fleet transport magazine november 2012

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

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TRANSPORT

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Like a quality seal: Business with TimoComTransparent, clean, competent – that’s what business looks with TimoCom. Companies that wish to work with TC Truck&Cargo and/or TC eBid have to meet certain requirements.

This way 85.000 TimoCom users are already in good hands when it comes to security and in turn they profi t from the reputation, as if they were endowed with a quality seal. “We put our customers through a very thorough examination!” Ralf Breuer, Director Business Unit Sales.

Data from 15-09-2012 to 14-10-2012

contents NOVEMBER 12 www.fl eet.ie

FLEETTRANSPORT | NOV 12 3

4 News I• Generation 3 Digi-Tacho • Diesel laundering plants found • Elavon’s Comms on the go! • On-line Operator Licensing early 2013 • EU Vehicle Type Approval for trucks & trailers • Old & New Volvo FH together! • Nifast reaches landmark • Ranger Racer O’Regan • DHL Express teams up with the FAI

8 InterviewWith Heinz-Jürgen Löw, President, Renault Trucks

10 CoverNew DAF XF for Euro 6

12 New FleetRecent purchases of Scania, Iveco, Hino, Mercedes-Benz and Ford Commercials

14 Report INational Ploughing Championships 2012, New Ross

18 Profi leShaw Commercials, Castlebar

20 Report IIDriving for Work Seminar, Castlebar

22 GreenOn the streets with the Fuso Canter Eco-Hybrid & Mercedes-Benz Vito E-CELL

25 TrailerDennison hands over its 40,000th trailer

26 PreviewFleet Transport EXPO 12, Citywest Convention Centre, Dublin

28 Group TestEuropean Truck Challenge 2012, Germany

34 Report IIIRSA Academic Road Safety Lecture, Dublin

35 Fuel PricesWeek 43 details supplied by the IRU

Fleet MaritimeShipping & Freight Newsletter

40 TechnicalAir Induction Systems

42 First DriveOn board the all-new Volvo FH Series

44 TyresVisit to Michelin Auvergne facility

46 CommentContainer weight issues to get boxed in?

48 OpinionRepeating history

50 FinanceSurvival Advice

52 LegalThe power of the UK Enforcement Agencies

54 UtilityTesting the International Pick-Up Award contenders

58 SoapboxTaking on the EU Presidency

Fleet Transport Magazine,

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Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Rob Van Dieten, Michael Corcoran, Ailbe Burke,

Joe O'Brien, Anthony Hickey, Ian Norwell

Photography: Jarlath Sweeney, Cathal Doyle, Paul

White, Rob Van Dieten, Howard Knott, Newspress,

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Advertising: Mary Morrissey, Orla Sweeney

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Directors: Jarlath Sweeney, Sean Murtagh.

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

Fleet TransportOffi cial Irish Jury

Member of the International Truck

of the Year Award

Fleet Transport represents Ireland on the Trailer Innovation 2013 and the European Transport Company of the Year 2012 adjudication panels.

Fleet Transport Expo 2012 - 5 & 6 November - Citywest Convention Centre, Dublin.www.fl eetexpo.ie

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Resu lt i ng f rom a Eu ropea n Commission Regulation adopted in 2009, a new digital tachograph

activated from 1 October 2012 will have to comply with new requirements making it impossible to tamper with the recorded driving time using simple magnets. Th e new device will also calculate driving time with more precision. Th is new generation tachograph results from a Commission Regulation adopted in 2009.

As the tachograph rules are subject to continuous adaptation to technical progress, the Commission adopted new specifi cations of the digital tachograph in 2009. Th ese specifi cations have been introduced in two steps. Th e fi rst step, applicable since October 2011, concerns soft ware changes allowing bett er calculation of driving time by a more precise rounding-up of

time driven, addressing the so-called “one minute rule”. Each minute is now recorded as driving only if driving is the longest continuous period within the minute – for example, 31 seconds.

Th e latest update concerns tachographs activated from 1 October 2012. Th ese new generation

tachographs will in addition be fully tamper-proof against the frauds which use simple magnets. Th e new device works with a more resistant motion sensor and a second source of motion detection. Currently, three tachograph manufacturers have received the corresponding certifi cation from the Joint Research Centre of the Commission.

Tachographs automatically record the driving time and rest periods of professional drivers. Th ey ensure a uniform enforcement of the social rules in road transport and avoid accidents

caused by the accumulation of drivers’ fatigue, create a level playing fi eld between operators and contribute to preserving the working conditions of drivers. Manipulating tachographs using magnets has until now been a regular off ence fraud, and will not be possible anymore with this new generation device.

Businesses and companies with mobile staff can now accept card payments quickly and securely, anywhere, anytime with Elavon’s Chip and Pin MobileMerchant.

