait for the answer.

Mathieu Grosch of the European Parliament

Although the EU Transport representatives would defend the White Paper sating that it does not favour one mode of transport over another, this is clearly not the case. In responding to the publication the ACEA calls for an integrated approach, which adopts a fair assessment of all of transport modes on a CO2 per tonne/kilometre (CO2/tkm) basis.

EU Commissioner for Transport Siim Kallas 38 FLEETTRANSPORT | DEC 11/JAN 12

Speaking on future legislation the EU Commissioner for Transport Siim Kallas, said 2012 will see a review of a number of issues in an attempt to standardise Cross-Border traffic. Areas for review include Text & Photos: Paul White -










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• Tomorrow’s bus tested today in Göthenburg

Easier Boarding, Shorter Journey Time & More Comfort for Passengers


foretaste of what will attract tomorrow’s commuters can be seen on the streets of Göthenburg, where a new bus will be in regular service for three months on the Swedish city’s busiest bus route, no. 16. Within the framework of research, companies and public authorities are working together to create new solutions for tomorrow’s bus-based public transport. The cooperative venture (under the European Bus System of the Future (EBSF) programme), between Volvo Buses, Chalmers University of Technology, Public Transport Authority Västtrafik and transport operator Veolia aims to develop and test a bus with properties designed to attract more passengers while at the same time offering the conditions needed for cost-efficient operation. Focus on passengers “The optimal city bus must be inviting and safe to ride in, it should be convenient to board and exit, and the journey should be quick. These are the main areas on which we have focused with the new bus we are currently testing in regular service,” says Peter Danielsson, project manager at Volvo Buses. The starting-point for the design of the new bus is a behavioural science study and various simulation

exercises in which researchers from Chalmers investigated how passengers respond to different situations on a typical journey. The researchers also interviewed 300 passengers who regularly use route 16 to find out what they feel about using public transport. The result is an articulated bus that differs in many respects from the vehicles that normally operate on the streets of Göthenburg. Cutting journey time In order to make it easier to get on and off the bus, the door openings at the front are much wider than normal and are located behind the driver so passengers walk straight into the bus. The doors open outwards so as not to encroach on passenger space and they open and shut with a quick sideways movement, somewhat like on a metro carriage. Boarding height adjusts closer to kerb height at the bus stop to make things easier for passengers with mobility difficulties and those with baby buggies etc. “With these solutions, we can speed up passenger flow and reduce standstill times at bus stops by up to 25 percent. Th is means we shorten the overall journey time, which is a factor of considerable importance to passengers,” said Peter Danielsson. Giving the bus a welcoming interior was another important consideration. For instance, the articulated ‘concertina’ section in the middle is made of a transparent material to admit more light. In addition, the interior layout has been changed to increase passenger capacity by 20 percent compared with a conventional articulated bus.

The most noticeable difference compared with a regular bus is the central driver’s seat, giving the driver better all-round visibility and thus also improving traffic safety. The front of the bus is designed to create a modern look. A more comfortable trip for passengers “One important aspect of the project is to test and monitor how changes in driving style can help give passengers a more pleasant journey, for instance through gentle braking and acceleration. As part of the project, we have therefore equipped all the buses on route 16 with features that help the drivers drive gently. All the drivers on this route have also received training in docking at bus stops in such a way that passenger entry and exit is made easier,” relates Magnus Lorentzon, project manager at Västtrafik. Follow-up in the spring Both driver and passenger feedback will be monitored by Chalmers during the course of the project. “For instance, we are starting up a focus group consisting of passengers who meet regularly to offer their views. In addition, we will conduct a large number of passenger interviews in February,” says MariAnne Karlsson, researcher at Chalmers. The survey results will be presented in Spring 2012 and will indicate whether tomorrow’s bus is here to stay.

“By positioning the front axle as far forward as possible, the wheel housings do not take up any of the passenger space. And in order to accommodate more standing passengers during peak periods, the seats in the front part of the bus fold out of the way and can be electronically locked upright by the driver,” he explained.


Text & Photos: Sean Murtagh -




• Japan’s only large hybrid touring bus On exhibit was Hino’s most eco-friendly touring (20 seater) bus, the S’Elega. Running on a parallel diesel/electric hybrid system where its battery is charged by energy regeneration during deceleration, the electric motor assists the 8.8 litre engine during take off and acceleration.

• Korean brand making strides in CV market Possessing all the qualities for a luxury bus, the Hyundai Universe Xpress Noble has been revised for 2012 with sleek new look and modifications inside to improve driver performance. Unique in its seat configuration in that it has three rows to give passengers individual seating. Maximum power is 425 PS from the 12.3 litre diesel.

Mitsubishi Fuso • Japan's number two Bus brand Leaders in Green Innovation, updated Aero Queen is Fuso’s flagship bus which brings luxury, efficiency, safety and functionality together in a highly att ractive design. Daimler supplied GR10 12.8 litre BlueTec is fitted which meets Japan’s 2015 standards. Fuso number two to Hino in its home country in the bus market also produces the Aero Ace (44 seats), Aero Star and Rosa Midi-Coach. * See next edition of Fleet Bus & Coach for First Drive Report in the Fuso Aero Ace Coach

Isuzu • Old and New from the Japanese marque Dating back to 1929 to when Isuzu’s predecessor Ishikawajima Automobile works began producing buses in Japan, this M Type (pictured left) bus is still running! Before then, buses were assembled there out of parts imported from the U.S. From its 2720 cc engine, 40 hp was produced for this 20 seater. Back to the future with the Erga commuter bus (pictured right) which has evolved into a Hybrid. Th is drivetrain consists of a 7.8 litre 260 hp diesel connected to a parallel electric motorised hybrid system mated to a 6 speed automatic transmission. Text & Photos: Jarlath Sweeney -




Electronic braking systems I


n this issue Ailbe Burke will look at electronic braking systems (EBS). EBS is fitted to most new heavy trucks today. The manufacturers of these brake systems claim they have considerable advantages over conventional air braking systems, some of which are:• • • • • • •

Shorter braking distances. Longer service life of wheel brake components. Improvements in how brakes are applied. Improved compatibility between truck and trailer systems. Extended service intervals. Improved diagnostics. Optional extras such as electronic handbrake, rollback lock and electronic stability control.

The shortened brake distance is achieved by a reduction in the response and build up time it takes to deploy the brakes. Th is reduction in response time is achieved by the use of electro pneumatic control valves and the use of shorter pneumatic pipes. Later EBS systems are also using higher braking pressures of 10 bar instead of 8 bar on conventional systems. The 10 bar is used with the aid of an Air Processing Unit (APU). EBS systems also tend to lend better towards disc brakes for operating and monitoring purposes, but drum brakes are also used.

A longer service life for wheel brake components such as brake pads and discs is achieved by monitoring brake wear and apportioning brake application so all pads should wear evenly together. The braking of a truck carrying a load will, by the nature of that load, place differing lateral and longitudinal forces on the braking system, so the use of an intelligent braking system such as EBS allows the vehicle to be braked apportioned to the forces applied. If a trailer being towed by the truck has EBS fitted as well this again will lead to extended service life of all wheel brake components for both truck and trailer. EBS also has the ability to interact with engine braking, using electro or hydraulic retarders to ease stresses applied to the wheel brakes. Some EBS manufacturers claim that their systems give the same feel as that of a car, in that the travel at the brake pedal is proportional to braking forces applied. Further benefits to the system are that it can be used to provide traction control for the vehicle. Another advantage of EBS is the ease of compatibility between truck and trailer. Th is is done by the use of SAE J1939 protocol and agreed communication for all ECU manufacturers involved in truck systems, so no matter who makes the EBS system they will be able to

connect, communicate, command and control the braking of the complete vehicle. All this leads to better control of the vehicle by the automatic apportioning of braking between truck and trailer. EBS also has the added advantage of self-testing when the ignition is switched on, this is the clicking noise you might hear around the vehicle as the system activates the solenoid valves to check operation. It also has the capability to check the brake electrical system for open or short circuiting along with the permitted resistances of the various solenoids and relays. All these self-tests can be evaluated by the main ECU and any discrepancies stored as faults which could be read by technicians when carrying out diagnostic checks. Later versions of EBS use Adaptive braking systems, Roll stop, Bus stop and ESC Electronic Stability Control which utilises information from the various vehicle ECU’s to determine if the vehicle requires to deploy any of these functions, e.g. if the vehicle is gett ing too close to another vehicle the EBS adaptive braking will automatically apply the brake to keep a safe distance. In figure 1 below we see a typical layout of the main components of the EBS system. In next month’s issue Ailbe Burke will start to take a closer look at the main components and explain their function.

Information supplied by Department of Mechanical & Automobile Engineering, Limerick Institute of Technology, Moylish, Limerick.

Figure 1 Wabco

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.


