fleet transport magazine march 2010

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

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MARCH 10

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MERCEDES-BENZ ECONIC: Setting new standards

Inside!

• ANALYSIS: IRISH COMMERCIAL VEHICLE MARKET 2009• TEST DRIVE: DAF CF75.360 6X4 • TRAILER: MARKET TRENDS• PREVIEW: COMMERCIAL VEHICLE OPERATORS SHOW 2010

4 NEWSAnother successful raid on diesel laundering plant • Derry Bros set sail ! • New DAF Chief • Vito electric! • Green Tax incentive extended • CV sales down across the EU • 2nd annual UKWA luncheon • Get ready for the CV Ops Show • Citroen Ireland sets-up • FPS EXPO 2010 • M6 Toll hike

8 COVERModel Year 2010 Mercedes-Benz Econic

9 REPORTEuropean Transport Company of the Year 2010,Brussels, Belgium – Winner Announced

10 ANALYSISIrish Commercial Vehicle Market 2009HGV/LCV sales fi gures for 2009

12 NEW FLEETRecent deliveries of Volvo, Mercedes-Benz, Isuzu and Schmitz Cargobull

14 TEST 1Driven: DAF CF 75.360 6x4

16 FLEETING SHOTSColour news items

18 PREVIEWCommercial Vehicle Operators Show 2010

20 INTERVIEWWith two of the senior designers at Scania

14 TEST 11Driven: Iveco EcoDaily 35S14 Natural Power

24 SALES & SERVICEMcElvanney Motors has taken on the Volkswagen Commercial Vehicle franchise

27 TECHNICALBrake systems

28 TECHNOLOGYAn insight on how Scania stays ahead

30 FUEL PRICES/LEGAL ADVICELatest global fuel costs plus Ask The Legal Expert

32 COMMENTFrom where I’m sitting – Howard Knott

34 LEGALHealth & Safety compliance

36 FINANCEDublin – ‘Pale-ing’ the signifi cance

37 REVIEW49th Boat & Caravan Show 2010, NEC, Birmingham

38 MARITIMENews and opinion from the shipping & freight industry

42 TIMES PASTRefl ections on the 60s

44 TRAILERMarket trends and latest developments

46 SOAPBOXGreening the IRHA

contents MARCH 2010 www.fl eet.ie

Fleet Transport Magazine,

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Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Gerry Murphy, Cathal

Doyle, Paul White, Jonathan Lawton, Donal Dempsey,

Howard Knott, Jerry Kiersey, Michael Corcoran, Rob van

Dieten, Dermot Thunder, Ailbe Burke.

Photography: Jarlath Sweeney, Gerry Murphy,

Cathal Doyle, Paul White, Michael Corcoran, Rob van

Dieten, Podge Newe, Truck Europe.

Administration: Orla Sweeney, Denise Vahey,

Helen Maguire.

Advertising: Mary Morrissey, Orla Sweeney.

Design: Eamon Wynne.

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.

FLEETTRANSPORT | MARCH 10 3

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NEWS 1

4 FLEETTRANSPORT | MARCH 10

Derry Bros Take to the Road

Customs raid massive County Armagh laundering plant

New President at DAF Trucks N.V.

Armagh based shipping company Derry Bros is taking to the road. Watch out for the Derry Bros Shipping trailers,

which have been liveried and will be travelling the length and breath of Ireland, UK and Europe. Brigid Derry, who headed up the design concept, which captures all the elements of Derry Bros Shipping explains, “We wanted to produce a trailer that was eye catching and told a story. We came up with initial concepts back in September and have been working with Hollywood signs in Warren Point to develop our livery.”

“We wanted to let people know what we do, and the perfect way seemed to be through the use of a trailer. Derry Bros have been involved in the transport industry since 1963 and intend to be

here for many more, hence our strap line, “makin’ waves 4 generations”, she continued.

Established in 1963, Derry Bros Shipping Ltd came from humble beginnings in the haulage industr y operating with one lorry. Originally supplying fruit and vegetables to Belfast Fruit Market, Derry Bros Shipping Ltd has advanced becoming a thriving shipping agency.

Today Derry Bros Shipping Ltd is one of the leading shipping agencies in Ireland serving the whole island. Th ey have a

proven track record both with their clients and their suppliers reaffi rming their position as an essential link in the supply chain.

Following the successful detection of a diesel laundering plant in County Tyrone last Autumn, recent raids in County Armagh

have revealed another laundering plant, capable of evading up to £5.5 million of revenue a year. It has been dismantled by HM Revenue & Customs (HMRC) following raids in County Armagh.

Th e diesel laundering plant, which had the capacity to launder eight and a half million litres of fuel in a year was uncovered when HMRC Specialist Investigation offi cers raided farm buildings in the Derrynoose area. 20,000 litres of laundered

green diesel were seized along with three tonnes of cat litt er – a product used to remove the dyes and markers from diesel – tanks and pumping equipment.

“Th is plant was substantially larger than any previous laundering operation we have detected in Northern Ireland. People need to be aware of the environmental and safety issues surrounding the laundering of fuel, which is oft en done in rural locations. Th e activity uncovered today shows a total disregard for the well being of people within our communities,” said Mike Connolly, Assistant

Director, Specialist Investigations, for HMRC in Northern Ireland.

“Indiscriminate dumping of the by-products from the laundering process can cause severe damage to arable land and our water systems, as well as taxpayers and local ratepayers having to pay for the clean up and disposal costs. We are working together in partnership with our colleagues in the Organised Crime Task Force (OCTF), including the Police Service of Northern Ireland (PSN) to stop the damage to our local businesses and environment.”

Harrie Schippers has been promoted to the position of President of DAF Trucks N.V. eff ective from 1 April 2010. He succeeds Aad Goudriaan, who has left the company. Since Harrie Schippers

joined DAF in 1986, he has held fi nancial positions in Operations, Marketing & Sales, Business Economics and Group Controller. His most recent position was Director of Finance. He is a member of the Management Board of DAF Trucks N.V. Harrie earned a masters degree in economics at the University of Tilburg and att ended the Stanford University executive program in 2007.

Mr. Goudriaan, who has decided to pursue his career outside the company, leaves DAF Trucks on a high note as last year in the total European tractor-unit segment (above 15 tonnes) DAF Trucks achieved a market share of almost 20%, making the Dutch based, US owned company the market leader in this sector.




The Mercedes-Benz van delivers CO• 2-free mobility in urban areas.Lithium-ion batt ery gives the Vito a wide scope of application.•

Mercedes-Benz unveiled the prototype of a batt ery-powered van based on the Mercedes-Benz Vito at a recent EU Competitiveness Council meeting held in Spain. During the event, European

Ministers of economic aff airs met to discuss issues relating to the economic viability of future technologies. Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG, gave a speech on the sustainability of electric vehicles in his capacit y as current President of the ACEA (European Automobile Manufacturers Association).

Battery-powered Vito to enter vehicle production

NEWS II


Green Tax Incentive Extended

Commercial Vehicle sales drop 32.4% across EU in 2009

As detailed in the Finance Bill in the last Budget, Energy Minister Eamon Ryan has announced the extension of the

Accelerated Capital Allowance Scheme. The Scheme allows companies to buy energy effi cient equipment and write off its full cost against corporation tax in the year of purchase.

Introduced in 2008, the Scheme has now been expanded to include up to forty diff erent technologies. All Irish businesses, large and small, can receive tax relief on equipment such as:

- Refrigeration and cooling systems- Catering and hospitality equipment- Electro-mechanical systems- IT soft ware and hardware- Lighting- Electric vehicles

Th e Refrigeration category will be highly relevant to the food retail industry, such as supermarkets, who may wish to replace or upgrade refrigeration cabinets, chiller units etc. Th e Electro-mechanical category will be relevant to the manufacturing sector, who may wish to replace out-moded hydraulic or compressed air equipment. Th e Catering and Hospitality category will be very relevant

to the hotel and restaurant trades and includes equipment such as commercial ovens, dryers, dishwashers etc.

Other categories of equipment such as certain wind turbines and solar photovoltaic technology are also eligible.

“Despite recent reductions in prices,” said Minister Ryan, "energy remains a signifi cant element of business overheads. Every day, companies are

asking how they can be more effi cient in the way they use and manage their energy. With this level of interest and dedication on the part of businesspeople, it is right that we assist them in making the switch.”

Th e range of eligible equipment has been extended to apply to a greater and more varied number of businesses in Ireland. Now those in the hospitality, manufacturing and retail sectors can avail of relief.

“Th e aim of this Scheme is to help Irish businesses of all sizes, not only to reduce their energy use, but crucially to save money. It’s working well and I encourage all businesses to get involved”, said the Minister.

Th e scheme of Accelerated Capital Allowances for Energy Effi cient Equipment was introduced in Budget 2008 (section 46 of the Finance Act 2008) and expanded in Budget 2009 (section 37 of the Finance No. 2 Act 2008). Companies which purchase specifi c energy effi cient equipment are able to claim their full cost against corporation tax in the year of purchase (100% capital allowance) instead of the usual 12½% per year over 8 years for plant and equipment.

Compared to 2008, new commercial vehicle registrations in Europe decreased by 32.4% aff ecting all segments and all

countries. Th roughout 2009, according to fi gures released by ACEA, the Association of European Vehicle Manufacturers, a total of 1,706,996 vehicles were registered. However, the 10.6% registration decrease in December refl ected a more moderate drop in demand for light commercials that was recorded in the previous months.

From January to December, new van registrations totalled 1,421,770 units, or 30.3% less than in 2008. Th e decrease was 27.9% in Western Europe and 49.7% in the new EU Member States, ranging from -18.8% in France to -77.7% in Latvia. Looking at the major markets, France performed best (-18.8%), followed by Italy (-21.5%), Germany (-24.1%), Spain (-35.7%) and the UK (-35%). In the new EU Member States, the bad performance of the Czech Republic (-67.6%) led Poland (-28.6%) to become the largest market in 2009. Ireland suff ered most however with a 69.1% fall.

Th e segment for heavy trucks, over the past year saw 164,645 new sales, almost 50% down on 2009. Among the largest markets, the Netherlands contracted by 36.2%, France and Germany by 40.7%, the UK by 44.9%, Italy by 50.4%, Poland by 61.2% and Spain by 66.6%. Ireland again topped the charts for the wrong reasons, in recording the biggest drop – a shocking 74.5%

Read full analysis of the dramatic decline of the Irish Commercial Vehicle sector by Dermot Th under on Pages 10/11.




Following the success of last year’s inaugural event, the United Kingdom Warehousing Association (UKWA) is organising another

Irish Logistics Networking lunch on Th ursday 15 April at the Shelbourne Hotel, Dublin.

Leading logistics directors and CEOs plus suppliers from Ireland and the UK (with business links in Ireland) are expected to att end the lunch, which will feature a guest speaker.

Since UKWA opened its doors to companies outside the boundaries of the UK in 2006 - partly to appeal to Ireland’s third party storage and warehousing community which, traditionally,

had not had a trade body dedicated to its needs – the Association has enjoyed a healthy infl ux of Ireland-based companies.

Further details and ticket prices are available from UKWA on (tel) +44 (0)207 836 5522. www.ukwa.org.uk

Second UKWA Irish Logistics Networking Lunch

NEWS 111





CV Operator Show 2010 sets the stage for economic success

FPS EXPO 2010 - Sold Out!

M6 toll hike: bad for business, the environment and all road users

Citroën Ireland: Open for Business

Organisers of FPS EXPO 2010, the oil distribution industry event for the UK & Ireland, is looking to expand the

exhibition by adding additional space at the Harrogate International Centre. More than 95 exhibitors will cover over 8,000 square metres in three Halls to display the latest equipment, materials and services for the oil distribution and heating industries. “Less than one year ago, we had a successful event when similar exhibitions to ours were being cancelled. It was a worrying year for the industry, so it is extremely rewarding and encouraging for all concerned to see this event take shape and fl ourish so quickly in what is still a diffi cult climate. We are still receiving enquiries daily, and we will do our best to try and accommodate everyone,” said Vanessa Cook, FPS

Marketing and Events Manager. Visitors to the exhibition will see exhibitors like tanker manufacturers MAN Truck & Bus UK Ltd and Scania alongside new exhibitors Cameron Forecourt, Cavotec UK Limited, Durapipe UK, Envirostore UK Limited, Ineos Refi ning, LIS North Western, Southern Tank Services Ltd and S Kalimnos SA from Greece together with show regulars Alfons Haar, Central Welding, Th e Environment Agency, Harlequin Oil Tanks, Mechtronic, OAMPS UK Ltd and William Tanker Services to name but a few. In addition to the exhibition, which celebrates its 30th anniversary, its organizers, Th e Federation of Petroleum Suppliers (FPS) will host a series of free

technical and legal workshops with subjects that help shape the future of the oil distribution industry. Th ere will also be the annual FPS Awards Dinner on the fi nal evening where the prestigious Driver of Th e Year, Young Employee of the Year and Depot of the Year awards will be presented.

The inf lation-busting increases being imposed on heavy goods vehicle operators who use the UK’s M6 toll road is bad for

business, other motorists and the environment, says the Freight Transport Association (FTA). Despite a pronounced drop in traffi c volume along the chronically under-used toll road, Midland Expressway increased the toll price for HGVs by 6.4 per cent – almost double the rate of infl ation.

Th e leading trade body fears that even more lorries will avoid the £700m+ bypass, adding to

congestion on the already over-burdened M6, a strategic gateway for commercial goods vehicle deliveries. Stephen Kelly, FTA’s Head of Policy for the Midlands, said: “Extra toll costs are the last thing the commercial vehicle sector needs, but by eff ectively closing the gate to this vital corridor for so many hauliers we are in danger of not realising the economic and environmental benefi ts that this road was built for in the fi rst place."

“It is, frankly, hard to swallow the argument that this extra revenue will be ploughed into major improvements – what is the point of investing in a road which nobody can aff ord to use?”

The cost of congestion is two-fold: needless emissions being expelled from idling traffic damages the environment, while this wasted fuel burns a sizeable hole in the pockets of commercial vehicle operators, a problem brought into even sharper focus by the runaway cost of diesel.

Automobi le s Cit roën France has established a new subsidiary in Ireland.

Citroën Motors Ireland will herald a sales expansion with the key priorities of improving customer sat isfac t ion a nd introducing the very latest new models.

Headquartered in Damastown, North Dubl i n, Cit roën Motors Ireland has just introduced the award winning C3 Picasso, which was launched to critical acclaim in Europe and the brand new C3, which will bring practicality, low CO2 emissions and the unique panoramic Zenith windscreen.

Following hot on the heels of these important models, is the stylish and stunning looking DS3 which will bring even more French fl air to the roads of Ireland.

T h ier r y Ca lew aer t (pictured), the new Managing Director of Citroën Motors Ireland said, “We are delighted to be investing in the important Irish market and bringing these exciting new models into the country. Customers can be assured we are committ ed

to improving customer service and enhancing the dealer network.”

Citroen Ireland has since become title sponsor of the Irish Tarmac Rally Championship.

Organisers of the 2010 Commercial Vehicle Operator Show are

delighted with the latest exhibitor fi gures for the Show; not only are there over 250 fi rm bookings for the event, but 51 of these will be exhibiting for the fi rst time!

Nick Jones, Chief Executive of the Society of Operations Engineers (SOE), one of the three Show partners, was particularly pleased with the fi gures.

“Th is is tremendous news,” he said. “The past 12 months have been particularly diffi cult for the road freight industry. Th ose who have been suffi ciently resilient to weather the recent fi nancial storm will emerge

leaner, fi tt er, more cost-eff ective and of course more cost-effi cient than ever before.”

“I am delighted in the confi dence shown by the vast range of suppliers and services that will be present at the Show. I am confi dent that with their help the recovery of the industry on which the economy is so dependent will happen sooner rather than later,” he continued.

Th e event will be held at the National Exhibition Centre, Birmingham from 13-15 April 2010. See Pages 18/19 for a comprehensive preview to the event.

For further information please visit www.cvoperatorshow.com

Read more at www.scania.ieor Please contact Tel: 071 9634503

We’ve got a competition for the

world’s most skilled young drivers.*Competition is open to full time drivers born in 1975 or later.

And we’ve got the Grand Prize to match.

W ith over 9,000 units sold in its eleven-year timespan the Mercedes-Benz Econic continues to maintain its leading position

as the low fl oor working truck. Th e Econic is genuinely a multi-purpose vehicle – covering a number of diff erent sectors – waste disposal, fi re and airport services, tanker transportation, fuel distribution or milk collection. In recent years it has taken the form of a tractor-unit, used for retail food or refrigerated distribution. Th e Econic was originally designed as a refuse collection vehicle when fi rst presented at the Entsorga Trade Show in Cologne in May 1998. Refuse collection workers climb in and out of such vehicles between 200 and 250 times a day. For this reason the engineers came up with a low-fl oor variant of the driver’s cab featuring easy access for gett ing in and out, as well as an automatically opening passenger door, as used in bus and coach design.

Since 2002 the Econic is off ered with Natural Gas Power and now 20% of customers take advantage of the benefi ts aff orded by the gas drive.

For the 2010 model year Mercedes-Benz Econic a number of modifi cations have been introduced to once again set the benchmark in terms of engine effi ciency, safety and comfort. To begin, all of the diesel engines within the Econic line-up go beyond Euro 5 emission controls, using BlueTec technology. Compared with the Euro 5

standard, particle levels under EEV (Enhanced Environmentally-friendly Vehicle) are on average 33 percent lower and come in just below the Euro 6 values planned to come into eff ect from 2014. Due to this, the Econic is even allowed to enter low emission zones. Power outputs from the Mercedes-Benz 900-series, in-line six-cylinder diesel engines include 238hp/286hp/326hp and is also suitable for use with bio diesel.

Th e Compressed Natural Gas (CNG) drives have also become more eco-friendly – the powertrain and combustion off er increased performance while at the same time reduce wear and tear. With a displacement of 6.9 litres, the M906 LAG engine produces 279hp. Natural Gas drive does not contain any fi ne dust or particles. Another plus point is the low noise emissions.

Th e vehicle occupants have not been overlooked either: Th e Econic will soon have three-point seat belts on all seats (second half of 2010). In addition, it comes with an axle load measuring device and acceleration slip regulation (ASR) as standard. Overloading information is displayed in the ‘driver information system’. Th e acceleration slip regulation, meanwhile, helps to ensure greater driving stability. In the past the Econic already came equipped as standard with a diff erential lock on the drive axle, as well as a planetary axle – which has the eff ect of building up torque at the wheels. When combined together, these two

design features give the Econic excellent traction, something, which is particularly appreciated in winter by those customers faced with diffi cult operating conditions.

Th e new Mercedes-Benz Econic now also comes with a raising/lowering function as standard. Th is enables the chassis to be raised by 200 mm or lowered by 60 mm, a feature, which allows demountable bodies to be fi tt ed and swapped out, for example. Th ere is also a lockable roof stowage box so that tools or work clothes can be stored securely. Also fi tt ed as standard at the factory is the powerful 28 V/100 A generator, which takes care of the entire vehicle electrics, feeds the batt eries and provides power reserves for additional accessories.

Iconic Econic moves onCOVER

8 FLEETTRANSPORT | MARCH 10 Text: Jarlath Sweeney - editor@fl eet.ie

Gavin Murdoch must have brought the ‘four-leaf ’ shamrock with him to his new position as Managing Director of tradeteam as the UK

drinks distribution company has added the prestigious European Transport Company of the Year 2010 (EUTCOTY) to the two Motor Transport Industry Awards won in Britain last year. Th e Belfast native was presented with Europe’s top prize at a Gala Dinner held at Tour & Taxi, Brussels, in conjunction with the Belgian Transport & Logistics Awards and att ended by 1,200 people.

Candidates from thirteen countries across Europe were in contention for the overall title having come through qualifying rounds as representatives from their country. K & L Deliveries (Millstreet, County Cork) was the Irish entrant on this occasion. Belgian road and multi-modal haulage company Van Dievel International fi nished second with new country entrant International Lazar Company from Romania completing the podium. Th e remaining fi nalists were Nybro Transport (Sweden), Van Gansewinkel (Th e Netherlands) and Spedition Nuss GmbH (Germany). Out of the six fi nalists, four companies were family run businesses, with some into their third generation of operation. “Th is shows the strength of the family run business in this sector and how important it is in the transport industry as a whole,” said Claude Yvens, EUTCOTY Award Co-ordinator.

In gaining the majority of maximum scores when it came to the ultimate decision, the 18 strong judging panel (consisting of industry experts in the fi eld of Finance, Customer Satisfaction and Fleet Management as well as editors from 14 European transport magazines, including Fleet Transport’s Jarlath Sweeney) were impressed with the strong structure of the tradeteam company. Jointly owned by Deutsche Post (DHL) and Molson Coors (brewery) the company was established 15 years ago through the takeover of

the Excel/Bass drinks distribution brewers. Today tradeteam runs 545 vehicles, has 2,000 employees and achieved a turnover of €155m (2009). 30 distribution sites handle 50 million items on behalf of its customers namely the Diageo Group, Green King and Brains SA. One of the most recent depot sites to be set up was in Northern Ireland and Gavin Murdoch sees growth potential by entering the Irish market. Another area

currently in research is Reverse Logistics – handling the waste management for its customers.

By winning two major accolades at the 2009 Motor Transport Awards – Haulier of the Year and the Customer Care Award put tradeteam among the favourites immediately as their submission on the original application form was well rehearsed and documented. As was their presentation at the interview stage held on the eve of the Gala Dinner. Ably assisted by Ed Coppinger, Customer Service Director, Gavin highlighted the various aspects of the company and spent some time on its environmental policy. In adopting the DHL ‘Go Green’ strategy, the company has worked hard on reducing its carbon footprint by 10 percent by 2010. To date up to 7 per cent has been achieved. To reach the 10 per cent goal, a number of in-

house initiatives have been implemented such as a Cycle-to-Work campaign and investing in Don Bur Teardrop aerodynamic eco-friendly semi-trailers. “Electricity usage has been reduced by 40 per cent,” stated Ed proudly. Apart from ongoing driver training tradeteam has invested in a 25 strong fl eet of Euro 5 Volvo FH and DAF CF tractor units. “As we continue to make headway in minimising our fl eet’s overall environmental impact, we aim to reduce fuel consumption by approximately seven per cent,” said Gavin. All 25 vehicles have idle cut off and are limited to 85 kp/h to help further reduce emissions. Safety features include hidden hazard sensors, easy access full width catwalk, electrical ‘Suzie’ storage, spoken handbrake warning, air con to reduce driver fatigue and enhance alertness.

“Safety is a big issue at tradeteam,” outlined Gavin. He highlighted the various achievements in making tradeteam as a safer place to work. “Safety must come fi rst and whilst we still have a lot of work to do to become even safer, we beat all our national targets in 2009. Th is represents a big step forward for us and I look forward to seeing further improvements this year,” stated Gavin in tradeteam’s teamtalk newslett er.

Looks like we will be hearing a lot more from tradeteam into the future.

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MARCH 10 9

REPORT

tradeteam wins European Transport Company of the Year 2010

Ed Coppinger, Customer Service Director, tradeteam; Ingrid Williams, Chief Marketing Offi cer, Teleroute and Gavin Murdoch, Managing Director tradeteam

Jury members of the European Transport Company of the Year 2010 Award


ANALYSIS

Commercial Vehicle Sales drop 69% in 2009.

Was 2009 the year when CV sales hit rock bott om? Th ere were just over 10,500 Commercial vehicles registered in Ireland in

2009, down a staggering 69% on the previous year. Th e decline started during 2008 (-32%) and by 2009 year-end, the cumulative drop over the two years was almost 80%.

Commercial Vehicle Registrations

2009 has been, by any standard, a disastrous year for overall sales. All sectors have suff ered to a greater or lesser extent. Searching for bright spots did not yield any result. However, looking forward, some comfort can be taken from the fact that the rate of decline has recently been slowing month-on-month, and indeed, January 2010 fi gures showed some growth in the light commercial sector. Unfortunately HGVs have continued to decline.

Market Sectors

As with previous years, for the purposes of this article, the table below segments commercial vehicles into broad categories. Th ese are chosen from the Dermot Th under Consulting Database which provides detailed coding and analysis of SIMI registration fi gures. (Th is database off ers over 60 selection criteria including geographical locations, values, size, type, etc). Firstly, let’s look at the history. Th e following table covers the period 2001 to 2009.

Type 2001 2002 2003 2004 2005 2006 2007 2008 2009

CommSUVs (4x4s) 5381 3853 3742 5170 7120 7198 8853 5278 1204

Pick-Ups 762 3518 4008 881 1298 2507 3701 2371 340

Vans < 2.6 tonne GV W 19782 16432 12620 12250 13952 15430 12015 8568 3076

Large Vans, Chassis Cabs (2.6 to 6.5t GV W) 12392 10893 9848 11953 14092 14818 19281 12626 3871

Rigids over 6.5 tonnes 1388 1320 1211 1211 1408 1913 1765 1307 570

On/Off Road Rigids (6x4, 8x4) 945 730 875 921 1243 1387 1332 685 120

Tractor-Units 1159 893 964 1044 1394 1611 1462 1235 252

Others. (Buses, private imports etc.) 1074 720 1354 981 1467 1993 1644 1943 1100

Total 42883 38359 34622 34411 41974 46857 50053 34013 10533

Th e chart below measures the performance of the diff erent sectors in 2009, when compared with both 2008, and 2007.

Type 2009 2008 2007 % change % change over2008 over 2007Pick-Ups 340 2371 3701 -85.7% -90.8%On/Off Road Rigids (6x4, 8x4)

120 685 1332 -82.5% -91.0%

Tractor-Units 252 1235 1462 -79.6% -82.8%

Commercial SUVs (4x4s) 1204 5278 8853 -77.2% -86.4%

Large Vans, Chassis Cabs (2.6 to 6.5 t GV W)

3871 12626 19281 -69.3% -79.9%

Vans < 2.6 tonne GV W 3076 8568 12015 -64.1% -74.4%

Rigids over 6.5 tonnes 570 1307 1765 -56.7% -67.9%

Others. (Buses, private imports etc.)

1100 1943 1644 -43.4% -33.1%

Total 10533 34013 50053 -69.0% -79.0%

As you would expect, vehicles related to the Construction Industry continue to take the greatest hammering. 6x4, 8x4 and Pick-Ups in particular dropped an incredible 90% over the two year period.

Private Imports

As was the case in 2008, ‘private imports’ fared best, and jumped from 5% to 10% of the overall registrations, with circa 1100 units. Th ese are units which are registered outside of the ‘normal distributor’ channels. Th e fi gure includes at least 130 large ‘bus & coach’ type vehicles, substantially down on the 450 units in 2008. Other vehicles in this category are largely made up of vans and trucks imported privately from the UK.

Sector Analysis

Th e tables below show the performance of the various makes within their selected sectors.

Year-on-year changes in market shares fade into insignifi cance when the market suff ers such a serious drop in numbers. For example,

in the Tractor-Units sector, Volvo increased its share from 20% to 25%, but its unit registrations declined from 256 in 2008 to only 63 units in 2009. When you consider the high unit values in this sector and a decline of almost 1000 units overall in 2009, it brings home the scale of the drop in revenue suff ered by the various suppliers.

On-Road Units from 6.5 tonnes GVW

Rigid units are mainly Chassis Cabs which end up with Box, Flat or Tipper/Skip bodies fi tt ed. 6x2 axle units are included in this table, as are a number of Mercedes-Benz, MAN, and some other makes which go into fi nal service as buses and coaches. Artics include 4x2, 6x2, and 6x4 Tractor Units.

Rigid Trucks over 6.5 tonne 2009 % Share Tractor-Units 2009 % Share Mercedes-Benz 180 31.6%Volvo 63 25.0% DAF 87 15.3%DAF 56 22.2% Scania 65 11.4%Mercedes-Benz 42 16.7% MAN 64 11.2%Scania 41 16.3% Volvo 52 9.1%Renault 22 8.7% Mitsubishi 33 5.8%MAN 15 6.0% Isuzu 26 4.6%Hino 9 3.6% Iveco 21 3.7%Iveco 3 1.2% Renault 18 3.2%Private import 1 0.4% Hino 12 2.1%Total 252 Private Import 7 1.2%

Avia 5 0.9%Total 570

Dermot Th under looks at 2009 and the prospects for 2010.

Text: Dermot Thunder - [email protected] FLEETTRANSPORT | MARCH 10 11

ANALYSIS

Construction TrucksSales of multi-drive 8x4 and 6x4 rigid trucks have literally collapsed with a 90% drop in the 2 year period from 2007 to 2009.

On/Off Road 6x4 & 8x4 2009 % Share Volvo 46 38.3%Hino 35 29.2%Scania 15 12.5%Mercedes-Benz 10 8.3%MAN 7 5.8%Renault 4 3.3%DAF 2 1.7%Iveco 1 0.8%Total 120

Vans and Chassis Cabs up to 6.5 tonnesCar Derived Vans, Light Panel Vans, Medium and Large Vans, as well as their Chassis/Cab derivatives are all included in these tables.

They include many of the big brand car manufacturer names, whose manufacturing processes are closer to the car industry. Renault has put in a strong performance in the light sector, while Ford Transit still dominates the larger sector.

Small vans ( < 2.6 t GV W) 2009 % Share

Renault 615 20.0%Volkswagen 607 19.7%Ford 518 16.8%Fiat 348 11.3%Peugeot 333 10.8%Citroen 271 8.8%GM(Opel) 201 6.5%Hyundai 53 1.7%Toyota 51 1.7%Kia 46 1.5%SEAT 16 0.5%Nissan 13 0.4%Subaru 4 0.1%Total 3076

Vans & Chassis Cabs 2.6 to 6.5 t GV W 2009 % Share

Ford 1590 41.1%Mercedes-Benz 505 13.0%Volkswagen 451 11.7%Renault 342 8.8%GM(Opel) 201 5.2%Nissan 172 4.4%Fiat 166 4.3%Toyota 119 3.1%Peugeot 79 2.0%Iveco 66 1.7%Citroen 54 1.4%Mitsubishi 54 1.4%Isuzu 46 1.2%Hyundai 19 0.5%Hino 4 0.1%LDV 2 0.1%Private import 1 0.0%Total 3871

Commercial SUVs & Light Pick-upsPick-ups and SUVs again suff ered greatly, being identifi ed with the building and construction industry.

Commercial SUVs (4X4s) 2009 % Share Toyota 376 31.2%GM(Opel) 179 14.9%Hyundai 118 9.8%Land Rover 116 9.6%Mitsubishi 109 9.1%Mercedes-Benz 106 8.8%Kia 71 5.9%Volkswagen 69 5.7%Nissan 19 1.6%Chrysler 10 0.8%Citroen 10 0.8%Dodge 7 0.6%Jeep 6 0.5%SsangYong 4 0.3%Suzuki 2 0.2%Honda 1 0.1%Peugeot 1 0.1%Total 1204

Pick-Ups 2009 % Share Toyota 100 29.4%Nissan 85 25.0%Mitsubishi 41 12.1%Isuzu 39 11.5%Land Rover 33 9.7%Ford 27 7.9%Mazda 14 4.1%Volkswagen 1 0.3%Total 340

What are the prospects for 2010?

Last year started with an 80% drop in CV registrations in January. A continuation at this level of sales off ered the ‘appalling vista’ of between 6,000 and 7,000 units for the full year. Th e fi nal out-turn was a litt le bett er than this, at 10,500 units. In my CV review last year, I did off er a somewhat more optimistic forecast, based on certain assumptions, namely: our Government, acting decisively, would 1) fl ush out the banking system, 2) create some incentives, and 3) get credit lines moving. Unfortunately, during 2009 none of these things happened. One year on, the NAMA solution still not yet born, virtually no real commercial stimuli or incentives are in place, and availability of credit?---- Need we say more? Admitt edly Ireland’s particular problems were severe, but it’s hard to believe that during this same period i.e.2009, Obama took offi ce, made decisions good or bad, gave hope, injected huge stimulus, and kick-started the US economy. UK, Germany and others did the same, and are now offi cially out of recession….all of this happened while we were still trying to get off the starting line. Our achievement for the year is that we have reduced public expenditure, all-be-it aft er endless debate, huff , puff , and protests, and well…. that’s about it!

Will we see some of those elusive green shoots in the coming months? I’ve already mentioned that in January 2010 LCV registrations actually increased over the 2009 fi gure. Will HGVs follow? Will our Government provide stimuli, incentives, or anything to harness a positive approach? Whether or not, for sure we will be picked up by the rising global tide.

Bus & CoachWithout a major input of city buses for Dublin Bus, the numbers have dropped dramatically in this sector.Large Coach & Bus (18 tonne GV W) 2009 % Share

Volvo 59 44.4%Scania 29 21.8%Mercedes-Benz 13 9.8%Iveco 9 6.8%Setra 7 5.3%

Mercedes-Benz 4 3.0%Van Hool 4 3.0%LDV 3 2.3%VDL DAF 3 2.3%Renault 1 0.8%Unidentifi ed 1 0.8%Total 133





NEW FLEET

Following the move to Volvo late last year, O’Toole Transport, Moycullen, County Galway has just taken delivery of its new fl agship model the FH16.700, the most powerful production truck

in the market. It’s the fi rst of the Volvo 700 hp trucks to be purchased in the Irish Republic.

To match its class beating power rating, the level of specifi cation fi tt ed is second to none. Th e Volvo FH16.700 6x2 tag-axle Globetrott er XL tractor unit comes with a whole host of extras such as Dynafl eet Tracking and Communication system, Lane Change Support, rain sensing wipers, fridge, T V/DV D, B l u e t o o t h , Alcoa Durabrite Alloys, stainless steel exhaust stack, 1125 litre fuel tanks, cool/air roof pad, top bar and spotlamps.

North Dublin Commercials, Balbriggan through Dublin Tunnel Commercials, Airport Business Park have supplied a fl eet of ten Isuzu N-Series NQR 7.5 tonne trucks to An Post.

Fitt ed with 16 foot box bodies, built by Tony Gray and Dhollandia taillift s, the 4.5 litre 121 hp Euro 4 engines are mated to automatic transmissions.

Schmitz Cargobull has supplied 10 new refrigerated trailers to Craigavon, County Armagh based Hannon Transport. Th e trailers are the latest additions to Hannon’s 90+ trailer fl eet and will go in

to service as part of the company’s fl ower and plant groupage and full-load distribution division which operates out of Holland.

Hannon Transport has contracts to deliver a range of plant and fl ower species from some of the world’s largest fl ower auctions in Holland to wholesalers and retailers throughout Europe. Th e plants and fl owers are transported in roll cages and the new trailers had to be modifi ed to maximise the number of roll cages that can be carried.

In addition, the refrigerated units have a split door system which enables two separate loads to be carried in the same trailer at diff erent transit temperatures. “It is essential that we not only maximize trailer utilization but, because of the nature of the products, our fl ower service carriers, also off er our clients the shortest transit times. We therefore need trailers that are cost effi cient to run and reliable,” said Aodh Hannon, Managing Director of Hannon Transport.

Cou nt y Wexford-based freight forwarding and distribution specialists, John C Breen & Company Limited, headquartered in Ferns, has increased its vehicle fl eet with the purchase of two

new Mercedes-Benz Actros trucks. Th e two new Actros models - a 2529 6x2 rigid with curtainside body and a 2548 6x2 tractor unit - will augment Breen’s existing fl eet of 35 vehicles, all of which are used to service their nationwide distribution network. As one of Ireland’s leading road transport fi rms, John C Breen & Company views the purchase as an important investment for the future. Managing Director John Breen noted that, notwithstanding the current economic climate, the addition of the two new units will strengthen the company’s competitiveness and increase its capacity for growth in the future. Both units were purchased from local authorised Mercedes-Benz dealer Somers Commercials of Camolin, County Wexford.

Volvo FH16.700 fl agship for O’Toole Transport

Isuzu stamps An Post fl eet deal

Plant growth @ Hannons

Ferns freight specialists expand transport fl eet

Pictured at the handover are Peader Kehoe (Transport Manager) and John C Breen (Owner & Managing Director, John C Breen & Company) with Pat Kenny (General Manager, Somers Commercials).

TEST 1


Test Drive Report:

In Great Britain they are called Highway Spec. What are? Th ree axle tippers that are confi gurated for long distance road use instead of off -road/on-road regional drops.

Local Authorities specify this type of 6-wheeler in large numbers. Th anks to DAF Trucks, Fleet Transport had the opportunity to put a CF.360 6x4 on trial. Call it an Irish Motorway test! And what bett er route than the newly opened full stretch from Dublin to Galway, now renamed the M6 – with its two toll bridges and all.

But this was no ordinary three-axle rigid as it’s SCR based EEV – Enhanced Environmentally friendly Vehicle driveline goes beyond Euro 5 – unusual for this type of vehicle as EEV’s are specifi ed mostly to lighter/distribution type vehicles, although more tractor-units come with this higher level of emission control, particularly for international work where fi nancial incentives are off ered by certain EU countries.

As we well know the DAF CF is classed as a great all rounder – from distribution rigid to fl eet tractor with the aff able multi-wheel range in between. It is available as a 4x2, 6x2 and 8x2 as well as a 6x4 and 8x4 with double drive DAF 1132T single reduction or 1355T hub reduction tandem axle and a design capacity of up to 26 tonnes. DAFs renowned 8-rod tandem axle suspension system ensures maximum stability whatever the terrain.

Powering the CF, DAF’s parent, the PACCAR Group has a series of six-cylinder diesel engines with turbo interceding and electronically controlled injection. Th is CF75 is fi tt ed with the EEV version of the 9.2 litre PACCAR PR engine with outputs of 250 to 360 hp and

torque valves from 1050 to 1450 Nm. In the 6x4 confi guration the CF85 is also off ered which uses the brand new 12.9 litre PACCAR MX engine, also used in the XF, designed and built by DAF and reaches outputs of up to 510 hp (2500 Nm). A characteristic of all PACCAR units is the high torque available at low engine speeds, which ensures a high pulling force across a wide range of speeds.

As standard, the CF comes with a manual ZF gearbox. However, the fully automatic AS-Tronic from ZF is also available as an option, specifi cally tuned for off -road conditions. What lends itself well to predominantly on-road operations is that this (FAT) CF has a straight front axle for an extra high ground clearance of 41 cms.

While the whole vehicle looks the part with its day cab/Wilcox body and Dawbarn Wraptor Sheeting System (priced at £14,750), the confi nes of the working area became more evident as the day behind the wheel progressed. Th e cabin felt a bit claustrophobic and noisey too! For this type of application, t he d r iver need s space to store/hang working clothes, boots, gloves etc. plus the opportunity to take 40 winks if waiting to be unloaded at a roadside. Th is is where the rest cab comes in as per the Hino 700 Series. It’s not a full sleeper, a short extension behind the

seat fi tt ed with a narrow bunk for short rests, thereby not seriously aff ecting the overall payload of the vehicle – a critical issue for tippers. Th at said there is nothing wrong with the driver’s area, the seat is comfortable, driving position and visibility good plus all handles and switches are conveniently placed. (Liked the bum-warmer too!) At the centre of the instrument panel fuel consumption and other trip information are easy to read. Radio controls are near to hand, although I would like to see them on the steering wheel (which already houses the cruise control and speed limiter sett ings). Th e interior is easy to clean thanks to durable vinyl covering on the fl oor and side panels.

Safety is a top priority especially when it comes to construction vehicles. DAFs 6x4 and 8x4 models are equipped with ABS, ASR (anti-slip control), Brake Assist and EBS (electronic braking system). Measuring 2.3m wide at the front allows for bett er manoeuvrability, while

the steel bumper, durable lexan headlight glass are all impact-resistant.

For the test run which began just outside Dublin on the M50, the focus was aimed purely on fuel economy. With a full 26 tonnes net weight the cruise control was set at 80 kp/h (@ 1675 rpm) and not touched until we got to the new Carnmore Cross between Oranmore and Claregalway. Just over 200 kilometres were completed in this mode which returned an average 10.2 mpg (23 L/100 kms) – average speed 43.8 mph – 70.5 kp/h. (By the way the trip average at start was 9.2 mpg). Weather and road conditions were good and wind speed was not a prohibiting factor. While the quality of the new road network is much to be admired and appreciated by all motorists, the lack of lay-bys from Athlone to Galway must be highlighted. Many observe that this new motorway is predominantly featureless, even boring and not to be driven at length if showing any signs of tiredness. Hence the immediate need for stop-off points for the recommended 15 minutes power-nap.

Road noise was unnoticeable as the PACCAR 9.2 litre 360 roared a litt le more throughout the journey. Th is meant that the radio had to be turned up a litt le more to hear the news etc., and made cross-cab conversation more strained than it should be. Gear change could not be faulted as slickness of same enhanced the overall eff ortless drive. There was no need to use

the manual mode too oft en. Neither was the engine brake required, the lie of the land was fairly fl at throughout. Upon approaching the N17, the advantages of the fi tt ed camera was discovered, especially when indicating at the main junction at Claregalway. In full colour, the screen comes alive once the indicator is engaged, with the camera lens placed on the top left corner your blind side is covered. It is also a reversing camera. Th e remainder of the journey saw the overall fuel return drop back

to 10 mpg ( 23.5 L/100 Kms) which was to be expected. Drivers familiar with the N17 (North & South) know of the congestion and poor state of the road right up to the Mayo border.

Tipper operators in general bypass the three axle option as the 8-wheeler off ers more potential earning power. But still the 6x4 has a place in the market. Th e DAF CF75.360 passed the Motorway test with its good fuel returns but was let down by the uncomfortable/diffi cult to bear engine noise and tight confi nes of the cabin.

TEST 1

Text: Jarlath Sweeney Photos: Cathal Doyle FLEETTRANSPORT | MARCH 10 15


FLEETING SHOTS

Iveco has become ‘Offi cial Sponsor’ of the Fiat Yamaha MotoGP Team, aft er two seasons as a premium supplier to the World Championship winning squad.

Th is sponsorship agreement with Fiat Yamaha will run for two years and provides high profi le visibility for the Iveco brand around the world. It includes the supply of a further four Iveco Stralis Active Space Super3 trucks, in addition to the two already in use during the past two seasons, plus the supply of the latest Iveco EcoDaily van. Th e new fl eet will be used by the team to transfer race bikes and pit equipment to rounds of the forthcoming MotoGP World Championships.

It marks the further development of Iveco’s sports-based sponsorship strategy which includes the New Zealand’s All Blacks and Scuderia Ferrari.

Th e new season kicks off in Qatar on 11 April 2010, with nine times World Champion, Valentino Rossi (ITA), and his partner Jorge Lorenzo (SPA), looking to secure another strong season for the team.

T h e 2 0 1 0 M o t o G P Champsionship will visit the UK on 20 June for the British Grand Prix at Silverstone – one of the highlights of the motorsport calendar.

I n fi nishing an excellent seventh place overall, in the recent Safety Direct Galway International Rally, Team West Motorsport recorded its best ever result. Driver Mike Bird and navigator Kevin Keane were

jubilant aft er coming off the fi nish ramp in their Fleet Transport supported Subaru Impreza WRC.

As Mike explains, "it wasn’t plain sailing, conditions were extremely diffi cult on Day 1 with heavy fog and slippery stages,” he said. “We fi nished the fi rst leg in the top 10, which we were happy enough with. But we knew there was more from the car.”

Despite a brake problem and a mal-function with the driver/co-driver intercom, the Ga lw ay duo sti l l managed to climb three p l a c e s b y t h e e v e n t ’s conclusion.

Supply chain recruitment specialist Th e Logiskills Group was presented with the HR Development Award at the inaugural CILT Irish Logistics & Transport Awards. Th e Award was in recognition of

outstanding achievement in presenting career development opportunities as well as the promotion of education to the industry.

Before announcing the winner, RTE presenter Mark Litt le complimented Th e Logiskills Group on the exceptional contribution that it has made to the promotion of education and career advancement within the Transport and Logistics Industry.

Accepting the award on behalf of the team at Th e Logiskills Group was Managing Director, Garvan Cerasi who stated that winning the award was a true honour and testament to the professional approach they applied to the delivery of their recruitment service.

Mountbellew Vintage Club, formed in 1999 held its fi rst Show in July 2000. Since then, the Club has grown to over 200 members and now has taken on its most exciting project ever. Th ousands

will remember having their photographs taken on the wonderful steam roller that sat outside the Galway County Council buildings on Prospect Hill for years. Th e Club have acquired the steam roller and plan to restore it to its former glory as a very important part of Galway's history.

Th e roller is a 1924 Aveling & Porter, and was used by Galway County Council up until 1954; it then became an iconic part of Galway on permanent display just off Eyre Square. Th e engine was retired to the County Council Maintenance Yard some years ago and is currently in very poor condition. Th is is the largest project the Mountbellew Vintage Club has undertaken to date and may even be the largest that any club in Ireland has ever taken on.

Th e cost of this restoration will be approximately €80,000 over fi ve years. Initial steps will be to secure funding, then strip the engine down, send away the boiler and fi rebox to specialists to rebuild. Th e Club intends to fi nance the project by fund-raising events and with the benefi t of any available Heritage Grants.

Gerry Murphy.

Iveco revs-up Yamaha MotoGP

Best Ever Result for Team West Motorsport in Galway Rally

Supply Chain Recruiter Recognized by Industry

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PREVIEW

Nineteen companies exhibiting at the forthcoming Commercial Vehicle Operators Show 2010 from 13-15 April next were represented at a

special Speed-Net-Working event at the proposed event venue – the National Exhibition Centre, Birmingham. Fleet Transport’s Jarlath Sweeney att ended and got all the low-down of what’s in store.

Continental Automotive

Three separate news items from the trading arm of German giant Continental Automotive. Continental and Qualcomm have signed a co-operative agreement to market telematics solutions and digital tachograph solutions throughout the EU. Qualcomm Incorporated is a leading provider of B2B wireless enterprise applications and sources. Continental will market Qualcomm’s fl eet management solutions through its VDO digital tachograph distribution network. Simultaneously, Qualcomm will market Contis VDO digitacho products and services. Customers can automatically download and transfer data onto a secure but accessible site.

VDO will be demonstrating its new Alcohol Interlock System and how to upgrade your analogue tachograph to the VDO digital 1.3a version.

Supertrucks

Merseyside based Supertrucks, which specializes in producing glass-carrying vans and trucks has diversifi ed into the dry goods sector with an innovative new product called SpaceVan. Based on the 3.5t Citroen Relay, the St. Helens company has created a low fl oor box van that off ers a class beating 20.4 cu.m. internal load volume. Load height to the rear is a mere 550 mm! With the fi tt ing of (optional) rear air suspension that load height drops to just 370 mm.

Supertruck’s Chairman Peter Wright is interested in expanding into the Irish market with this new product – contact jarlath@fl eet.ie

Axscend

Having made its name in trailer management systems from 2004, Axscend is expanding its product

portfolio with Trailer Master. Th is new system goes beyond vehicle location as the information is relayed in real-time unlike the three-times-a-day here-to-fore. “By knowing where your trailers are and the load weight they are carrying you can analyse fl eet performance and achieve ‘effi ciency through visibility’,” explains Tim Steer, Managing Director. Customers have reported up to 15% increase in trailer use and 8% reduction in trailer fl eet size. Cost from 50c per day.

Multipart

With the demise of van maker LDV in its present guise, current owners can be rest assured that their Maxus and other models from the former Birmingham based manufacturer has a consistent parts supply chain. Multipart Solutions is in a position to provide the necessary cover through

its UK network. In fact the Lancashire fi rm can deliver on parts from all the leading brand names through its Van Fit Catalogue. Truck parts are soon to be added to the portfolio as well as an Irish agent/distribution – contact jarlath@fl eet.ie

Multipart is a subsidiary of TVS Logistics Services Ltd., Chennai, India.

Axtec

Axtec provides a solution to the growing problem that is axle weight overload. With enforcement road transport legislation becoming more prevalent Axtec On Board provides individual axle and gross vehicle weights for most vehicle types from 3.5 tonnes through 26/32 tonne rigids to heavy haul tractor-units and semi-trailers. Information is displayed in real-time on a 96 mm colour display

unit installed in the cab. Th is in turn transforms into a reversing camera when the gear is selected. Every time the axles are overloaded this data is recorded and can be wirelessly downloaded to your PC.

Irish agents required – contact jarlath@fl eet.ie

SMMT

Th e Society of Motor Manufacturers & Trailers, one of the organisers of the CV Operators Show 2010 is introducing a very helpful guide to the issue of EU Whole Vehicle Type Approval. Being phased in from 2009 to 2014, ECWVTA will apply to all vehicles from cars to vans, trucks, trailers, buses and special purpose vehicles. Without the proper certifi cates, the vehicle cannot be sold. So the SMMT has come up with a step-by-step web-based guide for vehicle manufacturers and body builders that will ease the lengthy process of gett ing approval from development and construction stages.

Prime Design Europe

ErgoRack, AluRack and Alubars are three product names that will become more familiar to us on this side of the Atlantic. U.S. company, Prime Design, established in 1992 designs and builds ladders that can be transported and unloaded safely from the roofs of vans. Simple to operate ErgoRack minimises stress to the lower back and shoulders of the operator while the AluRack is a lightweight, yet rugged roof-rack made from aluminium. AluBars are prime design crossbars installed on the vehicle's roof using the manufacturer’s recommended mounting points.

CV Operators Show 2010Speed Net-Working Event – NEC, Birmingham

Supertrucks SpaceVan

LDV parts are now available for Multipart

Conti VDO Remote Downloading VDO Alcohol Interlock

PREVIEW

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MARCH 10 19

Freight Best Practice

UK Government agency Freight Best Practice is launching a host of tailored Transport Operator Packs (TOP) specifi cally designed for Owner Drivers/Small Fleet Operators, Fleet Engineers and Managers/Driver Trainers. Apart from (free) support material Freight Best Practice has a technologies section where visitors can try out the benefi ts of On-Line-Benchmarking (OLB) and the Fuel Ready Reckoner (FRR).

Among the other material available includes Waste Collection Guide, Bad Weather Driving Pocket Guide, Effi cient & Eff ective Management of Deliveries plus a Multi-Modal Interactive Map.

GM Vauxhall/Opel

Big news from the UK arm of General Motors Commercial Vehicle business is the pending arrival of the all-new Vauxhall/Opel Morano. Four years in the making with joint venture partners Renault, the new 2.8-4.0 tonne panel van and chassis cab range (in single rear/twin-wheel form) will impress from its stylish exterior lines and revolutionary interior fi tt ings. Also benefi ting from an interior upgrade is the popular Vivaro model, which will also be making its debut at the NEC.

Tom Tom Work

New car buyers are getting more acquainted with satellite navigation thanks to the integration of Tom Tom systems to Renault and Fiat Auto Group products. However, at the business end Tom Tom Work wants to increase its profi le in the Irish marketplace. Vehicle tracking, job dispatch and of course navigation are just some of the positive and helpful aspects of Tom Tom Work. From the standard product available various (Apps) Applications can be installed for whatever the required operation from vans to trucks – anything that moves really!

Tevo

Adam Mayer (although just two months into the job) was on hand to promote the merits of Tevo, the modular vehicle racking system provider. Th e CV Operators Show will see the launch of a whole new more streamlined system that replaces the current fi tt ing fi rst devised 8 years ago. Termed T-Track, “it’s more fl exible, quicker to install and designed to maximise efficiency for the user,” he says. “Designed from the ground up – its unique,” he adds. Tevo took over sister company Modul-System in January.

Smith Electric

With the Ampere product line (based on the Ford Transit Connect) shelved due primarily to price issues – cost of production and ultimate cost to the customer, Smith Electric is concentrating on further improving the mileage distance of its Edison (Transit) and Newton (Avia) model ranges. With the collaboration of German specialist Proton Power Systems a small fuel cell unit is to be fi tt ed which will practically double the coverage distance overnight. Th ere will be an additional cost, but this will be off -set by the extra kilometres covered on one charge according to Dan Jenkins, Smith Electric Spokesman.

Business Lines

Business Lines is the producer of loose wheel nut detectors. Th ousands of thousands of this simply designed luminous yellow pointed rings have been sold in Ireland – mainly to fl eet operators in the fi eld of petro-chemicals and supermarket distribution. In fact Wincanton (Topaz) have been using them since 1995 aft er a loose wheel incident while out on the road. EU legislation is now calling for these types of indicators, which not only detect loose nuts but also will melt if there is an overheated bearing or hub. Surepoint is a sister product from Business Lines.

MAHA

Everything you see at the National Car Test Centre or DOE Test Centre for HGVs/PSVs can be supplied by MAHA. The German company designs and makes numerous types of hydraulic lift s and test beds. And with the UK Vehicle Inspectorate VOSA appointing private companies to carry out authorised vehicle tests, MAHA is experiencing keen interest in its products – hence its appearance at the CV Operators Show.

Cameron Forecourt

Th e fusion of two companies Cameron and Forecourt enables the new alliance to expand on its services of planning, installation and monitoring of fuel tanks and dispensers on-site to transport companies. With the advent of biofuels and AdBlue (required for SCR vehicle engine emission controls), the provision of additional tank hosing does not pose a problem. Th rough its monitoring system, the amount delivered by the fuel supplier is recorded fi rst and then ongoing usage by the transport company’s own vehicles in real time and downloadable.

Kinishi

A s an optional extension to FleetSure, it’s vehicle tracking and fl eet management solution, Salford-based Kinishi will be using stand 5241 at the Commercial Vehicle Operator Show 2010 to demonstrate the world’s fi rst ‘remotely managed’ fl eet-wide fi ngerprint identifi cation solution for vehicles.

Not all remote monitoring solutions provide the facility to identify a driver and those that do will either allocate a PIN code or issue the driver with a physical tag. “PIN codes and tags are not an optimum method of identifying drivers,” says Kinishi Ltd., CTO Alex Goldstone.

Cameron Forecourt

TomTom Work

axtec Onboard

INTERVIEW


JS. Just looking at the concept vehicles displayed on posters around this building, were these futuristic vehicles an inspiration when designing the new generation of R-series that has been honoured as 2010 International Truck of the Year?

KH. Th ere is a clear design process. We get 3 months to come up with maybe 3 or 4 concepts. It’s a fi ne process and the Scania product management choose between them. We had some scale models on display here one year ago. All of them were used as inspiration for the future. So it’s like continuous conceptual work all the time.

JS. Is it easier to come up with a concept like these fr om a blank piece of paper rather than working out something that’s already there fr om the previous generation or series, to what you’ve produced today?

KH. I think the process is the same ultimately, home economics, originality. You use both I think. You do research, you know the history, you know the product, the company. It’s a parallel process. You never start with a blank paper, you have a lot of knowledge. It’s more like research – you try to fi nd the value, the lines.

JS. Hanna, how did you take inspiration fr om this external creativity and blend it into what you specialise in?

HJ. I do more or less what Kristofer has said but in another way, but we need to think outside the box as well.

JS. You must be very proud that the customers have received your innovation so well. I suppose it’s very hard to pinpoint any one particular element of what you have achieved, be it fr om the general ergonomics - the cab layout, the bed, the technology fr om the engine to the gearbox and then the styling. People look at the cab exterior intensely to see where the modifi cations were made, so you must be pleased?

HJ. Sometimes we are asked what we have changed – everything has been changed, everything more or less. A lot of things I do are justifi ed. It’s a very interesting job.

JS. Do you have to be cautious with the fi nal result in case the design would be too futuristic for your loyal customer base?

KH. Yes, we are. Some people would treat it like “Wow”, but it takes years to get new shapes. And that’s a result of 10-15 years of the design slowly developing.

JS. Is there something that you look at fr om all of your competitors? You obiviously want to have the most driver appeal in everything that you do.

HJ. Well, we really do focus on design and we know that our driver station is popular today because it’s quite big, is very well equipped and we like it. I think we need to have a good driver station for short drivers too. It’s easy to please the 2.5 metre man!

Th e reaction to the new R-Series has been good. We did our own tests, in fact some of the engineers actually had them at their home for one week at a time.

JS. In regard to general design, with the advent of electric powered trucks, can you see that the whole exterior cab design will change?

HJ. Even on the truck you have to have the batt ery somewhere, so maybe the same place as the engine at the moment would be good. It’s possible to keep the cab higher to maintain a

good view, the main thing maybe is the cooling system will be diff erent, but even the batt ery has to cool. Th en on the other hand what is att ractive? Everything should not look like a block! Like in cars too, when they fi rst started to design electrical cars they looked like toys. And now you can buy a Lexus, which looks like a normal car. It took many years to be effi cient. So I don’t think it has to change that much – but should it change – it has to change positively.

JS. Hanna, was it diffi cult to ensure you designed the interior of a truck that suits all shapes and sizes because not all truck drivers are ‘mean and lean’!

HJ. Actually, the programme we’re using is also used by Audi. We don’t have larger framed mannequins to assist with our designs, so that’s a problem.

JS. Can we get back to the posters where we started? I like the design of the alloy wheels. Is there anything that we can do to make the wheels a bit more eff ective? When can we see it? We’ve seen concepts before.

KH. It’s a combination of costs, timing. I know some other truck companies do it, so hopefully in the future. Sometimes maybe the productivity in those areas, the development process and how you make it comes into play. It also depends on how much load is on the truck. It has to be of very good quality.

One-to-TwoHanna Johnsson – Head of Vehicle Ergonomics & Kristofer Hansen, Head of Styling/Industrial Design Scaniawith Jarlath Sweeney -editor@fl eet.ie

TEST 11

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MARCH 10 21

At the Fleet Transport Awards held last October, the Iveco Daily CNG was honoured Green Commercial of the Year in the Natural Gas Powered

category. Up against the Mercedes-Benz Sprinter NGT and the Volkswagen Caddy EcoFuel, the Daily CNG won the plaudits of the judges, as it was powered by Biomethane, a liquid gas sourced from landfi ll sites.

Now with the launch of the New EcoDaily the availability of a Natural Power version continues as interest and demand for CNG (Compressed Natural Gas) grows across Europe. As per the previous model, the EcoDaily Natural Power model incorporates advanced OBD – On Board Diagnostics and a 14 litres petrol tank (which is included as an emergency reserve). “Th is power engine technology uses stoichiometric combustion and a three way catalyst carried over from the current Daily CNG to bring the very same low tailpipe emission that exceed the emissions targets which Euro 6 will require in years to come,” explains Martin Flach, Product Director, Iveco Ltd.

Th e 3.0 litre diesel engine block is used with diff erent cylinder heads and pistons replacing the injectors that can be run by petrol should the pressurised gas run out. Longevity of a diesel engine is assured as the storage tanks have a life of over twenty years, so too will the vehicle itself.

Estimated to cost on average of £7,000 more than the standard diesel compartment, the EcoDaily Natural Power looks no diff erent to its brethrens with the exception of a fi ller cap on each side - right side for Natural Gas and the other for petrol – it takes around 5 minutes to fi ll up the CNG tank. Between the two an

average of 600 kilometres can be chalked-up before refi lling. Idling at 750 rpm (which is higher than most normally aspirated engines), the engine was not nevertheless lower. On the road, and up through the 6 speed gearbox was as per any diesel with 56 mph pointing the rev counter needle to 1750 rpm.

While the Natural Gas version off ers less CO2 emissions and bett er fuel economy than the other two there is a penalty – reduced payload – 250 kg in fact. Th erefore this 3.5 tonne has around 1.2 tonne net capacity. Another advantage however is that the regular service procedure is quicker as there are no fi lters to change. Just the injections need att ention. In fl eet spec, the 35S14 was minus items like heated/electrically-operated mirrors, remote controls on the steering and cruise control. As one can do without the

latt er, the former is a must. Apart from the lack of engine noise ratt le, which one becomes used to in driving diesels regularly, the Natural Power EcoDaily performed no diff erent.

All that is called for is some form of Government financial incentive to counteract the extra purchase cost. Over time and kilometers, the investment will then become viable. Th en of course, there’s the supply. A specialist company called GasRec provide the Biomethane fuel at the moment for UK customers. Irish customers will have to wait until our Corrib Gas source comes on stream through our Service Stations.

Iveco EcoDaily 35S14 3.0 litre Natural Power

Test Drive Report:

Natural Gas nozzlePetrol nozzle

Ballyclare, Co Antrim

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Coleraine, Co Londonderry

Tel: 00 44 28 7032 1155

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SALES & SERVICE

For over thirty years the name ‘McElvaney Motors’ has been synonymous with commercial vehicles sales and service not only in the North East and Dublin,

but throughout Ireland and further afield. Since its beginnings in Monaghan in 1979, the company has diversifi ed and grown steadily to become a leading player in the supply of new and used vehicles, parts and services.

While the company has diversifi ed into areas other than vehicle sales and service, it has remained true to its core values, customer centred service and value for money. A fact, which can be easily verifi ed by a quick glance at its customer base. Here you will fi nd household names from the transport industry engaged in all modes of work from international transport and national distribution, through to public

service and municipal operators. Many of these clients have remained loyal to Mc Elvaneys since purchasing their fi rst vehicles from the company many years ago.

It is this loyalty, that Adrian McElvaney and the seventy staff employed hope to continue and build on, as they open the latest chapter in the long running story of the Monaghan based company. To date when the name McElvaney was mentioned one automatically thought of the Scania truck range. On opening the latest chapter, you will now fi nd the full range of ‘Volkswagen Commercial Vehicles’ – as the company has just been awarded ‘VW Commercial Vehicle Partner’ status.

McElvaney and Volkswagen Commercial Vehicles, appear to be a well matched and (on

refl ection) an obvious combination. Of course there are family ties between the Scania and Volkswagen Commercial Vehicle brands as the Volkswagen Group is a majority shareholder in the long established award winning Swedish truck and bus manufacturer. Th e VW brand, itself has a known pedigree, and is respected in both the light commercial and passenger transport sectors. McElvaneys has already in place, the facilities and experience to hit the ground running from day one.

In providing facilities McElvaneys has invested in the specialised tooling and diagnostic equipment required to maintain VW Commercials to the highest standards. In addition, having acquired ISO 9002 Quality Certifi cation in 1997 insists in ensuring standards of customer service and workmanship.

At present fi ve staff members have been trained by Volkswagen Commercial Vehicles to take care of the new venture in a dedicated workshop. Which itself is impressive and well laid out, maximising the space available in an effi cient unclutt ered manner. Plans are already in place to expand and develop the facilities and showrooms enhancing the services on off er to customers.

With a history in commercial vehicle maintenance McElvaneys understand the pressures involved when transport unit is off the road. Sales manager Pat Stapleton says, “it is one thing to book in a car for routine servicing a week in advance, but another to ensure commercial vehicles are kept on the road.” Adding to that the 24-hour breakdown service McElvaneys already

McElvaney Motors appointed Volkswagen Commercial Vehicles Sales & Service Partners

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | MARCH 10 25

SALES & SERVICE

provide will also be extended to cover the Volkswagen Commercial Vehicle brand.

Th e two marques complement each other and provide customers with the option of a complete range of vehicles from the VW Caddy van through the new Transporter & Craft er - to medium weight segment Scania trucks the high-end heavy tractor variants.

Th is idea is very appealing to many operators both large and small. As companies, operating larger vehicles invariably need a smaller ‘van’ in the yard for the running around picking up and dropping off that goes with the job. Similarly, companies operating with van type distribution vehicles have the option of moving up to medium weight or heavier if demanded - all can be supplied and catered for from the one source.

Dealing with one entity that can not only supply the original vehicles but also take care of routine maintenance, DOE testing, and as a ‘Quinn Insurance’ approved repair facility, look after the odd knock, has many advantages. In simplifying some of these issues savings can realised on downtime, record keeping, and general paperwork - allowing the time to be bett er spent on more productive issues.

So far this year the prospects have a slightly bett er feel than 2009. While sales remain slow when compared with a few years ago, the high number of solid sales enquiries received to date is very encouraging. Th e wide appeal and adaptability of VW Commercials, allows McElvaneys to target a large number of sole traders, companies and organisations who primarily use lighter vehicles. When you include some State and Semi-State bodies such as County and City Councils, Bord Gais, ESB, and An Post - which require high volumes of light commercials it is an important market, no vehicle dealer can aff ord to ignore.

Many feel the light vehicle sector may be the fi rst to show signs of recovery, if true, McElvaney will be well positioned to capitalise when this recovery happens. One important advantage highlighted by Pat Stapleton is the location of the premises. Situated just off the M50 at Junction 5, it is within easy reach of the Airport, Dublin Port and the City Centre - as well as the numerous Industrial Estates and Business Parks dotted around the infamous Ring Road.

Th e Volkswagen Commercial Vehicle line-up has something for everyone. Th e range of vehicles with their many and varied applications, are acknowledged as well-proven reliable work vehicles - popular with both drivers and operators alike. Residual values for VW’s have always been a strong selling point when buying new, and even in these ‘strange’ times they still appear to hold their own. Due chief ly to the customer’s perception of German engineering, and build quality that can make a used VW Commercial an att ractive option.

With all of the above taken into consideration it appears that everyone wins. McElvaneys brings to the market a well-known, popular and high profi le vehicle brand. Volkswagen Commercial Vehicles can distribute its models via a well known, reputable and long standing dealer, from a high profi le location. Most importantly the customer now has the option to avail of another dedicated VW Commercial Vehicle, sales and service agent with fully equipped workshops and trained staff .

Over the last thirty-one years McElvaney Motors has steadily grown and expanded in a highly competitive industry - where the customer has no shortage of options. For this to occur, they must fi rst have a good product to sell. Nevertheless, selling that product is only one element of the equation, back-up and service for that product must also be fi rst class. Logic would dictate that to grow and develop the company over three decades, the product and the service provided - must have been good.

Now with another sound and well-established product in VW Commercial Vehicles, if the same customer service ethos is applied success should follow. VW sits well with the current McElvaney off erings, as the marques do not compete - and in fact as stated they ought to complement each other. Being able to provide a customer with any size of vehicle they may need, should help to keep that customer coming back - which is vital for the future growth of any business.

At present the sale of VW Commercial Vehicles is confined to the Dublin offi ce. However, McElvaney Motors is a progressive company and has never been one to rest on it’s laurels. If the economy improves there may be a need for more expansion and/or diversifi cation - and yet another chapter will have to be writt en in this long running story.

‘Better than your competitor?……why not prove it!’

Fleet Transport Awards 2011 - Irish Haulier of the Year – Enter now at www.fl eet.ie

Whether you operate or manage a large, small or medium sized company in the road transport/haulage

industry, your company is eligible to enter the Fleet Transport Irish Haulier of the Year Awards.

Winning an award can have a direct commercial impact on your business by not only retaining existing

clients, but also in securing new business. “In the current economic climate, it is more important than ever

to diff erentiate your company from the competition and a Fleet Transport Award is an independent stamp

of approval which is now highly valued by customers,” says Jarlath Sweeney, the Magazine’s Editor.

See for yourself the benefi ts of winning an award as told by some of the previous winners on our website

at www.fl eet.ie

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TECHNICAL

For a truck to move, an internal combustion engine must convert its heat energy into mechanical energy. Th is mechanical energy goes from the engine to the

driving wheel tyres by means of a transmission (gearbox) driveshaft and crown wheel and pinion in axle housing.

Friction is the force that resists movement between two surfaces in contact with each other. To stop a vehicle, the brake shoe linings are forced against the machined surfaces of the brake drums, creating friction.

Th is friction produces heat. Th e engine converts the energy of heat into mechanical energy of motion. Th e brakes convert this mechanical energy of motion back into the energy of heat through the friction of the brake linings and brake drums. Th e friction between brake drums and linings while generating heat is also reducing the mechanical energy of the revolving wheels (slowing down the wheels).

Th e heat produced by this friction (braking) is absorbed by the metal brake drums or discs, brake linings, (pads or shoes) which dissipate the heat into the atmosphere. Th is cooling is assisted by the vehicle motion and passing of air through the vents cut in the wheel rims. Th e amount of heat the brake drums can absorb depends on the thickness, width, circumference and design of the brake drum. When enough friction is created between the brake lining and the drums, the wheels stop turning. Th e fi nal factor that stops the vehicle is the traction between the tyres and the road surface.

If a 300 horsepower engine accelerates a vehicle to 100 km/h in one minute, then it would take approximately one minute using equal deceleration to stop. Consider the power needed to stop this same vehicle in an emergency which if the brakes were working correctly should stop the vehicle in as litt le as six seconds (just 1/10 the time it took to reach 100 km/h). To stop the vehicle in 1/10 the time it took to accelerate would require a deceleration force of 10 times the acceleration force, the equivalent of approximately 3,000 horsepower. If the vehicle had eight wheels, each wheel would have to provide 1/8 the braking force. If one or two of the wheels had brakes that were not properly adjusted, the other wheels would have to do more than their share of the braking to

compensate for the less effi cient braking wheels. Th is extra eff ort might be more than the brakes were constructed to withstand. Excessive use of the brakes would then result in a build up of heat greater than the brake drums could absorb and dissipate. Too much heat results in brake damage and possible failure.

Most brake linings operate best at around 250°C and should not exceed 425°C. It’s important to understand that the power needed to stop generates heat which could damage the brakes;• 250 degrees - normal • 450 degrees - maximum • 1000 degrees - danger brake fade and failure *Canada New Brunswick public information

Speed-weight-distanceTh e braking force required to stop a vehicle varies directly with its weight and speed. For example, if the weight is doubled, the braking force must be doubled to be able to stop in the same distance. If the speed is doubled, the braking force must be increased four times to be able to stop in the same distance. When weight and speed are both doubled, the braking force must be increased eight times to be able to stop in the same distance.

For example, a vehicle carrying a load of 14,000 kg at 16 km/h is brought to a stop in 30 metres with normal application of the brakes. If this same vehicle carried 28,000 kg at 32 km/h, it would require eight times the braking force applied to stop the vehicle in 30 metres. Th is extra braking force depending on the vehicle design might be more than the brakes could provide. Th is then requires the vehicle to be fi tt ed with extra axles where the extra braking force can be obtained. No vehicle has enough braking force when weight and speed exceeds the design limitations of the vehicle.

By using a temperature probe or laser to record the temperature of each braking wheel at service intervals or on reporting of a brake fault it can act as a diagnostic tool in assisting the technician identify an ineffi cient brake in the following way.

Hott er braking wheel than the rest of the braking wheels could show brake overworking, over adjusted or ceased on. Colder than the rest cold brake not working, under adjusted or ceased off .

Truck braking systems

250 degrees normal 450 degrees maximum 1000 degrees danger brake fade and failure

Braking Force MechanicalBraking systems use devices to gain a mechanical advantage. Th e most common device for this purpose is leverage.

A lever is placed on a pivot called the fulcrum. As the distance from A to B is 400 mm, and from B to C is 100mm, the ratio is four to one (4:1). Force has been multiplied by the leverage principle.

Blue arrow 400mm• Yellow arrow 100mm offering 4:1 • leverage

A B C

Fulcrum

Th is principle is then transferred to an S cam braking mechanism where the multiplication of force applied can be seen.

400 lbs

100 lbs

400 lbs

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


TECHNOLOGY

Technology

A recent visit to the Scania Technical Centre in Södertälje, South of Stockholm, presented a unique opportunity to delve inside the heart

of the long established Swedish truck and bus manufacturer. Th e occasion also facilitated the hand-over of the 2010 International Truck of the Year trophy to Scania for its new R-Series. During the two-day event meetings with senior executives and experts were held as well as exclusive tours of Scania Research and Development Centre which included a visit to the inner sanctum that is the Engine Laboratory. Here we got a glimpse of powertrains that are likely to propel its trucks and buses well into the future. Before fi nishing up, test drives were organised at the Scania Demo Centre. As you will see in Fleet Bus & Coach accompanying this edition, fi rst drives were undertaken on the new Scania Touring and OmniCity Ethanol.

Scania Technical CentreMost time was spent at the Scania Technical Centre where various workshops helped to outline the many aspects of what it takes to put an award winning truck such as the new R-Series together.

Air fl ow & AerodynamicsNew grille design generates 5% higher • airfl ow @ 30km/h: bett er engine coding.Wider chassis accommodates 16% larger • radiator: ready for Euro 6.By fi tt ing a 1 metre boat-tail to the end of a • box semi-trailer can cut fuel consumption by 5% in long haulage.

Electric & ElectronicsElectrics – strategic in-house development: • Fuel control of complex systems such as Scania Communicator, Engine Management,

Gearbox Control a n d C e n t r a l Gateway. Gains: Fuel economy, quality and time-to-market.Recent • Technological Developments: Sca n ia Dr iver Support, Ty re Pressu re Monitoring, Truck Navigation, Adaptive Cruise Control, Scania Opticruise (automated) Transmission, Scania Ecocruise & Topography – reading the road ahead, Communication Systems eg. Vehicle On-Line (WLAN), Vehicle-to-Vehicle, Vehicle-to-~Infrastructure plus Fleet Management Vehicle and Driver Analysis.

Handling and DynamicsHandling dynamics: using latest equipment • and test procedures; Benchmarking: Scania engineers and executives drive preproduction vehicles themselves; computer simulations; throughout the development process.From concept to production: good handling • built-in from the start; closed crossmembers increase tersional stiff ness and reduce self-steer; 4 spring air suspension improves directional stability and reduces weight.

Viable HybridsBalancing cost and performance: Strong relation between size of hybrid system and cost, small system can still save a lot of fuel, every individual

component must be carefully balanced. Fuel saving potential with profi table hybrid system: City Buses 25%, urban trucks 15%, long haul trucks 5% - on average between 3,000-6,000 litres of fuel can be saved per year.

Scania Transport LaboratoryPart of product development: Real life operation: 14 Scania R 400/420 4x2 tractor units; 22 drivers, diff erent backgrounds; 35 Krone Megaliners, GCW 34 tonnes. Fuel consumption average 28 l/100 km. Target 22 l/100 km. Regular routes delivering/collecting parts. Average annual mileage 340,000 km (replacement aft er 1 million km).

Result: Real-life cost, unfiltered feedback, compliments continuous feedback from customers, identifi es needs, validates solution for products and service, input to present and future products and services. Right specifi cation + skilled drivers = lower cost.

Jo n a s H o f s t e d t , S e n i o r Vice President Powertrain

Development, admitted that meeting the forthcoming Euro 6 engine emission controls is a tough challenge.

“In 30 years, Scania will have to reduce Nitrous Oxide (NOx) by 95% and Particulate Matt er (-97%) to go from Euro 1 in 1993 to Euro 6 (due in 2013),” he said. While Exhaust Gas Recirculation (EGR) was Scania’s philosophy carried on from Euro 4 through to Euro 5, for Euro 6 SCR – Selective Catalytic Reduction, EGR and a double Particulate Filter (DPF) and DOC – Diesel Oxidation Catalyser is required.

In essence, SCR reduces NOx in the exhaust gas system while the DPF reduces the particulate matt er. DOC oxidises some substances in the air-fl ow to create a bett er balance for SCR and DPF to work more effi ciently. Th ey will all have to be used as the main method of reaching the required limits in reducing emissions.

Jonas also admitted that half of Scania’s Research and Development budget was directed at the time towards meeting Euro 3 legislation. For Euro 6 this fi gure has doubled which will have to be met ultimately by the customer.

Inside the heart of Scania

Outlook on emission legislation

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | MARCH 10 29

Hasse Johansson (pictured right), Executive Vice-President Research and

Development (outgoing) outlined how Scania meets diversifying customer needs.

“Modular Product System and continuous product introductions bring numerous benefi ts such as time-to-market, reduced technical risk, quality and return on investment,” he said.

Operational Factors Centre on Scania’s application analysis and he gave examples of the extremities involved – 220 tonnes @ +45oC in Indonesia (mining) to 80 tonnes @ -35oC in Russia (construction). “While the number of customer options continue to increase modularisation over time brings added customer value as fewer parts are used,” he added.

One of the graphics displayed that the number of parts/components used in its vehicle line-ups by 2012 will equate to that of 2004.

TECHNOLOGY

Gianrico Griffi ni, Chairman of the International Truck of the Year Jury presented the 2010 trophy to Hassa Johansson, Executive Vice-President, Research & Development (outgoing) at the Scania Technical Centre. Accompanied by the 22 strong jury,

(including Fleet’s Jarlath Sweeney), Mr. Griffi ni opened his address in stating that, “winning the award is both a bright and a brave achievement.” He explained, “‘Bright’ because of the R-Series’ undoubted technical advances and ‘Brave’ because its success comes during one of the worst recessions in the history of the trucking industry.”

“In creating the R-Series, Scania has adopted a ‘forward-looking’ approach. By that I mean that not only is the new R-Series a new truck for the present market, but it is also a truck that addresses many of the future needs of road transport.

Th e facts speak for themselves: A more refi ned, more aerodynamic cab profile not only reduces fuel consumption today, but incorporates future engine cooling requirements - a factor that will be crucial for the next generation of lower-emission Euro 6 diesels, scheduled for 2013.

Its revised Opticruise automated gearbox, with its faster, smoother and more intelligent gear shift ing strategy also points to the future needs of both operators and environmentalists: delivering reduced fuel consumption and fewer emissions - especially CO2 which plays such a key role in the so-called greenhouse eff ect.

And as we all know, curbing CO2 emissions is a main target for the European Union in the coming years - and one we should all support. However, achieving this goal will require a fully-integrated approach.

By that I mean a mix of state-of-the art trucks, like the Scania new R-Series, but also bett er logistics, more intelligent transport solutions, plus proper state or regional incentives for greener vehicles and also the kind of continuous driver training that is required by EU Directive 59/2003.

In this fi eld, again, Scania’s new R-Series is a forerunner, with its Driver Support System. However, we shouldn’t be surprised that this new proactive

learning tool has come from Scania. Within Europe, the Nordic countries, and especially Sweden, have pioneered the way towards continuous education. Learning, training and education are the keys to success in a family, in a society, in a nation and, in the context of today’s presentation, in the truck driver’s seat too.

With the R-Series, Scania sets new standards in terms of fuel economy, driveability and overall effi ciency. And when we witness such new technological advances, we can be sure that today, the truck industry has all the skills and all the strengths to overcome the current Global downturn and re-start the world’s economic engine, keeping it running and, hopefully, delivering the goods throughout Europe and the World - at full thrott le.”

Presentation of International Truck of the Year 2010 Award

Research and Development

Jonas Hofstedt, Senior Vice-President Powertrain Development

Closed crossmembers increase tersional stiff ness and reduce self-steer


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

Albania ALL 135.00 - 155.00 Lithuania LTL 3.93 4.07 3.34

Andorra EUR 1.030 1.080 0.900 Luxemburg EUR 1.133 1.158 0.951

Austria EUR 1.090 1.270 1.009 Macedonia MKD 64.00 65.50 50.50

Belarus EUR 0.711 - 0.569 Moldova MKD 13.68 14.08 12.68

Belgium EUR 1.416 1.436 1.135 Montenegro EUR 1.100 1.120 1.010

Bosnia-Herzegovina BAM 1.95 2.02 1.89 Netherlands EUR 1.527 1.594 1.169

Bulgaria BGL 2.03 2.20 1.99 Norway NOK 12.73 13.04 11.63

Croatia HRK 7.94 8.01 7.35 Poland PLN 4.33 4.60 3.99

Czech Republic CZK 30.40 32.70 28.80 Portugal EUR 1.352 1.458 1.101

Denmark DKK 10.79 11.13 9.29 Romania RON 4.11 4.48 3.90

Estonia EEK 17.25 17.75 17.20 Russia RUB 23.31 24.26 19.36

Finland EUR 1.377 1.409 1.078 Serbia RSD 108.20 - 105.90

France EUR 1.361 1.391 1.134 Slovakia EUR 1.186 - 1.004

Georgia GEL 1.85 1.90 1.85 Slovenia EUR 1.154 1.172 1.085

Germany EUR 1.341 1.417 1.135 Spain EUR 1.100 1.220 0.990

Greece EUR 1.243 1.432 1.179 Sweden SEK 13.03 13.43 12.41

Hungary HUF 317.00 - 298.00 Switzerland CHF 1.620 1.660 1.650

Ireland EUR 1.269 - 1.149 Turkey UAH 3.68 3.74 3.05

Italy EUR 1.314 1.422 1.156 Ukraine UAH 7.90 8.80 6.75

Kosovo EUR 0.96 - 0.91 UK GBP 1.122 1.193 1.135

Latvia LVL 0.727 0.757 0.707 USA USD - - 0.748

FUEL PRICE UPDATE IN ASSOCIATION WITH CASTROLThe 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 9).

Question 1. I have been off ered spares for my vehicles at a very cheap price. Th ey appear to be properly boxed and packed, and have the correct vehicle manufacturer’s part number. A fr iend has advised me that I should be very careful about buying these parts and I wonder if he is right?

Answer. Th e market for spare parts is huge and a large number of manufacturers, perhaps particularly in the Far East, make parts for every major vehicle manufacturer whether commercial of domestic. Whilst copying the particular part may cause technical diffi culties, copying the original manufacturers packaging does not.

Predictably the quality of these spare parts can vary dramatically and, if the part is sub-standard, the vehicle can in fact be damaged. Th ere are, however two issues that are much more important.

In the fi rst case your insurers may refuse to cover a claim if it is found that an unauthorised spare

has been fi tt ed to the vehicle. Brake pads and brake linings are oft en found to be inadequate for example.

In the second case you may lose the warranties which came with the vehicle if unauthorised parts are found to be in use.Some spare parts that are in the market are perfectly good but you should always check with your vehicle manufacturer, or with your insurers, to see if the ones that you are being off ered are acceptable.

Question 2. I read in my local paper a story about a driver losing his licence for a drink driving off ence and I think that he is one of my employees. Do I need to take any action?

Answer. You do need to take action, and to take action quickly. Get the driver in and ask if he/she is the person in the story and, and this is most important, even if the driver insists that it is someone else, ask to see the driver’s original licence, suspend

him/her from driving until you are absolutely satisfi ed that the driver still has a valid current licence.

As it becomes increasingly common for a driver to att ract points on the licence so does disqualifi cation become more likely, and, as driving off ences can be committ ed in any part of the country, an employer may not be aware of a court hearing. It is not uncommon for a driver to ask for a day off to ‘att end a wedding’ when in fact it is to appear before a court.

As an employer you should never employ a driver unless you see an original valid driving licence, and you should never accept an excuse for its non-production. Th e rule is simple ‘no licence, no job’.Every licence should be photocopied and the record held in the offi ce and, when renewal is due the licence should be re-checked.

Finally there should be routine and random checks of the licence.

J L SERVICES Consultant: Jonathan Lawton (MACantab) (UK Solicitor-Advocate)

We off er assistance with: • Employment documentation • Health and Safety documentation • Dismissal and redundancy procedures • Transport administration and documentation

t: 094 9038087 m: 0861 510938 e-mail: [email protected] Address: Parkmore, 16 Watersville, Castlebar, Co Mayo.

Ask the Expert YOUR CALL! Send in your legal questions or queries to ASK THE EXPERT – Contact: jonathan@fl eet.ie

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32 FLEETTRANSPORT | MARCH 10 Text: Howard Knott - howard@fl eet.ie

COMMENT

Following up on the promise made by Transport Minister Noel Dempsey, T.D. at the Chartered Institute of Logistics and Transport (CILT) in

February last year, his Department hosted the fi rst meeting of the All Island Freight Forum at Dublin Castle on 29 January last.

At the time of the initial announcement it seemed that the Forum was to follow through on the Department’s Smarter Travel document which had been issued a few weeks earlier and in which, freight transport had got very litt le mention. I suppose that the very fact that the Forum idea then came forward was an acknowledgment that freight policy, no matt er what the mode, or the combination of modes, did not exist in any meaningful way. Th is was in spite of all of the good work done by Forfas, the State body that exists to direct strategic thinking in the economy.

Th ere had also been a very solid report from Intertrade Ireland, the North-South body, on freight transport on the island. Th is may have been the stimulus for putt ing the Forum on an all-island basis with the Belfast, Department for Regional Development partnering the Dublin Transport Department in the event.

Th ere were presentations by IBEC, Institute of Freight Forwarders, the Freight Transport Association and ISME. I was to have done a short presentation on intermodal freight on behalf of the IEA Rail Freight Group, but, by then lunch-time had arrived and, indeed, my subject had been well and truly put onto the agenda.

By the end of it all, where were we? The Department had undertaken to put together a programme of work under a small number of headings that could drive the various identifi ed aspects of the policy towards a rational conclusion. But how are they to do that? By the time we dispersed quite a number of people had had their say and I could not help thinking that it was a bit like a room in which a group of small boys had just scatt ered out onto the fl oor a 2,000 piece jigsaw and really did not know where to start putt ing it all together.

It seems to me that Freight Transport policy for the 2010’s will have to deliver two pluses for the economy; it will have to be green and it will have to make Irish industry and services

competitive. It also, of course, must fi t in with the economic and social objectives of the people living on this island in the fi rst instance, and of those living in the remainder of Europe and further afi eld. A TV programme the other evening showed clearly one part of this complexity. It showed tomatoes being grown under the African sun and then airfreighted to the European customer – an activity that does not sound great if you are looking for a green transport world. It also showed tomato

growing in vast gas-fi red heated greenhouses in Holland competing with the African product. If you take these examples on the basis only of their Transport greenness, the Dutch must win, but, in the bigger picture fossil fuel usage and associated pollution in the Dutch situation most likely outweighs those from the airfreight from Africa on a plane that may have otherwise been coming back to Europe empty.

Back to our own Forum. Green and Competitive is not quite the whole answer. If we say that trucking goods a long distance adds both cost

and carbon, then the logic for Ireland inc. might be contained is that Vision for Dublin document that emerged from the Progressive Democrats (PD’s) at the height of the boom where virtually all of the population lives and works in a skyscraping Dublin area. So, Spatial strategy also has to be brought into the mix.

Th is is not something for the politically nervous as it means that the chosen regions must be equipped with the best possible mix of transport

options and these charged out in such a way as to ensure that businesses and people in those regions are not economically disadvantaged. At the Freight Forum, Vincent Caulfi eld, President of the IRHA pointed out that completion of the Galway – Dublin motorway now exposes the haulier to €30 in tolls for each journey. Th is must act as a temptation, particularly at ‘off -peak’ times to skip the tolls and plough through the towns and villages along the route. On the face of it that would aid his competitiveness, but it would not be great on the green or even road safety stakes. On the other hand using the motorway to the full must be safer and more energy effi cient. It is clearly good to have the motorway, it makes locating

a business in the Galway area a much bett er proposition, but all of this can be undermined by an inequitable tolling regime.

Road pricing that covers the whole country would seem to be a far bett er solution. Here, strangely enough, the EU fi rst railway package may have something to off er the discussion. Under that formulation the Rail Network provider in each Member State has to cost the infrastructure and to put in place a charging regime for any user, whether a branch line railbus, an intercity express, a lumbering freight train or whatever it

might be and wherever it goes. Once the various countries’ track access schemes, as they are called, are set up and operate with a proper and fair regulatory regime, they appear to work well.

It would not take ‘rocket-science’ to operate in a similar way on the island’s road network. It is, surely, a matt er of developing the required computer programme linked in with GPS in each road user’s vehicle. But that brings its own complications. It rapidly becomes clear that this Freight Forum’s objective of putt ing in place a consistent Transport Plan is not going to be easily achieved.

Freight Forum Conundrum?From where I'm sitting - Howard Knott

Pictured at the All Ireland Freight Forum in Dublin Castle. L-R Mr. Reg McCabe CEO IBEC/CBI Joint Business Council, Ms. Julie Jordan, Projects Director IBEC/CBI Joint Business Council, Mr. Colm Walsh, CEO Irish International Freight Association and Mr. Tom Wilson, Head of Policy - Ireland, Freight Transport Association (UK).

Th ere had also been a very solid report from Intertrade Ireland, the North-South body, on fr eight transport on the island.

34 FLEETTRANSPORT | MARCH 10 Text: Jonathan Lawton – jonathan@fl eet.ie

LEGAL

Health and Safety legislation has now been in existence since 1974 but, in practice, the legislation is still largely misunderstood. On the

one hand it appears that many employers have failed to grasp the extent of their responsibility to their employees and to others; on the other hand it is no less clear that many employers believe that they have responsibilities which, in fact, do not exist.

Many employers have not spent any time considering the relevance of the legislation to their own business, choosing to believe that it is all a matt er of common sense and that their own commercial experience is quite enough to ensure that they comply with the requirements of the law. Perhaps the biggest error of judgement being the assessment of an employee’s competence based on the employee’s apparent experience.

In the transport industry the fact that a person holds a Transport Managers Certificate of Competence (CPC) is treated as an assurance that he or she will go safely about the work but nothing could be further from the truth. Many accidents result from ‘short cuts’ that are taken by workers carrying out some familiar process. ‘Short cuts’ that derive from the employee’s application of ‘common sense’ to a particular process, refl ecting a belief that both work and time can be saved if parts of the required process are abandoned.

In the context of Health and Safety ‘common sense’ is a very dangerous ally.Th is widely held belief that ‘common sense’ holds the solution to all Health and Safety issues has resulted in another fundamental misunderstanding of the legal responsibilities of an employer. It is widely understood that the employer has a duty to ensure, so far as is possible, the safety of his employees and of any others who may be aff ected by their work. Th e duty of an employee to be responsible for his or her own safety and

the safety of others who may be aff ected by his work is far less widely understood.

Th is legal responsibility of an employee means that an employee may be brought before the court for a breach of the Health and Safety legislation in exactly the same way as an employer may be prosecuted. A fact that is not only misunderstood by many employees, but which, if it was known, might well persuade them to pay greater att ention to an employer’s health and safety rules.

Cost is also a signifi cant factor when considering Health and Safety. Any doubt that an employer may have about the wisdom of spending time on issues of Health and Safety quickly becomes a reasonable doubt when the cost of implementing a health and safety regime is considered. One of the biggest problems faced by those who advise on safety issues is persuading an employer that any money spent on safety schemes is not wasted.

The harsh truth is that the cost of a safety regime become insignifi cant when compared with the costs that will be faced by an employer in the event of a serious or fatal accident. Clearly if there are to be prosecution costs incurred as a result of the legal process, with any fi nancial penalty that may be imposed, makes the employer’s situation worse. Additionally, in the transport industry, a conviction for a serious health and safety off ence may result in the loss of the operator’s licence. Certainly in the event of a serious accident the business will be at risk.

Provided that the overview of a business is objective, it is comparatively easy to identify areas where there is a signifi cant safety risk. Once those risks have been identifi ed then formal training by a competent trainer, whether or not the trainer is in-house, should be implemented and recorded.

A good example of the correct approach is to consider the daily checks that all drivers should carry out before they move the vehicle. Clearly defective brakes or tyres pose an immediate threat of danger and, in the event of an accident caused by, say, a defective tyre, the

prosecution will look for evidence that the driver checked the tyres before sett ing out. Is there a completed defect sheet for instance? Th e prosecution may also look for evidence that the driver has been trained how to carry out the daily check.

How expensive can it be to get a group of drivers together for 15 minutes to show them how to carry out the checks, and to record the training session? How much time and money would be saved if that simple training exercise resulted in there being no action taken against the driver and company aft er an accident.

Health and Safety

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FINANCE

Bank SupportIn the original article outlining the current

ten key fi nancial issues eff ecting Irish Road Transport Industry the most important issue at present is bank support for the

small to medium sized enterprises that make up our industry. As mentioned previously from the late 90s to mid-2007, our banks and bankers made huge profi ts from supporting our Celtic tiger leaders - the developers.

Most of Ireland's current bank managers were trained and educated in the 1980s where they faced the same economic strains but without the huge debt that hangs over the majority of businesses trying to work through the current fi nancial diffi culties. Bank managers understand that businesses are struggling to survive due to lack of cash, and while profi tability is an issue, most businesses have cut costs to bring the bott om line to at worst a breakeven position.

Lack of cash is an issue because a Transport fi rm three or four years ago would have invested in equipment on an annual basis, with the belief that turnover was constant or increasing. Payment from customers was never an issue and invoice discounting was readily available to businesses, along with an increase in overdraft or term loan from banks. Suppliers were willing to off er extended credit terms and any debt the business carried was normally guaranteed against property which was increasing in value.

Transport fi rms are now in a situation where turnover has dropped by 25% on average, vehicles and trailers are no longer fully utilised and the payment structure may have a four or fi ve year span on an asset that has a seven or ten year life. Transport fi rms that have vehicles under contract hire are in an envious position that they can return these assets at the end of the term, knowing the leasing company or garage has put a much higher residual fi gure on the asset than what is now the market value, and downsize the fl eet without recourse to loss on asset disposals themselves.

Transport fi rms are also hit with shorter credit terms from suppliers (most fuel suppliers have cut back to 30 days credit max.) plus suppliers are controlling these terms much more. In the 1980s it was common to have “black lists” of customers whose accounts were on hold, now the computer system simply locks these accounts if payments terms are not met. Losing a poor payer is now seen as preferential to supporting a potential bad debt.

In relation to support directly from banks most debt in transport fi rms is in the form of vehicle leasing through the fi nancial institutions. Th is was in the past a relatively safe bet for fi nance houses as a buoyant market meant that relatively few defaulters arose and there was a ready market to dispose of assets at strong market values. Th e current situation is that all leasing divisions will lose money through writing down book value of

debt, they will be much stricter in the manner and form of fi nancing going forward and both personal and business asset leasing will be far more regulated and diffi cult to achieve in the future. Th e plus side of this, if any, is that leasing houses will renegotiate payment terms if the business plan and the fi nancial controls are in order. Expect in the future higher cost of borrowing, a smaller number of leasing companies in the market, and strict controls and checks by these leasing companies for funds extended.

Dealing with banks going forward it is highly likely that a new regime of low risk/high margin will prevail, in other words managers in banks will att empt to eliminate customers they perceive as high risk (poor fi nancial information/poor customer base/lack of compliance). It's also highly likely that fi nancial institutions will use in-house experts for each sector of business and quickly build up knowledge on the industry to be able to access a business both operationally and fi nancially. High margin will prevail as a take it or leave it scenario will prevail, the option of changing banks and rebuilding a new business relationship will not be readily avai lable. A s w ith leasing fi rms expect to see a concentration of the number of banks in this country, and expect to deal again with a bank manager that has a genuine interest and knowledge in your business.

The main question poised in this article is Are the Banks open for business and support? Th e answer is Yes, but at a higher margin and with a much stricter and detailed regime in place with respect to fi nancial information and ongoing checks. Ireland will recover from this recession, and we all will be paying for the Celtic Tiger for years to come. We will be more cost eff ective in the future and the banks want small to medium sized customers as a profitable sector to their business.

What can you do to improve this relationship?

Have timely and accurate management • accounts.

Take timely steps to address • profi tability and cash fl ow issues.

Do not be afraid to make diffi cult • decisions.

Build a trusting relationship with your • bank and fi nance managers.

Seek assistance where necessary.•

36 FLEETTRANSPORT | MARCH 10 Text: Donal Dempsey - donal@fl eet.ie

REVIEW

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MARCH 10 37

Towing a trailer, caravan or horse box has now become safer and simpler thanks to the latest towing innovations from Land Rover. At Th e Boat and Caravan

Show held at the NEC, Birmingham from 23 to 28 February, Land Rover showcased its new range of vehicles, including the award winning Discovery 4 and the latest in towing technology. Jarlath Sweeney, Managing Editor of Fleet’s new sister publication Caravan Cruise Ireland was there.

Trailair by Land Rover, which can be fi tt ed to existing as well as new vehicles, is a unique system that monitors tyre pressures and aids hitching. Th e technology works through tyre pressure monitoring valves which can be fi tt ed to both the vehicle and trailer tyres. Th e valve pressures and temperature readings are displayed through a screen which is incorporated into a newly-fi tt ed rear view mirror. Should the valves detect any decrease in pressure or increase in temperature, an alarm is triggered.

Th e system also off ers the driver an easier way of hitching by mounting a rear camera to the vehicle. Th is enables the driver to manoeuvre the vehicle more accurately by off ering a view of the hitching equipment and trailer tow ball.

Visitors to the Land Rover stand were also able to see the latest 2010 model year range of vehicles including the Range Rover, Freelander 2, Defender and Range Rover Sport and were able to see a live demonstration of Land Rover's patented 'Tow Assist' technology featured on the multi-award winning Discovery 4.

Th e Tow Assist function helps perform accurate towing manoeuvres. Th e wide fi eld of views on the Discovery 4's side cameras give a clear view of the reversing trailer: the images are electronically manipulated to provide an undistorted view, with guide lines overlaid on the rear camera image to illustrate both the vehicle and trailer’s trajectory. Specifi c

characteristics such as type of trailer, number of axles and width guides can be fed into the system to enhance the system outputs.

The Discovery 4 also features another clever towing aid: 'Trailer Stability Assist'. This technology detects trailer oscillations by monitoring key vehicle behaviours such as uninvited steering movements and slight vehicle swing in response to trailer behaviour. In these circumstances, the system can initiate engine torque reduction and braking interventions to bring the towing back under control.

Th e new face of the Misubishi L200.

Isuzu displayed the D-MAX/Rodeo which has a 3000kg towing capacity. Volvo has a wide range of towing cars fr om the XC70 AWD estate and XC60 & XC90 SUVs.

Subaru’s main att rction was the all-new Legacy which has just been awarded 5 Star rating in the EuroNCAP crash tests.


Tony Kelly, CEO of Irish Ferries, was quite right when he said, “Publications such as ‘Fleet Maritime’ do not give enough

space and thought to the important role that the carriage of passengers plays, for many in the Ferry industry.” Tony was att ending the CILT Dinner and at that event, on behalf of Irish Ferries he walked away with both the Passenger Transport Award and the ‘Overall Logistics and Transport Excellence’ Award.

When the Car Ferry took over from the conventional passenger steamer on the Irish Sea and elsewhere during the 1960’s it did not take Lines such as B + I, Sealink and others long to discover that there was a freight vehicles market out there in addition to passengers and cars. Th e freight vehicles could fi ll those empty car decks in the ‘off -season’, greatly enhancing the profi ts of the Lines concerned and the quick write down of the capital cost of the new vessels.

In the summertime the freight traffi c was forced to make way for the bett er paying tourist business. Hauliers and Shippers alike throughout the 1960s and into the 1970s have found the provision of a reliable service to their respective clients diffi cult. Eventually, the freight ferry was introduced on most routes causing a signifi cant surge in Ro-Ro traffi c to and through Britain. At the same time growth in passenger and car traffi c stalled, due mainly to greatly improved airline services with signifi cantly lower fares.

While Lines such as Norfolkline and P & O Ferries moved to Ro-pax ferries that have a primary focus on the freight customer but do supplement that revenue with passenger business, Irish Ferries and Stena have, with vessels such as the ‘Ulysses’, the ‘Oscar Wilde’ and the ‘Stena Adventurer’ have been able to provide strong services for both client bases.

Th ese vessels alone have capacity to take up to 9,000 passengers a day ex Irish Ports, equivalent to fi ft y Boeing 737’s. Th e two ‘Holyhead’ vessels rank amongst the world’s largest Cruise Ferries giving optimal conditions for both passengers and Freight vehicles.

Th e issue now is whether or not this mode of transport is exploited to its full potential by the Shipping Lines, the Ports, the providers of infrastructure and transport services on both sides of the Irish Sea and elsewhere. Do Iarnrod Eireann, along with the UK’s Virgin Rail, France’s SNCF and others actively promote rail/ship/rail travel from stations on their network to the businessman or tourist’s fi nal destination? Importantly, given the huge importance of the Tourism business in Ireland, do Iarnrod Eireann actively encourage its partners to sell such packages? Bus Eireann do operate within the Eurolines set-up, sending coaches through on the ferry to a range of English destinations, but are such services actively developed and marketed? Are the other coach companies that are so active in feeding passengers into Dublin and elsewhere exploiting the opportunities?

Tourism Ireland has launched a major marketing campaign in Britain in an eff ort to reverse the 2009, 20 per cent drop in tourist numbers, this in the face of a serious reduction of air capacity on UK – Ireland air routes. Th is then must become the opportunity for all of those involved with access by sea. As Declan Mescall of Irish Ferries said, there is no shortage of capacity or services on the sea routes. Of course, more passengers and more cars could quickly spark even more sailings – and that has to be good for the freight business.

Th at the market is able and willing to make such a switch is shown by Stena Line’s Christmas period results on its Irish Sea routes. It carried 110,000 passengers and 30,000 cars, more than 5 per cent up on the same period in 2008.

A good passenger business on Ferries is good news for Freight.

fl eetMaritime: IRISH SHIPPING & FREIGHTMARITIME I

Volume 5, No. 1 Spring 2010

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


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Pictured with the Overall Logistics and Transport Excellence Award is Irish Ferries Director of Marketing, Tony Kelly (left) with Chartered Institute of Logistics and Transport President, Paul Mallee, who made the presentation.

Danish Maritime sector develops Green Ship programme.

‘SKEMA’ is a Europe-wide project which is developing an interactive knowledge Platform for Maritime Transport and

Logistics. Nautical Enterprise Centre, based in Cork, leads the Irish participation along with the Irish Exporters Association. Both of these organisations also work together with European partners in the EU backed Props, Short Sea development programme.

Th e SKEMA Group, in co-operation with the Copenhagen Business School, put together a Conference with papers to the theme, ‘Sailing through Troubled Water’. Contributions ranged from Danske Bank on the new world

of ship fi nance, through optimising freight distribution throughout Europe bringing rail and barge transport more into the picture.Enda Connellan, spoke on the role of Ports as facilitators of Maritime Trade and Economic Recovery while Bo-Cerup-Simonsen, V.P. of Maersk Maritime Technology introduced the topic of Green Shipping.

Th is particular subject generated a great deal of discussion and many of those actively involved in the Danish ‘Green Ship Network’ took part. Th e essential element here is that some 90 per cent of World Trade is carried by ship and for the vast majority of this cargo there is no alternative

mode of transport. It is estimated that over 2.7 per cent of global CO2 emissions come from International shipping. Th e Group’s objective is to focus on the “simple” things that can be done to reduce the level of polluting emissions with a target of CO2 reduction by 30 per cent, SOx and NOx each by 90 per cent in both new and existing vessels.

While an eff ective exhaust gas scrubber system can almost eliminate SOx and harmful particle emissions and the use of LNG rather than diesel fuel in some ferries takes out all SOx and 25 per cent of CO2, there is a range of particular products and changes in operating systems that


MARITIME II

Interview with Dr. Frank Lu, Chairman of Yang Ming Line.


Yang Ming, Chairman, Dr. Frank Lu, together with Dr. D.C.H. Yeh, Managing Director of the Hamburg based Yang

Ming Shipping Europe visited Dublin in January and along with Aidan Lawler, Joint Managing Director of Johnson Stevens (Ireland) Ltd. Fleet Maritime’s Howard Knott availed of the opportunity to speak to them.

Johnson Stevens (Ireland) Ltd. has represented the Taiwan based Yang Ming Line in Ireland ever since it started serving Northern Europe in 1984. Yang Ming is a publicly quoted company on the Taipei Stock Exchange and is one of the Top 10 carriers in the Europe-Asia Container shipping Trade. Its fl eet runs to 90 vessels with a combined tonnage of almost 5 million dead-weight tonnes.

In the course of their time in Ireland Dr. Lu and Dr. Yeh visited many of the sub-contractors and the customers who had supported the Line’s operations over the past quarter century. As Aidan Lawler pointed out in the course of our meeting, “ Ireland is a very important market for Yang Ming and Dr. Lu’s visit here is a testament to Yang Ming’s commitment to our Irish customers.” At the meeting the vistors took the opportunity to refl ect on the Company, its growth, its philosophy and on the outcome of their Irish discussions.

We asked Dr. Lu, "What has been the impact of the recession on the shipping industry?” He answered, “Th e recession has had a serious impact in 2009 and volumes decreased to some extent – in general, by more than 10%. Th e current situation is that the liquidity problem of 2009 is over, but carriers are fi ghting for profi tability which is very challenging." He went on, “2010 should be much bett er than 2009 and both import

and export volumes will increase in Asia."

On freight rates he said, "in the short term the rate issue should be more reasonable and should be more benefi cial for both carriers and their customers.” He saw that the likely pressure upward on rates that would follow from an increase in cargo tonnage being off set by the arrival of much new tonnage from the shipyards. Th is new tonnage will also have a positive eff ect on the ‘green’ effi ciency of the Yang Ming and other fl eets.

We asked him what was his opinion of European Ports and their effi ciency and how he perceived transhipment for Ireland? He replied, “We visited Dublin Port this week and discovered that it is a multi- purpose Port including almost every Port function. It is also very effi cient and, therefore, well placed to take advantage of the economic recovery”. "Generally," he said, "European ports are no longer congested which assists our schedule and punctuality and this helps us to improve our service. Transhipment of Yang Ming traffi c for Ireland has benefi tt ed greatly from our centralisation of all activities in Rott erdam’s Euromax terminal. Since 2009 all of our vessels call at Euromax which is dedicated exclusively to services operated or shared by Yang Ming.” He concluded, “Th is has improved our transhipment effi ciency and resulted in a very smooth service to our customers.”

Dr. Lu then spoke about the ‘hardware’ of the shipping business. In his opinion, there were limits to what the Mega- container vessels could do and that there would always be a strong niche for smaller vessels that could be fl exible on Port calls and other operations. He did not foresee the 45ft . Container playing a major role in the deep sea traffi c, but that most new 40ft . Containers

would now be 9’6” high giving more effi cient carriage of packaged goods.

Finally, we asked Dr. Lu, “What are Yang Ming’s Business objectives with regard to Ireland?” He responded, “Our immediate objectives are to improve service quality especially in terms of frequency and transit time. Yang Ming greatly appreciates the good support of Irish Exporters over the last twenty-fi ve years and our target is to ensure that our core values of Teamwork, Innovation, Honesty and Pragmatism will benefi t Irish customers in the future.”

Th e meeting, which was facilitated by Johnson Stevens (Ireland) Ltd. and the Irish Exporters Association, and gave Fleet Maritime a unique insight into the thought processes that drive this major Asian Line.

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‘Motis Ireland Ltd are an appointed representative of A&B Insurance Brokers, who are authorised and regulated by the Financial Services Authority’

will reduce fuel burn and, thus, all emissions from almost any vessel.

Th is has led members of the group into research on, for example, new anti-fouling paints with a low water friction which have been demonstrated to reduce fuel consumption by between 3 and 8 per cent; new rudder designs can also drop fuel use by about 4 per cent, while GPS driven route planning has been shown to reduce consumption aboard the trial DFDS ferries by 2 per cent.

In the longer term the Group is looking at more radical programmes and testing the use of carbon fi bre foils as sails. Th is is building on the proven success of the Project Carrier specialist, Beluga Shipping in the use of kites to haul the vessel

along the Trade Wind routes. As an aside, but it does demonstrate the human element in achieving good results, it was mentioned that the performance of the Beluga trials improved greatly when an agreement was made that the crew on board the vessel would be paid a share of the fuel savings coming from the use of the kite.

In the course of his presentation retiring CEO of Dublin Port, Enda Connellan, made a strong plea that Ireland’s Maritime policy should be Government rather than Lobby Group led. His paper also touched on seeking to achieve rational internal cargo distribution systems throughout the island of Ireland.

Th e Skema project is focussed on the development of a web-site through which interested parties can access the cutt ing edge research being done in the Maritime and Logistics sectors. Th e Skema website is www.eskema.eu and the Irish participation is led by James Kehoe at Nautical Enterprise in Cork.

Att endees at the Smart Move Reception at the EU Parliament


MARITIME I1I


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PORT PORTALSDoor to Door and Feeder Lo-Lo Line, BG Freight Line has enhanced its Irish service by adding the Ports of Brest and Montoire de Bretagne (Nantes) to its weekly services linking Dublin and Cork with Rott erdam. Transit times to and from the Irish Ports will be approximately one week. Paul Mason, of BG Freight Line sees the new link as opening up the potential of Western France for Irish exporters and importers on a much more timely, economical and ‘green’ way than the traditional routes.

International Warehousing and Transport (IWT) has taken over the Irish Agency of Scandinavian based Tschudi Logistics and Tschudi Lines. Tschudi operates an extensive range of container and other services throughout the North Sea and Baltic Regions with its own fl eet of vessels and ISO equipment. Tschudi is particularly strong in the area of bulk liquids in tank containers. IWT is rolling out a marketing programme for all of these services linking into the network at Rott erdam.

Celtic Forwarding Ltd., has become the fi rst Irish owned Freight Forwarder to receive the Quality standard that is ‘AEO’ (Authorised Economic Operator) status. An AEO certifi ed Forwarder will receive priority Customs treatment for its shipments. Finbarr Cleary of Celtic said “AEO is a Government led audit of our fi nancial well being and full customs compliance and assures shippers and their customers that they are using a safe, secure supply chain.”

Shipping line MSC Ireland has also achieved AEO status as have other companies within the MSC Group.

Th e Port of Waterford Company has made a call for expressions of interest for a lease to operate the Belview Container Terminal at the Port. Th e Company sees the business challenge as being to maximise the investment in the container Terminal so that the Port can best support business in the region and fully exploit to connectivity options arising from the easy access to the M9 Motorway. Meanwhile the Port of Cork hopes shortly to identify a new site for the planned €200 million deepwater terminal within the harbour area. Possible sites being considered include the former IFI plant at Marino Point, the Curlane Bank near Haulbowline and the former ADM Jett y at Ringaskiddy.

Fastnet Line which re-opens the Cork / Swansea Ferry link on 8 March has reported pre-bookings well in excess of initial targets for March and April. Some 80% of the passengers booking are for tourists travelling to Ireland from UK. Stena Line has announced a £200 million investment programme for its Belfast / Scotland service. Th is follows agreement to build a new Scott ish terminal at Loch Ryan and includes an investment of £120 million in new Ro-pax ferries for the route. Th e new facility is due to open in Autumn 2011. It will reduce crossing time by 30 minutes with similar time savings accessing the Scott ish Motorways.

Dublin will host the 3rd European Shortsea Congress on 29-30 June. Th e IMDO led event will focus on the impediments and how to counteract them, to the further economical

development of the mode. EU Short Sea Shipping Development Policy will come under the microscope including the Union’s funding incentives for further development both at sea and ashore.

IEA hosts WCO

Irish Exporters Association (IEA) hosted a meeting with Mr. Kunio Mikuriya, Secretary General of the World Customs Organisation (WCO) on 2 March in Dublin. Mr. Mikuriya was making his fi rst visit to Ireland and introduced the WCO with reference to the work currently undertaken on the Impact of the Financial Crisis, Security, Trade Facilitation and IPR.

Fleet Maritime will report from the event which presented a unique insight into the key issues facing customs and trade internationally.

Waterford PortMV Julia

44 FLEETTRANSPORT | JUL/AUG 2009 Text: Howard Knott – howard@fl eet.ie FLEETTRANSPORT | MARCH 2009 37

MARITIME IV

Motis Ireland Ltd is one of the most

progressive providers of shipping, transport

a n d a s s o c i a t e d services in Europe with

several thousand customers in Ireland, the United Kingdom

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Global logistics, shipping and marine services company, the GAC Group, has entered into a partnership agreement

with the AT&T Williams Formula 1 team, to develop cost effi cient logistics services in support of their eff orts to meet the demands of an industry-wide cost reduction programme.

Cutt ing costsTh e strategic partnership will help the AT&T Williams team respond eff ectively to increasing pressure to reduce costs in the sport.

Under the agreement, GAC will provide efficient logistics support in connection with the company’s Formula One freight requirements and oversee the management of the equipment for a challenging global programme that visits 19 diff erent countries on fi ve continents in nine months.

As a result of the partnership, the GAC logo will get prominent branding opportunities

on the AT&T Williams race cars, MAN TGX transport fl eet and other areas in the team envirornment, commencing at the opening race of the 2010 Formula One season in Bahrain. Th e GAC Group will also be well placed to off er its services to AT&T Williams’ business associates and suppliers.

On trackTh e agreement is GAC’s fi rst collaboration with a Formula One team. Group Commercial Vice President, Bill Hill says, “We are excited to be able to partner with AT&T Williams in their logistics needs. With GAC’s global network, resources and track record in sports and automotive logistics, I am confi dent we will be well on track to support AT&T Williams in their bid to reduce overall

operations costs.”

Some of GAC’s sport clients have included the Doha Asian Games, MotoGP, the A1 Grand Prix, World Rally Championships, the eco-powerboat ‘Earthrace’ and Manchester United Soccer Schools.

AT&T Williams Team Principal Sir Frank Williams said, “We are delighted to have formalised a partnership with a logistics specialist. I am impressed with GAC’s proactiveness, creativity and resourcefulness in helping us implement the most cost and time

effi cient logistics solutions. I believe that this is a start to a long and successful partnership.”

GAC teams-up with AT&T Williams F1

Ferries Of CorkIn the 1996 publication, ‘Ferries of Cork’, mention is made of the Cork Dockyard located at Rushbrooke and, in particular, of the Ferries and Container vessels that were built there while under the management of the Verolme company. However, the booklet also made a small reference to a unique and ground-breaking project undertaken there in 1950.

Th is was the conversion of a Royal Navy frigate into a car ferry for Townsend Car Ferries. Th e 'Halladale’ was a true pioneer Roll-On /Roll-Off Car Ferry with a capacity for 55 cars and 350 passengers and plied the Dover – Calais route until her replacement by the fi rst ‘Drive-Th rough' ferry the ‘Free Enterprise.’

We can find very little further information on this pioneering vessel. Readers who may be able to add to the story are asked to email maritime@fl eet.ie

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Anybody who has read accounts in Times Past of the decades during which the Transport Museum Society has existed will probably have guessed

that this writer’s opinion of the 1950s could not be harsher – and I’m not the only one holding that opinion. Happily, the 1960s turned out to be very diff erent and before looking at a few random transport developments of those ten years, it is worth harking back to the circumstances of that period against which great changes took place. And the fi rst memory that comes back is the great spirit of hope and optimism that was widespread in the 1960s. Th is was the era of the Clancys, the Beatles and emerging names that would give so much joy in years to come –among them the Dubliners, Luciano Pavarott i and George Best.

Th e introverted and repressed Ireland of the previous twenty-fi ve years began to change from 1959 onwards when new policies based on modern economics, industrial development and improved living standards were introduced; the Government also started to look outwards, the fi rst steps to forming what is now the European Union having been taken in 1957. In this new atmosphere, major developments that transformed life in Ireland were either well under way or being introduced. Rural electrifi cation, begun in 1946, was improving life wonderfully throughout the countryside and in its wake came television, which broadened all our minds dramatically. Free education, already a feature in Times Past, followed later in the decade and would in time lay the foundations for future

successes.

Transport played its part in all the improvements that took place in the 1960s, splendidly marked by the ESB’s

2008 poster recalling the Board’s vehicles over 80 years. School buses have already featured in Times Past and those who staff the Transport Museum are always delighted by the personal memories our restored Bedford evokes from visitors. And staying for now with Rural Ireland: as farmers’ incomes improved, mechanisation became ever more widespread, taking much of the back-breaking drudgery out of farming. And, in this writer’s opinion, one of the greatsest contributors to this emancipation was the Ferguson tractor which just went from strength to strength.

Retrospective programmes aired on RTE radio frequently contain references to the vans used by broadcasters who travelled around the country recording material. In early days, these were the property of the Post Offi ce (P & T, or Posts and Telegraphs) as the Government department of which Radio Eireann was a part, was known. Th ese vans were standard types, but when television arrived at the beginning of the 1960s, specialised vehicles, essential to Outside Broadcasts, were needed. Th ese, too, became more sophisticated as the years passed.

Turning to outstanding vehicles of the sixties, an early trend-sett er appeared in 1960 – the Bedford TK, probably one of the most successful of all lorries. Available with a petrol or diesel engine set back behind the driver, it rapidly became a familiar sight in all parts of the country, serving both commercial and public utility operators and carrying every conceivable type of bodywork. Th e TK was mechanically simple, economical and reliable; its most frequently criticised feature was that it did not have a tilt cab, but its designers clearly believed that the hinged valance panels at the back of the cab made the engine reasonably accessible.

Th e Bedford TK had a very long production run, and following its offi cial replacement by the TL in 1980, it continued to be produced in small numbers until the mid-1980s. All of this is set out in Th e Bedford Story (Part Two), the excellent history by Stuart Broatch and Alan Townsin. On the road, the TK was so long-lived as to seem timeless and there were quite a few that could be encountered up to the late 1990s. Th en they began to disappear rapidly and the explanation

TIMES PAST

Refl ections on the 60s

CIE Leyland Titan R907, referred to in the text

Bewley's 1938 Morris Van No. 4 was a familiar sight in1960s

Bolands Smith's Van No. 103, one of the fl eet that replaced horses - note the safety slogan


came from a visitor to the Transport Museum who had been involved in buying them for export to African countries where the characteristics described earlier are still being fully exploited. Th e Museum is lucky to have two TKs – a van and an artic tractor , both in excellent condition (and also a TL tractor). Equally widespread as the TK for a time was the Th ames Trader, but this model was more ephemeral, being built for only eight years, from 1967 to 1975.

Two very diff erent memories from the 1960s centre on one of the buses in the Transport Museum collection. Times Past has alluded from time to time to rear-engined double-deckers, and the well-grounded reservations CIE engineers had about the early Leyland Atlanteans on off er from 1958 onwards. No new double-deckers were built while several Demonstrators were tested and to fi ll an urgent need for extra buses pending a fi nal decision, twenty-six front-engined Titans were turned out in 1964-65. Th ese vehicles incorporated units from obsolete but mechanically sound Tigers and had new chassis frames which were bodied by Dundalk Engineering, based in the former Great Northern Railway works.

Using Park Royal body frames, the Nine-hundreds (R901-926) as they were known to busmen (women bus workers were still some years in the future) looked very diff erent from any other double-deckers in the fl eet. Simple mechanically, they proved to be reliable and lasted for about seventeen years, their main drawback being vacuum brakes. A very good reason for remembering them as they were in the 1960s centres on some of the advertising they carried. At that time, many people smoked and the fear of cancer was not so far widely regarded as serious. Smokers could sit wherever they chose in the upper saloon on double-deckers and woe betide anybody who objected. And while some bus companies asked smokers to occupy the rear seats this was not mandatory, showing what a diff erent World the sixties demonstrated.

Every vehicle and every picture, as with this Leyland, tells a story or recalls an event. When the picture showing R907 was taken on 24 September 1967, there were no restrictions on tobacco advertising and all the main cigarett e manufacturers advertised extensively; the price for the twenty pack on Leyland R907 is the equivalent of twenty fi ve and a half cent. Relaxing inside the lower saloon several busmen can be seen, the crews from a line of vehicles parked on Lower Drumcondra Road. Th e occasion was the All-Ireland Football Final and the buses awaited the fans who would exit Croke Park and require transport to the City Centre or one of the Railway Stations. Incidentally, the fi nal score was Meath 1-9, Cork 0-9.

Although they were on the way out, there were still several horse-drawn vehicles around in the 1960s. Th e big bakeries had just completed the change over to motor and electric vans and a very big event was the withdrawal of CIE’s last horse-drawn vehicle in early 1968, ousted by Scammell Townsman mechanical horses. Some of the fi ve large dairies in Dublin, which merged into Premier in 1966, still used horses and while replacement

proceeded fairly quickly, one horse car survived in service until 1978. All the changes mentioned in this off ering are commemorated by exhibits – both vehicles and artefacts - in the Transport Museum. And as Times Past has argued ad nauseam, every old vehicle is a history book. A very important development of the 1960s was the modernisation of private operators’ bus fl eets and a huge increase in private hire, refl ecting growing affl uence. Th e ready availability of good secondhand vehicles began with Matt Ascough, who established Dublin Hire Coaches in 1963, in the process encouraging others to enter the business. Matt , who had an encyclopaedic knowledge of buses, later set up a dealership, importing buses and coaches which sold all over the Republic – and he later went on to build small coaches. Other importers and agents off ered similar facilities to purchasers of commercial vehicles, leading to extremely interesting happenings in that sector.

As I wrote each of the foregoing paragraphs, further memories of the 1960s crowded into my mind and I hope to return to that decade again.

TIMES PAST

Opening Times:Sept - May: Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm.

26 Dec - 1 Jan: 2.00 - 5.00pm daily.June - August: Monday - Saturday, 10.00am - 5.00pm.

Th e National TransportMuseum,Heritage Depot,Howth Demense, Howth.

Leyland Royal Tiger RZH 136, one of the Leyland Royal Tigers operated by Dublin Hire Coaches

RTE Bedford Van 5520 ZA - Jones's Road, Drumcondra

Paddy Donovan's Bedford 961 RZE restored in Guinness Livery

Th e last Johnston Moooney & O'Brien horse vans at Ballsbridge following withdrawal

Th ames Trader Dropside CIO 166

Text & Photos: Michael Corcoran – enquiries@fl eet.ie FLEETTRANSPORT | MARCH 10 43


TRAILER

2009: Trailer market falls by over 100,000 units in Western Europe

Frappa joins ecoFridge for major launch at Solutrans

Europe is almost totally reliant on trailers to move goods around the region’s roads. But since 2008 the market for these vehicles has fallen

by 50%. According to expert Gary Beecroft , who publishes CLEAR’s West European Trailer Market Report (February 2010), the last severe downturn in the heavy goods trailer market was in 1993 - this one is worse. “In 92/93 the demand for trailers fell by 31% or 37,000 trailers. In 2008/9 the fall was 50% or 104,000 trailers,” he said. “Back in 1993, the peak demand for trailers before the downturn was 120,000 units. Th is time the market reached 208,000 in 2007 but fell to 104,000 in 2009," he continued. Before 1993, peak trailer production was 126,000 per annum, but in 2007 production reached 292,000, which is forecast to fall to 102,000 in 2009, a fall of 65% or 190,000 trailers. Th e reason the fall in production is so much larger than the fall in registrations is that the East European markets have collapsed as trailer fi nance dried up, killing export demand. As well as the huge drop in demand in Western Europe, there were an enormous number of unsold new trailers to be cleared away before production could come back into line with demand. With the market for trailers having been strong up to 2008, many transport fi rms have lots of new equipment, which they can easily forgo

renewing for a year or two. For many fi rms, trailer production was down by 80% at the start of 2009. The Managing Director of CLEAR added, “We have seen an unprecedented decline in the demand for transport at the same time as Europe was stuff ed with nearly new trailers. Th is combination has proved disastrous for the industry. However, I expect a 30% increase in demand in 2010 and a 45% increase in production.

“Normally such increases would be an excuse for champagne all round. But we are starting from such a low base that in terms of numbers of trailers, the fi gures are not that impressive. In Germany in particular, Europe’s largest market, demand will be held back by the oversupply of trailers in 2007/8.” A recovery in investment is forecast in most West European economies in the last quarter of 2010. Trailer demand is usually a leading indicator so we should see a recovery start about six months earlier.

e coFridge, the eco-friendly, emission free truck and trailer refrigeration system was showcased at this year’s Solutrans Exhibition from the 2-6 March in Lyon,

France.

Working in collaboration with Frappa, the French trailer manufacturer, the ecoFridge unit was fi tt ed to a Frappa trailer on display in Hall 66 stand K79.

ecoFridge is a nitrogen based, emission free, silent running refrigeration cryogenic system which off ers an environmentally friendly alternative to conventional diesel fridge units and helps by eliminating CO2 emissions and noise pollution. Th e system also pulls down to set temperature up to 70% faster than a mechanical unit and is signifi cantly less expensive to operate.

Th e ecoFridge system is currently undergoing a number of working trials for ‘high profi le’ brand names, has been fully ATP certifi ed and has no operational safety restrictions. “We introduced the ecoFridge concept to a wider

audience through the Solutrans Exhibition. Th e economic and environmental benefi ts of the units are becoming increasingly important to transport companies around the world. Th e ecoFridge units are emission free, silent

running and cost a fraction of the running costs of conventional units,” commented Liam Olliff , Sales & Marketing Director.

TRAILER

Schmitz Cargobull Factory

Text & Photos: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | MARCH 10 45

New Goldhofer system to revolutionise heavy-haul sector

Goldhofer AG and Danish haulier of wind power generation units, Torben Rafn & Co. A/S, have further developed an existing vehicle system

that aims to revolutionise this growing sector of the heavy-haul/exceptional loads. With a vehicle combination designed for 100 tonne payloads, tower segments and turbines can be transported even more effi ciently and cost-eff ectively. Th e vehicle system with nine to eleven axles comprises (depending on national regulations) a "freely rotating" dolly with two, three or four axles, a type RA 3 tower adapter as well as a trailer with seven axles. Th is transportation system is already in use in Denmark.

"Th is system once again represents a great coup: When transporting nacelles it is now possible to slew the cargo freely between the bogies. Roundabouts and bends no longer present a problem when transporting tower segments, blades and housing," said Stefan Fuchs, C.E.O. of Goldhofer AG. Th e enthusiasm in Denmark is in equal measures. Haulage company principal

Torben Rafn highlighted the "huge advantages compared with other systems" and has proudly named his new acquisition ‘futt og’- a Danish expression for an articulated (road) train that can negotiate even the tightest of corners.

If the spacers are exchanged, the RA 3 tower adapter can even be used for diff erent vehicle combinations and diff erent swing radii. By raising and lowering the adapter, the operator can drive over obstacles and under barriers. Th e adapter makes the transport of payloads up to 100 tonnes possible and it can be raised up to three metres.

Th e co-operation between Goldhofer and Torben Rafn is a special kind of recipe for success. Th e German manufacturer of HGV trailers, heavy duty transport systems and aircraft tractors and the Danish transportation professionals have been partners for more than two decades and have already revolutionised global markets with innovative solutions in the past. In 2009, Goldhofer - based in Germany's Allgaeu region - developed a novel bridge system which enables

the simplifi ed transportation of the V90 (2-MW nacelle Mk6 and Mk7) made by Vestas Wind Systems A/S, the world's largest manufacturer of wind power plants. Th e product was developed in close co-operation with Torben Rafn and Vestas engineers. In 1991, the Danish hauliers were the very fi rst to commission Goldhofer's fi rst tower adapter for the transportation of tower segments.

Torben Rafn & Co. A/S with its headquarters in Sommersted, Denmark, relies consistently on German quality manufacturer Goldhofer AG for the transportation of heavy cargoes. Th e haulage fi rm's day-to-day business is international specialised transportation. It has become hard to imagine roads in Europe without Rafn vehicles which are now seen also in the Middle East and Africa. Th e Danes are among genuine pioneers in this area of transportation. Th e haulage expert now has a transport capacity of more than 3,000 tonnes.

Krone’s Profi Liner Multi Steel is now available with an optional sideboard to ensure safe transport of reinforced steel mesh, latt ice girders, 2D/3D

and single construction elements. Further changes include a new lashing winch which carries an integrated anti-kickback device that is operated by using a removable crank.

Th e Krone Profi Liner Multi Steel meets the requirements of DIN EN 12642 code XL. It is approved and certifi ed by TÜV Nord.

Commenting on the new Profi Liner Multi Steel BW, co-designers Klaus Deeken and Siegfried Serrahn had this to say, “Besides the distinct improvement in safety, compared to

the conventional tie-down lashing with lashing straps, the new system off ers greater fl exibility of the sideboards during the loading of diff erent types of cargo."

Krone Profi Liner Multi Steel: Greatest Flexibility

SOAPBOX

46 FLEETTRANSPORT | MARCH 10 Text: Jerry Kiersey – jerry@fl eet.ie

THE IRHA – A GREEN KNIGHT

A s our island nation is rocked on its heels by the global economic crisis it highlights our total dependence on external trade and trade routes.

Markets die and we go without. Transport systems grind to a halt and our economy wilts. But previous generations have faced far greater crisis and we have lived to prosper on their eff orts.

As a younger member of the IRHA Executive I remember Sean McQuaid telling me of how much the Country depended on the Road Transport Industry during World War II. An industry Sean said that had been legislated out of existence by the State in favour of its railways then found itself being turned to as the only means of keeping the Nation going. He told me of bringing lorry loads of turf to be stockpiled in the Phoenix Park for rationing out to the citizens of Dublin. Th ey did what had to be done, seven days of the week without regard for modern day conveniences such as the tachograph. Even more worthy as we read in Fleet Transport last month were those brave Irish Merchant Sailors who took to the seas in rust buckets to bring supplies to a neutral island Nation knowing that they did so in the face of the threat of imminent death. Th ey sailed in ships that today would not be allowed to put to sea but they went and many did give their lives.

Today we are facing another crisis and whilst it is a far more comfortable existence for the majority of us compared to previous generations, it is mentally sapping especially for those of us who run small to medium haulage businesses. Many of us see ways in which to improve the economic wellbeing of the Nation but marvel at the ineptitude of those elected to lead us out of our predicament. We are realizing that its to ourselves we have to look, working longer hours for less. Could not trade associations such as the IRHA take a lead and show ways to secure a bett er future?

One such way is to secure a national source of energy supply for the Country's long distance trucks, a supply that would lesson our dependence on imported carbon fuels and create wealth and employment for it’s producers and that source is Rape Seed Oil.

Grown to run engines in the Donegal Linen Industry in the early 1800’s Rape Seed Oil (RSO) is no stranger to our shores and despite the litany of learned professors and lett er writers to the papers discarding it as having no potential, impossible to grow, damaging the environment etc., there are Irish trucks today running on Irish produced RSO without problem, experiencing no mechanical defects and reducing global pollution. At the same time we are paying farmers to produce nothing on their land when they could be producing fuel for the road transport industry? RSO is ideally suited for use in the Irish Road Haulage industry as these trucks usually have one driver and drive high mileages. Its use requires a certain discipline that would not be achievable in a vehicle with multiple drivers or engaged on stop/start work.

IRHA members usually have their own bulk fuel tanks so you immediately remove the need for a massive spend at fuel station changing pumps and storage, as the fuel can be produced locally. Th ere is a massive reduction in the carbon footprint of RSO compared to either diesel or biodiesel, in fact you would create a positive carbon footprint.

Th e IRHA is representative of an industry of small businesses comprising on average three trucks, the majority of which were founded to serve the needs of agriculture and as a source of employment for farmers' sons. In time many developed into International hauliers as Ireland's exports changed from beef on the hoof to high value foods with ninety per cent of the food produced in Ireland being exported. Without any support or discernable policy from Government

they were there to serve the needs of the many high tech companies set up as a result of FDI (direct investment). Th is island of ours is capable of producing enough Rape Seed Oil to power fi ft een to twenty thousand long distance trucks. Consider the cachet to our exporting manufacturers to say their products are using such a green fuel?

Th ere are other threats on the horizon to our island nation which give even more weight to the balance in favour of RSO. Th e European Union is intent on introducing more draconian costs on road transport to pay its true environmental cost, this despite the EU’s failure to provide us with a true European rail system or deal with maritime pollution. Th e road transport system is the easiest target and one that wins favour with the

public. Ireland as one of the World's most open economies is also the one most dependent on road transport for both imports and exports and it is necessary to highlight these threats at both industry level and politically. If a truck is running internationally on RSO should environmental charges not be weighted in its favour with reductions in road charges? A Rape Seed Oil industry would improve Ireland's competitive and environmental position. It is the sort of Green industry initiative the Government keeps talking about but keeps its mind shut to, instead worrying about Brazilian Rain Forests.

If the IRHA and its membership decide to support the cause of RSO, the IRHA on its own will not be

enough to carry the argument. Th e IRHA needs to be a GREEN KNIGHT and seek the support of organizations such as the Irish Exporters, IBEC, ISME, IFA, IIFA and in particular harness the support of rural organizations who stand the most to benefi t. In their day Irish Cott age industries brought economic independence to many rural families and communities. Th e production of Rape Seed Oil has as many possibilities for our rural communities in the 21st Century as linen had in the 19th. Let the IRHA’s membership become the Green Knights of the Road in the 21st Century.




ISUZU IrelandA MEMBER OF THE HARRIS GROUP

Naas Road, Dublin 12. Tel: 01 - 419 4500 Fax: 01 - 419 4535www.isuzu.ie

ISUZU IrelandA MEMBER OF THE HARRIS GROUP

ISUZU N-SeriesTRUCKING LIFE JUST GOT EASIER

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fleet transport magazine march 2010

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