MobileMerchant is an innovative, secure, complete payment solution that transforms mobile devices into

payment terminals, allowing businesses to accept card payments quickly and securely anywhere, anytime, without a major investment of money or eff ort. MobileMerchant’s payment app is paired with a Chip and PIN card reader, allowing payments to be processed using BlackBerry or Android smartphones and tablets. Th e solution combines the ease of using a mobile phone for payments, with pricing options including an aff ordable, easy-to-understand rate programme,

making it the ideal solution for small businesses on the go, or for companies that have mobile fi eld operatives that would like to extend the convenience of credit and debit acceptance to their customers. “Elavon is excited to extend this innovative and secure solution to businesses in Ireland, helping to make them more effi cient and more profi table. Th is solution is perfect for the thousands of very small, oft en mobile, businesses that have previously not been able to accept card payments easily or cost eff ectively,” commented Guy Harris, Elavon Managing Director, Europe. “Not only does our solution enable mobile commerce but it has in-built EMV Chip and PIN security, so small business owners and their customers can confi dently process credit and debit card payments, knowing that they are fully protected,” Guy concluded.

MobileMerchant setup is quick and easy; the business user simply downloads the App to their smartphone, and enters account confi guration credentials provided by Elavon. Th e solution provides full security and support for Chip and PIN cards, magnetic stripe cards and card-not-present transactions. Cardholder data is securely captured and encrypted using a Bluetooth-connected PIN pad, ensuring that no information is captured and stored by the smartphone device. A transaction receipt is sent to the customer by email or text message. A secure and easy-to-use online data management system off ers users access to credit and debit card transaction data. Users can also monitor and analyse card transactions, manage user rights, and even run transactions using a secure Virtual Terminal application contained on the portal.

NEWS 1

4 FLEETTRANSPORT | NOV 12

Third generation Digital Tachograph comes into force

Two diesel laundering plants, together capable of producing over 15 million litres of illicit fuel a year and evading

almost £9m in unpaid duty, were discovered in Cullyhanna and Middletown, County Armagh. HM Revenue & Customs (HMRC) offi cers accompanied by the Police Service of Northern Ireland (PSNI) uncovered both laundering plants hidden in a shed at a private addresses. Th ree tonnes of toxic waste, the by-product of the laundering process together with 1,000 litres of illicit fuel, a tanker, pumps and equipment were seized from the plants. Beth Smith, Deputy Director, HMRC Specialist Investigations commented on the fi nds: “Every illegal laundering operation has significant environmental and safety issues. These operations typically generate tonnes of toxic waste, which is oft en dumped indiscriminately

in the countryside. “Buying illicit fuel not only funds crime but supports and encourages these dangerous activities within our communities. Th e only winners are the criminals, who are profi ting at the expense of honest businesses and endangering the future viability of our legitimate fuel retail service. I would urge anyone with information to contact

our free telephone hotline 0800 59 5000 and let us know of any suspicious activities or fuel misuse in their area.”

On 15 October 2012, Alex Att wood MLA, the Environment Minister for Northern Ireland launched a campaign to highlight the dangers of the indiscriminate dumping of illegal fuel laundering waste in Northern Ireland and to encourage people to report those involved. Th e campaign is being undertaken jointly by the NI Environment Agency and the Crimestoppers charity. You can report off ences, completely anonymously to Crimestoppers on 0044 800 555 111.

• Seperately, Irish Revenue's Customs Service, assisted by Gardai uncovered an oil laundering plant with the capacity to wash appromimately 18 million litres of fuel a year in Dundalk, County Louth.

Elavon’s Chip and Pin MobileMerchant facilitates Irish businesses on the Go!

Two Armagh diesel laundering plants dismantled

Minister for Transport, Tourism & Sport, Leo Varadkar has approved a number of changes in the last year

aimed at improving the licensing experience for new and existing hauliers and passenger operators. Th ese changes to legislation, policies and procedures include the introduction of a much simpler and more streamlined licence application form. All other forms are being given the same treatment, and will be rolled out very soon. Th e next major change will be a new computer system which is currently being developed in the Road Transport Operator Licensing Unit (RTOL) of the Department in Loughrea, County Galway. Th is will off er enhanced facilities to all operators, in particular an online application system for new or renewing operators.

Th is new system (www.rtol.ie) should be ready to come on stream during the fi rst quarter of 2013. Each operator will able to log in to the system from their own computer, view their own licence records, and be able to apply and pay for new licences, and a range of other services, online, including adding or removing vehicles - all available 24 hours a day, 365 days a year. Th e new system will also have a searchable register of all licensed operators and their authorised

vehicles, so that consignors and the general public can check to see if an operator they want to engage has a licence. Th e new system will also allow the Department to check and monitor licensees and their vehicles more effi ciently and to interconnect bett er with enforcement authorities in Ireland and the EU, so that non-compliant operators will face more monitoring and sanctions by the Department. Th e Department will be writing to every operator individually close to the time when the new system comes on stream, due to be early in 2013. Th e Department’s website (www.dtt as.ie) also has up to date information on the new system, and this will be kept up to date as more details become available. Anyone with queries now can contact the Road Transport Operator Licensing Unit (RTOL) in the Department at rtol@dtt as.ie.

The fi rst edition of Commercial Motor Live at Millbrook Proving Ground in Bedfordshire provided the platform

for the UK premiere of the all-new Volvo FH Series and the Mercedes-Benz Antos. Fuso debuted its new Canter 4x4 in Crew Cab form together with the all-new Canter Duonic Eco-Hybrid. Scania had a Euro 6 variant of its R440 6x2 Highline tractor with two pedal Opticruise, Hill Hold, Enhanced Stability Programme and Active Prediction system.

Volvo Trucks showcased the all-new FH Series in standard guise and the fl agship FH16. From the photograph, you will see the signifi cant changes between Old and New. Available to drive was a FM 13.460 dual fuel biomethane/diesel 6x2 tractor unit in Stobart colours. Th ese 44t GVW trucks feature both diesel and multipoint gas injectors and get the best payback on the installation off er between 70% and 80% gas for diesel substitution. See the new Volvo FH Series in the fl esh at the Fleet Transport EXPO 12.

NEWS II


With European Community Whole Vehicle Type Approval (ECWVTA) legislation already applying to cars,

vans and buses, the system has now extended to Heavy Goods Vehicles and Trailers. “Ireland is obliged to ensure that new vehicles entering the national fl eet are ‘Type Approved’ and have approval certifi cation to ensure that they meet with minimum safety and environmental standards,” according to a Road Safety Authority spokesman which is overseeing ECWVTA in association with the National Standards Authority of Ireland (NSAI), the appointed Approval Authority for vehicles in Ireland.

From 29 October 2012, new HGVs manufactured in a single stage by one manufacturer (complete) require Type Approval before they can be

registered. An example of this would be a tractor unit, produced by one manufacturer in a fi nished state. Two years from now the approval standards will come in for heavy commercial vehicles manufactured in multiple stages (completed) by

more than one manufacturer and special purpose vehicles. A multi-stage built vehicle would be where a bodybuilder imports a goods vehicle chassis and assembles a body to this so that the vehicle requires no further work and is in a fi nished condition. When buying a vehicle it is important that the manufacturer passes on the appropriate approval certifi cation to the distributor.

A similar type system has also been extended to ‘New Heavy Goods Trailers’ (with maximum mass in excess of 3.5 tonnes) and will be introduced in three stages in relation to their construction and purpose processes. Trailer owners must register their trailers at their Local Authority Offi ce and it is important that they receive the appropriate Type Approval Cert when buying a new trailer. More details on www.rsa.ie or www.nsai.ie

Transport Minister confi rms on-line Operator Licensing to become reality in early 2013

EU Whole Vehicle Type Approval now encompasses HGVs & Trailers

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Old and New Volvo FH at Commercial Motor Live

For over 20 years, DHL Express has been the off icial ex press and

logistics partner to the Football Association of Ireland. In the lead-up to the qualification series in the 2014 FIFA World Cup in Brazil, the long standing relationship was extended to 2014.

Over the two decades, DHL Express has shipped all FAI team kits, training equipment and team supplies. But it doesn’t end there, with other shipments including everything from match reports and video analysis, passports and legal documents, physio equipment and tables, right up to golf clubs and players’ lucky boots!

Earlier this year, DHL Express become the main sponsor of Bohemian Football Club for the 2012 season and is also the Offi cial Express and Logistics Partner to the Irish Rugby Football Union and Manchester United.

Th e new sponsorship agreement will see DHL Express continue as the Offi cial Logistics Partner to the Senior International Team as well as all other Irish international teams.

Commenting on the announcement, Bernard

McCarthy, Managing Director, DHL Express Ireland said: “We are delighted to renew this partnership and in so doing we are committ ed to providing our unparalleled logistics expertise to the FAI. DHL Express has been a big supporter of football in Ireland and we will continue to play our part to facilitate the success of all of our international soccer teams. For DHL Express in Ireland strong local partnerships are just as important and in that regard we value and are proud of our strong relationship with the FAI, which we look forward to extending and growing over the next two years.”

NEWS 111


DHL Express signs up with the FAI … again!




an Aon company

In 1987, the idea of training in the workplace was for airline pilots, and the medical profession. Back then, Health

and Safety had not been invented, and was as such, a thing of the future. However, in that year the company we know as Nifast was formed, and recently celebrated twenty-fi ve years training the nation.

To mark the occasion, staff , customers, and friends were invited to an informal gathering at the Crowne Plaza Hotel in Dublin. Amongst the friends was Tony Lambert, Chief Executive Offi cer of Fingal Chamber of Commerce who spoke appreciatively of Nifast’s involvement with the Chamber, especially highlighting the contribution made by Siobhan Kinsella, Operations Manager.

Speaking at the event was CPL’s Managing Director, and former ‘Ernst & Young Entrepreneur

of the Year’, Anne Heraty. Anne thanked the Chamber for their support, and paid tribute to the staff , who have made the past twenty-fi ve years so successful.

Everyone who att ended was invited to enter their business cards into a draw for a fi rst prize of training to the value of €5,000. Th e lucky winner was Catherine Brady, of Dublin City University.

Nifast’s success looks set to continue. Sales and Marketing Manager, Conor Loughran said, “we will soon begin a nationwide a series of seminars, and will hold meetings with companies and individuals, to help assess their needs in all aspects of training and safety.”

WIth the increasing importance of safety in the workplace, the seminars should provide a valuable insight. Aft er all they’re being hosted

by a company with twenty-fi ve years experience in the training business. Paul White

Nifast celebrates Silver landmark

Following his fi rst win in the UK Pick-Up Truck Racing Series in Rockingham, young Cork native David O’Regan

was brought back down to earth with 7th and 11th placings on Rounds 20/21 in Snett erton. Bad weather, a faulty windscreen demister on his O’Regan Transport/Fleet Transport supported 248 hp 2.3 litre Ford Pick-Up plus a few driving mistakes put paid to any chance of stepping on the podium again. David accumulated enough points over the weekend to fi nish 6th on the table and remain fi ft h overall on the leaderboard.

Slim consolation for Ford Ranger racer O’Regan

In att endance at a DHL/FAI sponsorship announcment are Republic of Ireland Manager, Giovanni Trapatt oni , Assistant Manager, Marco Tardelli and David Forde with Louise Fox, (back left ), Jennifer Marie Kirwan, (fr ont left ) and Denise Sutt on, DHL Express. Picture credit: David Maher/SPORTLIFE

Pictured (l-r) are Anne Hearty, CEO, CPL/Nifast; Declan Beatt y, Dublin Bus; Ann Ryan, Dublin Bus; Conor Loughran, Nifast and Tommy Byrne, Dublin Bus

WANT FINANCE?WE’VE GOT IT.

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“B e prepared to be surprised,” is how the President of Renault Trucks, Heinz-Jürgen Löw described the brand’s complete

replacement of its Long Distance, Construction and Distribution ranges. “Th e comprehensive renewal of our product ranges will provide great opportunity for Renault Trucks for future growth,” he stressed in an exclusive interview during the IAA Commercial Vehicles Show.

We began the conversation by deliberating on the ‘All for Fuel Eco’ theme promoted on the vehicles displayed at the Show. “It’s a clear commitment by us as a commercial vehicle manufacturer to help transport companies reduce their operating costs related to consumption. We have developed the products, the hardware, invested in training the driver and the fl eet manager to achieve this aim. It is a common understanding between our employees and our customers pulling in the same direction. Since the project began with the Premium Long Distance with the Optifuel solution, signifi cant fuel savings have been made. Between 5-6% over the standard package. Now the All for Fuel Eco banner has added urban mobility as another key area of concentration off ering a selection of alternatives to diesel.”

Mr. Löw was pleased with the trade press coverage of the various trials held with operators across Europe, which led to consequent sales. He agreed that the challenge is even greater with its Euro 6 engine technology and is confi dent that as part of the Volvo Group the new powertrains will at least be on par with current performance levels in terms of fuel consumption and that goes for AdBlue usage as well,” he said. “Our commitment is the same and with SCR/EGR, we have chosen the right technology.”

For its heavy duty range, Renault Trucks will off er a new Volvo Group sourced 6 cylinder 11 litre (DTi11) and 13 litre (DTi13) Euro 6 engines with power ratings from 380hp – 520hp. “Specifi c modifi cations will be made to the engines to suit the Renault Trucks product in terms of torque levels and injection systems as well as to the transmission.” In terms of the transmission, he cited that the Optidriver system “is the best in the market today.” “It’s the Volvo Group system,” to indicate that it is a derivative of the renowned Volvo I-Shift automated system.

On the introduction of the new 5 litre and 8 litre engines, Heinz-Jürgen said that this development comes under the Volvo Group strategy. “Produced for our Distribution ranges, we have invested in the Venissieux factory in France to assemble this engine range for the Volvo family,” he explained.

“Th ey will power the Renault Midlum range and Premium Distribution models at the lower (weight category) end,” he said, “and will eventually replace the 7.2 litre engines outsourced from Deutz. Th e DTi5 4 cylinder will be available with 210 and 240 hp with the 6 cylinder DTi8 off ering power output from 250 – 320 hp using a combined SCR/EGR system.”

Regarding the total renewal of its product line, Mr. Löw outlined the plan with great enthusium, “In June there will be a real revolution. Our new vehicles are going to surprise you, not only in terms of their design but also their performance. We are aiming for excellence and we are doing everything to att ain it.” From what we witnessed at the IAA with the cx/03 concept on display, exciting times are ahead at Renault Trucks.

On the replacement of the fl agship Magnum, Mr. Löw was quick to emphasise that the new cab will not be a copy or a rebadged version of the new Volvo FH Series just relaunched. “It is clearly a Renault Trucks developed and designed cab by our Halle du Design in Lyon,” and while he couldn’t reveal any details he said it will be att ractive, creating desire from the driver to the fl eet owner.

In agreeing that the new Magnum will make a statement in the industry just like the original model did over 20 years ago, Mr. Löw hinted that the new cab will cover the Magnum and Premium Long Distance product line in one. “Th e new tempting design cabin will combine the best of both,” he stated.

Relating to the new Midlum at the light/m e d i u m w e i g h t segments, more surprises are in store. “Be prepared for the launch of a very interesting product in the segment.”

Growth plans includes establishing a stronger foothold in the African markets, a Continent that Renault Trucks is a popular brand in for decades. “With the renewal of our product range, the focus will be not only in Africa, but the Middle East and other regions with prospering economies. In Northern Africa, we are still market leaders but there are a number of white spots that need att ention such as the sub-Sahara and South Africa following the relaunch of the brand four years ago.” He identifi ed Russia as a key market area for further growth. With the potential of producing 5,000 trucks per annum at its co-share plant in Kaluga with Volvo Trucks. “With the market up 42%, Renault Trucks sales are up 50%,” he declared. An opportunity exists to build cabs at this facility which will help to reduce the stringest importation tax that currently exists there.

Asked whether the alternative drivelines will become available in these markets, Heinz-Jürgen Löw said, “Not yet.” Under the ‘All for Fuel Eco’ platform, the initiative highlights the involvement of the company’s entire workforce in favour of saving fuel from the design stage of the vehicle through to its servicing and maintenance in the Renault Trucks Network. Th ese consist of a set of tools and services available to customers to help them confi gure their vehicles, in particular by choosing the most appropriate source of energy (electric, diesel/electric hybrid, Natural Gas (CNG)) and diesel. “Th e Optifuel Solutions covers the Maxity Electric (4.5 t) the Premium Distribution Hybrys Tech hybrid (19t/26t) and the Premium Distribution (CNG) (19t/26t) which are all available in most European markets. We put in place a partnership between the dealer and the customer so that the technology involved is fully understood.”

In closing the meeting, Heinz-Jürgen continues to be pleased with success of the Renault Trucks title sponsorship of the European Truck Racing Championships and its involvement on a technical level with MKR Technologies who prepare the Renault Premium Race Trucks. “Th e number of people att ending is overwhelming and the Series is a fantastic platform for the brand. It brings together technology, exciting racing and the human element close to the customer,” he concluded.


INTERVIEW

One-to-Onewith Heinz-Jürgen Löw,

President, Renault Trucks

by Jarlath Sweeney –

editor@fl eet.ie


COVER

O f the many Press Conferences held by the various manufacturers on the opening press day of the Commercial Vehicles Show at

the IA A Convention Centre in Hanover, Germany, DAF Trucks held the audience in suspense right until the very end. Having described in detail practically every nut and bolt designed and fi tt ed to the new XF model, Herrie Schippers, DAF President, and Vice President of parent company PACCAR fi nally unveiled the all-new fl agship in pictorial form and relieved the packed Room 3 of its suspense. Th e chase was on then to get to Hall 17 of the Exhibition Complex area to see the new arrival in the fl esh.

In a nutshell, the new DAF XF features a totally new chassis, new fuel-effi cient Euro 6 PACCAR engine; an all-new aerodynamically enhanced exterior design and a seriously upgraded interior. Complete new truck then, I hear you ask? Well, almost. Th e SuperSpace Cab which has been around for two decades or so still remains with a few panels changed. Still, the design department at DAF’s HQ in Einhoven has done a good job with what it has got to beam the XF into this century.

Under the watchful eye of Mark Pigott , Chairman and CEO of PACCAR (who has Irish roots), accompanied by fellow Executives also over from Seatt le, Mr. Schippers stated, “Th is is the most comprehensive engineering design and development programme in DAF’s 84 year history. DAF’s signifi cant investment in the new Euro 6 XF refl ects the company’s strategic growth plan, driven by its excellent operating performance. Th e new DAF XF compliments our award winning CF and LF models.”

Th anks to its redesigned and more aerodynamic exterior, the new XF (the 105 added to the name in the past is now gone forever) sports a cheerful appearance with the new main light structure matching the shape of the roof beams. Th e new radiator grille allows for bett er airfl ow to accommodate the additional cooling needed for Euro 6 engine emission controls. Even the new galvanised steel bumper has been developed to contribute to the truck’s sleekness and cooling. On the subject of the new light framework (which

incorporates wind defl ectors) on the XF, LED headlight technology, cornering lights that shine in the direction of travel while turning and manoeuvring, and DRL’s (Daylight Running Lights) are fi tt ed as standard.

Regular users will note the modifi cations made to the XF’s interior. While the height of the cab fl oor has remained virtually the same with similar 3-step access as before, Mr. Schippers claimed that the XF SuperSpace cab is the most spacious cab on the market with a total volume of more than 12.6m3. Newly designed seats provide wider adjustment range and greater degree of comfort while the position of the pedals has been revised to include a hanging brake pedal for maximum ease of operation and more foot-well space.

The whole driver’s control area has been redesigned from the steering wheel, dashboard and information display panels. A new larger colour screen has higher clarity and the switchgear have been regrouped by function to make the controls easy to operate to minimise distraction. Bett er storage and the provision of twin-cup holders in the central dash area, along with new door panels, will be appreciated by the new owner/driver. Behind the seats, the sleeping quarters was considered for a revamp and the main bunk has its matt ress extended to

2.20 metres. Th e multifunctional control panel, together with new storage space is relocated to the rear wall. Visibility is bett er too due to the elimination of the dividing panel on the side window.

Underneath, DAF has revised the layout by creating a completely new chassis. For example, the standard 90 litre AdBlue tank is positioned under the cab and the batt eries are housed to the rear inside the rail frames. Fuel tank capacity can be increased to 1500 litres if required due to combining the DeNOx system and the soot fi lter into one single exhaust box unit. Th e back end has been changed with new mudguards and closing cross-member for the chassis, with the rear axle made lighter. A stabilink suspension structure incorporating the function of the anti-roll bar has decreased weight without any reduction on stability or handling. Further forward is the new PACCAR MX-13 Euro 6 engine which will be off ered with outputs from 340hp to 510hp, with maximum torque from 2000 to 2500Nm coming in between 1000-1425 rpm. Th e new Euro 6 PACCAR MX 12.9 litre is a derivative of that which was developed to North America EPA10 engine emission controls. It features common-rail fuel injection, a variable geometry turbo and exhaust gas recirculation (EGR). Its exhaust gas aft er-treatment system contains a DeNOx

DAF enters DAF enters Euro 6 with Euro 6 with new XF new XF fl agshipfl agship

Harrie Schippers - DAFPresident

Catalytic converter and active soot fi lter (Diesel Particulate fi lter).

DAF Trucks is promising that this new drivetrain will keep to the same fuel consumption levels as that of the current Euro 5 ATe engines. Th e ATe (Advanced Transport Effi ciency) programme consists of a number of technical and cosmetic innovations that blend together to lower operating costs and reduces environmental impact.

Regarding safety items the new DAF XF comes with Vehicle Stability Control, which helps to prevent jack-knifi ng and roll over. Depending on the market Adaptive Cruise Control, Forward Collision Warning and Advanced Emergency Braking System are also available.

In continuing the Advanced Transport Effi ciency (ATe) theme, DAF's Driver Performance Assistant (DPA), displayed on the dashboard provides the driver with detailed information in real time on fuel usage. Messages appear automatically on the information screen that encourage drivers to improve their performance by recommending diff erent and more effi cient gearshift s. Th e DPA provides advice on how the driver can save fuel and operating costs by ensuring correct type pressure and air defl ector position.

Although the new XF took its fair share of the limelight at the Hanover Show, the truck will not enter production until Spring of next year. Referring back to the original presentation from Mr. Schippers, we will leave the last words to him “Th e new DAF XF Euro 6 sets the benchmark in terms of vehicle effi ciency with a new powertrain, new ergonomic chassis design and redesigned cab exterior and interior. Driver comfort has been enhanced with the new cab interior and excellent ride and handling characteristics, delivering fi rst class driving performance. Th e new DAF XF: Th e Best Ever.”

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | NOV 12 11

COVER

The new DAF XF in brief: -

New Euro 6 PACCAR MX-13 engines• 1.6 million kilometres design life• Fuel consumption at Euro 5 ATe levels• New chassis design• Optimised weight for maximum payload• Service intervals up to 150,000km• New rear axle and new gear ratios• Newly styled cab exterior• LED lighting and DRLs• New seats, steering wheel and new dash• Improved interior space and storage• Larger beds• Bett er visibility all round•

New roof light design New headlight design

NEW FLEET

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

Transporting horses around Europe is a rather specialist operation and George Mullins International Transport Company uses state-of-

the-art machinery for the task. Th e Carlow based company has recently invested in this new Scania R420 6x2 Topline specifi ed with Opti-Cruise automatic transmission and engine retarder. Cahill Truck Bodies, County Kilkenny supplied the specially designed horsebox that has 12 stalls. KD (Garage) Services Ltd, Main Scania Dealer in Wexford supplied the said vehicle.

Given George Mullins' lineage it is no surprise that he pursued a career in the Irish equine industry. His father was the legendary trainer Paddy Mullins, and George became involved in horse carriage, driving his father in the early 80’s.

Martin Hough at B&H Premier Commercials, Ennis, County Clare, specialist's in new and used Iveco

and Hino trucks, recently sold two vehicles from stock to Kieran Kelly Haulage Ltd. In August, Kevin bought this 2008 Iveco Stralis AT 440S45TZP double drive tractor-unit. Th is is Kelly's second heavy-duty Iveco purchased from B&H, and will be used for general construction haulage, such as tarmac, sand and gravel and muck-shift ing and also for low-loader work.

In September a new Hino 700 Series 8x4 tipper, fully insulated for tarmac haulage arrived into his yard at Claureen, Ennis, ready for duty.

Kieran Kelly Haulage Ltd., is a family run business with Kieran at the helm, supported by the direct involvement of two of his sons, Shane and P.J.

Kieran has been running Hino trucks since 1990, and remains loyal to the Japanese brand. In his opinion Hino and site work go hand-in-hand, thanks to low service and maintenance costs. Reliability is another feature of his preference for Hino.

Mark O’Connor, Sales Executive at Surehaul (Irl) Ltd., main Mercedes-Benz Commercial

Vehicle dealers sent in this photo of Michael Hackett ’s new Mercedes-Benz Actros 2551 6x2 tractor unit.

Th e milk collection agent for Glanbia in South Tipperary, traded up from an Actros 1844. Featured on the new Actros specifi ed by Michael is the 2.3m StreamSpace cab, HomeLine interior and complete Kelsa LED chrome bar kit and spot lights.

Thoroughbred Scania for transporting thoroughbreds!Thoroughbred Scania for transporting thoroughbreds!

New & Used join Kieran Kelly Haulage

Shop Equipment Ltd fi nd Ford Transit a perfect fi t!

Hackett trades up his Actros




an Aon company

SEL - Shop Equipment Ltd., headquartered at Citywest Business Campus, Dublin24 is Ireland’s premier shop-fi tt ers providing

everything from design services to shelving and equipment to complete fi t-out solutions.

Recently the family owned business which also has a Cork branch at Togher, recently purchased two Ford Transits from Rialto Ford, Dublin.

Pictured at the handover were David Carroll, Sales Executive, Rialto Ford and Damien O’Leary, Financial Controller, SEL Ltd. Damien cites the a number of reasons for choosing the Ford Transit - “ the four-year warranty, fuel effi ciency and driver comfort with Rialto Ford’s service and back-up being second-to-none.”

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REPORT 1

National Ploughing

Championships 2012

B ad weather, traffi c problems and even the ongoing recession couldn’t put a dampener on this year’s Ploughing Championships which were held in New Ross, County Wexford. Th e three day event which was formally opened by President Michael D. Higgins, continues to draw crowds

from every corner of the country and as always there was something for everyone. In addition to the actual ploughing events, there was a vast array of locally produced food as well as arts and craft s. All of the major agricultural equipment manufacturers were exhibiting and there was also strong representation from the road transport and motor industries. Here are just some of the highlights from Joe O’Brien.

Castrol/EmoA replica World Rally Car on the Castrol stand was a defi nite draw for Motorsport enthusiasts. Although a long established sponsor within the sport, the company was also keen to promote its range of engine oils for commercial fl eets, trucks, buses and agricultural machinery. It also has an exclusive partnership with MAN Truck & Bus to develop oils for commercial vehicles.www.emo.ie

DennisonAmong the products displayed on the Dennison Trailers stand was a new 70 cubic yard Tri-axle bulk fi sh trailer destined for County Kerry. Th e Naas headquartered company which was established in 1964, is now in its second generation of family ownership and this year celebrated the manufacture of its 40,000th trailer.www.dennisontrailers.com

ESBAs part of ESB Network’s campaign to promote awareness of electric cars through the experiences of the ecar ambassadors, the company had a number of vehicles on display. Th e ecar ambassadors will drive one of the following electric car models; Nissan LEAF, Mitsubishi iMiEV and Renault Kangoo Z.E. commercial van for a year. Each will have a charge point installed in their home or workplace and will also power up by using the public charge point network that is being rolled out by ESB ecars which now covers 82% of all major towns and cities in the Republic of Ireland. www.esb.ie

Fiat Auto GroupNo fewer than four new Fiat Auto Group vehicles made their debut at the Championships. Among them was the Fiat Doblo ‘Work Up’, which is a Dropside Pick-Up aimed at urban operators. It also eliminates to need to buy a chassis cab and then have it converted to a Pick-Up. A lockable under-fl oor compartment is also included.www.fi at.ie

FusoFuso was showing off its latest Eco-Hybrid Canter. Up to ten years warranty is available on the batt ery components and Fuso says fuel consumption with the powertrain is 25 percent bett er than with standard diesel. Th e Eco-Hybrid will now be built in Europe at its factory in Portugal. Previous versions had to come from Japan.www.fuso.ie

Cas

trol

/Em

oD

enni

son

ESB

Fiat

Aut

o G

roup

Fuso Great Wall

Great WallTh e new ‘Steed’ Double Cab Pick-Up from Great Wall Motors was turning heads and not just because of the €21,995 price tag. Th e Chinese produced vehicle has a spacious cabin and is fi tt ed with a 2.0 litre engine with air conditioning and a 6-speed manual transmission. Electric selection between 2WD and 4WD together with full leather interior are some of the other att ractive features.www.greatwallmotors.ie

Hiab-Moffett Having recently delivered its 50,000th Mounty, veteran ploughing exhibitors Hiab Moff ett had a number of forklift s on display including a revamped one specifi ed for the poultry industry. Product Manager, Michael O’Reilly was also enthusiastic about the company’s new electric powered model, which is aimed at night time deliveries in urban locations.www.hiab.com

ManitouIn addition to its extensive range of agricultural and construction equipment, Manitou was highlighting an upgraded version of its Truck Mounted Forklift . Th e cab has been enhanced to provide greater all round visibility and the 4 cylinder Kubota engine has 500 hour maintenance interval. Th e telescopic boom as opposed to the conventional mast system is claimed to off er advantages for off -loading the vehicle from one side.www.manitou.com

Renault TrucksSean Loft us from Renault Trucks Ireland was explaining about the Contract Hire deal on its Premium Long Distance trucks. At €1,999 per month including maintenance, tyres and four years road tax, this is an att ractive proposition for transporters keen to establish fi xed costs for their operations. 24/7 Roadside Assistance is also included. www.renault-trucks.ie

Road Safety AuthorityTh e RSA ‘Roll-Over’ Simulator was once again a key att raction particularly with younger visitors. Th e simulator vividly demonstrates the importance of seat belt wearing as people experience the car turning through 360 degrees.www.rsa.ie

SortimoVan shelving and racking specialists Sortimo was represented by a number of its Irish agents including Charlie Bergin from VanFit solutions, had an extensive range of vans and equipment on display. Th e company specialises in modular storage solutions, customised for individual requirements. www.vanfi t.ie

Text & Photos: Joe O'Brien - joe@fl eet.ie FLEETTRANSPORT | NOV 12 15

REPORT 1

New Ross,

County

Wexford

Hiab-Moffett

Manitou

Renault T

rucksR

oad Safety AuthoritySortim

o

Dennison Commercials Ltd Ballyclare, Co Antrim

Tel: 00 44 28 9335 2827

Coleraine, Co Londonderry

Tel: 00 44 28 7032 1155

Dungannon, Co Tyrone

Tel: 00 44 28 8772 2220

Newry, Co Down

Tel: 00 44 28 3026 5425

Irish Commercials (sales) Ltd Naas, Co Kildare

Tel: 00 353 45 879881

Glennascaul, Oranmore,

Co. Galway

Tel : 00 353 91 790500

McCarthy Commercials Ltd Clonlara, Co Clare

Tel: 00 353 61 356360

Ring Road, Kilkenny

Tel: 00 353 56 773 4200

Watergrasshill, Co Cork

Tel: 00 353 21 488 9700

McDonnell Commercials Ltd Monaghan, Co Monaghan

Tel: 00 353 47 83588

Murphy Commercials Ltd Galway, