fleet transport feb 2012

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINEInside!

FEBRUARY 12

€4.50STG £3.75

inc.V.A.T.

Mitsubishi Fuso- LEADERS IN GREEN INNOVATION

Diesel Laundering - the ConsequencesTest Drive Reports: Volvo FM.450 6x2 • Volkswagen AmarokPlus: Mercedes-Benz Truck & Trailer Concept • FTA IrelandIN

SID

E

Report in Pictures

Bridgestone EuropeFor your nearest Bridgestone Authorized Dealer,visit our website

www.bridgestonetruck.eu

Total FleetSystems

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Bridgestone Retreads and Bandag, the most extensive retread range available on the market with high performing products for all applications and axle positions.

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contents FEB 12 www.fl eet.ie

FLEETTRANSPORT | FEB 12 3

4 News• 46t GVW comes in • FTAI Transport Manager Seminar • Diary Dates • Washed Diesel usage – the consequences • SEAI Energy Show • Honours for VW & Fiat.

8 InterviewWith Don Hume, Ford of Europe

10 TestVolvo FM.450 6x2 fl eet spec

12 New Fleet2012 gets off to a positive start

14 ReportFTAI Transport Briefi ng, Dublin

16 Fleeting ShotsNew Scania P-series, The Apprentice & Book Review: Roadscapes II

18 SymposiumMercedes-Benz truck & trailer concept

20 MotorsportDakar 2012 – Report in pictures

22 ComparisonExclusive Diesel/Electric Hybrid truck test

26 TyresContinental reviews 2011 – EU Tyre Labelling

28 EducationDriver Training – is it worth it?

29 Cover4 page feature on Mitsubishi Fuso direct from Japan

35 Launch Pad INew Iveco Daily gets to work

36 Long Term TestVolkswagen Amarok joins the fl eet!

37 Launch Pad IIFeaturing new Pajero, Combo & Hilux

39 Fuel Price update / Health & Safety MattersLatest Fuel Prices & HSA Column

40 WarehousingDetails of the AIWA/UKWA Awards programme

42 ExportsReports from Irish Exporters Association and Bord Bía

43 Bus & Coach• Daimler FleetBoard App for buses • New Van Hool TX • Optare Solo SR • New Wrightbus Chairman

44 Times PastTrams & Buses route symbols and numbers

46 CommentNew Transport Policy required

48 LegalLooking into the crystal ball for 2012

50 FinanceAnnual accounts analysis

51 OpinionMan versus machine – who wins?

54-57 Fleet Maritime

58 SoapboxUnited they must stand!

Fleet Transport Magazine,

D’Alton Street, Claremorris,

Co. Mayo, Ireland.

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Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Michael Corcoran, Rob Van Dieten

Photography: Jarlath Sweeney, Cathal Doyle, Paul

White, Michael Corcoran, Rob Van Dieten, Francois

Flamand, Frederic le Floch/DPPI, Eric Vargiolu, Mandru/

ASO

Administration: Orla Sweeney, Denise Vahey,

Advertising: Mary Morrissey, Orla Sweeney

Design: Eamonn Wynne

Printed in Ireland

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

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

Management are published by JJDS Publications Ltd.

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

Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

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

Fleet TransportOffi cial Irish Jury

Member of the International Truck

of the Year Award

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

P 5

P 16

P 42

Fleet Transport is an

offi cial Patron of the

Lets Do It Galway

Volvo Ocean Race

Campaign.

NEWS 1

4 FLEETTRANSPORT | FEB 12

Gross Vehicle Weights increased to 46 tonnes• 42 tonne derogation on 5 axles remains

Be Prepared! FTAI Transport Manager Seminar – 21 March 2012

A s a measure to improve safety, and to reduce impact on roads and the environment, the Department of

Transport, Tourism & Sport has sanctioned to increase the maximum gross weight of vehicles to 46 tonnes when carried on a six axle (3+3) vehicle combination. Th e Department has listened to the requests from the industry to increase vehicle weight limits and is now satisfi ed that the 6 axle, 46 tonne articulated vehicle is safer, more environmentally friendly and provides bett er distribution of load across more axles.

Th e derogation which allows 42 tonnes to be carried on 5 axle combination has also been extended for a further three years to December 2014. It will not be extended aft er that period and the maximum weight for 5 axle trucks will revert to 40 tonnes.

Th e Department is confi dent that the diff erence in payload between the 5 axle and 6 axle combinations will encourage the uptake of the more effi cient and more road friendly 6 axle vehicle.

Th is measure will benefi t the economics of the haulage industry and will have less impact on roads. Th e derogation, which allows the operation of 5 axle/42 tonnes combinations, has been in place since 2003. Th e Department was conscious that its immediate withdrawal would be unfair on those

that might recently have purchased this type of vehicle and have based their business on its use.

A decision has therefore been taken to maintain the derogation in place until the end of 2014 to allow the haulage industry to adjust to the new limits.

A detailed technical study undertaken on behalf of the Department and the National Roads Authority examined the impact on diff erent bridge types of various weights and axle combinations across the network, and found that previous assessments of structures in terms of load-bearing capacity remains valid for the new maximum gross weight of 46 tonnes for the 3+3 combinations.

Th e derogation, which was to end in 2008, was principally granted to facilitate hauliers while they replaced their 2 axle tractor units with 3 axle tractor units, which were new to the industry at that time.

W ith the impact of the new Road Transport Bill on operators, the future of Driver CPC training,

cutt ing costs through driver training and the latest news on Cabotage and the Eurovignett e. It is important you plan and prepare in 2012. For transport companies to keep at the forefront of the very latest legislation, best practices and compliance has always been the Freight Transport Association’s aim and its Irish subsidiary’s forthcoming Transport Manger Seminar, operators will have an exclusive opportunity to hear fi rst

hand about key legislation to ensure transport company’s day-to-day activities are fully prepared for the future.

Th e Freight Transport Association of Ireland’s Transport Managers Seminar is to be held on

the 21 March 2012 at Johnstown House Hotel, Enfi eld, County Meath from 10 a.m. to 3 p.m. Supported by Shell and Goodyear, presentations will be made by the Road Safety Authority, Health & Safety Authority, Department of Transport and Authentic Solutions.

Admission fee is €250 + VAT for FTAI members and €300 + VAT for non-members with discounts on additional att endees.

Fleet Transport is the offi cial media partner to this event.

Diary Dates & Exhibitions 2012Event Dates Venue WebsiteFM Ireland/Health & Safety Ireland 22/23 February RDS, Dublin www.fmireland.com

IRU Bus & Coach Workshop & EU Road Transport Conference

29 February Brussels, Belgium www.iru.orgwww.busandcoach.travel

AIWA Networking Luncheon 5 March Dublin TBC www.warehousingireland.com

Geneva Motor Show 8/18 March Geneva, Switzerland www.salon-auto.ch/en

39th Annual IRHA Conference 10 March Bunratt y Castle Hotel, Co. Clare www.irha.ie

CILT Annual Dinner & ILTA Awards 15 March Burlington Hotel, Dublin www.cilt.ie

FTAI Transport Manager Seminar 21 March Johnstown House Hotel, Enfi eld, Co Meath www.ft ai.ieSEAI Energy Show 28/29 March RDS, Dublin www.seai.ie

Bedrijfsauto Rai (CV Show) 17/21 April RA I Amsterdam, Amsterdam NL www.bedrijfsautorai.nl

EU Transport Company of the Year 2012 19 April Crowne Plaza Hotel, Brussels, Belgium www.truckeurope.net

FPS Xpo 18/19 April Harrogate International Centre, UK www.fpsshow.co.uk

Commercial Vehicle Show 24/26 April NEC, Birmingham, UK www.cvshow.com

Multimodal 2012 1/3 May NEC, Birmingham, UK www.multimodal.org.uk

Tip-Ex 12 25/29 May Harrogate International Centre, UK www.tip-ex12.com

IAA Neutzfarzeuge (CV Show 2012) 20/27 September IAA Hanover, Germany www.iaa.de

Paris Motor Show 2/17 October Paris Expo, Porte de Versailles, Paris www.mondialautomobile.com

19th ITS World Congress & Exhibition 22/26 Oct Vienna, Austria www.2012.itsworldcongress.com

Eurobus Expo 6/8 November NEC, Birmingham, UK www.eurobusexpo.com

CTT C Coach & Bus Show 23/24 November RDS Dublin www.ctt c.ie

NEWS II


R ecent reports estimate that at least 12% of all diesel sold in Ireland is illegal, with up to 20% of road transport

fi rms using ‘washed’ or ‘laundered’ diesel and thereby undercutt ing its competitors unfairly. But the fi nancial gain is short-lived as the vehicle’s warranty will become null and void if the drivetrain reveals usage of the illegally laundered diesel. “It is prett y easy to detect,” said one HGV Service Engineer to Fleet Transport. “And the implications and damage done can be severe. Regardless of whether the laundered fuel was used unbeknown to the vehicle owner or on purpose, it doesn’t matt er, when the vehicle comes to our door,” he added. Th e Revenue Commissioners may seize the off ending vehicle, depending on the circumstances involved.

Fleet Transport contacted all of the Irish truck distributors and all replied with the same general message. “If the injectors and pumps are stripped, you will fi nd traces of black staining on the housings, this is a tell-tail sign that washed diesel has been through the system,” explained a Technical Service Manager with one of the leading brands. “If the black staining is present and the fuel is tested and all confi rms that washed diesel was used, our manufacturer would not cover the repairs under warranty,” he added.

“Road diesel supplied in Ireland must meet EN590 specifi cation which used to contain a high sulphur content from a mandatory 50 parts per million (low sulphur). Sulphur contributes to the lubricity of diesel fuel and with the reduction in same, oil companies have had to compensate by the use of additives. Washed or laundered diesel has those additives removed as well as the dye,” stated a Sales Director representing one of the Japanese brands. “Most diesel engines now use a common-rail fuel injection system. “In this system, a high pressure diesel pump is required to pump to pressures in excess of 20,000 psi. Th is pump has extremely fi ne tolerances between its moving parts and the lack of lubricity in the fuel causes at very minimum pre-mature wear and normally catastrophe damage.”

A senior HGV Service Manager explained further about the consequences of this illegal practice, “From our experience laundered diesel can cause serious damage to all types of diesel engines. Today’s high tech engines have highly complex fuel management systems which have a fuel pump, high pressure pumping units and high-pressure injectors which rely on the correct amount of lubrication. During the illegal laundering process a bleaching agent such as Sulphuric Acid or Caustic Soda is used to remove the green dye which is added to diesel by the manufacturer. Th is dye is for identifi cation purpose to show that it is agricultural diesel. By using these type of bleaching agents to remove this dye you also remove the lubrication

properties of the diesel. In addition the properties of the diesel is diminished and therefore not within the standards set out by the EU. If the lubrication properties are insuffi cient then the fuel system will be damaged to the extent that a total replacement of the fuel system will be required. Replacement of the fuel system will result in a substantial cost to the owner as this type of damage will not be covered by the manufacturer warranty. If a repairing dealer fi nds laundered or washed diesel in a vehicle then the customer will be informed accordingly and instructed on the warranty terms and conditions. Th is means that even if no damage has occurred at the time the laundered diesel was found, it could have consequences for future warranty on the engine due to incorrect fuel being used.”

Both Retail Ireland and the Irish Road Haulage Association have called for a tax reform and a bett er resourced Garda and Revenue response to illegal diesel laundering. Both groups state that the use of illegally laundered fuel costs the State over €150m in lost tax revenue each year. “Current fi nes are not a suffi cient deterrent,” stated Retail Ireland, the IBEC Group that represents the retail sector. “Fines of €1290 for off ences have been recorded but these small fi nes are not a suffi cient deterrent to criminals as they are disproportionate to the vast profi ts being made.

The IRHA is proposing that a one-colour diesel model is implemented. “If this measure was used and combined with a fuel rebate system which would allow legitimate users of marked (green) diesel claim a rebate based on usage, the illegal fuel laundering industry would be eliminated overnight,” said Eoin Gavin, President, IRHA.

Mentioning penalties, a representative from the Revenue Commissioners stated the implications involved, “A vehicle owner or the driver of a vehicle may have the vehicle seized depending on the circumstances. For example, if the owner or driver has a previous conviction or the vehicle is being used in the conveyancing of illegal fuel. Of course each case is treated on its merits.

Fuel Laundering on the other hand is dealt with Section 102 Finance Act 1999. Th e penalties available to the Court to impose on conviction for fuel laundering off ences are as follows: Finance Act 1999, Section 102 (4)Without prejudice to any other penalty to which a person may be liable, where such person is guilty of an off ence under subsection (3) he or she shall be liable -

(a) on summary conviction to a fi ne of €5,000 or, at the discretion of the Court, to imprisonment for a term not exceeding 12 months or to both, or(b) on a conviction on an indictment, to a fi ne of €126,970 or, at the discretion of the Court, to imprisonment for a term not exceeding 5 years or to both.”

Warranty implications if ‘washed diesel’ is used• Manufacturers’ warranties null and void if ‘laundered diesel’ is found in vehicle’s drivetrain.

NEWS 111


SEAI Energy Show 2012 – Open up to Smart Energy Solutions

T he Sustainable Energy Authority of Ireland’s (SEAI) Energy Show 2012 takes place at the RDS, Dublin on

28/29 March 2012. Following on from the success of last year’s Show, the two days of this annual fl agship event will again feature an Electric Vehicle pavilion and is a must for all those working or interested in the Irish sustainable energy sector.

Th e Energy Show 2012, themed ‘Open up to Smart Energy Solutions’, focuses on the range of energy saving opportunities for businesses in energy effi cient and renewable energy solutions. Visitors can see fi rst hand a range of electric vehicles

now available on the Irish market, including the latest models suitable for fl eet and commercial applications. It is the ideal place for interested parties in this area to gain feedback and advice on the best choices.

A key feature of the Energy Show is a series of seminars addressing the most current and topical developments facing the sector both nationally and internationally. Th e seminar Smart Grid Development – Preparing for the Future will shine a light on the developments made to date in this area by the Government, as Ireland makes the transition to the complete decarbonisation of electricity by 2050. Another seminar of note

for att endees will examine fi nancing options for energy performance contracts, where delegates will receive guidance on the best ways to reduce risk and advice on investment decisions.

Th e exhibition will run on Wednesday, 28 March from 9.30 am to 7 pm and on Th ursday, 29 March from 9 am to 5 pm. Seminar places must be pre-booked in advance with a limited number of spaces available. For further details on SEAI’s Energy Show 2012 visit www.seai.ie/energyshow

RSA Consultation on Motor Vehicle Components

On the 23rd of January 2012, the Road Safety Authority (RSA)

launched a public consultation on the development of proposals

to regulate certain components placed on the market and fitted

to motor vehicles, trailers and motor cycles in Ireland.

It is proposed that all replacement brake linings, exhaust

silencers and coupling devices placed on sale are Original

Equipment (OE – i.e. same as originally fitted) or that they are

approved replacements to EC or UNECE standards (i.e. “e” or

“E” marked). There may be certain exemptions, for example for

older vehicles.

The RSA is interested to hear from stakeholders including

those involved in the manufacture and distribution of vehicle

components, road users and other members of the public.

The consultation document “Consultation on Selected Vehicle

Components” is available to download from our website

www.rsa.ie. The consultative process lasts until the 2nd of

March 2012. You are invited to send your views to:

[email protected] or, in writing to:

Vehicle Components Consultation, Vehicle Standards Section,

Road Safety Authority, Moy Valley Business Park, Primrose Hill,

Ballina, Co Mayo.

IMPORTANT NOTICEContinental Irish Van of the Year 2012 • Category wins for

Volkswagen & Fiat

V olkswagen Commercial Vehicles and Fiat Professional products emerged as winners of the

Commercial SUV and Car Derived Vans categories in the Continental Irish Van of the Year 2012 awards programme. Th e multi-award winning Volkswagen Amarok 1 tonne Pick-Up scooped the Commercial SUV title with the new Fiat Grande Punto Van uncontested in the CDV segment.

Th e Amarok, winner of the International Pick-Up Award in 2010, is a four door double cab Pick-Up off ering a towing limit of 2.8 tonnes, has a 2.52 m2 cargo area and powered by two versions of the Volkswagen’s 2.0 litre Euro 5 TDI engines – 163 bhp and 122 bhp.

New Fiat Grande Punto van benefi ts from revised styling and an updated interior that presents even higher levels of comfort and refi nement. With a load volume of 940 litres and a payload of 400 kg, it’s powered by a 75 bhp 1.3 litre MultiJet diesel.

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

INTERVIEW

JS. What is your day-to-day role at Ford Europe?

DH. Basically I’m responsible for developing the strategies for how we communicate all the new products that come along and product launch as part of that responsibility. It has kept me busy for a long time and now it’s gett ing even busier. 2012 is going to be probably the busiest year we have ever had for new products that Ford is introducing.

JS. Looking at the new Ford Ranger, there is litt le to compare it to the outgoing model?

DH. Yes, the new Ranger is for anyone who sees the two together will realise that it’s quite far removed from the current vehicle. We’ve learned a lot of lessons with that. We’re up against very strong competition and we’ve obviously learned a lot from that as well and we’ve developed a package that meets the strongest competition head on. Hopefully we actually take a leap on them in most respects, if not all, and we’ve produced a vehicle that is very competent, both off road and on road particularly. It’s stylish, has a roomy interior has lots of storage space and is also, of course, very practical.

JS. And it’s a good choice of powertrain as well.

DH. Yes well, obviously for Europe we’re talking almost exclusively diesel. Th ere is a very small petrol segment, which is primarily Russia, but for all the other markets its diesel powertrains. We have 2 engines – a 3.2 litre, which is in the higher end of the range and the 2.2 litre which will be available, ultimately in two power outputs, initially 150 PS then at 125 PS.

JS. While in South Afr ica, we had the opportunity to visit the redeveloped manufacturing facility in Pretoria, which will cater for the European market, you also have the Th ailand facility for the Asian Pacifi c along with the South American market covered by the plant in Argentina. So primarily we’re looking at a global product here.

DH. Yes it is, and I think this is part of the new approach. It’s part of ‘One Ford’ – a global approach to everything. It’s obviously evident already in most of our new car lines and we’ll be increasing on that front. In terms of commercial vehicles we’re following the same path. Th e

Ranger is the fi rst and it was developed within the One Ford plan, designed and developed in Australia but drawing on support and input from the teams in the other regions including North America. And we end up with a product that will be built in plants that are logically placed to supply the markets that they will supply. Interestingly the one market that won’t get it in this global context is North America.

I can anticipate your next question. Th at is because of course Ford has a very strong Pick-Up output already in North America. Th e F150 in particular is the World’s best selling truck and I think that remains the case and it was felt that the new Ranger which is somewhat larger than the previous model actually gets it closer to the 150 so it could be a competitor for it.

JS. So we have 3 cab types, we have 4 trim levels if you want to call them that. As exact specifi cations haven’t been decided on yet for the various markets but primarily what we saw here in South Afr ica is what we’re going to get.

DH. Yes, going back to it I hate to say it, another globalisation, it’s allowed us to achieve standards that can be applied across the globe with very

litt le modifi cation, which means that we can meet the requirements of every market and every customer and probably in most cases it benefi ts them by allowing us to put more content into the vehicle, more quality and so forth than we might otherwise have been able to achieve.

JS. Topping the range is the Wildtrack with the leather fi nish and the other bits and pieces which bring it more up market. Are you going seriously into the luxury market?

DH. It’s actually interesting and I’ve talked to a few people doing the exercise about this. Th e Wildtrack was a concept devised in Britain or I should say in Europe. It was physically devised in Britain but for Europe. It was unique to Europe as an extension of the Ranger range but so successful was it in appeal, that when they were designing the new Ranger they decided to include it as a fundamental model in the whole range, which will be applied to most markets in the world.

JS. So that’s the high end, what about the ‘workmanlike’ utility version which is going to be the other main area of your marketing strategy?

DH. I think plans are still being drawn up but I think equally as we have the Wildtrack end, I think there will be opportunities for people at the other end. Th e XL entry level model is very practical and it’s intended to be as such. It has the fl oor that is rubberised, washable and you can use it as a thoroughly practical vehicle and as you go up the range obviously the level of trim etc changes and improvements but it’s a great vehicle.

Read full Interview on www.fl eet.ie under the Fleet Van & Utility section

One-to-OneDon Hume, Director of ProductCommunication Strategywith Jarlath Sweeney,editor@fl eet.ie

“E very 1 kp/h less than 90 kp/h that you drive your truck, equals a 1% saving,” said Andy Collett , Volvo Trucks Chief

Driver Trainer during our test drive in the Volvo FM.450. “So,” he explained, “if you run at 85 kp/h you will be 4% bett er off – but only when you have been driving at 90 kp/h.”

As fuel costs continue to rise, transport operators are looking at any way possible to reduce fuel consumption. Apart from the fitting of aerodynamically enhanced wind defl ectors on trucks/trailers and by reducing the vehicle’s overall top speed and sett ing it to a maximum of 85 kp/h, technology developed by the truck manufacturers (and also third party specialists) have helped to eek out more kilometres per litre of diesel. Th is particular 6x2 tractor unit has the supermarket distribution sector in mind and comes with some technical innovations as specifi ed by UK retail chains such as Sainsburys and ASDA. Irish operators in this sector, with this drivetrain are taking a liking to this specifi cation too.

Th ese adaptions combined with enhancements to the latest incarnation of the Volvo FM result in one of the best fl eet type trucks around. Where fuel economy is the bott om line, the FM.450 with the Volvo Group supplied 11 litre engine is most effi cient. And our test proved this.

The Volvo FM has always enjoyed a strong reputation be it in rigid or tractor unit form – a truly versatile truck. Ongoing developments and updates have made it even bett er so much so that Fleet Transport honoured it with the Irish Truck of the Year title for 2010. Over the past 20 years,

Volvo’s engineers have succeeded in reducing fuel consumption by around 20 percent. Th e Swedish company aims to cut fuel consumption by at least 1 percent per year. Driver training and Volvo’s Dynafl eet telematics system can make a fuel improvement of as much as 10 percent. Dynafl eet allows an operator to manage the driver’s performance and fuel usage. In order for a truck to continue to off er the best possible fuel economy, it must be properly serviced.

While on the 350 kilometre test run from Enfi eld to Dublin and Cashel and back, we spoke with a prominent Irish Volvo FM fl eet owner specialising in retail distribution who said, “Th e Volvo FM has many advantages, its good fuel economy and cab comfort. Our drivers like them.”

So confi dent is Volvo Trucks in the frugalness of the FM.450 that it has put it up against the others in the same fi eld. Sporting strong livery, including the eye-catching ‘Every Drop Counts’ mott o certainly makes a statement. And as the old saying goes – the proof in the pudding is in the eating – “how about 9.6 mpg?” stated Andy at the end of the test run. Both of us were pleased with the result. As with the growing trend, we set the cruise control at 85 kp/h and were careful not to over-rev or brake too hard when in traffi c. We appreciated the ‘Smart Cruise’ element of the cruse control application. Andy explains, “When cruise is on at say 85 kp/h, the system allows the ‘i-roll’ to exceed the pre-set speed by 6 kms per hour. And as the truck shows, it allows it to go under the 85 kp/h by around 2 kp/h to further exploit the i-roll function and maximize fuel economy.” Considering that the 6x2 tractor with the three axle trailer was fully loaded to 44 tonnes, the 9.6

mph was an impressive fi gure indeed.

Andy analysed the Dynafl eet driver and vehicle performance during the run. Fuel used: 12.6 gallons. Idle time: 2%, AdBlue consumption: 0.6 gallons. Coasting 1%. Cruising: 79%, Driving in Top Gear: 92%

Among the options fi tt ed included ESP (Electronic Stability Programme), which registered lateral acceleration and steering wheel angle. If the truck behaves abnormally, engine power is reduced and the braking system is automatically activated. Th e Electronic Braking Systems was another ‘Intelligent Safety item installed. Th is distributes braking power effi ciently between the rig's various wheels to ensure smoother interaction between tractor and trailer. We also liked the Lane Change Support which has a radar that alerts the driver if a vehicle appears in the off set rear blind spot when changing lanes. Th e driver is alerted by a small fl ashing warning light on the A-post. If the indicator is engaged when changing lanes, the function is cancelled.

Having driven the FM on numerous occasions at this stage, it drives as well as ever. Good seating position, superb steering feel together with smooth effi cient running of the drivetrain. Lack of deep storage areas and rather large A pillars have been noted previously but that is about to change prett y soon once the arrival of the all-new cab from Volvo Trucks happens by mid-summer next year. ‘Til then appreciate the fuel effi ciency, versatility, desirability and safety of the current FM Series.


TEST

Volvo FM.450 6x2 Fleet TractorVolvo FM.450 6x2 Fleet Tractor

TEST

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

Fleet Transport Test Drive Report AnalysisMake Model Engine Power Torque Transmission Confi geration GV W Weight MPG L/100kms Fully LoadedVolvo FM.450 10.8litre SCR 450hp 2150Nm 12sp I-Shift 6 x 2 Tractor 44t 8,380kg 9.6 YESIveco EcoStralis 10.0l SCR 460hp 2160Nm 12sp ZF A/S 6 x 2 Tractor 44t 8,468kg 12.96 NOMAN TGX26.440 12.4l EGR 440hp 2100Nm 12sp ZF A/S 6 x 2 Tractor 44t 8,060kg 9.6 YESDAF CF65 6.7l SCR 220hp 1100Nm 6sp ZF A/S 4 x 2 Rigid 18t 8,280kg 12.7 YESDAF XF105 12.9l SCR 510hp 2500Nm 12sp ZF A/S 6 x 2 Rigid/D-Bar 26t 10,432kg 8.64 (i) YESRenault Magnum 480 DXi 12.8l SCR 480hp 2400Nm 12sp Opti 4x2 Tractor 42t 8,449kg 9.12 (ii) NORenault Magnum 520DXi 12.8l SCR 510hp 2601Nm 12sp Opti 4x2 Tractor 42t 8,532kg 8.89 (iii) NOVolvo FMX 12.8l SCR 380hp 1900Nm 12sp I-Shift 8x4 Tipper 32t 11,000kg 7.82 YESMercedes Actros (New) 12.8l SCR 450hp 2100Nm 12 SP P-Shift 2 4x2 Tractor 42t N/Available 8.85 YESRenault Premium L.D. 10.8l SCR 460hp 2200Nm 12sp ZF A/S 4x2 Tractor 42t 7,992kg 8.97 (iv) YESAny changes made to original document are highlighted in red.(i) - Strong head winds - DAF 10,432 kg - Trailer 5,000kg(ii) - Mixed city driving with high double deck trailer, and some driving with tractor unit only(iii) - Mixed city driving with high double deck trailer, and some driving tractor unit only(iv) - Mixed driving Motorway and National roads

Spec CheckMake/Model: Volvo FM.450 6x2 fl eet tractorEngine: Volvo 10.8 litre Euro 5 SCR D11C450Power: 450 hp @ 1600-1900 rpmTorque: 2150 Nm @ 950-1400 rpmGearbox: Volvo I-Shift 12 speedBrakes: Discs, EBS-high, VEB+Suspension: Front 7.1t, Parabolic Rear 13t, AirRatio: 2.79Cab: Globetrott erKerbweight: 8380 kg (incl. body, 75kg Driver, tank of fuel)Wheelbase: 3900 mmEquipment fi tt ed: ESP (Electronic Stability Programme), Dynafl eet, High bunk, Cornering lights, Lane Change Support.

Th e half-way stop-off point was at the Topaz Service Station just off the M8 Motorway at Cashel. Surprisingly, and much to the anguish of the HGV driver, the facilities access and parking areas are not very truck fr iendly. Th e 90o left turn to enter the rear of the site to park is diffi cult to negotiate. Parking is limited but the owners have since informed us that additional acres have been purchased to improve this area. Once inside, and purchases made, to eat and drink same must be done by climbing the stars or taking the lift to the next level. Not very convenient.

NEW FLEET

MAN moves Noones & Currans for 2012

Volkswagen Commercial Vehicles deliver for An Post and UPS

B&H Commercials putting new Ivecos on the road


MAN Importers Ireland got 2012 off to a good start with fl eet deals done with Noone Transport and Daryl

Curran Transport Services Ltd., Slane, County Meath headquartered. Noone Transport has just

taken delivery of 17 new MAN TGX 18.440 XXL tractor units through MAN’s Sales Executive Ed Meredith. Th e trucks are all specifi ed with ZF TipMatic (AS Tronic) automated transmission, engine brake intarders, refrigerator and roof-mounted cab coolers.

Picture (left ) shows Dara Sullivan, Service Manager, MAN Importers Ireland Ltd.; Kevin Noone of Noone Transport Ltd and Michael Hynes, General Manager, MAN Importers Ireland Ltd.

Th e second photo is of Daryl Curran of Daryl Curran Transport Services Ltd (Naas, County Kildare) taking delivery of three new MAN TGS tractor-units from Ed Meredith of MAN Importers Ireland. Two of the trucks are 26.440 XXL 6x2 versions with the other an 18.440 XLX 4x2.

Both Kevin Noone and Daryl Curran choose the award winning MAN TGX (Fleet Transport’s Irish Truck of the Year 2012) for their fuel effi ciency, EGR technology (No AdBlue) and MAN’s excellent aft ersales support.

J anuary 2012 proved to be very busy for Volkswagen Commercial Vehicles Ireland with large fl eet sales to An Post

and UPS (United Parcel Services). Sporting new corporate livery, 100 Volkswagen Caddy 1.6 litre (75 bhp) TDIs were supplied to An Post while UPS has put 17 Craft er 35 Long Wheelbase High Roof panel vans to work powered by Volkswagen Group’s 2.0 litre 136 bhp TDI common-rail diesels. Built to UPS specifi cations ex-factory, the interior fi t-out was also carried out by ATV Fahrzeugtechnik in Germany.

B&H Premier Commercials Ltd (Ennis), Main Sales & Parts Dealers for Hino and Iveco to Ireland’s Mid-West, has also

turned out some new fl eet deals with Clonmore Quality Foods (Carlow) purchasing two Iveco Daily 35C15 jumbo panel vans with M&G Transport (Shannon) buying four Iveco Stralis tractor-units. Th ree of the high-spec long-haul units are powered by 500hp versions of the FPT

Cursor 13 Euro 5 engines with the remaining one pushing out 560hp.

Martin Hough, M.D., B&H stated to New Fleet that Gary Purtill, M.D. of M&G Transport has been operating Iveco trucks for over 10 years and is very pleased with their overall performance, fuel effi ciency, power, comfort, reliability and service. “Stralis is a most under-rated truck,” he added.

With chilli red paintwork done ex-factory, this new Scania R560 V8 really stands out. Th e left hand drive

4x2 tractor unit is now in the proud possession of John Culloty & Sons Ltd in Tralee. Supplied by Tom Nolan & Sons Ltd., Scania dealers, Castleisland, County Kerry, the 560 hp Euro 5 with Retarder powered truck will be used primarily for bulk haulage features V8 styling pack, i.e. leather seats, V8 door badging and chrome grille surrounds.

Tom Nolan is pictured handing over the keys to Timmy Culloty.

Chilli-hot Scania for Cullotys!

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REPORT

N ewly appointed General Manager Business Services for the Freight Transport Association of Ireland (FTAI), Aidan Flynn, welcomed the

70 att endees to the inaugural Transport Briefi ng by outlining the trade association’s role on the Irish freight and logistics industry. While the event was primarily a membership recruitment drive, details of its innovative accreditation programme were announced. Guest speakers were Liam Duggan, Manager Road Haulage Enforcement at the Road Safety Authority and Eoghan Madden, Senior Engineer at the Dublin City Council, along with representatives from the FTA in the U.K.

Among the key services off ered by the FTAI include Training, Health and Safety Consultancy, Tachograph Analysis and Vehicle Inspection Services. “Shop FTA supplies everything you need for your transport business,” added Aidan. In explaining about the Training Programmes, Aidan concentrated on three main areas – Registered Driver CPC Training, Tachograph Training and Driver Assessments. He mentioned that between the UK and Irish organisations over 20 million driver days are assessed by the Freight Transport Association’s accredited representatives.

Before introducing Tom Wilson, Head of Policy at the FTAI, Aidan informed the audience about the next event, a Transport Managers Seminar to be held on 21 March, at the Johnstown House Hotel, Enfi eld, County Meath. “Further details on www.ft ai.ie ” he said.

Belfast based Mr. Wilson continued from where he left off at the recent All-Island Freight Forum

where he highlighted the various transport industry priorities as economic recovery builds on exports growth. “By constantly raising awareness on safety and compliance can sustain effi cient business for transport operators and through the FTAI, we will continue to promote a consistent road safety culture,” said Tom. “Safer compliant vehicles are vital for a high profi le industry such as ours,” he continued.

“Improving public perception of the industry is paramount and with the Road Safety Authority and Department of Transport, this can be achieved as well as compliance performance monitoring and Driver Education/Training. Unfortunately, we have a culture of non-compliance in our industry. Some are of the belief that the annual DOE test is all that’s needed. From RSA surveys almost one in every two vehicles inspected fail which is not only a huge risk to employees and others but also its anti-competitiveness is grossly unfair. Compliance benefi ts include less breakdowns, more reliability, bett er profi tability, improved staff motivation and loyalty while increasing customer satisfaction levels. More importantly, compliance by operators is recognised by statutory a nd en forc ement bodies.” In recapping the various points made, Tom emphasised the FTAI message, “we off er safe, effi cient and sustainable logistics,” and mentioned the

Accreditation Scheme that has been discussed with the enforcement agencies.

Liam Duggan, representing the Road Safety Authority followed on with the theme by explaining the roles and objectives of the RSA’s Enforcement Unit, concentrating mainly on tachograph compliance. “To raise compliance by Irish commercial vehicle operators and drivers through enforcement where we have direct responsibility, and where we do not, through supporting An Garda Siochana and through education and awareness,” was his opening remarks on the RSA’s implementation on integrated response to compliance issues. “Specifi c to HGV operators, the RSA’s Road Safety Strategy includes tachograph and driver’s hours enforcement and compliance strategy, and commercial vehicle roadworthiness reform." Liam highlighted that the mis-use of the mode switch on the tachograph is illegal, and is an employer’s responsibility as well as the drivers. "Consistent, eff ective and effi cient enforcement, increased co-operation between industry and enforcement agencies are the key strands of the enforcement programme, while the RSA’s compliance tool kit will look at the cause of non-compliance at source and address the issues.”

To put further fl esh on the bones of what Tom Wilson stated in regard to HGV roadworthiness inspections from a 4 year period from 2008-2011, 1610 RSA roadside checks on 13,148 truck/trailer inspections revealed the average compliance level is 55%. Most common defects are braking systems, lighting/markings, tyres/wheels. During the same period, almost 2,000 premises checks were undertaken where driver records were assessed. Here, the most common infringements included inadequate breaks and excessive daily driving/inadequate weekly rest in relation to driver's hours. Other tachograph misdemeanors include charts not fi lled in properly, mode switch mis-use, not using charts or driver cards or using another person’s card, which is fraudulent.

Liam then went on to state that the number

Freight Transport Association of Ireland - Transport Briefi ng – Dublin

Eoghan Madden, Tom Wilson, Aidan Flynn, Liam Duggan addressed att endees at the FTAI briefi ng.

Declan McKeown, Gary Green, Ian Smith; all members of the FTA team.

of prosecutions in the Courts have increased dramatically. Over 200 cases have been brought to the Courts in 2011 compared to 79 in the previous year. 163 additional cases await hearing with up to 90 cases in the system and awaiting processing. Th is prosecution strategy together with the RSA’s Commercial Vehicle Reform Programme aims to improve operational standards and the roadworthiness of the vehicles involved. Liam spoke of the commercial vehicle operator risk indicator where over 7,000 road transport operators are entered into the register under high/medium/low risk categories using a Red/Amber/Green colour coding system. Use of the Gardai’s Automated Number Plate Recognition (ANPR) and weigh-in motion systems are also among the reforms while ‘whistle blowing’ has proved to be a fruitful piece of intelligence in relation to stamping out unfair competition and enhance road safety. Additional vehicle inspectors have been appointed while the RSA’s on-line digital tachograph download facility is att racting over 200 driver card activities per week. Specially equipped Garda cars will also have this download system on-board.

Before the lunch break Eoghan Madden briefed the audience on freight movements in City Centre Dublin. Under the theme ‘Freight in a heritage environment’ as addressed to the All-Island Freight Forum held recently in Belfast (and covered by Fleet Transport in the last edition), Eoghan broadly described the numbers of commercial vehicle movements, the damage to the historic streetscape allied to the cost of ongoing maintenance and repairs. He mentioned the success of the 5 axle HGV ban and resulting reduced congestion and mentioned that City Councillors are keen on implementing a 4 axle ban and extending the HGV cordon to a wider area.

The FTAI’s initiative to create an operator accreditation scheme is an interesting development. Before interested parties can join the organization, they will have to be audited and approved. Following a successful pilot of the audit (undertaken with BOC Gases), the scheme is now ready for broader application. “The aspiration is that all FTAI members will be accredited members,” said Aidan Flynn. “Th is is our way of pushing compliance and assisting the Authority in improving standards on our roads. Ian Smith from the FTA (UK) went through the requirements of the audit which consist briefl y of operational procedures, vehicle roadworthiness, management and staffi ng, health and safety, load security and safety, levels of professional competence and good repute, sustainability practices etc. Should any weakness transpire the FTAI will work with the transport company to get things right before moving on with the proceedings. Staged audits such as Silver and Gold standards are to be developed and the system will be specifi c to Irish conditions. “Th e audit should take no more than a half day,” said Ian "and costs €500 and comes with a full report,” he added. “Accreditation to this scheme is designed to enable you to demonstrate a commitment to safe, compliant and more effi cient logistics operations throughout the industry. It enables you to promote the highest operating standards to your customers and reassures the public and Government that you are addressing issues that concern them."

Prior to the fi nal question and answers session, Gary Green representing the Vehicle Inspection Services (VIS) Ireland section of the FTAI detailed the various aspects of the support services off ered, from vehicle inspections to maintenance systems auditing to Technical training. “Among the benefi ts are that they provide management information which can be used to determine company performance with regard to maintenance, and ensure that the vehicles meet the RSA’s roadworthiness requirements,” said Gary.

To summarise the day’s activities, Aidan Flynn thanked the speakers and att endees and then presented two lucky winners of prizes donated by the Gibson Hotel (Dublin) - the event venue – and the Automobile Association which went to Brian Brady (Flogas) and Tim Neville (NVD). When asked about FTAI membership fees, Aidan said that the annual rate for companies with 1-4 trucks is €400 with €100 added per vehicle up to 24 units. For transport fi rms with 25+ vehicles the annual fee is €2,500, subject to successfully passing the aforementioned accreditation system.

REPORT

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | FEB 12 15


FLEETING SHOTS

New look Scania P-series

Book Review: Roadscapes II – Landscapes of the Road

Scania is introducing the new P-series, restyled in accordance with the G- and R-series and featuring revisions

to the front section to cope with the cooling requirements for Euro 6 emission standards.

Th e Scania P-series has sharper lines and larger grille openings, as well as the standard Silver Brilliant grille colour and a larger Scania logotype. Th e new frontal styling gives customer fl eets with a mix of Scania models a more coherent look.

Th e front has been revised to improve airfl ow around the front and through the engine compartment, ensuring that the P-series is ready for the higher cooling capacity needed for Euro 6. Revised bumpers are available in two heights, both with integrated mounting space for the Adaptive Cruise Control radar at the centre.

In addition to these standard cabs, Scania customers have a choice of crew cabs in two lengths and low-entry cabs with three roof heights.

On the invite it said, “Filming will be taking place at the event for a business documentary for TV3

– this information is highly confi dential.” Fleet Transport summonsed Paul White to this secret event hosted by CAFCO at Airside Renault initially and later at Liff ey Valley Renault from 5.30 p.m. to 10 p.m. When Paul got there he discovered that he was part of the ‘interested customer’ audience for TV3’s ‘Th e Apprentice’.

While the main focus was on fl eet cars from the Renault family, vans kitt ed out by CAFCO with Sortimo racking systems were of particular interest to a good number of visitors.

CAFCO’s Dave Neacy demonstrated the many effi ciency and safety aspects of the Sortimo shelving and storage systems and is pictured here from a still shot taken from the programme with Noel Rowland who fi nished runner-up in the series.

Donning the front sleeve cover of Roadscapes II is James Linnane’s Hino 700 Series 8x4 beautifully

painted by Alan Spillett on location in Connemara. Th e renowned Welsh transport artist plans to hang up his easel aft er the launch of this fi ne collection of artwork depicting trucks of diff erent eras from all over the British Isles and Ireland plus a few from further afi eld.

Th is superb 160 page hardback is packed full of magnifi cent looking trucks, with beautiful scenic locations enhancing each masterpiece backed up by interesting information either on the vehicle, driver or haulage fi rm. Published by Old Pond Publishing Ltd, the 180 or so illustrations could be described as a mobile truck museum as Roadscapes II – Landscapes of the Road, follows on suitably and superbly from the fi rst edition Roadscapes I – Scenes of the Road.

A former truck driver, Alan Spillett was

encouraged by his father to continue his artistic talent, shown from an early age. In this book Alan outlined his infl uences such as Irish artists Jack B Yeats and stained glass expert Harry Clarke. Poetry quotes from Jack’s brother William Butler Yeats is also featured among the various sections that includes Cafés, Street Scenes, Livestock Haulage, Timber Haulage etc.

Fodens with Caterpillar power, Atkinson 8 wheelers with Gardner engines and a couple of Hinos grace the pages as does Keatley’s of Kildare’s impressive looking DAF CF ‘truck and drag’ livestock rig. Pride of place is on page 50 as Keith McDermott ’s black Volvo FH16.660 which is resplendid resulting from the photograph taken by yours truly as requested by the artist.

Just as the trucks played a strong role throughout his career on the road, the people Alan met along the way formed bonding friendships. Alan’s wife Colleen, daughter Rachel and son Olly also became very much part of way

of life as the family travelled around the UK merchandising his artistic endeavours.

Ironically, the fi nal painting is Alan’s dream demo machine – called Siven, the Foden S40 8 wheeled van, RS7 was to be his ultimate ‘Travelling Picture Gallery’. Long may Alan’s dreams live on. In the meantime we can relive the past with this magnifi cent collection.

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

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

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

By Alan Spillett – Old Pond Publishing £24.95 (hardback)

CAFCO, Sortimo and Renault ‘star’ in The Apprentice

SYMPOSIUM


C o-inciding with the Trailer 2011 Expo in Kortrijk, Belgium, Mercedes-Benz presented its Aero-Trailer concept that drastically

cuts wind resistance (by 18%) and in return saves on fuel consumption by 5% when att ached to the all-new ITOY award winning Actros.

According to Bertrand Janssen, Senior Manager Design at Daimler who headed up the project, “Numerous individual measures drastically lower the wind resistance to the entire tractor unit. A front airdam on the trailer reduces the distance to the tractor unit and lowers the wind resistance by one percent. Meanwhile, side trim panels contribute an eight percent improvement.

Th ey are slightly drawn-in at the front and characterised by an opening at the rear. Th is steers the air in the direction of the striking rear diff user. Th e diff user has the shape of a parallelogram and links up with the underbody paneling. Th is improves the wind resistance by one to two percent.”

He added that the rear end taper measuring slightly more than 400 mm in length forms a crucial part of the aerodynamic concept. It features folding elements to facilitate access to the load compartment. Th e rear end taper improves wind resistance by a further seven percent. In real life road traffi c conditions, these measures result in a saving of around 2000 litres

of diesel (from an average mileage of 150,000 kms per year). Th ere is no real diff erence in dimensions on the aero trailer compared to the conventional box load carrier – it measures 13.6m in length, 2.55m wide and with an overall height of 4m. Due to the tail-end extension an extra 0.5m is added on to form a wind spoiler type diff user. “It is here that changes to legislation are necessary, as in the case of tail lift s and transportable fork-lift trucks, for instance, where exceptions of a similar magnitude are already granted,” said Bertrand.

“Th ere is much more potential in aerodynamic measures at the tail end of the trailer; a minor extension of the tail end in the form of a ‘boat tail’

Mercedes-Benz Aero Trailer Design – cuts wind resistance and fuel consumption




Keynote speakers and Panel members at the Mercedes-Benz Truck & Trailer Symposium

brings signifi cant benefi ts. Four fl aps measuring just 400 mm in length and positioned at an angle reduce the wind resistance of the entire semitrailer tractor by nearly ten percent. In arithmetical terms this corresponds to virtually three percent less fuel consumption or more than 1000 litres of diesel a year. At the same time it saves the environment over 2600 kg of CO2 emissions. Th is is also proven by the wind tunnel simulations which have been carried out for the aero trailer.”

Other measures to aid this reduction in fuel consumption include the installation of tyre pressure monitoring on the trailer together with using the latest DCA Airmaster trailer code which uniquely stores compressed air for the trailer in the axle housing. Th is saves the air vessels for the trailer and reduces weight.

SYMPOSIUM

Text: Rob Van Dieten - rob@fl eet.ie FLEETTRANSPORT | FEB 12 19




Dr. George Weiberg, Vice-President Truck Product Engineering - Daimler Trucks, welcomed journalists to the Mercedes-Benz Truck & Trailer Symposium 2011

MOTORSPORT


L ima’s Plaza de Armas att racted a huge crowd to welcome the winners of the various categories competing in the world’s greatest Rally Raid – Dakar 2012 Argentina - Chile - Peru. In all

97 motorbikes, 12 quads, 78 cars and 60 trucks made it to the podium of

Dakar 2012 – Big wins for

Former Dakar winner Gilles De Villiers (South Afr ica) surprised many with his third placed fi nish in the prototype version of the Toyota Hilux. Built in his home country as a challenger for the 2013 running of the event, this achievement augers well for Toyota to come on board for full backing next time around. Gilles was navigated by Dirk Von Zitzewitz his co-driver fr om his successful days with Volkswagen Touareg Racing.

With MINI competing in the FIA Cross-Country Rally Series and World Rally Championship concurrently, it was the Monster Energy X-Raid team that secured the fi rst win for the BMW owned outfi t. Stéphane Peterhansel (France) celebrated his 10th Dakar win, his fourth in a car (the other 6 were on a 'bike) driving the MINI ALL4 Racing machine (which is based on a MINI 4 door hatch). All fi ve MINIs entered by the German team made it inside the Top 10 with runner-up Nani Roma (Spain) recording three Stage wins while Russia’s Leonid Novitskiy fi nished fourth – the best placed semi-professional driver.

Winners of the 'Best Entertainers Award' must go to the Hummers with team owner Robbie Gordon (USA) and customer driver Nasser Al-Att iyah (Qatar), (last year’s winner) who between them captured three stage wins and seven top 3 Stage fi nishes along the 14 day pan American odyssey. Gordon, who also races NASCAR, was the only two-wheel-drive fi nishes in the top ten in the Team Speed/Toyo Tyres H3. Both Gordon and Al-Att iyah thrilled spectators and TV audiences world-wide with their brave but sometimes reckless speed. Happy go lucky Nasser unfortunately retired on SS9 due to a persistent mechanical problem.

Team Dessoude, one of the longest established exponents of cross-country rallying had its ups and downs. Th e French outfi t campaigned in a modifi ed Mitsubishi Lancer EVO for the fi rst time but it retired prematurely. However, the two Oryx Buggies of Th ierry Magnaldi and Isabelle Patissier were classifi ed 15th overall, third in the two-wheel-drive category (2nd diesel) while Isabelle (pictured) fi nished inside the Top 30.

Red Bull KTM factory rider Cyril Despres (France) sealed his fourth career Dakar title and present KTM with its eleventh consecutive win. KTM team-mate Marc Coma (Spain) and last year’s winner fi nished second overall aft er one of the event’s most dramatic and

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | FEB 12 21

MOTORSPORT

the 33rd Dakar, held in South America for the fourth occasion. Aft er two weeks of intense, demanding racing which covered over 8500 kilometres, Lima became the 27th country to be crossed since the marathon rally was established in 1979.

KTM, MINI & IVECO

From DAF to IVECO – Team Patronas De Rooy brought together 25 years of Cross-Country Truck Rallying success for the De Rooy family. Th e Dutch automotive transport specialists run by father Jan and son Gerard share the unique distinction of winning the Dakar Rally. Having campaigned in DAF and GINAF trucks for years, Team De Rooy had the support and technology fr om Iveco and Groeneveld on this occasion and brought instant success. Gerard De Rooy (pictured right) along with his co-drivers Tom Colsoul and Darek Rodeveld dominated the event in his unique and specially built Iveco Power Star Torpido 4x4 keeping the treat of all conquering Kamaz challenge at bay while casting an eye on the eff orts of Czech outfi t Tatra. Backing Gerard’s ambitions were his uncle, Hans ‘Racey’ Stacey (a former winner with MAN who fi nished runner-up while ex-World Rally champion Miki Biasion tried hard with three stage wins. Both were driving Iveco Trakker Evolution II 4x4s. De Rooy entered fi ve Iveco trucks and all fi ve fi nished with two on the highest steps of the podium.

De Rooy’s IVECO Powerstar, a truck produced and sold in Australia, is powered by FPT’s Cursor 13 engine, that pushes out more than 900 horsepower.

Defending champion Alejandro Patronelli managed to get back-to-back wins but not without the help of his brother Marcos, who was also racing in a Yamaha Quad. Only fellow Argentinian Tomás Maff ei came close with four Stage wins with three each fr om the brothers.

From last year’s event we reported that Volvo was about to enter the fr ay. Well, the Swedish brand did with seasoned campaigner, Alfi e Cox piloting a Rally Raid Pewano special edition Volvo XC60 RR built in his native South Afr ica. Sadly, a serious fi re early in the event prevented Cox and co-driver Jürgen Schröder making any progress up through the rankings.

Th e Hino Dakar legend continues! Team Sugawara introduced a new version of the 500 Series race truck, which brought instant success. Teruhito Sugawara came home 9th overall and fi rst in the under 10 litre class (for the third year in a row). His father Yoshimasa, who fi nished 24th and 3rd in class completed his 30th consecutive Dakar and a record breaking 24 completion of this famous event.

closely fought batt les. Coma won fi ve Special Stages with Despres taking four. Hélder Rodrigues (Portugal) competed the podium positions in a Yamaha.

Despres (Motorbike), Peterhansel (Car) and • De Rooy (Truck) dominate.Fourth and Tenth Dakars for Cyril Despres • and Stephane Peterhansel.Gerard De Rooy’s victory repeats his father’s • win from 25 years ago.Alejandro Patronelli records back-to-back • wins in Yamaha Quad.Log on to • www.fl eet.ie and click on to Dakar 2012 logo for full day-by-day reports and pictures.


COMPARISON

C onfirming that Hybrids must now be given due consideration, six vehicles were presented to the ‘International Truck of the

Year Jury’ (IToY) at the Solutrans Transport Exhibition in Lyon (F). Over three days the IToY Jury tested and assessed not only the merits of each vehicle, but also to see if there is a future for the Hybrid commercial vehicle, ‘Fleet Transport’ was there to represent Ireland.

All six vehicles are designated as ‘Parallel Hybrids’, meaning that either the diesel engine, the electric motor, or a combination of both can drive the road wheels. Currently for truck applications the Parallel model is preferred over the ‘Series Hybrid’ model.

In a Series Hybrid, the road wheels are driven by an electric traction motor which is powered by a generator. Th e generator receives its power from

a batt ery pack, which is charged by the engine, or is charged by energy recuperation when the vehicle is on overrun or under braking.

Th e principle diff erence is that with a Series Hybrid the engine and generator are not directly connected to the road wheels, whereas in the Parallel Hybrid they are.

Hybrid Test at Solutrans - Lyon, France

As a standard diesel powered light commercial, DAF’s LF has impressed operators with reliability, and drivers

with its practical uncomplicated operation. It has always been a good truck to drive and is perfectly suited to its area of application. In the city centre and urban area of operation, it has all the att ributes necessary to do the job, and LF hybrid comes with the same credentials.

So using a well-regarded platform to enhance with Hybrid technology would seem like a good place to start. DAF claims fuel savings of up to 20% when the hybrid technology is applied to

the LF’s with the 4.5 litre Euro 5 EEV160 hp (119 kW) engine.

Most of the Hybrids operate the same principle of charging the batt ery pack through regenerative braking, and when the vehicle is on overrun. DAF’s LF uses a 44 kW electric motor in parallel with the engine, and when fully charged the LF can travel up to 2 kms on electric power. Th is should cover most ‘quiet zones,’ of operation though when operating in this mode the diesel motor remains running at idle speed to drive the air compressor and power steering pump.

The now familiar 4.5 litre PACCAR four-cylinder engine drives through an Eaton six speed automated transmission, and overall the combination works fi ne. Hybrid technology comes with a weight penalty, which in the case of the LF it is around 300 kgs. Th e cab is as standard and for the most part the DAF drives the same, though for a truck rated at 12 tonnes it has a remarkably light feel and handles more like a 7.5 tonner. DAF believes that even with the added weight of the hybrid components, carrying capacity of the LF is approximately 7.5 tonne.

DAF’s parent company PACCAR is receiving increased levels of interest in its alternative drivelines, particularly in the United States with the Kenworth and Peterbilt brands. Th ese increased levels of interest are encouraging further develop the technology with the possibility of providing solutions for long haul Hybrids.

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INTERNATIONALTRUCK OF THE YEAR

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Diesel/Electric Hybrids – The Future of a Stepping Stone?


COMPARISON

As one of Iveco’s most popular commercial vehicles, Eurocargo has achieved great success for the brand

in all markets. Th e popularity stems in part from its versatility and easy adaptation to all manner of tasks and applications. Th ese applications are not solely limited to transport companies but have extended to include all manner of industries, from municipal services, and construction to landscape gardening and Defence Forces.

Iveco is now off ering Eurocargo as a hybrid and is available in three versions from 7.5 to 15 tonnes, with Iveco claiming potential fuel savings of up to 25%. Off ered for test was the 7.5 tonne version with the 160 hp (118 kW) four-cylinder Tector diesel and a 44 kW electric drive motor.

In keeping with many of the test vehicles, the Eurocargo Hybrid is an alternative version of the conventional diesel model, and therefore drives in a similar manner. Moreover, since Eurocargo performs well, the Hybrid should

perform equally as well, which it does. In a similar fashion to the DAF, whenever possible it uses the electric motor to start the diesel, and uses the stored capacity as soon as it’s available, which creates capacity to accept recharging once braking takes place.

Th e driver is kept informed of the relevant state of charge by a small display mounted on the dash. Driving the truck is the same as with any Eurocargo, gear selection with the automated Eaton six speed is through the now familiar ‘D’ ‘N’ ‘R’ switches on the console. Th e only real criticism with our test vehicle was that parts of the trim were somewhat fragile and could have been assembled in a sturdier fashion. However, a number of these units are still under development and testing, and are not yet ready for fi nal delivery to customers.

With Iveco’s success in this market segment there is no doubt the Eurocargo Hybrid can build on the loyalty of its current customer base ensuring order numbers will increase.

We were fortunate to drive MAN’s TGL Hybrid while still under development, just before its launch

at the 2010 IAA Commercial Vehicle Show. Since then the fi ne-tuning has resulted in a delivery truck based on solid MAN engineering, and very much in keeping with other vehicles from the German brand’s stable. Using MAN’s D0834 220 hp (162 kW) diesel rated at Euro 5 EEV, linked to a 60 kW electric motor the TGL is not short on power - however it is short on weight. MAN claims that by using the four-

cylinder DO834 engine instead of a six cylinder, the weight penalty associated with the Hybrid components is only 100 kgs extra.

MAN is able to use a smaller diesel engine as this version of the TGL uses what MAN call an ‘Integrated Starter Generator’ (ISG). Th e ISG is located between the transmission and the clutch and operates as both an electric motor and a generator. Th erefore, when moving off it will do so in electric mode, it also helps to boost power when under acceleration. Th e driver is kept informed of

current vehicle mode of operation by means of a very functional easy to read display.

Th ere is an option to increase the size of the Lithium-ion batt ery to achieve longer electric driving; if the larger batt ery is fi tt ed, the TGL can run for up to fi ve kilometres in full electric mode.

Th e TGL Hybrid is still being developed and MAN Truck & Bus views Hybrid drives as a serious contender in the push for cleaner vehicles and reducing fuel consumption. To this end MAN has created a ‘Competence Centre’ for the further development of alternative drives in both commercial and passenger vehicles. Th is research and development division will bring together all MAN’s skills and experience in the fi eld of Hybrid technologies under one roof and should produce some interesting results in the future. Especially when supported by their considerable experience particularly in the area of passenger transport.

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COMPARISON

Th ermo King CyroTech

Awarded International Truck of the Year 2011, the Mercedes-Benz Atego BlueTec Hybrid is going from strength

to strength and to date there are about 100 in service. However, this is only the tip of the Daimler - ‘Hybrid Iceberg’. In total, they have approximately 6,000 hybrids in diff ering passenger and goods transport formats on the road. What this volume has brought is a great deal of experience and know-how, and this know-how is evident in the Atego Hybrid.

Where the Atego diff ers from some of the other Hybrids is that it is has long since passed the prototype stage and now has the feel of a complete truck. What impressed us most from our drive was that when compared to driving a standard diesel powered Atego, there is no perceptible diff erence. So, as far as the driver is concerned there are no additional operational duties.

Atego uses a lightweight 4.8 litre four-cylinder 218 hp (160 kW) to keep weight down. Nevertheless, it delivers 810 Nm of torque between 1,200 - 1,600

rpm, and is well suited to urban driving when combined with the 44 kW electric motor, which provides 420 Nm instantly for moving off . A number of improvements have been made to Atego since its fi rst test period in 2009, one of those being the addition of ‘Eco-roll’ as standard. Smooth gear selection for city driving is ensured by the automated six-speed Telligent transmission.

Mounted on the dashboard to the right of the steering wheel is a display unit, which informs the driver about the charge level of the batt ery and what mode the Atego is operating in. During the development stages Mercedes-Benz was undecided as to whether this prominent display could be a distraction to the driver. It is good to see that the display remains. We believe it has the aff ect of encouraging the driver to get the optimum performance from the Hybrid by positively informing them how the system works.

At the heavier end of the Hybrid range, Renault’s Premium Distribution Hybrys is another vehicle well past

the prototype stage. In fact, in partnership with the Greater Lyon Authority and the Suez Group, Renault Trucks conducted a year long in-service test with a 320 hp Hybrys refuse collection vehicle back in 2008. The test experience provided valuable information for Renault Trucks allowing them to improve subsequent vehicles with particular regard to enhancing the soft ware systems.

Th e Hybrys is available with the DXi7 engine rated at either 310 or 340 hp (231/253 kW) with 1,153 and 1,306 Nm of torque. With the 340 version Renault are specifi cally targeting the refuse collection sector. A sector that is particularly well suited to the application of Hybrid drive systems.

Using a DXi7 engine and the Premium Distribution as a platform for Hybrys means that the vast majority of vehicle components are tried and tested. In keeping with this theme the transmission fi tt ed to Hybrys is the 12 speed Optidriver+ common across Renault Trucks’

product range, a transmission that is simple to work with, and driver friendly. All of which should help to encourage operators already running Premiums to take the plunge, in that the truck is not dissimilar to vehicles already in the fl eet, and for drivers there are only minor operational diff erences.

As Hybrys targets the heavier end of the market, the electric motor fi tt ed delivers 70 kW continuous power, with 120 kW available at peak, giving 400 Nm and 800 Nm of torque respectively. If required for low noise areas of operation Hybrys can operate in ‘All Electric’ mode for up to 1.5 kms. With the issue of low noise operation becoming ever more important the all-electric range of Hybrids is a factor, which could become a deciding factor in vehicle choice for operators.

Internally the Hybrys cab is more than adequate for the task and any driver will feel instantly at home with the truck. As a driving experience it is fi rst class, quiet and responsive with the solid purposeful feel of a much larger vehicle.

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Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | FEB 12 25

COMPARISON

As a manufacturer, Volvo has invested heavily in a diverse range of alternative drivelines, including Diesel/Electric

Hybrids in an att empt to reduce fuel consumption and emissions. For any company to invest such resources, it can only do so if there is to be a return on that investment. Volvo believes this to be the case and President of Volvo Trucks Europe, Claes Nilsson says “It is clear that there is a great demand for heavy Hybrids.” Th e diesel component of the driveline is Volvo’s

six-cylinder D7300 with a displacement of 7.2 litres, and is available with 300 or 340 hp (223/253 kW). Th e FE Parallel Hybrid combined with the 70 kW electric motor (120 kW peak), and drives through Volvo’s renowned 12-speed I-Shift transmission, all of which works well together and exactly as it does in the standard FE.

On the road the 26 tonner has all the hallmarks of a truck well thought-out and well put together in that familiar Volvo fashion. Claiming fuel

savings between 15% and 20% dependant on driving cycle, will help to win over cost conscious operators, in addition to the municipal service sector, where it can be diffi cult to fi nd fuel savings due to the nature of the work. Being a Hybrid in a 6x2 format expands the scope for a wider range of applications, and increases the potential for acceptance by transport operators.

As with the Renault Hybrys, the FE’s batt ery can be ‘force charged’ by the driver. Force charging de-activates the stop/start system and the vehicle runs on diesel to charge the Li-ion batt eries. When required the truck can then operate in full electric mode for approximately 1.5 kms depending on topography. Operating in either mode the FE Hybrid is a powerful truck for its class, and its performance will not disappoint any driver working in the distribution sector. Th e Volvo FE Hybrid is the reigning Fleet Transport ‘Green Commercial of the Year 2012’.

SUMMARY

Our testing indicates that Hybrids have a future, and shows they have successfully made the move from

passenger cars and light commercials, to become a viable alternative for operators in urban and short distance regional transport - viable in the sense that the technology works. Th e economic viability of Hybrids is a question yet unanswered.

Th e infamous question posed at job interviews ‘where do you see yourself in fi ve years time?’ - is

now being asked of the Hybrid commercial. What type of vehicle will it be in fi ve years? Will the batt ery need to be replaced? How much will a new batt ery cost? What are the expected residual values?

Th e manufacturer’s answer to these questions, is not to sell their Hybrids in the same manner as standard vehicles. For the most part the trucks will be leased or hired on long term contract, including all maintenance. As the initial purchase price is prohibitive, this option is the only realistic method of encouraging a take-up of the technology. With the exception of large

pan-European companies few could justify the outright purchase of a new Hybrid, and a market for used vehicles has yet to be established.

While there remains a number of questions to be answered regarding the viability of hybrids in the commercial transport sector, Hybrids are making an impact especially with municipal services and operators who transport for high profi le retailers. What the long-term future for Hybrid Commercials is remains to be seen. However at this point it’s safe to say that they are an important stepping-stone on the way to whatever the answer is.

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SPEC CHECK DAF Iveco MAN Mercedes-Benz Renault Volvo

Type LF Eurocargo TGL Atego Premium FE

Model 45.160 75E16 12.220 1222 L Distribution Hybrys FES-300

DGV W 12 T 7.5 T 12. T 12 T 26 T 26 T

Engine PACCAR FR 118 Iveco Tector MAN D O834 M-B OM924 LA DXi7 D7F300

Type In-line 4 cylinder In-line 4 cylinder In-line 4 cylinder In-line 4 cylinder In-line 6 cylinder In-line 6 cylinder

Displacement 4.5 Litres 3.9 Litres 4.6 Litres 4.8 Litres 7.2 Litres 7.2 Litres

Power output 160 hp / 118 kW 160 hp / 118 kW 220 hp / 162 kW 218 hp / 160 kW 310 hp / 231 kW 300 hp / 223 kW

Euro Rating Euro V - EEV Euro V - EEV Euro V - EEV Euro V - EEV Euro V Euro V

Hybrid Type Parallel Parallel Parallel Parallel Parallel Parallel

Electric Motor 44 kW 44 kW 60 kW 44 kW 70 kW 70 kW

Batt ery Type Lithium-ion Lithium-ion Lithium-ion Lithium-ion Lithium-ion Lithium-ion

Transmission Eaton Eaton Tipmatic Telligent Optidriver+ I-Shift

Number of Ratios 6 6 6 6 12 12

Selection Type AMT AMT AMT AMT AMT AMT

Stop / Start Yes Yes Yes Yes Yes Yes

Axles 2 2 2 2 3 3

Confi guration 4x2 4x2 4x2 4x2 6x2 6x2

Continental Tyres’ annual end of year media presentation on the state of the tyre industry in the UK and Ireland is always interesting, giving insights into

the overall car and commercial vehicle markets, as well as trends in the tyre industry itself.

Looking at the commercial vehicle sector fi rst, 2011 proved to be a challenging year for the tyre industry with the new tyre replacement market falling year on year. In spite of an increase of approximately 5% in registrations in the truck market to the end of October, the replacement tyre market in Ireland was down 19% compared to 2010, with Continental estimating an overall market of 92,000 units by year-end. Th e industry was impacted by price increases brought about by an above average increase in raw material costs, with natural rubber peaking at 60% above rates at the start of the year. Th e UK market also suff ered from tyre availability issues during the year, with a total replacement tyre market of one million units marginally down on 2010, although the overall European market saw a growth of approximately 3%. Th e premium sector has performed well but mid-range tyres continue to be under pressure from budget brands.

Looking at the breakdown by market segment, the goods sector continues to dominate in both countries, accounting for 88% market share in Ireland. Construction represents 8% with the bus and coach segment accounting for 3%. Aft er the extreme winter conditions of 2010 and 2011, winter tyres have started to make an impact, accounting for 1% of sales in Ireland.

Once again there are interesting variances in the breakdown of steer, drive and trailer tyres between the two markets with steer accounting for 56% of the UK replacement tyre market, but only 42% in Ireland. Drive and Trailer axle tyres account for 17% and 27% respectively in the UK, and 27% and 31% in Ireland. Tyre sizes remain consistent in both markets, with the 315/80 R22.5 taking

33% market share in Ireland, while the UK’s most popular size is 295/80 R22.5 with 27%.

Th e combined UK and Ireland retread market has remained constant in 2011 at just over one million units. Continental noted that premium casings remain in high demand with values increasing. Cold retreading continues to dominate the Irish market with 82% whereas in the UK it represent just 33% market share.

16” rims continue to dominate the van market representing over 60% of total sales, although the single biggest selling tyre is the 195/70 R15. On 4x4 vehicles 17” rims continue to gain in popularity but the 215/65 R16 remains the best selling tyre in the segment. A continuing increase in rim sizes is also apparent in the car market with sales of rims of 15” or smaller falling, 16” rims growing at a slow rate and 17” and above taking increasing market share.

26 FLEETTRANSPORT | FEB 12 Text: Cathal Doyle - cathal@fl eet.ie

TYRES

A Challenging Year for Tyre Industry in 2011

EU Tyre Label

How to read the Label

Wet grip / Braking performanceShort to longer braking distance in

Rolling resistance / Fuel efficiency

Best to worst fuel consumption

Highest Grade

1818

wet conditions

Noise emission / Exterior noiseMeasured in dB

3 classes

Lowest Grade

EU Tyre LabelingFrom November 2012, all new tyres sold in Europe will be required to display standardised grading information on three criteria, namely rolling resistance, wet grip and external noise. Th e label, which must be provided by the retailer to the customer at the time of sale, grades the tyre’s rolling resistance and wet grip / braking performance under seven classes ranging from A (best) to G (worst), while a decibel reading will be provided for the noise emission standard. Welcoming its introduction, Tracey Hyem, Marketing Manager Commercial Tyres at Continental says that the labeling system will provide greater transparency and clarity to commercial vehicle operators who are looking for the best tyre to suit their requirements. Looking at rolling resistance for example, she notes that an operator doing an average of 160,000 kilometres per annum at 9.42 mpg average could save as much as £1,500 by using Class A rated tyres versus Class C tyres.

To find out more, visit: www.seai.ie/energyshow

th th

DISCOVER A WORLD OF BUSINESS ENERGY SOLUTIONSSee the latest sustainable energy solutions at the Energy Show 2012. Organised by the Sustainable Energy Authority of Ireland (SEAI), it’s a must for businesses interested in the latest innovative products and services.

Why not attend one of our popular seminars to learn about energy saving opportunities. Better still, book early and get a discount on all seminars.

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Client that is a long established Irish Transport Company wishes to acquire

Transport Firms operating on the Island of Ireland specialising in unit loads in both the

ambient and refrigerated sector.

All replies will be dealt with in the strictest con dence.

Apply to:

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Ardarrig House, Carrs Hill,Douglas, Cork.

Tel: 021 489 1325 / 087-831 8503Email: [email protected]

Transport Businesses

Required

T raining in the transport industry is a topic on which everyone has an opinion. For the most part it is generally accepted that training is

a good thing - once it’s for other people. We all believe ourselves to be ‘above average drivers’ and oft en view any att empt to enhance our skills with some degree of scepticism. However, many companies now perceive driver training in a more positive light.

Th e reasons for this new perception may stem from an eff ort to reduce fuel consumption by engaging in an ‘Eco-driving’ programme, or some wish to enhance driver skills by undergoing some form of advanced training course. But what are the benefi ts for the company who generally pays for it? Is it possible to quantify a return on the time and resources invested?

Any att empt to train someone in whatever the discipline may be, should include two factors. Th e fi rst is that there should be a reason to train, established by what is commonly referred to as

a ‘training need’. An example would be that if you do not transport dangerous goods, there is no need to train a driver to be ADR compliant. Th e second is that the training must realise a ‘measurable outcome,’ in that there should be a quantifi able improvement in some aspect of work. For example, productivity, behaviour, fuel consumption, customer satisfaction.

An Eco-driving programme can reduce fuel consumption; however, it will produce the best results for the weakest drivers - the bett er the driver the narrower the margin for improvement. Th at being said, the simple fact of making drivers aware that fuel consumption is being strictly monitored might itself promote bett er driving.

Training programmes that instruct drivers how to deal with an out of control vehicle such as skid-pan training or tanker rollover oft en have limited value because the occurrences of these events are so random and infrequent. A number of studies show that the skills learned by the driver, are seldom retained - because they are seldom used. In

normal daily driving it is possible for a competent driver to spend many years behind the wheel and never encounter such an event.

Last winter we heard calls for commercial drivers, especially of public service vehicles, to be trained for driving in snow. At fi rst this appears to be a sensible pragmatic suggestion, though in Ireland it is diffi cult to predict when those skills may (if ever) be used.

Nevertheless, the benefi ts of training drivers to ‘avoid and prevent’ the dramatic roll-over, trailer swing, or jack-knife from occurring, is shown to be far more valuable than teaching them how to get out of the situation.

Th is is one aspect where driving simulators can help, as they aff ord an opportunity to create and re-create any given scenario repeatedly. Simulators allow time to assess the actions taken, and assess how the actions taken could be improved. Nevertheless, while computer technology and graphics have vastly improved over recent years, simulators remain somewhat detached from the road going experience.

Training is only expensive if the outcomes do not improve the business. If the training does improve the business then the cost is, by and large, a good investment. Nevertheless as with any investment a company makes, there needs to be a justifi able and well-examined rationale for making the investment - and an equally reasoned expectation of what outcomes the investment may bring.

If a driver training programme is to be undertaken, there should be a willingness on the part of the trainee to accept and engage with training. Th ere must also be a realisation on the part of the company to allow the trainee to use the new or improved skills they have acquired.

Th ere is litt le point in sending a staff member off to learn an improved method of working, only for them to return to the ‘old’ ways because – ‘that’s the way we always do it around here’.

28 FLEETTRANSPORT | FEB 12 Text: Paul White - paul@fl eet.ie

EDUCATION

Driver Training• If there’s no benefi t – Why bother?


COVER

Mitsubishi Fuso rolls out World Premieres at Tokyo Motor Show

M itsubishi Fuso emphasised on its ‘Power to the Future’ theme with two World Premieres at the Tokyo Motor Show. On

offi cially launching the new Canter Eco Hybrid and the Super Great Eco Hybrid Heavy Duty truck, Dr. Albert Kirchmann, Mitsubishi Fuso’s Chief said, “Fuso is committed in leadership in green innovation. Th e vehicles and technologies on display represent our ‘power’ to deliver trucks and buses that are fuel effi cient, low emissions, with low cost of ownership.”

At the Tokyo Big Sight venue, the second generation Canter Eco Hybrid on display boasted several advantages and advances over its predecessor. 50% better in fact. Set for

introduction into Europe during the second half of 2012, up to 30% advantage over its diesel counterpart was mentioned by Mr. Kirchmann as the big advantage. He explained that a similar parallel hybrid system is used but this time incorporating Fuso developed Duonic dual-clutch automated transmission alongside the new FPT Technologies sourced 3.0 litre diesel engine and a new improved electric motor. As with the Canter Hybrid, the Super Great Eco Hybrid was developed at Fuso’s Headquarters at Kawasaki, the home of Daimler Trucks Global Hybrid Centre.

The drivetrain used here is Daimler’s 12.8 litre world engine platform, named the 6R10 by Fuso, and the 12 speed automated box named INOMAT-II, otherwise known as the

Powershift 2 as per Mercedes-Benz Actros. In believing that hybrid trucks have relevance to long-haul operation, Fuso is claiming around 10% increase in fuel effi ciency versus conventional diesel only power. In real terms that is a saving of 4000 litres of fuel a year and a CO2 reduction of approximately 11 tonnes. “We see all of these technologies in the future of clean vehicles. All will give us power in the future,” he said. And as the price of diesel continues to rise this argument becomes stronger. Also showcased in Tokyo was the Canter E-CELL electric truck based on the 3.5 tonne narrow cabbed 3S13 model.

On the Canter E-CELL, Mr. Kirchmann said, “Th is all-electric truck is making its debut in Japan and moves with zero emissions and almost silent. But some day, we expect this innovation to make a lot of noise in our business and markets.”

In explaining Fuso’s ‘Power to the Future’ theme at the Tokyo Show, Albert said, “It means we have the power to shape future transportation, to deliver trucks and buses that are leaders in fuel effi ciency, low emissions and with that being the best choice for our customers and society.”

Th ese technologies on display are in-line with ‘Fuso 2015’ the company’s fi ve-pillar growth strategy for the future introduced in October. One of the fi ve pillars is ‘Leader in Green Innovation’, meaning the company focuses on advance in green products, green factory and infrastructure and green supply chain to achieve an aggregate CO2 reduction of 7.5% by 2015.

Mr. Andreas Renschler, CEO of Daimler Trucks & Buses concurred with Mr. Kirchmann’s green agenda. “At Daimler Trucks, we are convinced that growth and green innovation will go hand in hand, Governments expect it, society expects it, and we consider it our duty to fulfi ll our environmental responsibilities.”

Six sections of the East Exhibition Hall and four in the Western area were used at the Big Sight event centre for the 42nd Tokyo Motor Show 2011. From speaking with other press colleagues who regularly att end, it was a smaller show than usual. Th e Japanese automobile industry is still in recovery mode aft er the traumatic earthquake that hit the country last March.

Fuso Super Great Hybrid

Mr. Andreas Renchler & Mr. Albert Kirchmann

New Fuso Canter Eco Hybrid Technology


COVER

D etails of Fuso 2015, the company’s fi ve-pillar growth strategy for the future introduced in October 2011 were outlined at a special

Round Table Conference held at the end of day 1 of the Tokyo Motor Show. Hosted by Dr. Albert Kirchmann, Head of Mitsubishi Fuso Truck & Bus, he was joined by Mr. Andreas Renschler, Daimler Truck & Bus boss. “Th e fi rst of the fi ve pillars is Leader in Green Innovation, which focuses on advances in green products, green factory and infrastructure and green supply chain to achieve an aggregate CO2 reduction of 7.5% by 2015."

Being number 1 with customer care and employment, Dr. Kirchmann aims for Fuso to become a global player and a leader when it comes to effi ciencies.

Mr. Renschler began his address by using soccer terms to raise issues such as the current state-

of-play as economic uncertainties increases. Following the earthquake in Northern Japan, which disrupted component supply, Mr. R ensch ler pra ised the resilience of the Japanese people and community as a whole. “It’s amazing to see how quickly the country recovers, and I am very proud of the way our team here put Fuso back on track. Production for September ’11 has trebled that from March when the earthquake happened. Andreas is overseeing a 9% growth in sales for Daimler Trucks in 2011 in its domestic market."

For the bigger picture, Mr. Renschler has every reason to be confi dent as he forecasts growth of 500,000 trucks globally from 2.5m to 3.0m. Strong performance in Q3 lends itself to this optimistic view point. "With sales of 115,600 units estimated at €555m, return on sales for Daimler Trucks was 7.3% and by year end will have reached 8%."

In stressing the importance of Fuso to the Daimler Truck Group, Dr. Kirchmann highlighted its light truck expertise, green technologies and innovation. Sales growth continues to markets such as India, Taiwan, Th ailand and Indonesia, and Canters in various drivetrain forms will continue to be provided for the North American market.

He also praised the development work going on at Daimler’s Global Hybrid Centre at Fuso’s HQ in Kawasaki. “Th e products presented at the Tokyo Show are proof that our colleagues are really pushing the state-of-the-art. We have the fi rst Daimler heavy duty hybrid truck in the Super Great Eco Hybrid, our fi rst all electric light-duty truck (Canter E-CELL) and our new Fuso Canter Hybrid, of which we have sold more than 1,200 units. No other manufacturer off ers more commercial vehicles with a hybrid drive,” he said.

Mitsubishi Fuso to become Leaders in Green Innovation

Mr. Andreas Renchler & Mr. Albert Kirchmann at the Round Table Conference


COVER

E stablished in 2008, the Global Hybrid Centre at Fuso’s Headquarters in Kawasaki, Japan brings together the collective expertise from Daimler’s

other truck brands from around the world such as Mercedes-Benz (Germany, South America, India and Turkey), Freightliner, Western Star and Detroit Diesel (North America). Since then various diesel electric products have been produced, from the Canter Eco Hybrid in 2006 and now in 2012, the award winning Atego BlueTec Hybrid from 2010 and the Freightliner M2e Hybrid developed in 2008. Further optimisation of engine and increased effi ciency with hybridisation has been achieved to produce its latest development – the Fuso Super Great Eco-Hybrid Heavy Duty truck.

Fuso’s Hybrid expert Genichiro Ishii reported from the study sessions held to date on the new Canter and Super Great Eco Hybrids. He began by explaining that both were of the parallel system where the diesel engine, electric motor and transmission/inverter are positioned in a line behind each other. Both engine and electric motor/generator drive the vehicle, minimal energy conversion loss is achieved with good fuel economy, even when driving at a constant speed.

On the Canter Eco Hybrid system, the phase two development sees the motor placed behind the clutch to aid recuperation during braking, (the clutch is off during energy regeneration). Th e fi tt ing of the Fuso developed Duonic mechanical automatic transmission through its ECU shares control of the hybrid system.

Other modifi cations over its predecessor include the creation of a narrower motor to suit the narrow cabbed Canter while the lithium-ion batt ery box was reduced in size to allow for use in shorter wheelbase versions.

Based on the Canter’s Eco Hybrid experience and that of the Atego Blue Tec Hybrid, hybrid components such as the batt ery, e-motor, inverter have been further defi ned to suit a heavy duty application such as the Super Great 25 tonne Heavy Duty truck.

According to Mr. Ishii, the hybridization potential of the Canter Eco Hybrid reaches its 30% CO2/fuel savings while in delivery mode,

working in the urban environment where average speeds are low and its Stop/Start technology comes to the fore. With the Super Great hybrid, it achieves its 10% potential savings while on the motorway, operating at high average speeds. “Recuperation potential for Heavy Duty hybrid on the highway is much higher than a light duty truck, due to braking power,” he said. By braking power, he means use of the normal and

auxiliary brakes including engine brake and retarder. “Real life tests on the motorway from Tokyo to Komaki (261 kms) have proven these fi gures,” he stated.

“Th e CO2 reduction eff ect on the long haul heavy duty truck hybrid is over fi ve times that of a light duty truck on long distance routes,” he concluded.

Fuso hosts Daimler’s R+D Global Hybrid Centre

* New Canter Eco Hybrid takes pride of place

Fuso's R&D Sound Centre

Fuso’s Hybrid expert Genichiro Ishii

COVER

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

D u r i ng t he three day programme surrounding the visit to the Tokyo Motor Show 2011, hosts Mitsubishi Fuso began the

planned programme of events with a visit to its Kawasaki manufacturing plant, its largest production facility and global hub for all activities including Research and Development.

Mitsubishi Fuso’s heavy, medium and light duty trucks are produced here, as are truck, bus and

industrial engines. Th e facility dates back to 1941 and now covers over 430,030 m3 and employing 3,500 people. Soon aft er Mitsubishi Fuso Truck & Bus Corporation separated from Mitsubishi Motors Corporation, Daimler Trucks took a majority shareholding in the company and the Kawasaki plant became the worldwide hub of hybrid development for Daimler Trucks.

Mr. Masashi Kogame, Vice President, Head of Operations Truck & Bus presented details of what happens at the two adjoining facilities on

a daily basis. Production fl ow at the Kawasaki Plant begins with the machining and tooling followed by cabin welding, assembly and cabin printing. At the other end of the premises, various assemblies take place including engines, transmissions, axles, etc. Both paint fi nish and complete vehicles are thoroughly examined by the Quality Control team.

Meanwhile, over at the R+D Centre, activities to improve exhaust emission, noise reduction, recycling are ongoing while further development of hybrid electric vehicles, active and passive safety are also explored. It is here also that the latest Canter was created with input from its European partners in Germany and Portugal. Testing of these advances in technology take place at Fuso’s Kitsuregawa Proving Ground nearby.

While on the guided tour of the factory fl oor, the shift workers were busy applying their trade. Surprisingly, the lack of automisation made the facility look a bit antiquated compared to recent factories visited such as Iveco and the king pin of all, Ferrari. However, continuous investment to generate improvement and effi ciencies has been implemented together with the Kaisen Assembly practice installed. Th e single shift begins at 8 a.m. until 5 p.m. with one hour for lunch with two seven minute breaks morning and aft ernoon. It takes a litt le over an hour to produce seven heavy-duty trucks – 60% rigid and 40% tractor unit versions of the Super Great model. Assembly line workers take six months to train, most of which are College graduates.

Another surprise was the product mix on the assembly line, for example, new and old versions of the Fighter Medium Duty range were manufactured with the previous generation heading to export markets in Saudi Arabia and Peru. New eigth generation Canters, with Certifi ed Clean Idle stickers, were marked for California. Th is line, 100 metres in length sees just over 21 units come off it per hour by the 63 male assemblers. Only 2 females are employed throughout which is something Mr. Kogame is keen on enhancing. Women, once married, see themselves destined for domestic chores as per the Japanese tradition.

Like the other automotive brands, Mitsubishi Fuso was also affected by the devastating earthquake, but is back to full strength again, regaining sales and overall market share in its home country.

Kawasaki – Fuso’s global production hub

Exclusive fi rst drives in the New Mitsubishi Fuso range, including Hybrids will be featured in the next edition of Fleet Transport.

Leading the way for over 30 yearsThe oil distribution industry showcase

Federation of Petroleum SuppliersTel: +44 (0)1565 631313 Email: [email protected]

Are you involved in the oil and petroleumdistribution industry?

If so then FPS EXPO 2012 is the event for you.

• Over 100 exhibitors providing every possible product and service you could imagine

• A range of FREE industry related workshops and seminars

• A forum for the exchange of best practice in the industry

• Excellent networking opportunity – everyone and anyone will be there

To exhibit at FPS EXPO 2012 call +44 (0)1565 631313

For free entry andmore information visitwww.fpsshow.co.uk

Every drop counts. Save up to 7%* fuel with

I-Shift, our thinking transmission.

Learn more at volvotrucks.com/everydropcounts* The claimed fuel savings are compared to the same vehicle with a manual gearbox.

Actual savings will depend upon the driver and driving conditions.

Volvo Trucks. Driving Progress

OUR PHILOSOPHY:


LAUNCH PAD 1

A nother busy year ahead for Iveco. No sooner had the Italian Commercial Vehicle manufacturer taken down its Christmas decorations when

it marked the fi rst offi cial product launch of the New Year with the latest generation of the Daily. For the UK and Irish markets there is a new lower powered version of the Eurocargo and by the end of 2012, details of the all-new Stralis together with Euro 6 engine technology will be revealed. At its annual trade press gathering held in Coombe Abbey, Coventry, Iveco’s Product Director Martin Flach began his presentation by highlighting the various developments made to the Daily that makes a real contribution to lowering running costs and the vehicle is quicker, more relaxing and ultimately safer for the driver. “It’s more comfortable too,” he said.

“Seats, steering wheel and column need to be infi nitely adjustable so we’ve profi led new Daily’s rear cab wall and that allowed us to increase the range from the driver’s seat. Combine this with new height adjustable steering wheel and drivers of whatever size can fi nd the ideal driving position. Th ere’s a new dash mounting gear stick housing that’s easier to use and we’ve even realigned the layout of the foot pedals so they are straight ahead and more natural for the driver. For passengers there’s a more comfortable dual bench seat, there’s a new dash board too with an easier to read intricate panel, new soft and touch materials, easier to use butt ons for things like heating, cooling and climate control and bett er sited storage compartments,” he explained.

“Moving on to technology. Daily has been available for some time with the optional Blue & Me system and to this we’ve added the brand new TomTom Go Live 1000 integrated with all the navigator functions, with real time traffi c information, local weather forecasts and emergency reports,” he added.

Martin continued by looking at the many safety

aspects now featured on new Daily range, which comes in Panel Van, Crew Cab, Chassis/Cab forms. “Th e new Daily is fi tt ed with the latest ESP9 (Electronic Stability Programme), with Hill Holder and Load Adaptive Braking Control and other important safety systems, such as Roll Over Mitigation to alleviate any tendency to roll over during sudden manoeuvres. A Sway Mitigation system is installed to control the vehicle’s stability when it’s pulling a trailer and Hydraulic Brake Assist to ensure maximum braking eff ort under all emergency braking conditions.”

“Th at’s not all,” he added, “as the new Daily is fi tt ed with new Day Time Running Lights and optional Cornering Fog Lights, up to a speed of 40 km per hour. Th ese follow the driver’s steering angle, illuminating the sides of the curb and maintaining visibility under the worst possible driving conditions.”

“But what about the engines,” he remarked, “because new Daily’s biggest steps forward are increased vehicle performance and reduced fuel consumption. For applications requiring maximum performance and minimal journey times there’s a new Twin Turbo 3.0 litre diesel rated at a whopping 205 hp and a massive 470 Nm of torque. Th is FPT Technologies supplied engine is the most powerful 4 cylinder diesel ever used in a light commercial. It’s so effi cient that it gives fuel savings of around 5% compared to the previous generation. But of course not everybody wants power and performance, others want reduced fuel consumption and lower operating costs without compromising performance. Th en there’s a new 2.3 litre diesel engine. At 146 hp and with torque values of 360 Nm, this delivers an extra 20 hp over its predecessor. It’s lighter so it gives 60 kgs more payload and best of all it off ers a reduction in fuel consumption of up to 10%. Effi cient and economical, this new engine is one of the most technologically advanced in its category. It uses a new MultiJet 2 fuel injection system and this year it will be available with Stop/

Start technology where the engine cuts out to save fuel when the vehicle is stationary.”

“Of course you need the right Gearbox so we’ve completely renewed the range of 6 speed transmissions too. Th ere’s a new 6 speed double overdrive especially designed for our 2.3 litre engine and another 6 speed for our top of the range versions and we’ve improved versions of our current manual and automatic transmission each delivering weight savings of around 5%. On performance, economy, drivability, manoeuvrability and reliability, the new Daily is a winner.”

Martin refl ected on the changing marketplace within the 7.5 tonne sector in the last decade in particular. “Th e market has been gradually reducing, but it’s not quite as simple as that because the market is also changing,” he said. He cited that the combined market share of the Premium 7.5 tonne truck suppliers namely Iveco Eurocargo, Mercedes-Benz Atego, MAN TGL, DAF LF and Renault Midlum have lost sales to the lightweight suppliers in the same weight category such as Mitsubishi Fuso, Isuzu and Hino. “And more recently the 7 tonne Daily, which in payload terms, is very competitive against the Eurocargo,” he added. From this development, Martin and his team have come up with a gap-closing version of the Eurocargo – “a 75E14, which is a 4 cylinder, 140 hp with a fi ve speed gearbox, but no compromise on other features,” he emphasised. “So we have a cost eff ective opportunity solution for those customers who aspire to the Premium range but don’t need all their features, such as high horsepower and automatic transmission.”

“Towards the back end of the year, we will be talking about the evolution of the Stralis heavy range, powered by Euro 6 engines that uses SCR only. We will have ‘Early Adoption’ models available if anyone wants to take up the UK Government subsidy of €500 per year (which is not enough in my opinion),” he added. Another mention of note for the future is how truck manufacturers will address the issue of cab strengthening, which is new legislation to be introduced by the European Union before the end of the decade.

Out with old, in with new Iveco Daily

Martin Flach, Iveco Product Director

LONG TERM TEST

It has been a good while since details of Volkswagen’s fi rst entry into the pick-up market fi rst surfaced, but aft er a protracted launch period, the Amarok has now arrived on these shores. To fi nd out whether the new vehicle is set to shake up the pick-up segment, an Amarok has joined

the fl eet at Fleet Transport magazine for an extended test review where we’ll be putt ing it to the test in a variety of situations.

Our test Amarok comes in Trendline trim level, the middle of three specifi cation off ered by Volkswagen Commercial Vehicles in Ireland. It is fi tt ed with the more powerful of the two engine options – the 163 bhp 2-litre TDI with bi-turbo engine technology that delivers an impressive 400 Nm of torque from 1,500 rpm. With the increase in VAT as of January 1, the Amarok as tested retails for €37,960.00

We’ve had a couple of opportunities to drive the Amarok previously, notably at the test day for the inaugural International Pick-Up Award over a year ago, an event that was held here in Ireland. Impressions then were that Volkswagen had redefi ned the pick-up category, bringing new levels of refi nement and sophistication to a sector that uniquely straddles commercial and passenger vehicle usage. Th e European wide voting members of the International Pick-Up Award (among them Group Editor of Fleet Publications Jarlath Sweeney who was instrumental in sett ing up the award) obviously thought so as well, as the Amarok was subsequently declared the winner of that prestigious title.

Th ose initial impressions of refi nement have been confi rmed during our initial period with our long term test vehicle. As a passenger vehicle, the Amarok is comfortable, easy to drive and well-equipped. Th is class of vehicle has never been noted for passenger comfort, thanks largely to the heavy-duty leaf springs needed to allow payloads of over one tonne to be carried. Even fully unladen though, the Amarok’s ride, while inevitably veering towards fi rm, is comfortable enough on all but the most bumpy of roads to pass commendably un-noticed by passengers. It does ride bett er though with a litt le ballast in the back. Th e interior layout is classic Volkswagen; indeed if you were just dropped into it blindfolded you might think you were in a Golf on steroids. Th at’s a good thing; the Amarok feels very well put together with the quality materials and build quality associated with the brand. Worth highlighting is the seating positions for both rear and front seat passengers. In other double-cab pick-ups, the rear passenger area has oft en been an aft erthought, with a cramped and too upright seating position. Volkswagen has clearly put some eff ort into the design of this, and the result is a spacious and comfortable compartment. Equally in the front, whereas other pick-ups have tended to have relatively low seats relative to the fl oor, the seating position in the Amarok is higher, like that in an SUV. It not only gives a bett er driving position but also is more comfortable on longer journeys.

Th e 2-litre TDI has hardly been exerted yet, but it is a refi ned unit, with that torque fi gure of 400 Nm apparent from the fact that it will motor quite happily at 20 km/h in third gear at about 800 rpm. On the move noise levels are pleasantly muted, even at motorway speeds. Fuel economy so far has been averaging around 8.2 l/100 km (34.4 mpg), prett y good for a vehicle of this size, though it has yet to be measured with loads on board

We haven’t had a chance to put all the off -road and towing technology to the test yet, but the Amarok is fully equipped for serious work with diff erential lock and low and high ratio 4WD sett ings.

At an overall length of 5250 mm, the Amarok is a prett y substantial vehicle, as benefi tt ing a vehicle capable of carrying a standard Europallet in its rear load compartment (the only vehicle in its class currently able to do so. Th at size is most notable when trying to reverse into a parking space, where because of its height and width, it is nearly impossible to see a vehicle behind using the conventional mirrors.

Th at minor gripe aside, we have been very impressed with the Amarok so far, and will be reporting back with further updates in future editions.

Volkswagen Amarok

36 FLEETTRANSPORT | FEB 12 Text & Photos: Cathal Doyle - cathal@fl eet.ie

Redefi nes Pick-Up Sector

Follow updates on www.fl eet.ie & on Twitt er@vwcvireland


LAUNCH PAD 11

A tried and trusted workhorse for over 25 years in Ireland with over 10,000 sold, the Mitsubishi Pajero has earned

a strong reputation in the market where ability and dependability matt er fi rst and foremost. A new more powerful, smoother and safer version has just been launched at Mitsubishi dealerships nationwide. With the construction sector being one of the target markets now in hibernation, Mitsubishi is looking to the business and buoyant farming community with the new Pajero with prices starting at €32,262 ex VAT (but inclusive of VRT of €200 for the SWB Commercial).

Available in both Short Wheel Base (SWB) and Long Wheel Base (LWB), all models come with cruise control, automatic air conditioning, Bluetooth, 18” alloy wheels, traction control and driver, passenger, side and curtain airbags as standard. Th e 7 seat passenger LWB retails at €63,020. Pajero 2012 is now the most powerful in its class with output from the 3.2 litre diesel increased by 25% to 200 bhp. Torque has been increased also by 16% to 441 Nm and brings the towing capacity

for the LWB version up to 3.5 tonnes.

Th e Pajero’s emissions have been lowered by 15% while fuel economy has been improved by up to 18%, which helps return a positively frugal fuel consumption fi gure of 7.8L/100 km or 36.2 mpg.

Accounting for over 90% of overall Pajero sales, the Pajero Commercial Safety Package includes ABS with EBD, electronic traction and stability control with brake assist, Super Select 4 wheel drive system and driver, passener, curtain and side airbags.

All versions in the new range come equipped with Mitsubishi’s Super Select 4WD system, which off ers the benefi ts of 2WD, full-time 4WD and diff erential locked 4WD all in one package. Th is system has massive benefi ts as it gives the driver a choice for the vehicle to be driven in 2WD on normal roads and is especially useful in terms of safety and traction when towing, driving in bad weather conditions or when driving off road.

Commenting at the dealer launch, Robert Guy, General Manager for Mitsubishi Motors Ireland said, “While studying the market for the new Pajero, we talked at length with Irish owners. We found that more than ever, people are looking for low cost ownership, reliability, performance, fuel economy and good residual values when considering a new vehicle. While the market has changed drastically over the last few years, these criteria are more important than ever. We are confi dent that the new Pajero will remain one of the most popular choices in the segment.”

G eneral Motor’s Opel/Vauxall has teamed up with a new commercial vehicle partner in

Fiat Professional to produce the latest generation Combo light van. Here to fore GM’s alliance partners in this sector has been Renault to jointly design and market their Vivaro and Movano LCVs. Th e Combo was fi rst introduced in 1996 with the current version on the market since 2001. Even as this model nears the end of its lifecycle, all time sales of the Combo have topped 200,000 sales under the Vauxhall branding in the UK alone.

Based on the multi-award winning Fiat Doblo Cargo, the new Opel Combo to be introduced here in March will be available in

two wheelbases, two heights and two gross vehicle weight limits (2.0t and 2.3t). As per the Doblo Cargo, Combo will boast the highest payload (up to

1 tonne), largest load volume (up to 4.2m3) and longest wheelbase in its sector.

Diesel power will be provided primarily by Fiat Powertrain Technologies 1.3 litre CDTi and 1.6 CDTi, each with 90 bhp as well as a 1.6 CDTi variant with 105 bhp. Start/Stop functionality to deliver even lower fuel consumption and emissions is fi tt ed too. Other fi tt ings and equipment supplied is as per the Doblo Cargo, except for the badging of course!

Word from Opel Ireland is that as well as the standard panel van versions, a 5 seater Crew Cab type will also be available on

the order book.

T o date the world’s most popular Pick-Up truck, the Toyota Hilux has recorded cumulative global

sales of over 13 million units. Last year, global sales reached 549,000 units, an increase of 25% over the previous year. In Europe, 21,866 Hilux vehicles were sold in 2010, representing close to 25% of the segment and making the Toyota pick-up the leader for the third consecutive year. For 2012, the Hilux 4x4 features extensive revisions to both its interior and exterior design. Among the interior changes include improved quality fi nish throughout the cabin, be it in Double or Single cab form and increased passenger car levels of convenience. Th e new exterior design gives the Hilux 2012 a distinctive and

refi ned look, while maintaining the legendary toughness essential for professional work. From the A pillar forwards, the front of the

vehicle is entirely new. To the rear, new combination lamp clusters and a new high level stop lamp match the design of the headlamps to maximise visibility.

Across the three grade levels – DLX, SR5 and SR Premium, revised D-4D Euro 5 engines include the 145 bhp and 2.5 litre and 171 bhp 3.0 litre. Both off er reduced fuel consumption and lower emission levels through the 5 speed manual/automatic transmission available.

Depending on the equipment level items such as ABS, rear diff erential lock, electric windows, remote door locking,

electric/heated door mirrors, air-con and cruise control.

Keener, meaner Mitsubishi Pajero!

Opel’s new Combo ready to break cover

New Toyota Hilux to the fore (by four)!

FREE TICKETS ATwww.cvshow.com

KEEPING BRITAINMOVINGThe Commercial Vehicle Show has become the natural meeting place for the road freight transport business, with masses of suppliers and operators getting together to driveproductivity and profit in tough markets.

Strategically situated at the heart of theUK motorway network, the NEC will behome to the CV Show from 24 to 26 April, with exhibitors and visitors from every business sector engaging in face to face dialogue.

For exhibitor details please call +44 (0) 1634 261 262

24 - 26 APRIL 2012 . NEC BIRMINGHAM

FUEL PRICE UPDATE / HEALTH & SAFETY MATTERS

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

Albania ALL 182.00 189.00 180.00 Lithuania LTL 4.71 4.75 4.59

Andorra EUR 1.224 1.289 1.175 Luxemburg EUR 1.341 1.364 1.262

Austria EUR 1.399 1.543 1.403 Macedonia MKD 79.50 81.00 72.50

Belarus EUR 0.571 - 0.590 Moldova MDL 16.44 16.84 15.67

Belgium EUR 1.667 1.688 1.550 Montenegro EUR 1.380 1.410 1.280

Bosnia-Herzegovina BAM 2.30 2.45 2.55 Netherlands EUR 1.757 1.824 1.491

Bulgaria BGL 2.47 2.63 2.64 Norway NOK 14.73 15.04 14.28

Croatia HRK 9.88 10.23 9.59 Poland PLN 5.59 5.84 5.79

Czech Republic CZK 34.90 37.50 35.90 Portugal EUR 1.629 1.740 1.487

Denmark DKK 12.79 13.19 12.10 Romania RON 5.57 6.07 5.77

Estonia EEK 1.314 1.354 1.379 Russia RUB 28.94 31.68 28.65

Finland EUR 1.601 1.651 1.550 Serbia RSD 133.90 148.90 136.90

France EUR 1.567 1.608 1.441 Slovakia EUR 1.457 - 1.395

Georgia GEL 2.20 2.25 2.30 Slovenia EUR 1.380 1.396 1.305

Germany EUR 1.539 1.623 1.449 Spain EUR 1.370 1.480 1.360

Greece EUR 1.684 1.764 1.522 Sweden SEK 14.63 15.13 15.14

Hungary HUF 407.00 - 443.00 Switzerland CHF 1.730 1.790 1.900

Ireland EUR 1.549 - 1.539 Turkey TRY 4.37 4.44 3.87

Italy EUR 1.719 1.818 1.671 Ukraine UAH 10.25 11.09 9.52

Kosovo EUR 1.29 - 1.33 UK GBP 1.332 1.408 1.415

Latvia LVL 0.939 0.969 0.946 USA USD - - 1.018

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 4).

The European Transport Safety Council [ETSC] PR AISE project has just published a report aimed

at employers entitled ‘Driving for Work: Managing Speed’.

Th e Health & Safety Authority, An Garda Síochána and the Road Safety Authority have contributed to the report. Th is report off ers employers an insight into tackling speeding amongst employees driving for work. Speeding can be defi ned as driving in excess of legally set speed limits and/or driving at speeds which are inappropriate to the prevailing conditions. Speeding is the main cause of road traffi c collisions, deaths and serious injury. Loss of control of the driving task, and thus potentially of the vehicle, arises when the demands of the driving task exceed the available capability of the driver. As speed increases the task demand rises and the driver’s capability is reduced.

Employers have a clear responsibility to reduce incentives to speeding and to raise understanding of the serious onsequences it can have. Th e report provides sources of information for employers on:

Speeding – State of Play• Why Drivers Speed• Business Case to Manage Speed• How Employers Can Prevent Speeding• Focus on Technology available to assist • employers managed speeding

Th e clear message is that if you, as an employer, have people in your employment who drive for work, then you should evaluate all the risks associated with speeding and put the people policies and procedures in place to eff ectively manage to risk preventing injury and harm to your employees.

You can access the full report at htt p://www.etsc.eu/documents/PRA ISE%20Th ematic%20Report%208%20Driving%20for%20Work%20Managing%20Speed.pdf

Tackling Fatigue: EU Social Rules and Heavy Goods Vehicle Drivers

Th e European Transport Safety Council [ETSC] PRA ISE project has also published a report dealing with the issue of fatigue and HGV drivers.

Th is report off ers employers insight into tackling fatigue amongst HGV drivers. Fatigue is one of main risks for this group of professional drivers. It looks at the involvement in HGVs in collisions and collision causation factors including fatigue. It gives an overview of EU legislation on driving and resting times. Although this legislation aims at improving the working conditions of drivers and ensuring fair competition in the EU, this report will focus in on its road safety aim by primarily addressing fatigue. It deals specifi cally with what employers can do to tackle fatigue. An employer’s ‘safety culture’ which integrates fatigue policy across its supply chain can support compliance with existing EU legislation. Th e report provides sources of information for employers on;

Recent Trends in Truck Collisions • Collision Causation Factors • Fatigue in the Professional Transport • Sector Night and Shift Work • Working Time, Driving Time and Rest • Time Business Case and Liabi l it y of • Employers Fatigue Management Systems•

Safety Matters . . . . Safety Matters . . . . Driving for Work: Managing Speed


WAREHOUSING


T he All Ireland Warehousing Association’s parent organisation, the UKWA will hold its 13th Annual Awards for Warehousing

on Wednesday 4th July in the Ballroom Suite of the Dorchester Hotel, Park Lane, London.

Th e UKWA/AIWA Awards for Warehousing enjoy a high profi le and every AIWA member company is urged to enter. Th ere are nine Awards categories in total and the Technology/ Innovations Award is open to non-members as well as members.

AIWA Members will receive an offi cial entry form through the post soon, but in the meantime, the awards categories are:

Customer Service Award• - Th e judges will be seeking evidence of customer insight and a customer focused culture within the organisation. Training Award• - Th is award is given for training achievement. It can be awarded to an individual, organisation or jointly to both. Technology/ Innovations Award• - Evidence will be required of a bold and innovative response to the changing market place and could include the introduction of new technology, products, processes or procedures. Best New Warehouse Member Award• - Th is is a corporate title given to the company showing the highest professional standards of warehousing on joining AIWA. Warehouse Manager of the Year Award• - Th e judges will be looking for excellent personal and professional qualities. Team of the Year Award• - Th e trophy will be won by a company or depot that is able to demonstrate an outstanding team eff ort during the past year in their warehousing operations.Chairman’s Award• - Presented by the Chairman to an individual or company who has made a real and lasting contribution to the warehousing industry. Environment Award• - Given to the company that demonstrates the most signifi cant and successful application of ‘Green processes, procedures or monitoring’ during the year. Young Employee of the Year• - A new award open to any employee not in a supervisory or managerial role under the age of 25.

AIWA’s Chief Executive Offi cer, Roger Williams, commented on the 2012 programme:”This lunchtime event has grown year on year and in 2012 we expect to build on the success of the occasion. I strongly urge all members - large and small - to consider entering at least one of the categories.”

“We would be particularly pleased to receive entries from AIWA members,” he added.

Last year Expect Distribution collected the Team Of Th e Year and the Customer Service awards. Operations Director Neil Rushworth

was understandably delighted with his company’s success: “I was particularly pleased to win the Customer Service Award as I believe that it demonstrated our commitment to our customers,” he says:

He continued: “We outline clear targets to our employees in what is required with each individual account and we help them to make sure those targets are achieved.”

“It was a fantastic achievement to be recognised as the best in the country, but to do it in two categories was unbelievable. Winning the Awards gave everyone in the company a tremendous boost.”

Also in 2011, Elddis Transport beat off tough competition to win the Environmental Award in recognition for its on-going carbon reduction programmes.

“Th e award illustrated our on-going commitment to reducing our carbon footprint and impact on the environment,” says the company’s MD Nigel Cook.

“It is a tremendous honour to win a national award and the prestige that comes with an UKWA Award allows us to send out some very positive messages about our business and the way we operate,” he added.

Toyota Tsusho UK Ltd won the keenly contested Best New UK Member Award in 2011. Th e company joined UKWA in 2010 and inspector Richard Davies was duly impressed with the extensive range of services the company off ers from its purpose built facility at Castle Donington.

“Winning the Award was marvellous,” said Toyota Tsusho’s Logistics Manager, Richard Frisby. “Th e day aft er the Awards lunch, we got all the team together and gave everyone a pat on the back. It had a tremendously positive motivational eff ect.”

Another double award winner in 2011 was Century Logistics. Century’s Paul Wilson collected the Warehouse Manager of the Year Award while Century team supervisor Des Bailey was announced as the Employee of the Year.

“Winning the two Awards has helped raise our profile in the sector considerably,” explained Stephen Basey-Fisher, managing director of Century Logistics.

“We have won UKWA Awards in previous years too and now have our collection of winner’s certifi cates and trophies on display within our company reception. Th e display always draws interest from visitors to our facility and, of course, the chance to demonstrate that we have achieved such high profi le recognition for delivering best practice is extremely useful when we are pitching for new business.”

“Th e Awards lunch itself is always an excellent day. We make a point of entertaining clients at the event and it is a great opportunity to show them our industry at its very best.”

For further details please contact Jacquie Corderoy on (tel) +44 (0) 207 836 5522 or email [email protected].

Will you be a Winner in 2012?

Winners united! Last year's UKWA Award recipients

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EXPORTS

42 FLEETTRANSPORT | FEB 12 Text: Paul White - paul@fl eet.ie

N ot long aft er the New Year chimes have died away, we get the fi rst of a series of Annual Reports, which usually bring us back to reality

again. Th e Reports are valuable in that they provide facts about the state of the nation - minus the political spin.

One of the most eagerly anticipated Reports this year, was the Review of 2011 by the Irish Exporters Association (IEA). Th e IEA’s Chief Executive John Whelan delivered the Report that forecasts total export growth of 3% in goods and services for 2012.

Th e Report shows that we are not att acking the fastest growing world markets with the same vigour as our European partners, whose export growth to the so-called BRIC* countries grew by 22.5% in 2011 as against Ireland’s growth of less than 5% to these markets.

Speaking with ‘Fleet Transport’ - Mr Whelan said, “growth continues to suff er due to contraction in the Eurozone and the continuing indecision in resolving the currency crisis.” He also calls for a major rethink of export strategy and greater support for exporters in the form of export credit insurance. In addition, he believes there is a need to address the subject of trade and Consular representation in Asia as a matt er of urgency to help Irish exporters gain a foothold in the market place.

Arguably more important than foreign direct investment, is the growth in exports of indigenous Irish products. One area of which showed signifi cant growth was that of the Agri-food sector which accounted for 70% of the indigenous exports in the year. Commenting on this fi gure Mr Whelan was “encouraged that this growth was not limited to the major processing groups, such as Glanbia, Kerry Group and Aryzta.” As the Agri-food industry is heavily reliant on transport, the growth in Agri-food sector was refl ected in the improved fi gures for transport services, which grew by 11.6% (€417 m) year on year. In conclusion, Mr Whelan says, “while there will be growth in 2012 it will be fragile and uneven.”

At a separate event in Dublin’s Convention Centre, further details of the record performance in food exports were provided by Bord Bía’s Chief Executive Aidan Cott er. Mr. Cott er said, “Food and drink exports are growing three times faster than total merchandise exports.” Adding that the value of exports is being helped by high commodity prices. While Mr. Cott er forecasts “some easing in global commodity prices in 2012, he believes prices will remain high by historical standards.”

While remaining our largest market, exports to the UK only rose by 6%, compared to an increase

of 16% to other EU Member States. However, a 20% increase was recorded for International markets outside the Member States.

Despite a 20% fall in shipment volumes, the value of Seafood products increased by 13% to €420m, making it the second highest growth fi gure achieved. Th e largest area of growth (17%) was recorded in Dairy and Ingredient products.

Speaking at the event the Minister for Agriculture, Marine and Food - Simon Coveney TD, praised the “extraordinary growth story that has happened to the food industry – adding, that growth in the new markets of Africa, Russia and China is a very positive story.” Mr Coveney believes there are opportunities for further growth, and singles out the possibility of increasing dairy products to China as one he will be pursuing on a trade visit this year.

While the fi gures are positive, we must keep in mind that the increase of €1 billion in export values - relates to the value of the export. Bord Bía estimate ‘that around 25% of the [1Billion] grow th in ex ports was due to increased volumes’.

Although the figures a re welcome a nd encouraging as they help to ensure profi tability of exporters, the country and the transport i n d u s t r y n e e d s volumes to increase to create employment. Nevertheless the reports confirm that Ireland has always excelled in the production of high quality foodstuff s, and highlights the potential

for job creation in an indigenous industry.

*Brazil, Russia, India and China

‘2011 Export Figures Provide Food for Thought’ Dublin, January 2012

Total Exports Year - 2010 / 2011 - €MJanuary to December 2010 2011 Diff €M % ChangeMerchandise 89,391 92,544 3,153 +3.5%Services 73,837 78,724 4,887 +6.6%Total 163,228 171,268 8,040 +4.9%

Source Irish Exporters Association

Performance by SectorSector - €M 2010 2011 % ChangeMeat & Live Animals 2,250 2,795 +11%Dairy & Ingredients 2,273 2,665 +17%Prepared Foods 1,375 1,540 +12%Beverages 1,152 1,220 +6%Seafood 371 420 +13%Horticulture & Cereals 193 210 +9%

Source Bord Bía

Michael Carey, Chairman, Bord Bia and Aidan Cott er, CEO, Bord Bía.

John Whelen, CEO, IEA

D r. Alan Lennon has taken up his role as the new Non-Executive Chairman of the Wright Group. Alan brings

to the Group a wide variety of commercial and industrial experience. Alongside his appointment he will continue to serve as Non-Executive Director of InvestNI, Business in the Community and Young Enterprise. Dr. Lennon was born and educated in Northern

Ireland gaining a fi rst class honours degree in Mechanical Engineering from Queens University Belfast, followed by a Doctorate in Material Science.

Jeff Wright, who has held the position of Chairman since 2006 will continue with the Wright Group as a Non- Executive Director, contributing to the Vision and Strategy of the business. Announcing Dr. Lennon’s appointment Jeff wished him every success with his new responsibilities. “Th e position of Chair is a challenging job. I

am confident t h at A l a n’s experience and drive will prove vital as w e e x plore potential growth in new markets and implement c h a n ge s t o succeed in times of economic downturn.”

Pictured at the Irish launch New Van Hool TX Astronef 16 were (l-r) Dermot Cronin (Cronin Coaches); Erik Olijslagers (Sales Manager Bus & Coach Van Hool) and Niall Cronin (Cronin Coaches). Full details in the March edition of Fleet Bus&Coach.

BUS &COACH


Free app for FleetBoard telematics

New Van Hool TX

New Wrightbus Senior Appointment

D aimler FleetBoard is the fi rst supplier of telematics solutions to off er a fl eet management and driving analysis app for the Apple iPhone and iPad. Operators can use it to control their fl eet of buses or coaches at any time

and from any location.

The trip recorder also makes it possible to display the most recent journey made. The app enables operators to monitor how their vehicles are being used, their drivers' working hours, the fuel consumption of their buses and coaches and the drivers' driving style. It is even possible to show the status of doors and loading ramps.

U K B u s & C o a c h manufacturer, Optare has announced the end of

production of its original Solo design after some 14 years. The original model is being retired in favour of the new look Solo SR for both UK and exports markets. Since its introduction in 1997, more than 4,000 of the original Solo design have entered service, including exports to the USA, Western Europe and beyond.

Th e Solo SR was launched in 2007 as a premium model with an entirely new exterior appearance and has grown signifi cantly in popularity. Th e new 2012 Solo SR range will consist of 7.1m, 7.8m, 8.9m and 9.6m variants, all available in the Slimline (2350mm wide) version. In addition, the 8.9m and 9.6m models will also be available in the wider 2500mm body width. All will feature curved side glazing and high specifi cation interiors allowing up to 37 seats in the longest derivative. Th e opportunity has been taken to redesign some of the bodywork

components to take advantage of the benefi ts achieved on the recently released Tempo SR design which reduce both weight and cost and further improve fuel economy. Glenn Saint, Optare’s Chief Operating Offi cer, said: “Moving to the single body exterior and interior design will give all operators the benefi t of the enhanced features of the Solo SR but the increased volume

this creates will allow pricing to remain competitive with other products on the market”. Building upon the existing mechanical design ensures continuing proven reliability and with no surprises from untested new designs. All Solo SR models will be available with either Mercedes-Benz or Cummins drivelines allied to Allison transmissions.

Meanwhile, overwhelming backing has been received from Optare’s shareholders for Ashok Leyland deal. More than 99.9% of the shareholders who voted backed the deal under which Ashok Leyland will increase its stake to 75.1% of Optare and simultaneously fully integrate Optare and its advanced product range into Ashok’s Global

Bus Strategy. “Th is is a real vote of confi dence in both Optare and Ashok,” said Jim Sumner, Optare’s CEO. “Even though the plan has involved diluting current shareholders, it is recognised that this deal is in the best interests of the business long term and secures its future within one of the world’s top fi ve bus makers,” said Mr Sumner.

Optare retires original Solo with new look Solo SR


TRAILER

A vital feature of public transport operation is lett ing passengers know where the vehicle is going. Th is somewhat arcane subject

has a long history and looking back from the early twenty-fi rst Century, shows up some surprising facets of social, educational and technological history. Looking back at Dublin and Ireland generally as an example, the story is fairly typical of what happened around the world.

When horse trams (and buses) took to the streets in Victorian times, the vehicles were painted in distinctive colours for each route, the details of which were also displayed in large lett ers. Th e reason for these distinctions was simple; illiteracy was widespread and the colour of the bus or tram enabled people who could not read – and most of whom were embarrassed by their disability - to readily identify the vehicle in which they wished to travel. As time passed, an increasing proportion of the population was able to read and write but in the very inequal society of more than a hundred years ago, this process was regrett ably slow.

Change began around the turn of the twentieth century when electric trams were replacing their

horse-drawn predecessors. Th e electrics were painted in a uniform fl eet livery and carried removable destination boards along their sides. Th ese oft en had the background colour of the horse trams they replaced and large painted boards were also carried front and back. Th ese, however, were not universally popular and in Dublin in 1903 a major change, which was to disinguish the City’s trams for many years, took place.

Technology was improving in the early 1900s, one example being the destination boxes now carried at the ends of each tram. Th e box contained a linen destination blind or scroll on rollers and carried the name of every terminus. Th e one required for each route was turned up to appear behind the glass front of the box and was illuminated from behind at night. Th e conductor was responsible for ensuring that the vehicle showed the correct destination.

In many Cities, route numbers were also introduced but in Dublin a different system came with the installation of the destination boxes. Carried on two prongs

above the box was a route symbol, a diff rent shape and colour being used for each route. A table showing how the symbols were allocated appeared in the timetable but there were a few services that did not need them because of the distinctive vehicles working on particular routes. Th ere was also some minor duplication for routes which did not meet. A fi nal refi nement was a pair of coloured lights above the destination – the combination of colours identifi ed routes at night.

Th e symbols could be easily understood by anyone with reading diffi culties and were used until 1918 when route numbers, already used in most Cities in these islands, replaced them. Th e prongs on which the symbols were mounted still served for some time to carry square plates on which the new route numbers were painted; number boxes eventually replaced them.

Several of the bus companies which proliferated during the 1920s painted details of their routes along the sides of their vehicles but many of those operating multiple routes preferred removable boards. Th e Great Northern Railway, the Irish Omnibus Company and Great Southern Railways, all ancestors of CIE, used such boards and the GSR ones were espcially distinctive. These boards were bilingual and a most appealing feature was the Gaelic script which was particularly elegant. Not so elegant for many years were the paper destination stickers placed in the front windows of so many buses and coaches.

Th e buses that replaced the Dublin trams had a comprehensive destination display featuring route number, four intermediate points and fi nal terminus in large lett ers. Despite several changes, this has never been bett ered and would be considered a major asset in a City that carried

TIMES PAST

TELLING WHERE YOU’RE GOING

A Dublin horse Tram of the 1880s working the Donnybrook line.


Table showing the Dublin Tram route symbols of 1903 and the route numbers that took over in 1918.

Dublin Tram No. 29 of 1904 fi tt ed with illuminated destination scroll, and showing the Dalkey shamrock.

TRAILER

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

so many visitors. Another development in scroll technology – or rather their apperance – has been the choice of lett er colour; green rather than white has been claimed to be more legible – make up your own mind from the picture of the two Olympians!

The biggest development in destination technology in recent has been the progression

from dot matrix displays which fi rst appeared more than twenty years ago. Th ese went through several stages of development and electronic displays have now reached a highly visible stage with light emitt ing diodes (LEDs) which can be read at a considerable distance.

Looking beyond our own small world, just a few closing observations. Edinburgh (Lothian) was

at least until recently using white on black blinds, while London stayed with green on black. But if there ever was a prize to be awarded for an inspirational display, an unknown Ulsterbus offi cial would be my nominee. Result: the vehicles running to a certain city in the northwest show Doire/Londonderry. What a diplomat!

TIMES PAST

Opening Times:Sept - May:

Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm

Th e National TransportMuseum,Heritage Depot,

Howth Demense, Howth.

Text: Michael Corcoran - enquiries@fl eet.ie FLEETTRANSPORT | FEB 12 45

Great Northern Railway AEC Reliance No. 14 (1929) with side destination boards.

Night View of CIE Leyland Titan R186 (1940) with comprehensive multi name destination scroll.

Bus Eireann Volvo VWD3 with LED destination display - 28 May 2011.

Great Southern Leyland Tiger No. 271 (1940) with bilingual destination boards.

Dublin Bus Olympians with white on black and green on black scrolls.

COMMENT

46 FLEETTRANSPORT | FEB 12 Text: Howard Knott - howard@fl eet.ie

I n the last ‘Comment’ piece we got quite exercised by the notion expressed by a senior Public Servant who suggested that the way forward within the whole freight transport business in Ireland was through the development of projects rather than policies. I

was mulling over this again while on an Aer Lingus fl ight from Paris to Dublin when the co-pilot came on to talk about the route we were taking. He said that, at the time, we were west of London fl ying on a direct line from Paris to Dublin and that we expected to arrive ten minutes ahead of schedule. First thought, not surprisingly, was that saving ten minutes is great for the 150 or so of us, passengers and crew, who were keen to get home but then I began to think a litt le about how this was good news for the airline, ten minutes off a hundred minute fl ight must cut a good chunk off the fuel bill and, of course, looking at it from an environmental point of view, ten per cent less fuel burn is 10% less emissions of noxious gases.

Th en I remembered reading just a couple of days previously a copy of the EU European Transport White Paper when I was preparing for the meeting that took place in Paris of the Transport Working Group of the Atlantic Arc Commission Conference of Peripheral Maritime Regions (CPMR). Th is document looks forward towards 2050 and seeks to set targets including many to do with emissions from the transport sectors. However, unlike many similar documents, this one contains a series of Annexes which detail concrete proposals to bring about the objectives. One of these, in the section on ‘Completion of the Single European Sky’ was to ‘Achieve a truly seamless Single European sky and deploy the future air traffi c management system (SESAR) in the agreed timeframe’. Th is is an area in which the Irish Air Traffi c Control system is well ahead of the rest and has been able to implement direct routes between Irish airports and many European destinations. Our routing was by no means unique and the systems developed and implemented in Ireland are now being rolled out throughout Europe.

Now, here’s the point, an Irish air traffi c routing system is, indeed, a good project and, as such, would have been warmly welcomed by our senior Public Servant, but because the proven Irish experience enables it to be rolled out throughout Europe it fulfi ls a very valuable role in European transport policy. It might not reduce all fl ights’ fuel burn by ten per cent but it is a signifi cant step in the right direction. In all likelihood the ‘project’ was prompted by the ‘policy’.

Having read through the rest of the list of initiatives in the EU Transport document and having participated in the CPMR meeting, I feel all the more strongly that there is no excuse for failing to come with a rational Freight Transport Policy on a regional, national and multi-national basis. In fact, I would probably turn the argument around the other way. Th e EU Commission comes up with a draft Transport Policy which includes, for example, a series of ten transnational routes, known familiarly as TEN-T routes which are seen as the ten best routes for development within the Community and which, therefore, could qualify for fi nancial and other backing, possibly at the expense of other routes. Th e CPMR and other Regional development groups then consult as best they can within their Regions and comment on the Commission proposals, suggesting changes that are more representative of real business activity rather than prett y lines on a map. Th e meeting that I att ended was strongly focussed on the fi ve Atlantic Arc region countries, Portugal, Ireland and the western halves of Spain, France and UK. Th ere was a lot of discussion about ports that should be included in the ‘Core’ network, rail links to Ports key Metropolitan Cities and nodes of economic activity amongst other matt ers.

However, as there was no representative there from either Portugal or the U.K. litt le was said about either of these and the Commission’s maps were being allowed to stand. I did, in the absence of a U.K. representative, intervene to ensure the inclusion of Belfast as being both a signifi cant urban area and Port. Th ere were major delegations from France and Spain leading to quite a number of map changes. From an Irish perspective I had already got Rosslare Port back onto the map joining Dublin and Cork Ports there and proposed that the Limerick Mid-West region should be included as not only being a signifi cant Metropolitan area but also a major actual and

potential intermodal transport hub.

During the meeting the CPMR representative proposed that an eleventh TEN-T route should be added, a maritime corridor running from Gibraltar, through the Irish Sea and on to Scandinavia. It seemed like a good idea to have this locked into the EU plans, all the more so when, the next morning, Matthew King, Head of the EU Commission Atlantic Policy Unit spoke about policy that could operate from 2014 and which would see an end to ‘Marco Polo’, ‘Motorways of the Sea’ and a whole range of relatively limited funding projects and their replacement by a small number of major integrated intermodal transport projects. From the point of

view of an island that has, post 2000 at least, been a litt le timid about gett ing seriously involved in EU funded programmes this could be disastrous – unless we get our Transport Policy planning together in a serious way.

Ireland needs to get its Transport Policy together, Seriously

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I t is not necessary to have the ability of Zoroaster to foresee that 2012 may be a diffi cult year for transport operators. It seems inevitable that the market will diminish and, as a result, the competition for work will increase.

Traditionally, of course, the most important area of competition is the rate that will be charged for the work but in the current fi nancial climate there may be litt le room to manoeuvre and ‘buying traffi c’ is the fast road to disaster.

Th e one selling point that is sometimes forgott en is the quality of the overall service that is off ered; a technique demonstrated to the haulage industry in the UK by Eddie Stobart. Initially the industry refused to take seriously a company which required its drivers to wear a ‘uniform shirt’ and a tie, with a matching responsibility to present clean vehicles to the customer but, as Stobart vehicles are now commonly seen on the roads of Ireland, it is worth noting the appearance of the drivers and the vehicles.

It is increasingly important that a transport operator and its drivers see themselves as members of a team working together, whether the company is small or large. Clearly a uniform of some sort, even if it is only a jacket, goes some way towards promoting the concept of a team, but the real key lies in the level of communication between the employer and the employees. Th e employees must feel involved.

Communication should be a ‘two way’ aff air. A driver is the best person to report changes in a customer’s practice, or to report the presence of a competitor’s vehicle. A driver may also be able to suggest changes in the way that his company’s service is off ered to the customer, which will improve the service.

Conversely a transport operator’s customers will feel happier with the service that is being provided if the vehicles are clean, and the drivers appear to take pride in the work that they are doing. Th is is no less true when the vehicles are engaged in work that is inherently dirty; vehicles engaged in quarry work for example.

Although the Enforcement Authorities would probably deny this, it does appear that well presented vehicles are less likely to att ract the att ention of those Authorities. Even if a vehicle is pulled in to a check the outcome can be aff ected by the behaviour of the driver, and, again, if the driver feels that he or she is part of a team and, additionally, understands how an adverse record can affect the company; the Enforcement Offi cer may be less inclined to take action beyond issuing an oral warning.

The operator should not forget that a customer may not want to be associated with a transport operator who has been convicted of an off ence in relation to the operation of his vehicles. Increasingly cases involving transport companies are widely reported, and may even feature on

television news programmes.

Finally, as a late New Year resolution, it might be appropriate for operators to make an eff ort to establish a patt ern of regular contact with their customers beyond those conversations that routinely take place to confi rm loads and destinations. Ideally a customer should see the haulage operator not just as something more than a simple provider of transport, but as a fellow businessman facing the same commercial problems.

Th e secrets of successful competition are complex, and every business should try to identify those areas of their own business which give them an edge in the market place. A rate can always be beaten, and it is the nature and quality of the service that will make the diff erence.

A look at 2012

48 FLEETTRANSPORT | FEB 12 Text: Jonathan Lawton - jonathan@fl eet.ie

LEGAL

ONLINE APPLICATION SYSTEM FOR DIGITAL TACHOGRAPH DRIVER CARDS

Tachograph users - things just got easier

The Road Safety Authority now has an on-line system which allows bus and truck drivers to apply online for digital tachograph driver cards.

The good news is that the new online system allows drivers to apply quickly and easily for their tachograph driver 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 www.rsa.ie, or contact us at [email protected] or 091-872600.

50 FLEETTRANSPORT | FEB 12 Text: Donal Dempsey - donal@fl eet.ie

FINANCE

I n the next few months most transport fi rms will receive copies of their neatly bound annual accounts from their auditors (along with a substantial fee).

Th e standard one hour meeting will follow whereby the principle in the practice explains that the economic climate is difficult for all and that he/she has great sympathy and understanding for those business people who have to operate in tough market sectors (and transport is defi nitely in that category). As you may know the real work on the accounts and any real understanding of your business lies in the hands of a junior who is under pressure to complete all work on time and get on to the next fee paying client. However, in that hour some general questions to ask your auditor may generate business leads, usually an auditing fi rm will have only one transport fi rm on its books, so what sectors are profi table at present? It is possible to provide transport and logistics services to these sectors or perhaps fi rms that have own account transport can benefi t from the appraisal of the cost and service advantage of a third party transport provider?

Most business people when asked simple questions related to their accounts would admit that they do not fully understand what their accountant has produced for them and would be unable to ask for clarifi cation. Here are the most frequently asked questions that business people have for consultants when the auditors is gone:

Why have I a set of accounts that show a break-even situation while my bank balance is under severe pressure?

Th e reason for this may be the fact that your business was undercapitalised from day one or the fact that you paid for long term fi xed assets out of cash fl ow (eliminating interest costs but not sustainable). Or the period that you fi nanced assets over bore no relation to the actual life of the assets (example trailers fi nanced over three years that have an operational life of ten years). Your accountant can give practical advise on cash f low planning, can forecast ahead and see likely problems. But because the economy is changing rapidly you need these forecasts updated regularly regardless of how accurate the work was originally, changing factors must be adjusted for. Remember a profi table business will fail if cash fl ow planning is not done and in the current uncertain economic climate its clearly a fact that cash is king. Financial institutions will renegotiate lease terms with clients if a clear long term ability to repay is demonstrated and banks will off er medium term fi nance if the business

is well managed and fi nancial information is accurate and timely.

Why is the depreciation figure in my Profit and Loss Accounts not the same as my leasing repayments?

To answer this question simply, if you add the depreciation fi gure and the lease interest fi gure in the profi t and loss account and you fi nance the asset over its usable life then the amount you pay the leasing fi rm net of VAT and the fi gures in your accounts will correspond. However very oft en the real life of an asset and the annual fi nancial reduction in its value shown by the depreciation charge do not bear any relationship with the period an asset is fi nanced over.

What is a Balance Sheet?

A Balance Sheet is a fi nancial snap-shot of your business at a point in time being year end. It outlines all short term assets and liabilities (debtors and creditors plus revenue) along with all long term assets and long term liabilities (vehicles/trailers and buildings and lease obligations and term loans). Th e sum of all four categories, long term assets plus current assets less long term liabilities and short term liabilities is the equity or value in the business. Th is fi gure is normally made up of retained profi ts built up over a number of years rather than capital investment. Th e struggle in the last four years is to retain this fi gure rather than have losses eat into it.

Is the Balance Sheet value a true refl ection of the value of my business? Here the answer is no. In the ideal world it should be and auditors are now working harder to bring transparency to the value of all assets. If a business has property in the Balance Sheet, when was it last valued? Should there be a value in the Balance Sheet for goodwill and if all assets are depreciated over the same life are trailers undervalued? On the negative side assets may not materialise their full value if a business is forced into a sale.

Will all Accountants produce the same results?

The honest answer here is again no. While accountants operate under strict guidelines (called statements of Accounting Standards) interpretation of these rules may vary.

What are the key ratios the banks are looking for?

Normally pressure to produce accounts comes from the banks so what are they looking for? Th ey

want to see a viable business (they will accept short term losses during reorganisation) but more importantly they are looking for liquid funds to meet short term debt.

In the profi t and loss what does gain/loss on asset disposal mean?

If you have a truck that is depreciated down to €40,000 Net Book Value and you sell if for €35,000 your accounts will show a €5,000 loss on disposal. If you sell a trailer for €37,000 which has a net book value of €30,000, your accounts will show a profi t of €7,000 on disposal. If the asset is leased it may materialise more or less than is outstanding on the lease but that has a cash fl ow impact as opposed to an impact on the profi t and loss.

What is a Fixed Asset Register?

Simply put it’s a list of all fi xed assets (trucks/trailers/offi ce equipment etc) items that are not expensed directly to the profi t and loss but depreciated over a period of time. Held in the register (which could be a manual book, a computerised spreadsheet or be part of your accounts package)is the cost price, the current depreciation charge (normally this fi nancial year) and the accumulated depreciation which taken from the original cost gives you the Net Book Value of the asset at the current time. Some assets may have a zero net book value but are still in the company so during an audit all these items can be verifi ed, normally each item will have a unique reference number such as a chassis or registration number or a trailer number and chassis.

What is a lease schedule?

Th is is a list of all assets that are leased, again the number of repayments remaining will be listed and the balance excluding interest will be listed showing amounts under one year (short term liabilities) and over one year (long term liabilities).

If I get a set of accounts from another transport firm can I compare his results with mine, unfortunately for many of the reasons outlined above a direct comparison does not always give the true picture. Are buildings held in the business or the individuals name? If they are held by the individual was it a bare shell with all fi xture and fi tt ings paid for by the business? A good accountant supported by an expert tax partner will reap dividends.

Analysis of Annual Accounts

Unit 55 Doora Industrial Estate, Quinn Road, Ennis, Co. ClareUnit 55 Doora Industrial Estate, Quinn Road, Ennis, Co. ClareMain Sales and Parts Dealers for Hino & Iveco Trucks to Ireland’s Mid-West.

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OPINION

T en years ago it was typical for people to ask if your business was computerised, nowadays many that are having similar conversations may ask things like you need to maximise your business by using technology and is the Internet still

to the forefront of your business? Th ese questions are very relevant and the answers can determine if your business has the right balance between human input and computer accuracy. A few years ago I watched a documentary about life on-board an American Aircraft Carrier. As the programme maker went through the ship a large part of the presentation was how the computer systems could optimise the human behaviour so that every job was done perfectly.

However, when they arrived to the area that controlled the aircraft on the deck and their movements, there was a distinct lack of automation and technology. As proud as punch the American General who was acting as the narrator announced that no computer could replace the effi ciency of the human brain at this activity. I was absolutely gobsmacked, because deep down I believed this but felt it was unfashionable to say it, even hideous.

In fact one would not have to think hard to fi nd examples in road transport where the human brain is more eff ective and accurate than the brain of technology. Two areas that come to mind straight away are route planning and vehicle loading. Both of these activities should be done as a co-operation between the human and the machine.

Over Christmas I was in the company of three young professionals. All of them were well qualifi ed in their chosen fi elds, were pleasant and had reasonable views on the economy and life in general. As the conversation went on, a recent trip to Dingle became the main topic. By all accounts they were not long driving and this trip took them to the limit of their experience and quite obviously they were nervous before the trip. As the driver recounted the story he said it was a very bad evening when they left Limerick and as darkness fell driving conditions were poor. “Worst of all was the Conor Pass,” he said.

For those not familiar with the journey from Tralee to Dingle you can take two routes, the scenic but treacherous route known as the Conor Pass or the slightly longer but safer route, particularly when driving conditions are bad, through Castlemaine. I asked why they took the Conor Pass. “I was following the Sat Nav,” he told me in an air of confi dence and authority and the conversation continued. I was a bit taken aback. I would think part of this guy’s day time job is gathering information, making an assessment on it and then making decisions. In this instance he passed at least two big road signs that would have shown him the two options for gett ing to Dingle, clearly demonstrating that there was a diff erence in the two routes. Judging by the way the weather was described it was not an evening for sightseeing and certainly not an evening for the Conor Pass. Obviously, overwhelmed by the technology of the Sat Nav he allowed its brain over-rule this one.

How many of us have fallen into this trap? Technology and computerisation have without doubt improved our business and lifestyle but it is dangerous to become a prisoner to it.

If you see a warning light on a dash, would you, where possible, do a manual check to be sure? How many transport managers decide from a computer progamme that a trailer is full rather than having a litt le peep into the back of it?

In the modern rugby game a referee has the assistance of his offi cials and a video to make decisions, but he is the boss he makes the call. Computers, IT systems and technology in general have improved the quality of our lives and maximised the effi ciency of our work but the depth and dimensions of our brains gives us the upperhand. Don’t give that control away.

Human Interface versus Computer Screen – who wins? View from the Operators Desk

by Sean Murtagh sean@fl eet.ie

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Operator licensing for Northern Ireland by April

Interesting development from up North in that the proposed Operator Licensing would be introduced by April.

Following industry pressure, the scope for the new ‘O-licensing’ regime was passed in January 2010, but since then there has been a lack of progress.

Licensing of transport operators has had a positive impact on road safety in Great Britain, where it has existed for over forty years requiring commercial vehicle operators to hold an ‘O-licence’ to carry goods connected with any trade or business on a vehicle over 3.5 tonnes, whether for ‘own account trade’ or ‘hire or reward’.

However, this new legislation will mean that every goods vehicle operator in Northern Ireland, including ‘own account’, will now be legally required to hold an O-licence.

Offi cials at the Department for Transport here take note!


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FLEETTRANSPORT | DEC 10/JAN 11 63

Volume 7, No. 1 Spring 2012

Compiled by Howard Knott Edited by Jarlath Sweeneyemail: maritime@fl eet.ie

MARITIME 1 fl eetMaritime: IRISH SHIPPING & FREIGHT


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T hrough 2010 it had become clear that Irish and European business activity was not going to bounce back as

quickly as it had collapsed over the previous couple of years and that the Ro-Ro ferry operators, in particular, could not continue to operate the same level of services and losses. Towards the end of the year Stena Line closed its three times daily Larne to Fleetwood service and DFDS, having earlier in the year bought Maersk’s Norfolkline services, sold the Belfast to Birkenhead and Belfast to Heysham twice daily services to Stena. In the fi rst weeks of 2011 DFDS closed the similar twice daily Dublin to Birkenhead operation and their daily Dublin to Heysham service.

While Th e Irish Exporters Association, amongst others, expressed concern that the loss of these central corridor routes would squeeze capacity at peak times and push up costs, both on freight rates and on the extra haulage required to use other routes, the situation very quickly sorted itself out. Seatruck moved its Larne to Heysham service onto a twice daily basis and also took over the route and the vessel operating it linking Dublin and Heysham on a daily basis.

Within weeks P & O Ferries switched the veteran ‘Norcape’ from its role as third ship on the Dublin to Liverpool service to the Larne to Troon North Channel route replacing a smaller vessel while bring the signifi cantly greater capacity ‘European Endeavour’ onto the Dublin route. Th is added a 50 trailer extra capacity ex-Dublin as well as enabling the line to off er a third daily sailing with passenger capacity.

Additional passenger capacity was very much a priority for Celtic Link Ferries when it came to replace the ‘Norman Voyager’ on completion of her charter through LD Lines. Its replacement vessel which was named ‘Celtic Horizon’ had been built in 2005

as a sister ship to the pair of vessels being operated by Stena on the Belfast to Birkenhead route. Th ough of similar external dimensions to her predecessor the vessel has double the number of cabins and passenger spaces as well as capacity for over 40 additional trailers on each sailing.

At the end of the Summer season Stena withdrew its fast craft operating on both the Dun Laoghaire to Holyhead and the Rosslare to Fishguard routes. Th e Line intends to run the Dun Laoghaire service as a Summer only service in 2012 but the ‘Stena Lynx’ craft has been sold out for further service to a Korean operator.

Cobelfret continued to develop traffi c on its twice weekly Dublin to Zeebrugge and Rott erdam services. Th e vessels being used are part of a pool that also operates the Benelux to Tilbury, Killinghome and Ipswich services. Th e vessels in the pool vary in capacity so that the Line can adjust capacity on a weekly basis to meet traffi c demand. On the Dublin routes vessels sizes range from 2900 lane metres to over 4300 lane metres. In addition, the Line introduced a weekly Lo-Lo service operating on a similar route to the other Irish services but with the Ports of Radicatel, near Le Havre and Cork added. Th e Cobelfret Ro-Ro model involves the shipment of signifi cant volumes of ISO containers and tanks.

Th ough the Seatruck Ferries operating on its Dublin to Liverpool and Warrenpoint to Heysham routes constitute the newest fl eet on the Irish Sea, in 2010, the company commissioned the German FSG Flensburg yard that had built the recent Cobelfret vessels to build a new series of four higher capacity vessels to operate these routes. Th e length and draft of the new vessels was constrained by the dimensions operable at Heysham Port. Th e fi rst of the new vessels came into service in Dublin just before Christmas adding a further 35 unaccompanied trailers each way to capacity. Th e second sister ship is due to come into being this month, while the Warrenpoint to Heysham route

will receive its new vessels in the second half of the year.

In commenting on these developments Alistair Eagles, managing Director of the Seatruck’s Irish Sea Operations said; “Seatruck’s unaccompanied trailer operations on the Irish Sea continue to boom. Volumes in 2011 rose by a remarkable 58% to over 300,000 units and the Company now off er 80 sailings a week over four routes.”

Th e major ‘step-change’ on the Irish Ro-Ro was the completion by Stena Line of its €240 million investment programme for its Northern Ireland to

2011 a more positive year for Irish Sea ferry services

54 FLEETMARITIME | SPRING 12

Cobelfr et in operation

Seatruck Progress

MARITIME 11

FLEETMARITIME | SPRING 12 55

Scotland service. (See separate Report in this issue). Th e displacing of the three older vessels by the twin ‘Superfast’ cruise ferries off ering an every four hours sailing schedule adds a further 5000 lane metres each way every day to the Northern Corridor.

Irish Ferries retained their existing schedules and vessels during 2011 including the ‘Dublin Swift ’ fast ferry which continues to operate twice daily on the Dublin to Holyhead route year round. Tony Kelly, a Director of the Company, believes that the continued success of the vessel refl ects the need for faster personal transport over the Irish Sea for businessmen and tourists. Th e services ex-Rosslare to Cherbourg and to Roscoff also carried signifi cantly greater passenger and car numbers.

Failte Ireland fi gures indicate that 2011 was a more successful year for the Irish Tourism business and, though all of the ferry companies did experience a continued improvement in passenger numbers following the turn-around of business during the

2010 volcanic ash-cloud event, the improvement was not suffi cient to save the Fastnet Line being put under Examinership at the end of the Summer season. Its vessel ‘Julia’ was tied up in Cork and the company intends to resume services at Easter 2012.

Tourism interests believe that the bett er passenger performance, particularly on Stena Line and Irish Ferries services, also refl ects greater marketing emphasis by those companies on ‘Rail & Sail’ tickets combing ferry tickets with rail tickets from destinations throughout Britain. One development of this product has been the introduction for the 2011 season by the Dublin based ‘Railtours’ Company of Irish tour packages based on rail from London to Holyhead and onward with Irish Ferries.

On the pure freight side the opening of a ferry service in early 2011 linking Dublin with Nigerian and Ghanaian Ports by the Dutch based RMR

Line is particularly signifi cant. Th e Line, which is represented in Ireland by KMR Shipping, uses charters Cobelfret tonnage on the service and its success proves that it is possible to economically and safely operates long distance ferry services with relatively small vessels. Such vessels can be accommodated at any of the Irish Ferry ports. Like the Cobelfret services RMR also off er ISO container capacity on their vessels.

Looking forward to 2012 the fi nancials for the ferry operators appear to continue to be tough, particularly as Eurozone growth stalls. Th ere appears to be very adequate capacity on all corridors including the direct services to the Continent where traffi c is expected to grow over the coming years as higher fuel costs, ‘Eurovignett e’ and other costs are imposed that make use of the UK landbridge increasingly less att ractive.

In 1861 the Hapag owned ‘Borussia’, an iron steamer, providing a mail and passenger service between Europe

and New York, made her maiden call to Southampton Port. In those days the ‘Borussia’, which had accommodation for around 500 passengers would take about 15 days to reach New York from Europe.

Hapag Lloyd and the DP World Southampton Port marked the 150th anniversary on board the 8750 TEU, ‘Basle Express’, a vessel with a service speed of 23.5 knots, capable of reaching New York in about 5 days. Hapag Lloyd vessels now call Southampton up to six times each week.

Hapag-Lloyd celebrates 150 years of trade through Southampton

E xactly six months before the 2011-12 Volvo Ocean Race Fleet reaches Galway and the fi nishing line of the

Round-the-World marathon event, this century old Galway Hooker sailed into the Port at Abu Dhabi amongst the 70ft Ocean racers that were completing the second leg of the event having left Cape Town, South Africa some three and a half weeks earlier.

Th e part-Irish (Discover Ireland) sponsored competitor ‘Team Sanya’ had suff ered serious

gear damage not long aft er leaving the South African Port and, so was not at Abu Dhabi to welcome ‘Nora Bheag’. Th e Hooker is in the UAE capital as part of a culture exchange programme to celebrate the maritime histories of Ireland and Abu Dhabi.

‘Nora Bheag’ was the ‘guest of honour’ at the offi cial Irish Day on the 6 January where she also sailed alongside a fl eet of Arab Dhows. Th e return exchange will happen when the Volvo Ocean Race reaches Galway in July and six of the dhows and their sixty crew members will be hosted in the City. Th ey will take part in an exhibition race against a fl eet of Galway hookers as part of the Grand Finale festivities.

‘Nora Bheag’ which was built in Galway City was, in her working days, used to transport animals to and from the Connemara mainland, turf from the mainland for fuel, going to Mass on Sundays, bringing goods from the shop and fi shing. Since her complete re-build in 1988

she has been mainly used for participation in regatt as in the Galway Bay area.

Fleet Transport is an offi cial Patron of the Lets Do It Galway Volvo Ocean Race Campaign.

‘Nora Bheag’ is a big hit a Volvo Ocean Race Stopover




Volume 5, No. 4 Winter 2010

56 FLEETMARITIME | SPRING 12

Stena Line launched its two ‘Superfast’ vessels onto its Belfast to Scotland service

in November 2011. Th is completed a €240 investment programme on the Corridor. The formal launch event, which Stena hosted at the new Cairnryan Port on November 25 was att ended by Government Ministers from the Northern Ireland and Scott ish Administrations, Dan Sten Olsen, Chairman of Stena Line and a large number of Stena customers.

Within the programme the Swedish owners invested in a brand new Terminal in Belfast which was opened in 2008 and had cost of €40 million. Th is has, since its opening, proven to be very versatile in handling a wide range of vessels types and sizes and the location of VT4 gives easy access to the N.I. Motorway network avoiding both the city and other Port traffi c.

Draft and vessel size constraints at the Port at Stranraer which had served as the Terminal point of the service since its inception over 100 years ago forced Stena to seek a new location within Loch Ryan. It proved impossible to negotiate an agreement with P & O Ferries to share its facilities in the Lough and, so Stena set about planning the building of a totally new facility about one mile downstream of the P & O site. Stena invested almost €100 million in building the new facility and was able to use the Company’s considerable expertise in the Ro-Ro Port development gained from their ownership and operation of several ports in Britain and Scandinavia.

Th e Port development was supported by the Scott ish Government. Th is project included building of the road network to serve the Port through work at its access but also development of the routes that link both ferry Terminals in the Lough to the main UK Motorway network. Th rough ScotRail passenger services to the region have been improved and feeder bus services have been put into place servicing the up to six times a day arrivals at the new terminal. Speaking at the opening of the new Port on 25 November, Scott ish First Minister, Alex Salmond MSP said that a major priority for the Government was regeneration of the town of Stranraer to fulfi l its potential as a tourist and local business destination now that the heavy ferry traffi c has been removed.

However, the major part of the Stena

development was in the charter and internal rebuild of the identical Cruise ferries ‘Superfast VII’ and ‘Superfast VIII’ to meet the particular requirements of the route. Th ese 30,000 gross tonne vessels were originally built in 2001 to operate at speeds of up to 27 knots for Superfast Ferries in its eastern Mediterranean services, but have, more recently been operating in the Baltic with Tallink. Th e re-build for the Belfast service involved taking out all passenger cabins and their replacement with much more extensive eating and relaxing areas for passengers on the two and a quarter hour passage. Passenger capacity of each vessel is now 1200.

Th e opportunity was also taken to increase the heights on the freight decks to over fi ve metres so as to be able to accommodate the signifi cantly higher trailers that are in service within the UK and in Ireland. Capacity to take vehicles laden with hazardous cargo has also been increased. Launching the new vessels onto the route Dan

Sten Olsen, Chairman of Stena Line said: ‘Today is a historic day for the people of Scotland and Northern Ireland. Th e long term future of this important ferry link between both countries has been secured for future generations.’

Speaking to Fleet Maritime aboard ‘Stena Superfast VII’ during the launch sailing, ‘Fleet Transport Women in Transport Award’ winner, Brigid Derry said that she sees a great future for the new vessels which enable Stena to double its freight capacity on the route. With Stena and P & O each off ering six rounds trips a day with vessels of similar freight capacity trailer capacity on the corridor increases to over 1400 trailers a day in each direction. She also said

that the Scott ish road improvements and the transit times on the vessels of two hours or so would help to further build traffi c on the corridor.

Following the displacement by the ‘Superfast’ vessels the three ships previously operating the route were tied up in Belfast. Th e ‘Stena Navigator’ which had undergone an extensive re-furbishment following her purchase from Seafrance in 2009, was, within ten days, sold on to another operator and took up service in the Mediterranean. Industry sources suggest that the ‘Stena Caledonia’ may be sold for scrap while the HSS ‘Stena Discovery’ may be sold for further service outside Europe. Th e three vessels that had previously operated the Belfast to Fleetwood service closed at end of 2010 and which had lain in Belfast for most of 2011 have now been sold on for further service on the Black Sea. Th e sale of these vessels has left Stena short of a suitable vessel to take over the Rosslare to Fishguard service during the ‘Stena Europe’ 2012 annual refi t and the company has had to charter space from Irish Ferries

vessel ‘Isle of Inismore’ to cover their commitments.

At the launch of the Cairnryan facility, Stena Line’s Frank Nieuwenhuys told Fleet Maritime that, following the clearance of the Belfast to Birkenhead service takeover by the UK and Irish Competition Authorities, Stena had now completed the full integration of the service into the Stena network and systems. Th e Line will now move to further develop the service off ered on that route notwithstanding the huge commitment on the Scott ish routes.

MARITIME 111

Stena Line launches ‘Superfast’ Scottish service




Simon Moore, CEO of the London Gateway Port project has announced that the company plans to open

the new facility which includes a 9 million sq. ft . Logistics Park in the fi nal quarter of 2013. Th e deepwater port will have an initial capacity of 1.6 million TEU’s. It is located some 25 miles east of London. Th e new quay wall will extend about 400 metres further out into the Th ames estuary than did the previous terminal on the site.

Th e London Gateway Logistics Park promoters estimate that 65 million road miles a year will be saved through the use of this facility

by companies’ serving the English South-East.

MARITIME 1V

FLEETMARITIME | SPRING 12 57




The a r r i v a l at t he R ingaskiddy Terminal in Cork Harbour on 25

January of the 2600 TEU container vessel ‘Esther Shulte’ marked the start of the fi rst regular direct trans-Atlantic service to an Irish Port since the demise of Irish Shipping over thirty years ago.

Th is call took place almost exactly one hundred years aft er the ‘Titanic’ made her fi rst and only call to the Port. Th e ‘Esther Schulte’ is one of six similar container vessels that Maersk Line has chartered from its German owners to operate the revised ‘CRX’ service. Th is is scheduled to operate weekly connecting Mexico and Costa Rica direct with the Ports of Cork, Tilbury, Rott erdam and Bremerhaven. Th e inclusion of Cork on the schedule follows the securing by Maersk of the contract to bring Fyff e’s produce to Ireland. Th is traffi c was previously shipped in specialist reefer ships chartered by the cargo owner and the loads are now being fully containerised for shipment by Maersk.

To support the new service the Port of Cork has purchased a mobile container crane which has been located on the deep water terminal at Ringaskiddy. The crane is capable of discharging a vessel with containers stowed up to seven across, but can also be used by the Port for discharge and loading of bulk cargo moving over the Terminal.

Th e vessels being used by Maersk in this traffi c have a relatively shallow draft of about 7.5 metres

and are also equipped with its own on-board cranes to facilitate working at less well equipped Ports in the Caribbean and elsewhere. Th ey are also unusual in having 600 reefer plugs enabling up to 60% of the containers on board to be charged and the required temperature inside each box maintained.

Fruit loaded in Costa R ica is scheduled to reach Cork within 13 days of collection. Th e previous call in the rotation at Manzanillo, Panama allows the service to connect with the extensive Maersk line feeder coverage, ensuring, according to the line, competitive transit times to and from the rest of Central America and the Caribbean.

At present Danish owned Maersk, which is the world’s largest container shipping line does not operate any other services into Ireland. Its feeder traffi c to and from its deep-sea services is mainly shipped via Dublin, Cork and Belfast using BG Freight vessels. It exited the Irish Ro-Ro business with the sale of the Norfolk Line to DFDS.

Securing the new service comes following a good year for the Port’s business. In his end of year review Cork Port Chairman, Dermot O’Mahony said; “Th e Port of Cork is pleased to announce that total trade traffi c in 2011 has remained strong with exports increasing by 9%

over 2010 volumes.” Th e Port’s Container (Lo-Lo) business has shown an increase of 5% with over 150,000 TEU handled in 2011. While Export fi gures now match 2007 levels imports through the Port are still 12.9% below 2007 levels. Th e Port comments that the continued low volume of imports is inevitably putt ing huge strain on the Ports, shipping lines and transport sector servicing the country.

New Maersk Line service brings deep-sea services back to Cork

In the course of discussions at a recent Atlantic Arc Commission working group the representative of the Britt any Ports

Group which includes Brest, St. Malo and L’Orient spoke about the recently introduced container feeder service operated by Peel Ports owned, BG Freight line.

This single vessel service operates weekly linking Rott erdam with Brest and calls en route to Montoir and Dunkirk taking deep-sea containers for Maersk, MSC and others. Prior

to the launch of the service using a 660 TEU vessel virtually all of this traffi c was sent by road. Initially the focus was on import cargo but the ready availability of empty containers at the Britt any Port has facilitated the development of an export trade for chicken meat, in particular, using reefer containers.

As part of a Port and Airport re-organisation the Regional Government for Britt any has taken control of the three local Ports and the Airports at Brest and Rennes. Th e Ferry Port

of Roscoff remains outside the grouping for the moment.

Th e Border, Midland & Western Regional Assembly (BM) is hosting an Atlantic Arc Commission conference in Dublin on 7 February. Th e focus will be on the potential for co-operation throughout the EU Western Seaboard Countries on all aspects of Maritime and marine development.

Coastal feeder route ‘a great success’

SOAPBOX

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

T he European Commission has issued a consultation paper to review the regulations under which the road transport industry has

been governed - ‘Review of Directive 96/53/EC’ (http://ec.europa.eu/transport/road/consultations/2012-02-27-weights-and-dimensions_en.htm)

In the interests of improving the competitiveness of the EU the purpose of the changes are broadly aimed at (it claims) reducing fuel usage and emissions, and improving the effi ciency of road transport throughout the EU by introducing a set of dimensions that all Member States must allow. However, my reading of the document clearly indicates more than that is at stake, and the Irish Road Haulage Association (IRHA) must alert other interested parties both nationally and in Europe, and our own Minister for Transport on issues of concern. Th e document clearly discusses some wins for road transport but the omissions are all too glaring, and in general can be summed up as more costs and regulation for the road transport operator. I also fi nd a defi nite leaning towards acting globally, but, it seems to me, very litt le of acting locally.

European transport operators should unite to demand changes that bring them benefi ts as well as costs. If the purpose of the changes are to improve the environment then the surest way to achieve that is to penalise the ineffi cient Own Account sector in favour of the licensed haulier. Th e Irish CSO fi gures clearly indicate favourably the effi ciency of the haulage sector in comparison to the Own Account sector and I believe this is mirrored throughout Europe, so is this really about effi ciency and emissions? If it is let’s have the debate of ‘Own Account versus Licenced Haulier.’ Andrew Tinkler, the Chief Executive of Eddie Stobart in the UK has suggested a tax on empty running as an environmental aid, and is not suggesting that to undermine his profi tability. Ultimately it is the European environment and consumer that pays for everyone’s empty running.

Section 6.5 discusses the need for ‘Harmonised Enforcement’ with the emphasis on weights and dimensions, but what about the human dimension? Europe is supposed to be strong on Human Rights yet our drivers are treated abominably both at home and abroad by the lack of decent secure parking places. Let’s have some legislation

on that before we get more of this. Various law enforcers see a non-national registration plate as a means of fund raising, putt ing drivers in jail until unreasonable fi nes are paid and in some cases impounding trucks. Let the punishment fi t the crime, drivers are European citizens not vagabonds, yet Europe allows Civic Authorities to carry on with impunity whilst enforcing employment legislation on employers. As a preamble to our acceptance of further legislation on such things as satellite downloading of tachographs, let’s have a Constitution of Human Rights for both drivers and hauliers. Th is section also refers to the cost effi ciency of systems to weight in motion and length in motion as a means of enforcement, surely the suggestion of the latt er is bordering on bureaucratic meandering?

The cost of breakdowns and repairs vary enormously throughout Europe, for instance the replacement of a €10 relay in France works out at €2,500 when it happens on the motorway because the repairer benefi ts from a law prohibiting repairs at the side of road. It is arguably safer to repair a truck at the side of a motorway than to tow it off it. To the transport operator, costs like these can be a month's profi t on a truck and questions need to be asked as to why these costs are tolerated. One wonders is it because large organisations simply pass the cost on to consumers?

Missing completely from the document is any mention of the cost of bureaucracy. Th e British Prime Minister, Mr. Cameron has clearly stated that to improve British competitiveness he will reduce bureaucracy, particularly for small companies. Th e question is why not the whole of Europe rather than Britain alone? Th e purpose of a great deal of what is coming at my business today is simply to keep bureaucrats in employment, the mantra that it will improve, for example road safety, remains statistically unproven. Th e growing use of high powered agricultural and construction vehicles such as JCB Fastracs in some European countries unhindered by our Enforcement Authorities proves this. Th ese vehicles are completely outside the C&U regulations (Integrated Spray Supression and Safety Guards for HGVs) under which we all labour, yet seem to be immune to any sort of control in some Member States, including Ireland.

With Driver's Hours clearly controlled by the tachograph, the introduction of the Working

Time Directive on road transport was clearly no more than bureaucracy and should be removed. Th e Driver's CPC, which theoretically was a great step forward looking at the behaviour of all professional drivers is a shambles, and personally having completed modules in both the UK and Ireland, in my view needs a complete overhaul. To mandate modules that in both jurisdictions hardly amount to four hours worthwhile content to last seven hours is stupidity of the worst sort and is simply treated with derision by some course tutors, with the consequence that drivers treat it with disdain. Th e allowing of Member States to decide, such as the UK has done, that all the modules can be taken together means this is not continuous training. In Ireland, to have a module that deals with health and stress issues, yet leaves stress at the wheel for another module, makes one question the whole point of what could have been an invaluable initiative instead of being perceived as a burden.

Th e debate on vehicle heights has been well aired yet one wonders where these suggested heights come from. Th ey seem to be decided by the infrastructural limits of certain Member States rather than the common good. Th e common good could mean telling a Member State such as Ireland that a height limit set to respect bridges built by the Victorians, or Germany, whose Motorway gauges predate the modern truck, are not the way forward. Th e 25.25m European Modular System of which something the same or very similar has worked successfully in Scandinavia for thirty or forty years has much to off er Europe and needs bett er promotion than it is currently gett ing. It is well suited to most Nation's needs, with the ability of the long distance prime mover to turn into a local distribution vehicle, it is environmentally and economically effi cient.

Perhaps the biggest omission from this document given that it is purportedly about emission reduction and improved competitiveness is any mention of biofuels. Given that the original Diesel engine was driven by peanut oil and that throughout Europe small operators have run their trucks on an indigenous energy source, Rape Seed Oil, why is this not at least on the table for discussion? Europe faces an employment as well as an energy crisis. It will be the sum of many small things that will cure these ills and a homegrown fuel is one of them.

A Call to Arms for the Road Transport Industry

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