Text: Ailbe Burke

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Schmitz Cargobull looking to • New Reefer and Speed Curtain Products Launched


nyone involved in the transport industry hardly needs reminding how difficult the last number of years have been, but sometimes figures can put the severity of the economic downturn into harsh reality. Take for example, Europe’s largest trailer manufacturer, Schmitz Cargobull. In the 2007/8 business year, the German giant produced just under 66,700 trailer units. Two years later, with the downturn in full swing, production had dropped by four fi ft hs to a mere 12,800 units. The upside though is that the company has weathered the fi nancial turmoil and come through in good health. Sales are on an upward trajectory, with the company expecting production figures of approximately 49,000 units in 2011/12, and continued growth for the next five years. A turnover of €1.7 billion is expected for the present business year ending in March 2012. The company returned a pre-tax profit of €35 million last year following a loss of €83 million in 2009/10. Schmitz Cargobull remains the dominant reefer manufacturer in Europe, its S.KO product accounting for 43% market share, and a huge 80% of the domestic German market. It also accounts for one in every four curtainsider / tilt trailer sold in Europe (38% of German market) and its S.KI tipper has 13% of the European market. The S.CF swap and intermodal chassis claims 9% of that segment. Overall Germany accounts for 34% of turnover, with Central and Eastern Europe and Scandinavia the next largest regions. The UK and Irish markets account for 4% of turnover. The company manufactures trailers from eight plants, six in Germany, and one each in Spain and Poland. One victim of the economic turmoil has the Harelaw plant in north-east England that closed in 2010. It has meant a restructuring of UK operations with the Harelaw site in the process of being sold, and head office moving to the used trailer division at Warrington. The company is also maintaining a presence at Doncaster where a certain amount of vehicle refitt ing such as fridges and taillift s is carried out. Despite the changes Paul Avery, Managing Director of Schmitz Cargobull (UK) Ltd is bullish about the future of the brand, noting that customers will continue to deal with the same people and can expect the same level of service as hitherto. Regarding concerns that the bespoke trailers that Harelaw produced for the UK market would no longer be available, he said that there is a big capacity in the group to adapt products to customer needs, with a big portfolio and a lot of options.

The new 'Speed Curtain' can be opened in under 35 seconds 44 FLEETTRANSPORT | DEC 11/JAN 12

Paul Avery also noted that Schmitz Cargobull is continuing to expand in Ireland following the appointment of Setanta Commercial Vehicles as a strategic sales partner supporting the company’s own direct sales approach, while McLoughlin Coachworks in Dungannon continues to carry out warranty repairs for the whole of Ireland. Although best known for its semi-trailers in this part of the world, Schmitz Cargobull is also a rigid body manufacturer of note, and to demonstrate this side of its business, Setanta Commercial Vehicles has acquired a 26 foot reefer body fitted to a Renault Premium chassis which is being shown as a demonstrator at Dealers around Ireland.


the Future with Confidence With reefers and curtainsiders accounting for the majority of sales, Schmitz Cargobull’s two factories Verden and Altenberge in Northern Germany are critical to the fi rm’s success. Fleet Transport recently visited both plants where two of the latest products to be launched were unveiled. Established in 1959, Verden is a production and competence centre for refrigerated body trailers. With over 1,500 employees it has a production capacity of 19,500 S.KO Cool and S.KO Express bodies. The company has recently made an €11 million investment over three years to enhance the design of its S.KO Cool refrigerated trailer, with eighteen different elements enhanced to provide a more robust trailer offering better aerodynamics and insulation. Modifications to the new S.KO Cool include improved rear end protection, a reinforced rear door, and improved body stability and robustness thanks to steel profi les. Also notable is the use of Ferroplast HDR (highly dent resistant) in the construction of the reefers walls provides additionally a reinforced internal wall covering layer that increases dent resistance. Only a short distance away is the Altenberge plant, home to curtainsider and tilt trailer production, and the fi rst home of Schmitz Cargobull trailers from 1935 (the original company was founded by Melchior Schmitz back in 1892). The factory has 1,200 employees and can turn out a new trailer every five minutes, equating to 47,000 vehicles per annum.

Schmitz Cargobull's validation centre.

The company showed a new curtainsider product that is certain to be loved by any operator familiar with the time-consuming task of opening and closing tarpaulins on traditional curtainsiders. Instead of the standard multiple tarpaulin fasteners, central stanchions and other parts such as rigging boards, Schmitz Cargobull’s Speed Curtain uses integrated micro-stanchions which are guided from above and by roller slides on the body. Th is keeps the tarpaulin under constant vertical pressure while providing full load securing requirements as per DIN EN 12642 (Code XL). The operator only has to undo two fasteners, and slide the curtain along the roller slides to provide full access to the trailer for loading and unloading. Compared to a standard curtainsider that can take nearly ten minutes to fully open and close, the Speed Curtain system can be opened and closed in approximately sixty seconds, representing a 90% time saving. Additionally there is a fuel consumption saving as the curtain offers a tighter fit than regular tarpaulins, thus reducing air drag.

Interior shot of the new S.KO Reefer

Updated versions of the S.CS X-Light family have also been introduced offering additional payload capabilities of up to 1,210 kg (on the S.CS Mega X-Light) compared to previous generations. Also on the Altenberge site is Schmitz Cargobull’s Validation Centre. Since 2008 this dedicated test centre with an investment cost of €9.5 million has been central to whole vehicle and component testing, as well as prototype design. The facility allows the company to carry out extended durability testing of the complete life cycle of a vehicle covering more than one million kilometers in a three to six month timeframe thereby identifying and removing weak points before the vehicle goes into production.

The new S.KO Reefer Text: Cathal Doyle -




Trailer 2011 – Kortrijk Xpo – Belgium


t was a night to remember at the Kortrijk Xpo as the 14th staging of the Trailer 2011 Exhibition opened with the presentation of the International Truck of the Year and International Van of the Year Awards for the fi rst time. In front of a packed auditorium, host T.V. celebrity Sophie Dewaele also announced the winners of the two Trailer 2011 Awards – Best Vehicle and Best Accessory. As you will see from the front cover and elsewhere in this edition, the all-new Mercedes-Benz Actros took the top Truck prize while the Renault Kangoo

Z.E. won the Van category, the fi rst time an electric vehicle has scooped this prestigious title. The latest Lamberet SR2 trailer from Carr Matt hys overcame tough opposition to take the Trailer 2011 – Best Vehicle Award, with the MH6 Integrated Compressor victorious for Humblet Hydraulics in the Best Accessory class. See photos on this page for details on the other fi nalists. Four Halls of the Kortrijk Xpo were used for Trailer 2011 organised by the Transport

en Logistiek Vlaanderen, the Road Haulage Association for the region. Although some of the big names in the business were conspicious by their absence such as Schmitz Cargobull, and Krone, the International trade fair for trailers and equipment did att ract some truck manufacturers. Fleet Transport’s Jarlath Sweeney represented Ireland on these Juries for the 9th time and on the Trailer 2011 Award Judging Panel for the fi rst occasion.

Trailer 2011 Award – Best Vehicle Winner: Lamberet SR2

Trailer 2011 Award – Best Accessory Winner: Humblet Hydraulics MH6 Integrated Compressor

Although not completely new, there was enough detailed specific changes to the Lamberet SR2 to merit this major bi-ennial award. New owners Carr Matt hys is looking strongly to the future following this success in pushing the once beleagured French trailer brand higher up in the marketplace sales ladder. From the fully opening doors to the creation of a ‘cold curtain’ to retain the correct working temperature inside the trailer, to the suspension leveler switch on the side panel, it is now lighter and more sustainable all round. Excluding the reefer unit, the SR2’s unladen weight comes in at 7.2 tonnes. At the rear section, rectangular shock absorbers replace the roller type to better effect.

A joint venture R&D project that created a new way to integrate a compressor and PTO (Power Take-Off ) unit in a vehicle won the main prize here. The world’s first screwon compressor with integrated PTO that is directly attached to the truck’s gearbox received the majority vote from the Jury. Among the many advantages of the new product, which costs around €12,000, is dramatic weight and overall dimension reduction along with higher output thereby reducing unloading time. Designed primarily for the dry bulk blower market, a similar system to pump liquids will also be in the offi ng shortly. With 6x2 tractor units and 6x4 rigids having litt le space on the chassis, this system eliminates that problem, not to mention the similar issues Euro 6 will bring.

Trailer 2011 Award – Best Vehicle Commended Finalist: Kögel Germany’s number 3 trailer manufacturer Kögel sees sales potential in the construction sector (well, when it picks up again) and has developed the SKM 24 Tipper trailer. Built in 4 sections, it uses a Hardox base with Donex sides which are bolted on for easy replacement when necessary. Corrosion protection is done by cathodic dip-paint coating with Nano Ceramic. Th is version which comes in at under 6 tonnes GVU provides 24 cubic metres of load volume. Up to 28 cubic metres can be offered by changing the height of the sidewalls. According to company representative Bart Matt hys, the SKM 24 Tipper Trailer is versatile and flexible in use and a high degree of stability is assured.



DAF Trucks


SBR Solutions has taken on the Avia Trucks franchise for Belgium and surrounding regions. Tomas Kourky, Export Sales Team Manager for the Czech brand is pleased with this development. He mentioned that the D-Line Series is due a facelift in time for Euro 6.

New from BPW is trailer landing gear that is robust, easy to operate and is lighter than most. It is maintenance free for 3 years also.

Dutch manufacturer promoted its TRP truck and trailer parts business @ Trailer 2011.

Th e award winning TGX EfficientLine


REVIEW 111 Trailer Award 2011 – Best Vehicle Commended Finalist: Kracker Trailers

Trailer 2011 Award – Best Accessory Commended Finalist: Transics

By replac i ng t he aluminium plates with steel on its moving f loor trailer, Kracker Trailers now has a much more durable product for heav y abrasive materials such as metal, construction and demolition waste, gravel, glass and sand A nd thanks to its original design, the CF Steel Hybrid 15/160 can even transport large bags and pallets. In Hybrid form, the steel plates are placed on the upper surface in the load area, with the aluminium panels that move the load remaining in place. Th is version now has 15 larger panels instead of the normal 21 used in the original model. The Hybrid can be specified with twin steering axles if required. Payload, however, is reduced due to the addition of steel by almost 2.5 tonnes.

Telematics specialists Transics has launched TX-Magellan Geo which is basically a tracking system for trucks and trailers that recognises their position even if not coupled. Information on the trailer is transmitted several times during the day and even if there is no GPS signal at the location where the vehicle is parked, the attached 12” rectangular shaped block traces the location of 4 mobile communication masts in the area to give a result. Costing €200, with a monthly charge of up to €20, the waterproof tracer can be mounted quickly and discreetly. Battery life lasts around 4 years and the battery can then be exchanged and recycled.

Trailer 2011 Award – Best Accessory Commended Finalist: Kassandra By measuring vibrations in and around the vehicle, b.alert mobile from Kassandra is the fi rst intrusion alarm for trucks and trailers. It meets all the EMC and EC standards concerning automotive applications and is portable so that it can be easily transferred from one trailer to another. If someone was trying to enter the truck body or trailer illegally, the sensor alarm would go off immediately and the driver notified by mobile phone after 15/20 seconds. Two types of units are available, b.alert mobile for trailers costing €1,850 and another for distribution trucks priced at €1,500. The alarm mechanism can be modified to suit the driver's needs, especially when fitted inside the cab!

Other shortlisted contenders for Trailer 2011 Award: Best Accessory

Solumatics Another offering i n t he field of trailer tracking with the Ouinto Sat Trailer from Solumatics. Using satellite communications which allows worldwide coverage, the Ouinto is a low cost trailer tracing system that also uses external sensors to assist with its monitoring. Tested in extreme weather conditions, its battery life is around 8 years and costs from €400 to €1,000 plus €15 per month service charge.

18.4 40 took the limelight on the MAN stand.

Trimble Transport & Logistics UScompany Trimble, are specialists in the transport and logistics telematics business. Its CarCube Navigation system guides the driver to his/her destination efficiently and safely as it calculates the route our roads that are most suitable to use in terms of permissible weight, axle load, overall height and vehicle width. It even can avoid restrictions and prohibited routes for hazardous substances and warns the driver by text message and image when approaching dangerous bends. Driver performance, weather warnings and fuel card service station locations are also part of the package.


Steelpress Two entries were received from Steelpress with trailer components t h at c ater mainly for the lighter end of the commercial vehicle marketplace. The coupling head type BC 3000.1 is made of steel instead of being forged, making it lighter, easier to use and cheaper. With the steel rocker arm for axles, the same principle applies, being manufactured with sheet metal instead of being forged making it both strong, light and at a lower price. Most importantly, it lowers the risk of the wheel coming off during transit.

Volvo Trucks


Alongside the ITOY winning Actros, Mercedes-Benz Not to be outdone by the Germans, Scania showcased premiered its new lighter Trailer Axle Systems for its Euro 6 version of the R-series. improved economy.

Text & Photos: Jarlath Sweeney -

With the Volvo Ocean Race completing its first leg from Alicante to Cape Town, this special edition FH marks the event.



‘There is more to tyres than thread depth’

- Goodyear at MIRA With regard to the impending EU regulations 661/2009 and 1222/2009, the fi rst - 661 deals with the General Safety of Motor vehicles, and sets standards for rolling resistance and a maximum noise level of 73 db(A). It is due to be implemented in November 2012 for all tyres fitted to new vehicles, and for all replacement tyres by 2016. The standard labelling system will come into effect from the same date for all tyres produced from July of 2012, and will provide the information in a similar fashion to the model used for domestic appliances such as fridges, and washing machines. The label will display three separate measurements, rolling resistance, noise level and wet grip.


may bring. This was followed by hands-on demonstrations to assess Goodyear products, and fi nally the opportunity to experience a tanker roll-over with the International Road Safety Training company.

The event consisted of three elements, fi rst an overview of the European Tyre Business, and what changes the impending regulations

Goodyear’s Commercial Marketing Director for Europe, Middle East and Africa, Boris Stevanovic provided the business statistics. Stating that sales to the “OEM market suffered a sharp decline of 49% in 2009 versus 2008” - however things improved by “8% in 2010 compared with 2009, and the year to date trend for 2011 is up 41% on 2010.” Boris continues “that the market is recovering, and the current trend is running at 80% of the 2007 levels.”

yres were once considered to be good or bad solely on the basis of how long they lasted before having to be replaced. Litt le thought was ever given to factors like rolling resistance, let alone noise emissions. However from 2012 whether we like it or not these factors must now be considered. An interesting update on forthcoming tyre legislation and product innovation was given by the Goodyear Tyre company at the UK’s Motor Industry Research Association (MIRA) near Nuneaton in Warwickshire.

The market trends mentioned by Boris were also echoed by Nigel Sowerby, Goodyear’s Commercial Director (UK), who says there “will be no change in Goodyear’s strategy and the company will continue to innovate” adding that, “while he sees strong growth in registrations for Artics he believes that it is going to get tougher before it gets better”. On the subject of innovation he was pleased to announce the launch of Goodyear’s Regional and Long Haul Tyres focusing on mileage and fuel saving. Details of the new products was provided by Adam Stanton, Commercial Marketing Manager. The Regional Haul Trailer II (RHT II), already meets the 661 regulations, and Goodyear claims a potential 30% improvement in mileage over its predecessor RHT. Being 10 mm wider allows RHT II to increase shoulder strength, and the new ‘zig-zag’ thread pattern improves wet braking and reduces stone holding. The improvements overall give an increased thread depth of 8%, and increased wearable rubber volume of 15%. The claim of an average 30% mileage improvement over RHT and 15% over their nearest competitor are based on fleet tests with transport companies in Spain and France. (Table1) Goodyear has also made improvements to its Marathon +, Long Haul Steer and Drive tyres (LHS II & LHD II). The improvements have reduced rolling resistance by 7% and provide the best wet grip performance of four leading market brands with the test results independently evaluated by the German ‘TUV Sud’ testing agency*. In real terms a 10% reduction in rolling resistance equals a 3% reduction in fuel consumption. Just before going out to the demonstration areas, the audience was introduced to Quentin Wilson, presenter of many TV motoring programmes including BBC’s Top Gear. Wilson has since turned campaigner and lobbyist on behalf of the ‘Fair Fuel UK’ movement. Currently the campaign is attempting to dissuade David Cameron from increasing the price of diesel by 4 pence per litre in the UK’s next Budget.


TYRES 1 Tyre



Goodyear RHT

129,050 Kms


Goodyear RHT II

178,876 Kms


Main Competitor

154,736 Kms


Goodyear RHT

114,580 Kms


Goodyear RHT II

139,230 Kms


Main Competitor

124,828 Kms


Field Tests - Spain

Field Tests - France

(Source: Goodyear Innovation Centre Luxembourg) (TUV Sud Report No’s: 76246887-1 and 76246886-1 - Aug 2011) Adam Stanton, Commercial Marketing Manager UK; Quentin Willson, TV Presenter; Nigel Sowerby, Commercial Director UK and Boris Stevanovic, Commercial Director EMEA Region.

Wilson says that while there was a reduction of 1p per litre in last years Budget it was “like passing wind in a hurricane.” The rolling resistance test with two MercedesBenz Axors was quite conclusive as was the wet brake test. However, the two tests based on car tyres provided the some of the most interesting results. We were presented with two differently shod-versions of Mercedes-Benz CLS 350 AMG, one was fitted with the award winning Goodyear Eagle F1 Asymmetric II, and the other with a fully legal ‘budget’ brand available through many tyre retailers and online stores. The difference in wet grip road holding, not just through the bends, but also under straight line braking was quite dramatic. When the CLS was taken over and pushed to the limits by our MIRA test driver the facts spoke for themselves, and would make anyone rethink their cost saving tyre choices. However, Goodyear do not dismiss cheaper alternatives, as they also manufacture budget versions of their premium tyres. Brands such as Sava, Fulda, and Debica all come from the Goodyear stable, and meet the same quality control standards, which cannot always be guaranteed for tyres manufactured outside the EU. It is a commonly accepted practice that of the four tyres on a vehicle the best should always be fitted to the front to maintain directional control. In a similar test to the CLS AMG demonstration, Goodyear fitted two sets of tyres to a pair of standard Volkswagen Golf ’s. The fi rst Golf was equipped with a set of new tyres, while the other was fitted with a commonly found arrangement on many cars, in that the steering tyres were new, and the rears’ were part worn. Front wheel drive vehicles generally have increased wear rates on the front and this is where people will stick two new tyres, happy in the knowledge that the rears’ are still serviceable. Then repeat the process by moving the front tyres to the back and fitt ing two new ones on the front. As we moved to and from different road surfaces, level of grip was very noticeable, and on a bend at a speed of less than 35 kph, we managed to turn the Volkswagen 360°. So the argument of just using the car for gett ing around and running to the shops, does not really stand up. After the test we inspected the rear tyres closely, which Text: Paul White -

showed the tyres had between 2.5 and 3.0 mm thread, more than enough to pass any NCT with flying colours. There are calls by some tyre companies to increase the legal minimum thread depth from 1.6 to 3.0 mm, and while this may appear to be self-serving - there are real safety benefits. Observing the tanker roll-over while standing 30 meters away on the tarmac is a spectacular sight. Although when behind the steering wheel the experience is at fi rst, far less dramatic, because it can be hard to tell exactly when the wheels lift off the tarmac. Which is of course the

particular concern this training vehicle aims to address. The Volvo FH with outriggers and part loaded tank trailer provides even seasoned drivers with an experience that cannot be replicated under normal training conditions, and clearly demonstrates to less experienced drivers the particular hazards associated with tank transport. Goodyear is certainly on top of its game, and has continued to develop new products even while the market was contracting, which appears to have left it well positioned for the times ahead.

Mercedes-Benz tractor unit under full ABS emergency braking in wet (Purpose was to demonstrate shorter stopping distance compared to competitor)

Volvo FH test unit with part loaded road barrel in roll over demonstration FLEETTRANSPORT | DEC 11/JAN 12 49


Oxigen Environmental – greening the black stuff!


n a recessionary environment, saving money, cutting costs and being as efficient as possible are critical to surviving the downturn. Waste management company Oxigen Environmental has taken this message to heart. By more active management of its vehicle fleet in conjunction with tyre manufacturer Bridgestone, it is saving itself time and money, improving its environmental credentials and reducing its carbon footprint.

new Purchasing Manager Michael Loughran, was a major review of fleet transport. Loughran is keen to reduce costs through the implementation of more streamlined purchasing across the organisation. However with transport costs being such a major overhead, this was one of the fi rst areas he addressed in partnership with tyre supplier Bridgestone. Bridgestone has been involved in the management of the Oxigen fleet since January this year.

aware. We took the decision to source our tyres directly from Bridgestone and purchased our own tyre fitt ing machine at cost of around €12,000 as we saw this as a worthwhile investment.”

Oxigen Environmental has one of the largest commercial fleets in the State. It runs 140 trucks and 80 other vehicles across four sites around the country. The company’s heavy goods fleet comprises a mix of vehicles including refuse trucks, tractor units, skip trucks and hook loaders.

“In the year preceding the partnership with Bridgestone we bought over 1,100 tyres of different brands from numerous different suppliers,” Loughran says. “Since the collaboration this has almost halved. Prior to the new system being put in place we were not doing simple things like checking tyre pressures,” he adds. “When we started looking closely at this area we discovered big discrepancies in pressures. Many of the tyres on our vehicles were not sufficiently inflated and of course this was costing the business money even though it had never been seen in quite this light before.”

As a result of the more accurate tyre pressures, punctures have been reduced by around 70%. Th is is obviously a significant saving in itself but the benefits run deeper. Fewer punctures mean less downtime and this has had a positive impact on overtime costs at the company. Time lost repairing a puncture during a working day is typically three hours and this has to be made up in the evening at overtime rates.

Up to recently each site ran its fleet independently. Maintenance was largely reactive and items such as tyres were purchased when required with cost as the main concern. Once a tyre was fitted onto a vehicle there was litt le monitoring of either pressures or wear and tear. As a result punctures were a frequent and costly occurrence. One of the fi rst tasks undertaken by Oxigen’s

“We started by working with Bridgestone’s Training Manager Thomas Bellew, to train our drivers and mechanics to become more vehicle

“We issued drivers with tyre pressure kits and insist that they monitor their tyres every day. On our last audit of pressures, around 90% were correct. We believe this has directly delivered a significant saving in fuel costs.”

Taking care of the fleet’s tyres has also prolonged their life. Loughran estimates the company is getting around 30% more life out of its tyres now. To further maximise efficiencies extension valves have been fitted on all twin axle vehicles, and new dust caps have been fitted to all tyres.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.


TYRES 11 “About 80% of tyres were without their caps and air was being lost as a result,” Loughran says. “We are also saving money by using regrooved tyres,” he adds. “We hadn’t used regrooves before but taking this option is adding about 25% to tyre life. We have also been upgrading the quality of our tyres and we are now running Bridgestone on about 80% of our vehicles.” Before Loughran joined Oxigen Environmental, they were not using quality retreads, such as Bridgestone’s Bandag, in a managed system. But with retreads costing around 30% less than a new tyre, Loughran has been quick to introduce the practice. “The casing is built to last and from an environmental as well as a cost saving perspective this was an opportunity that was being wasted,” he says. “Once you are using a high quality tyre to begin with the option is open and we have been working with Bridgestone on this. It should be possible to save about 70% of casings and to get a second, third or even fourth life out of your tyres,” Loughran says.

Colm Conyngham, Marketing & PR Manager, Bridgestone Tyres; Michael Loughran, Purchasing Manager, Oxigen Environmental and Bridgestone’s Training Manager Thomas Bellew.

“There has been reluctance in Ireland to use retreads because the quality was perceived as not being good enough,” says Colm Conyngham, Marketing and Public Relations Manager at Bridgestone. “In fact that is not the case where it is done professionally with the appropriate quality control procedures in place. Countries such as the USA have been doing it for decades. We are very late to the concept in Ireland. The idea of reusing casings is still a bit alien but growing. Bridgestone works with designated retreading partners to ensure the highest standards for retreads.” Loughran says that more active management of the company’s fleet has been a win-win situation all round. “Our transport costs are lower, our fleet is more efficient and environmentally friendly, and our carbon footprint has been reduced by an estimated 921 tons. In addition our transport managers are gett ing fewer calls from drivers because of problems such as punctures with their vehicles, and we are able to run maintenance on a scheduled basis rather than as a response to a problem,” he says. Loughran says the task of making the transport fleet as efficient as possible is well under way but he has plans for the cost structure to be leaner still. “Because we had such a mix of tyres on the fleet it hasn’t been possible to do proper comparisons between tyres yet. Once we have 100% Bridgestones on the fleet we will be able to look at things on a cent per kilometre basis. If you don’t get right down to the micro level you can’t really control costs. In today’s economy it

Michael Loughran, Purchasing Manager, Oxigen Environmental

is absolutely essential to be focused on removing all the fat from the supply chain,” says Loughran who graduated top his class in 2010 from the Irish Institute of Purchasing and Materials Management, scooping the prestigious James Kearney award in the process. “Bridgestones are not the cheapest tyres on the market but the cheapest solution is not always the best solution and you have to look at the service element of the relationship as well,”

Loughran says. “Oxigen Environmental has an excellent working partnership with Bridgestone and by partnering with them we benefit from their know-how, which in turn helps drive cost reductions. I very much see our suppliers as an extension of our business and if Oxigen is to become the best in class in every aspect of its operation then there is great merit in working with a strong partner who can help to make us as efficient as we can be.”

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

Text: Olive Keogh



Hino Motors enters new Race Truck in Dakar Rally 2012 truck was to improve its speed and performance. To this end, the frame was fully revamped with a wider assembly width to enhance the body’s torsional rigidity. Additionally, in order to bring the heavy components as close as possible to the truck’s center of gravity, its engine, which would normally be located under the cabin in a production truck, was relocated lower down towards the back to create a mid-engine layout. Th is new version also sports a cab that is shorter than the previous full cab to reduce weight. As for the rear body, its bridging joist construction (sub-frame) was eliminated and panels were replaced with a lightweight tarpaulin. Consequently, the team has successfully reduced the truck’s weight by 250kg compared to the previous model. In addition, the front-rear brake balance was also retuned to improve braking.


ino Motors, Ltd. (Hino) has once again teamed with Team Sugawara led by Yoshimasa Sugawara to form HINO TEAM SUGAWARA to enter two HINO 500 Series 4x4 trucks in the Modified Trucks category of the Dakar Rally 2012.

“By continuing to race in the world’s top rally, Hino hopes to share the excitement created by Japanese vitality with motor sports fans around the world, and we aim to build the Hino brand,” said Yohio Shirai, Hino President at the launch of Hino Team Sugawara at the Hino Headquarters.

The Dakar Rally 2012 The Toyota owned Japanese Commercial Vehicle brand, which marked its 20th consecutive fi nish in the 2011 Dakar is set to add a new chapter in its history book with the introduction of a new racing truck - its first new truck in eight years. The team will be competing this year in the Modified Trucks class, and not the Series Production Trucks category in which it has raced in previous years, and aims to achieve high rankings overall and a 3-year winning streak in the Under 10-liter category. The new racing truck will be based on the latest in a line of production trucks that have a solid reputation for durability, and it will be incorporated with Team Sugawara’s expertise in the area of designing and manufacturing race prepared vehicles. As before the trucks will be driven by father and son, Yoshimasa Sugawara and Teruhito Sugawara. At 70 years of age, Yoshimasa Sugawara, who has his name in the Guinness Book of Records for most consecutive entries in the Dakar, will again be taking on what is often coined “the world’s most gruelling race.” His second son, Teruhito Sugawara (age 39), aims to achieve 3-in-a-row wins in the Under 10-liter category which will be a personal record for himself as well. The mechanics who will be supporting the race have been selected from among technicians who applied from Hino dealerships nationwide. There will be four mechanics on the team, one each from Miyagi Hino, Tokyo Hino, Aichi Hino, and Hiroshima Hino. 52 FLEETTRANSPORT | DEC 11/JAN 12

The Dakar Rally is an event with a long history— the first of which was held in 1979 making the 2012 race the 34th (2008 was canceled)—and is considered to be the top global cross-country rally. This time in 2012, the rally will wind through Peru in addition to Argentina and Chile where the previous rally was held. Starting from Mar del Plata in Argentina, Sunday, 1 January, contestants will head north along the Chilean border, cross the Andes Mountains at Fiambala, and cross into Chile. The rally crews will take a rest day on Sunday, 8 January, in Copiapo where miners were miraculously rescued from a mine cave-in accident. The contestants will then race through the most difficult section of the year’s rally, the Atacama Desert, which is said to be the driest location on earth, and then enter Peru. The racers will then pass the Nazca Plains that are famous for the Nazca Lines, then go through terrain with a diverse mixture of dunes, river crossings, mountains, and stony desert, and finally reach the fi nish line at Lima on Sunday, 15 January. Over the 15 days of the race, the contestants will travel a distance of approx. 10,000 km.

The new Hino 500 Series Racing truck The new racing truck is based on a 4-wheel drive version of the HINO 500 Series, Hino’s line of medium duty trucks. The truck was developed not only to dramatically outperform its rivals in the Under 10-liter category, but also to achieve high rankings in the overall Trucks category, where it has to compete against larger trucks. One of the themes for the development of this

Another theme was improving cooling. Having relocated from Africa to South America, the Dakar Rally contestants must now tackle terrain such as powder sand dunes and steep gradients where they face larger driving resistance and higher temperatures. The new racing truck features an aluminum radiator that delivers excellent cooling performance. Because of the increased distance between the radiator and cooling fan due to employing a mid-engine layout, the space between the two is now connected by a shroud. The intercooler was relocated from its usual position at the front to the front-top area of the rear body. The team could improve the cooling performance by spacing the radiator and intercooler further away from each other, allowing them to directly gather wind as the truck speeds along. The effects of these improvements have already been confi rmed at the Rally Mongolia 2011 (August 8-15, which

MOTORSPORT started and fi nished at Ulan Bator). The new racing truck will be driven by Teruhito Sugawara. Yoshimasa Sugawara’s Hino is based on the vehicle that Teruhito Sugawara’s drove to a category victory in 2011. The 500 4x4 has shed approx. 200kg of weight through modifications such as replacing the outer panels of the rear body with dry carbon panels, and additional weight reduction measures carried out around the cab. Additionally, the oil cooler was relocated to the front-top area of the rear body to improve its cooling and overall racing performance.

HINO TEAM SUGAWARA Hino entered the Dakar Rally in 1991 as the fi rst Japanese truck manufacturer to participate in the race with Yoshimasa Sugawara (pictured). We have worked with Team Sugawara led by Yoshimasa Sugawara from the very beginning. Hino took second place overall in the truck division in 1994 and was also runner-up in 1995. The team enhanced its organization to achieve its goal of winning the overall championship, and in 1997 became the fi rst in the truck division to achieve 1st, 2nd, and 3rd places overall (no other competitor has achieved a complete podium to this day). Followed by 3 more overall second place fi nishes in subsequent years, the team

continued to race as one of the top teams, and won 7 consecutive championships in the under 10-litre class which was classified between 1996 and 2002. Although this class was not implemented for the years 2003, 2004, and 2006, the team continued to win championships in 2005, 2007, 2010, and 2011.

Iveco & Fiat Powertrain Technologies back Team De Rooy


veco and FPT Industrial will supply vehicles, spare parts and engines to Dutch team De Rooy in the Dakar 2012. With primary support from Malaysian oil company Petronas, Team “Petronas De Rooy Iveco” has already recorded a successful debut at the Morocco Rally in October. The Iveco race trucks were driven by Miki Biasion and Gerard De Rooy and, despite the fact it was largely a ‘shakedown’ exercise, they achieved excellent results, placing themselves fi rst and second in the “special truck” category and fi ft h and sixth overall.

Groeneveld Group signs-up with Team De Rooy too! • Automatic lubrication and camera systems on rally trucks


he Groeneveld Group has also come on board as a major sponsor of the promising Petronas Iveco De Rooy Team, The Dutch company, which celebrated its 40th anniversary in 2011, is not just lending its name as team sponsor, but will also be supplying the rally trucks with automatic lubrication and camera systems. “The automatic lubrication systems will save at least half an hour of lubricating per day per truck. And the Groeneveld cameras ensure that we can see behind us, even when the mirrors have long since been knocked off . And that does tend to happen,” said Gerard de Rooy. “Cameras on the underside of the trucks also enable us to keep an eye on the condition of the axles and springs,” commented team-mate Hans Stacey.

The Dutch team will compete in Dakar 2012 with four Iveco Trakker 4x4s, featuring 900hp Fiat Powertrain Technologies (FPT) Industrial Cursor 13 engines generating over 900 hp, specially equipped for rallying, and with a Strator prototype, named the Torpedo, made in Holland, featuring an Iveco chassis and driveline and a cab based on the PowerStar, produced and sold by Iveco in Australia. Th ree of the rally trucks will be driven by Miki Biasion (winner of Dakar in 1999, (Mitsubishi) with a fi rst place in the truck category and fi ft h overall), Gerard de Rooy and Hans Stacey (winner of Dakar 2007 with MAN). Another four Trakkers, will provide vehicle support and assistance during the 15 day competition. The Trakker, considered “best in class” for its everyday use but also for far tougher challenges, is designed to work in all climatic conditions and on all types of terrain, from dirt roads to extreme off-road conditions, with the utmost comfort, safety and productivity. The forthcoming race will provide Iveco with an invaluable opportunity to verify the behaviour of its product in action: every single vehicle will be put through its paces in extreme situations, making this the perfect chance to carry out interesting, important assessments on reliability and performance. Iveco vehicles have already proven their worth in tough tests in the past, for example in the Overland 2010 expedition in which a Trakker 6x6 and a Daily 4x4, taking the place of the classic American cabs used in previous editions, completed one of the toughest, most gruelling expeditions of recent times.

Monster Energy X-raid - ready for battle!

Monster Energy X-raid will take eight vehicles to the 2012 Dakar Rally. Five MINI All4 Racings and three BMW X3CCs complete the squad and will be among the 174 entrants in the car category, from the 471 vehicles competing, which includes 189 motorbikes and 76 trucks. Text: Jarlath Sweeney -



Who could have forseen this?

B. Kavanagh Maudslay Marathon Coach MPK 400


ith the Transport Museum in Howth twenty-fi ve years old last June, memories have understandably been plentiful in all our minds. And not just since 1986, but going back to the very beginning of our efforts in 1949, when trams were our major problem. Other vehicles became of immediate concern in the mid-1950s when we made our fi rst attempts at preserving buses and commercials, most of which displayed the names of famous makers, and which also appeared on their replacements. At that time, it was inconceivable that things would not always remain thus.

A majority of the commercial vehicles imported here sixty years ago came from Britain – there were more than thirty mainstream chassis makers plus several specialist or niche builders in the UK at that time. Most of them had long and respected pedigrees, loyal customers and had either agents or assemblers in the Republic. In the conservative transport backwater that was the Ireland of that era, any change in the ownership of vehicle builders seemed a minor thing. There were, however, a few incipient changes. Maudslay, which sold here in very small numbers, was taken over in 1948 by AEC, which also acquired Crossley – a make not sold new here at that time. Then, during the fi ft ies, Albion and

Scammell became associated with Leyland, but all these marques continued to sell – for some time at least - under their original names. But, as the associated (euphemism for acquired) makes became more integrated with their new principals, globalisation was in fact under way. Times Past has looked at this development before, but this time it is in different terms. In mid-2011 the National Transport Museum vehicle collection contained 188 vehicles. Th ree current mainstream European builders’ names are here – DAF, Mercedes-Benz and Renault, plus Berliet, now part of Renault; there is also (Swedish) Landsverk. American builders who supplied parts of the Irish market in the mid-twentieth Century appear; these are Reo, Ford, Dodge, International and Chevrolet, the last through its Canadian subsidiary; it shouild be noted that both Dodge and Ford also built vehicles in the UK. All four one-time Irish vehicle builders are, happily, represented: Bombardier, Dennison, GNR and Timoney. All of the foregoing lists omit the biggest representation, British volume and premium makes. Sixty years ago, they numbered around thirty, most of them major producers whose names were once familiar on the buses and lorries seen every day on Irish roads. But, during the following forty years, these once great names were to disappear, slowly at fi rst but rapidly in the end: in retrospect, the process is reminiscent of Haydn’s Farewell Symphony during which the various sections of the orchestra quit the stage.

BP AEC Mammoth Major Tanker RZH 48 54 FLEETTRANSPORT | DEC 11/JAN 12

Eighteen of the twenty-two British commercial vehicle builders represented in the Transport Museum collection were producers of readily available chassis. Although no less famous,


Civil Defence Commer Ambulance

JM & O’B Cabac No. 12 ex Bolands

Recovery Services Dodge reeovering a Cash Van

Seddon Atkinson tri-axle Cement Lorry 946 EIE

the other three were niche spcialists, building municipal vehicles (Shelvoke and Drewry) trolleybuses (Sunbeam) and fi re appliances (Merryweather). Of the eighteen, LandRover is still very much in business, as are Ford. Dennis, once a unitary maker, lives on in three distinct guises, separate companies building municipal vehicles, buses and fi re engines. In addition to what many would regard reverentially as a genuine Atkinson, the collection also includes a Seddon-Atkinson, representing a strange 1970s merger of these once distinctive marques. Moving to another niche sector, battery-electric vehicles could form the subject for a fair-sized book. What might be called the fi rst age of this transport sector died out slowly as as a result of changing life styles, commercial developments and increased reliance on internal combustionengined vehicles. A surprisingly large number of makers entered this market at various times and the Transport Museum collection contains examples by no fewer than seven different builders, ranging over fi ft y years from 1946. The massive social history changes recalled by these vehicles is frequently used as the basis of projects by students Text: Michael Corcoran -

Among the lighter vehicles in the TMSI collection is one which unfairly but understandably evokes much laughter. Th is is a Reliant three-wheeler, forever associated in peoples’ minds with Del Boy Trotter in 'Only Fools and Horses'. Ours is one of a large fleet once operated by Dublin Corporation (now Dublin City Council) and which were highly regarded. Six other items of British mnufacture include two road rollers, works trucks and cranes and a fumigator. The reminiscencing that brought the foregoing about was encouraged to go further by a recent English visitor who remarked that apar t f rom being a c ompre he n s i v e transport and public services collection, the sheer number of Britishbuilt vehicles and other items in the care of the Transport Museum makes this a firstclass representation Saturdays, of the once-great UK commercial vehicle

industry. It is yet another – and unexpected perspective on the assemblage we have created, the Irish built bodywork and local operating circumstances giving the items in our care a novel and stimulating fl avour for our crossChannel visitors. Taking the vehicles as groups, either as to type or particular periods of development, now suggests some future Times Past contributions. Meanwhile, the six pictures accompanying this article have been chosen at random from my collection of long vanished vehicles.

The National TransportMuseum, Heritage Depot, Howth Demense, Howth. Opening Times: Sept - May: Sundays and Bank Holidays, 2.00 - 5.00pm FLEETTRANSPORT | DEC 11/JAN 12 55


Business mentoring scheme for logistics executive


K WA/A IWA – the joint trade associat ion represent i ng t he logistics industry - has announced details of its plans to launch a new business mentoring scheme for supply chain executives.

remain close to the industry. Each individual will have a lot to offer today’s busy supply chain professional, as Roger Williams explains: “During their careers UKWA/AIWA’s mentors may have built up a warehousing business, found fi nance, hired and fi red, squeezed assets, bought and sold companies, negotiated successfully, learned the principles of effective marketing, leadership, and lots more. They will also have extensive contacts within the industry.

Mentors are experienced businessmen and women who are willing to share their business experience with others. “There is plenty of evidence to suggest that business mentoring has a positive effect on a company, whether it is a new start-up or an established organisation,” says Roger Williams, (pictured) UKWA/AIWA’s chief executive officer.

He adds: “We believe that by making use of the collective talents and experience of such people UKWA will be able to provide a service that will be particularly welcomed by the owners or MDs of companies – particularly smaller companies - who may not have an obvious and qualified ‘sounding board’ available to them.”

He continues: “A mentor can provide guidance on developing and improving a business; offer help with difficult decisions; suggest ideas for new products or services, or ways of working; give business tips based on practical experience and provide access to a network of contacts built up over many years.

problem solving abilities, build confidence and work on personal development.”

“A business mentor can also help an individual to develop key business skills, improve

UKWA/AIWA’s mentoring team will comprise retired or semi-retired warehouse operators who

If you would like to find out more about UKWA/ AIWA’s logistics business mentoring scheme or would like to offer your services as a mentor, please contact Roger Williams, UKWA/AIWA’s chief executive officer on (tel) 0044207 836 5522.

Safety First at McArdle Skeath


ith over forty years in challenging times; productivity is so business, McArdle Skeath, important.” Ireland’s transportation, refrigeration and storage specialist has The concept of using one’s smartphone taken another step towards adapting its or tablet to do paperwork is new in business to changing times by utilising Ireland as people typically use these new safety Apps from Monaghan-based devices to access email, the web, make Safety Link Consulting, across its 13 acre calls or text, according to Martin facility. Employing a strong workforce Denny, Managing Director, Safety-Link of 80 people in County Louth and Consulting. “Safety professionals can providing integrated logistics services take advantage of new technology and to local and international customers no longer need to rely on cumbersome across the food, pharmaceutical and and sometimes illegible paper forms, dry goods sectors, McArdle Skeath added Martin. keeps safety top of its agenda. The “Automated paper-based safety company maintains that safety checks, audits, inspections, assessments monitoring and reports are critical not and reports can now be fi lled out on McArdle, Managing Director, McArdle Skeath and Martin Denny, Managing only to comply with industry regulations Micheal any smartphone or Tablet including Director, Safety-Link Consulting at McArdle Skeath using new Safety Apps from but also to provide the best workplace Safety-Link Consulting iPhone, iPad, Android, Blackberry and environment for staff and in turn ensure Windows enabled mobile devices. The reliable and trusted services for its customers. embrace new technologies and we are experiencing apps enable traditional safety forms to collect great returns already from carrying out routine information and updates which develop a PDF “Our people are very important to us and we safety checks using smart phones, a job previously report that can be branded and emailed to the pride ourselves on investing in our staff as well as done only using paper. Using traditional paper customer, supervisor or whomever the user our facilities,” said Micheal McArdle, Managing was both time and labour intensive and was more designates,” he concluded. Director, McArdle Skeath. “We are currently expensive in the long run. The cost of carrying working very closely with Safety Link Consulting, out routine safety checks now on the iPad or Anyone interested in testing the safety apps can a company that is an expert in Safety and we’ve Blackberry is so much more cost effective and is access them on the Safety Link App Store and been using its Safety Apps for audits and reports really impacting our bottom line. It is also allowing download a 30 day free trial at www.gocanvas. for a few months now. We see it very worthwhile to our people to be more productive and in these com/safety-linkconsulting.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: Web: Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.


Text: Jarlath Sweeney -

Irish Distillers Group & McCarthy Commercials bring some winter cheer to the table for the Season of goodwill! Speci¿cation includes: Automatic gearbox, Volvo engine brake, full rear air suspension in addition to the safety features listed: • • • • •

ADR upgrade for the transport of certain goods. EBS to include VESP (Volvo Electronic Stability Program) ACC - Adaptive Cruise Control (maintains a steady distance apart) LCS - Lane Change Support (keeps an eye on the blind spot). DAS - Driver Alert Support (alerts the tired driver).

Businesses are still investing in health and safety, fuel economy, driver environment and proper chassis speci¿cations in Ireland.

McCarthy Commercials Ltd. Cork t. 021 4889700

Kilkenny t. 056 7734200

Clare t. 061 356360 Donal Cahill, Irish Distillers; Gerard Sheehan, McCarthy Commercials and Aidan Cahill, Irish Distillers accepting the new Volvo FH13 460 4x2 Globetrotter Tractor Unit into his Àeet.

LAUNCH OF ONLINE APPLICATION SYSTEM FOR DIGITAL TACHOGRAPH DRIVER CARDS Tachograph users - things just got easier On 1 December 2011, the Road Safety Authority will launch a system allowing HGV and PSV drivers to apply online for digital tachograph driver cards. The good news is that the online system will allow you to apply quickly and easily for your tachograph card: • at a reduced rate of €45 (paper applications will be charged at €60) • 24 hours a day, 7 days a week, with a faster turnaround time • and track your application’s progress The online system can be used for first time applications, as well as for renewing and replacing digital tachograph driver cards. For more information, visit, or contact us at or 091-872600.


The current state of the Drivers' CPC


s a part of the continuing drive to improve safety in the transport industry, and to effect harmonisation of the law between the member states, the EC has introduced many Directives and is, of course, continuing to produce them. One of these Directives created the ‘Drivers’ CPC', which, in the context of Irish legislation, became SI 359 (PDF). Th is required drivers either to avail themselves of a right to hold a CPC as a result of previous experience (‘Acquired rights’), or to obtain the necessary CPC by taking, and passing, a test. The critical date is the 10th of September 2011 by which time all drivers who need a ‘Drivers' CPC’ must hold one either as a result of the ‘acquired rights’ provisions, or as a result of completing the necessary courses. Predictably the vast majority of drivers driving vehicles in the classes C1, EC1, C, and EC, will have been entitled to apply for a CPC on the basis of their previous experience, and a comparatively small number of ‘newcomers’ will have elected to undergo the necessary training. In practice, therefore, it may be expected that most drivers will have applied for their CPC and there should be no major enforcement problem. The regulations require a continuing training amounting to 35 hours over a 5 year period and, for that reason enforcement authorities may be expected to be particularly concerned with CPC’s in 2016.

As the pressure of new legislation increases it becomes increasingly clear that, to succeed, transport operators need to pay attention to the adequacy of the administration systems that they have incorporated and this is true whatever the size of the undertaking.

In view of the concentration on the fact that is a driver’s responsibility to ensure that he has obtained his CPC, it is easy to forget that, in the context of driving licences, the employer also has a substantial responsibility. In the transport industry it is the employer’s responsibility to ensure that no vehicle, of whatever sort, is driven on the public road unless the driver holds the appropriate licence for the type of vehicle that is being driven. Th is is an absolute responsibility and an employer should always see the original licence and never accept an excuse for the non-production of a licence. It is good practice to photograph the original licence and to record the renewal date. Experience has shown that a driver may be required to attend Court following a driving offence, perhaps for driving with excess alcohol, or when he/she is disqualified from driving. It is entirely possible that the employer would be unaware of this court appearance and the employee would continue to drive. To avoid responsibility the employer must be able to show that drivers are required to produce their original licence at periodic intervals. The new duty to undergo 35 hours training is, again, the personal responsibility of a driver. An employer should know the date on which each driver is to renew his/her CPC and should ensure that he sees the renewed CPC on the due date. Arguably it is good practice for an employer to arrange the 35 hours training with an approved trainer so that he can be certain that the training has taken place, and that the training was to a satisfactory standard. Employers in the transport industry need to be aware of two major sanctions if they fail to establish an effective administrative control of their employee’s driving licences and CPC’s. In the fi rst instance a conviction for the offence of allowing a driver to drive a relevant vehicle who does not hold a CPC may result in a fi ne of up to €5,000. Additionally, and this is an aspect which is sometimes ignored, if, following an accident, it is discovered that the driver did not have the necessary licence, it is quite possible that the insurance company will decline indemnity.


Text: Jonathan Lawton -

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Business Development


very transport firm at present is facing the same financial challenges, namely reduced margin or negative margin, decreased turnover and increasing fuel costs that cannot be passed on to its customers. Transport fi rms have reduced drivers wages and reduced overheads but all other costs in the short to medium term are fi xed. The productive use of assets was never an issue but now operators are existing solely on the short term strategy of maximising equipment usage and reducing maintenance costs to an absolute minimum. Long term, any equity in the business will disappear as the true cost of operation is being disguised and the only beneficiary is the customer. Competition is from other similar size indigenous transport fi rms and the threat of multi-national logistics fi rms that may or may not have cost advantages or even expertise in the niche market we operate in. In the present recession there will be opportunities, and transport firms can gain long term profitable work, but only if standard and attention to detail are maintained. Many indigenous manufacturers that rely on transport realise that having an own account fleet is no longer the most cost effective or the best guarantee of service. Many fi rms are looking at outsourcing their transport requirements as the cost of change (namely staff redundancy) now is less and more acceptable under the correct guise of a requirement to regain competitiveness and survive. Many transport firms have stopped investment in IT and training, but it is fi rms that can offer best service and best information flow at the most competitive cost who will be successful in the future. Many large semi-State fi rms and those in the private sector are looking at working with a smaller number of but larger, operators who will guarantee service, will become a business partnership with the customer and will be able to develop services and cost effective methods of operation into the future. Lack of investment in training and new technology means that Irish transport firms are falling behind multi-national competitors who can offer the full package of logistics services, and also be able to link directly with customer requirements and provide multi-modal forms of transport on a world-wide basis. Small and medium sized Irish transport firms through national and international links can provide the same range of services but with the added advantage of local personal supervision. Where we are at a disadvantage is in the sphere of advanced training and development that larger organisations can afford to invest in. In every recession there are opportunities, and in the 1980s many small businesses were developed by staff from businesses that either closed or stagnated because they could not change with the evolving market. Tracking those businesses now, 25 years on, their business owners are among the fi rst to implement change, as complacency is Text: Donal Dempsey -

lethal in business life. New business opportunities are available now, transport fi rms may look at adding additional services through taking over other smaller transport firms. Opportunities may arise through the acquisition of customers that were manufacturing or distributing and some transport fi rms are now looking at providing the importation, storage and final distribution and sale as an opportunity to add margin to their business, using the logistical and marketing expertise on hand, plus spreading the overheads.

During the Celtic Tiger we looked at opportunities within the 26 counties, now a full 32 county service is required and opportunities exist within Northern Ireland for business growth. It is now expected that a similar service level is achieved for all of Ireland and opportunities will grow as UK based fi rms use Dublin as a single hub for all of Ireland as opposed to duplicating services both North and South of the Border.

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Coastal Shipping suits specific traffic flows


t’s better to be Project driven than Policy driven!” At first hearing that has a nice ring to it and sounds plausible; even if it does conjure up images of some elderly cleric high up in the pulpit and kicking off into a Sunday morning rant. Mind you, it could equally have been one of those messages that were at the bottom of every page on those daily desk calendars. In fact, it came from the lips of a senior Civil Servant, speaking at the recent All Island Freight Forum plenary event in Belfast. To an extent, I had walked into it, as I had reported to the meeting on the progress to date of the team within that Forum structure charged with working on the Work package, 3, “Rail freight and other alternatives to Road including Coastal Shipping.” I had spoken of my long held belief that, (to reverse a well known phrase – there are courses for horses), within the island of Ireland road freight is always going to be the dominant transport mode, and rail freight and coastal shipping each have particular potential roles for specific traffic flows. I was trying to move away from the sweeping generalisations that trains are good, trucks are bad and that ships are, well, invisible to hit two main points. The first is that the way in which a supplier has his goods transported to his customer is not simply a cost that eats into his profitability but, with the application of a certain amount of thought an appropriate transport solution can be the unique selling point of the product. Yes, there are green/carbon footprint issues, but there are also customer service issues. I remember former Irish Road Haulage President Jimmy Quinn telling me a number of years ago that a key element in the emergence of an Irish International haulage industry during the 1970’s was that Jimmy and the other owner drivers involved would pick up the product from the factory in Ireland and take it right through to the store in France or elsewhere. There they would stack the product on the shelves, and while there would talk with the folk on the floor about the Irish product and its strengths and weaknesses as against its competitors. Within a couple of days this was all reported back to the manufacturer and the product could be tweaked to be more attractive. No other service type could do this for the Irish company, not even air freight, but, equally, this service level is far from suitable for shippers of bulk goods from “A” to “B”. The second issue is that of efficiency within each transport mode. In the case of road haulage, that industry operates within a very competitive marketplace in which the operating companies must, to survive, price their service offering at a level at which the customer can and will pay. They must then drive down costs to such a level that the business can remain profitable while selling at the market rate. For the rail freight and coastal shipping modes, yes, there is an awareness that if you want to carry the traffic you must offer a competitive price against the other modes. However, because the companies involved do not rely on the point-to-point freight business as their main bread and butter activity, there is a danger that they will walk away from some freight traffics because the market rate is too low. The point that I was making at the Forum was that there has to be some way to aggressively drive down costs. In the case of rail freight, developments such as the recently opened rail spur in Dublin Port are very important. There will be, hopefully, further developments, that will take out the need to transfer cargo to road for parts of the journey thus adding handling and some transport costs, but more importantly the Railway Company must find a way to drive down costs. A key element here would be to maximise rolling stock utilisation and I gave some examples on how this might be done. On the Coastal Shipping side there are serious cost issues outside the control of the ship-owner and these need to be addressed by the Irish Ports Association and others. I also provided the Forum gathering an example of modal shift. It was the case of Coillte moving pulpwood from North Donegal to Waterford. There were many reasons why road transport was not ideal and these may have reduced the volumes taken from the region. We then began to talk about bringing the logs to Derry and sending them by rail and that idea had a lot going for it. However, bringing the logs to Derry Port and sending them by small Coaster turned out to be a better answer again. This mode is now being used very


From where I'm sitting - Howard Knott successfully and, by coincidence logs from Sligo also for Waterford that previously went by sea are now going by rail via Ballina. Guess that it would be fair to say that what was coming out of all of this was the development of rail freight and coastal shipping activities arising from a series of projects and not as a result of any Policy decisions and, clearly, this is what led to the Civil Servant’s comment. If he or anyone else that was in that room is reading this, can I say quite clearly that projects do have a role but only within a policy structure. I have a feeling that a major part of Ireland Inc’s. downfall in the noughties was exactly that, there were lots of policies and no policy framework. The whole Transport Agenda cannot be allowed to operate in a policy vacuum.

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Stena Line’s massive commitment to Northern Corridor


ollowing close on the heels of the integration of the former DFDS seaways routes linking Belfast with Birkenhead and Heysham, Stena Line has totally re-constructed its Belfast-Scotland link. The Swedish conglomerate with interests as varied as Ferries, Ports, Tanker and Bulk ship operations, and owner of almost 27,000 apartments and other premises, has chartered and substantially rebuilt internally the sister ferries ‘Superfast VII’ and ‘Superfast VIII’. These now operate from Belfast to a new Stena built Port facility at Cairnryan. The vessels, with a top speed of 24 knots, are scheduled to make the crossing in 135 minutes and sail on a four hour schedule in each direction. The new Port offers much improved facilities and, being located further down Loch Ryan, has the depth and space required for the efficient operation of these significantly larger ferries. Trailer capacity on each of the new vessels is 110 units.

ffreight traffic on this route and to help our ccustomers increase their efficiency, there w will be no deck height restrictions so that w we can accommodate virtually any load rrequired. Since the ships are designed to m meet the needs of the logistics industry, w where speed and efficiency are paramount, w we have fitted state-of-the-art automatic m mooring systems to each vessel to help im improve and optimise turnaround times in each Port,” he concluded.

Commenting on these new developments, Frank Nieuwenhuys, Stena Line Freight Commercial manager, UK & Ireland said: “Since the successful opening of our UK£37m Port at VT4 in Belfast, all eyes have been fi xed on the Scottish side or our service, and obviously to maximise the route we needed to provide our freight and passenger customers with an equally impressive facility there” Talking about the new ‘Superfast’ vessels,” he continued. “There is a significant amount of

New ‘Seatruck Power’ on the Irish Sea


eatruck, a member of the Danish Clipper Shipping Group and which operates ferry services both in Scandinavia and on the Irish Sea will put the fi rst of four new vessels, the ‘Seatruck Power’ into service on its Dublin to Liverpool route during December 2011. The ‘Seatruck Power’ is the fi rst of four sister ships to be delivered to the Company between November 2011 and June 2012 and the line expects to introduce her sister ship ‘Seatruck Progress’ to the Liverpool route by next February. The new vessels are of ‘Heysham-max’ dimensions and this would facilitate the introduction of the fi nal pair onto the Warrenpoint to Heysham route. It is expected that the chartered ‘Maersk Anglia’ operating on the Dublin to Heysham route would be displaced by one of the current Liverpool vessels while the other displaced ships could move to new routes or be put onto the charter market. Seatruck, which is reported to have lost $10 million of its Irish Sea routes last year, now claims to have 20% of the Irish Sea Ro-Ro market with

Port Portals Dublin Port has published its revised draft Masterplan for the period to 2040. This publication follows receipt of 220 submissions to the original Draft Plan published in May 2011. The Port Company is receiving submissions to the revised draft until December 9th and intends to publish the fi nal document in early 2012. Shannon Foynes Port Company has published its 2041 vision document. Pat Keating, Chief Executive of the Port Company says that the main objectives of the Masterplan include ensuring that the Port and its infrastructure 64 FLEETTRANSPORT | DEC 11/JAN 12

volume growth of 425% since 2004. Speaking about the new vessels, Seatruck’s Managing Director, Irish Sea, Alistair Eagles said “we intend to meet continued growth in demand for unaccompanied movements by deploying new ships which reduce crossing time, thanks to a service speed of 21 knots, and offer more trailer capacity.” With the two new vessels capacity on the Dublin to Liverpool service will increase by 70 trailers a day in each direction. The triple freight deck design of the new vessels gives a freight capacity of 2,166 lane metres, 150 trailers.

requirements remain at the heart of national, regional and local planning policy, and the promotion of the Ports of Foynes and Limerick as key economic drivers of the Mid-West region. The Port Company expected to be in a position to publish a draft document on the Masterplan in early 2012. Holyhead Truck Park cleared for development. Wales Business Minister Edwina Hart M.P. has given the go-ahead for the sale of land at Holyhead Port for the development of a nine acre transport hub and truck park. It would accommodate 140 HGVs, with facilities for drivers, a fuel stop and an HGV service centre.

SStena has advised that the Line does not in intend to make any vessel or other changes on the Belfast to Birkenhead and Belfast to Heysham routes for the time being. Heysham Port, which is a part of the Peel Port has, in the meantime, spent over UK £1 million on infrastructure improvements over the past 18 months. The North Lancashire Port saw an increase over the first six months of 2011, year on year of over 25%. The major project for Heysham is to secure the upgrade of the link road to the M6 Motorway, thus relieving what is, at times, substantial congestion.

Volvo Ocean Race return for Team Sanya

Team Sanya’s badly holed Volvo Open 70 is complete boat once more. The team have made remarkable progress in such a short time and are still confident of having the boat fully ready to compete in the Cape Town In-Port Race on December 10. Crew members, including a crack squad of repair specialists flown in from Salthouse Boatbuilders in New Zealand, have been working around the clock to cut away the badly delaminated bow and replace it with a new custom made section. Sanya boat captain Richard Mason said: “ The boys are doing a fantastic job and everything is coming together on schedule." Jarlath Sweeney

The new development is expected to help resolve long-standing issues of trucks parking overnight in lay-bys and in the town centre as drivers wait for ferries. Holyhead Port expects to handle over 330,000 HGVs during 2011. Fastnet Ferries closes Swansea/ Cork link for winter months. Following a year of substantial losses Fastnet Ferries has secured examinership protection for Creditors and has announced that services will not resume until March 2012. Local Government and tourism interest have provided the funding needed to keep the service in place.

Text: Howard Knott -

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Time to take to the Streets


he IRHA has presented a Pre-Budget Submission to Government arguing for the abolishment of “Green Diesel” and instead allow a system of credits to those entitled to them, which the IRHA argues should include hauliers. They have stated a business case that will return to the State some €300 million. I believe that figure is closer to €500 million. Minister for Finance Michael Noonan has rejected these calls and by the time this article is printed we IRHA members will know the worst of the 2011 Budget. My belief is that it will have included increases in both carbon and duty taxes on diesel. Th at will be the end result of the Department of Finance mandarins having looked at all the options open to them to keep honouring the Croke Park agreement and we are amongst the softest of options. It would be absolutely wonderful if I am wrong but I don’t believe I will be. Only once in the past have we really stood up for ourselves with any success and that was under IRHA President Gerry McMahon. Since Gerry’s time we have as they say, ‘taken the soup’, we have dined with the devil. We hauliers are the hardest working of people and whilst this country has bent over backwards to develop FDI (Foreign Direct Investment), the people that carried the produce of Ireland since the sixties survived on a legislative wing and a prayer with the only meaningful changes being those legislated by Europe (and they were not all good i.e. Cabotage). The State has continuously supported its own failed transport enterprises with millions whilst we have been ignored. The average citizen (and that includes Minister Noonan) has litt le appreciation that the amount of diesel a modern Irish truck carries is twice the size of the average home heating oil tank, and whereas the tank for your house should last six months, a truck will refi ll every week. Currently you will pay €0.74 per litre (industry will pay less) whereas we will pay €1.15 per litre, that’s approximately €1500 per truck per week, that is some contempt - it costs less to heat your home than to fuel Irish exports. The Irish farmer, fisherman and industry, all avail of rebated fuel and rely on the haulier to carry their produce to the four corners of Ireland and Europe. The ships that will carry the container or truck to the UK or Europe will also use a vastly rebated fuel, we are simply a link in the logistics chain. The IRHA’s Pre-Budget submission calls for recognition of this by allowing a rebate of taxes to all the links in the chain between producer and consumer. Th roughout Europe excise duties on fuel are used as a means of raising taxes for Government but the majority of European countries will allow a refund of some of those duties to their hauliers. As this country is the most reliant on trucks for its imports and exports, of all the


European countries it would seem logical to have a similar process. As Government has increased the price of diesel through both excise and carbon taxes a number of consequences have arisen both legal and criminal. All Irish international hauliers North and South are now buying in Luxembourg what they previously bought in Ireland, as there is a fourteen cent difference. Within the cohort of Irish hauliers the IRHA put the loss in revenues to the State at €200 million. Add to this the purchase by Northern Irish hauliers of whom the bulk are international operators and you have a considerable loss to the State. One Northern operator with fi ft y trucks now buys 20% of his fuel in the Republic where hitherto fore it was 80%, his monthly usage is 200,000 litres. With this alone it is easy to arrive at a sum of €300 million but that is not the end of the story of tax losses. Retail Ireland states that it believes 12% of all the fuel sold in the Republic is ‘washed diesel’, that is, diesel that was dyed and sold at the lower excise rate is washed of its dye and knowingly or unknowingly used by the haulier. That loss to the Government is put at €150 million. The criminal fraternity have invaded the fuel business in a large way and as well as the normal outlets they are selling to (both willing and unwilling buyers), they have their own fuel stations which ‘Pop Up’ (by which they are now known they have become so frequent) selling nothing but washed diesel. Retail Ireland has stated that there are at least 120 stations serving illegal fuel. There was a time when Customs & Excise Officers could prove the fuel was washed but the low sulphur fuels of today defy modern methods of detection. As quickly as a “washing’ facility is detected and shut down by Customs, another one springs up, such are the margins. These people have no qualms about their methods and include informants and the use of arms in their business plans. It is common knowledge that Customs & Excise and Gardai have been threatened in the course of their duties.

Without the fuel situation as it currently is, both An Garda Siochana and the Revenue could devote the resources they are using in this batt le to catch drug pushers, surely this must mean something to Mr. Noonan? As Past President of the IRHA Gerry McMahon told Department of Finance officials at a recent meeting “I hope this Government will stop supplying the raw material to the illicit operators supplying washed diesel and start supporting our own industry in time of need.” Add the costs of all of the foregoing and it is reasonable to put the loss to the State at well over half a billion euro. Ireland cannot afford this loss nor can the transport operator carry the unfair competition from those who will use the fuel. The IRHA in its Budget Submission has called for a single rate of fuel excise with a Rebate System for tax complaint licensed hauliers and others who currently using the rebated fuel. I respect Mr. Noonan’s judgment but in this issue I do not believe he knows the facts as I have outlined them. If he did he surely must act as Ireland cannot afford this sort of loss. If however it is as I suspect that we are ignored then I believe it is time to stand up and be counted. There are two caveats before we do anything, the fi rst is that we have made our case known to the public, we highlight our essential role in Irelands imports and exports, we explain the haulage industry is on its knees. Licenced vehicles and hauliers are falling off the register every day and most essentially we highlight that what we proposed to Government is revenue positive. The second caveat is that without the prior commitment of the members to a protest it should not take place. That being said I believe it is ‘Time to take to the Streets’.

The operators who do not abide by the rules business follows, issues such as Health and Safety are of no concern. The fuel is washed with an acid, which destroys the lubricating quality of the fuel. The acid and run off is then dumped in nearby streams with horrendous environmental consequences. T he cost of remediation of a site is considerable as the contaminated soil has to be exported for remediation. Text: Jerry Kiersey -

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Fleet Transport Dec 2011 Jan 2012  

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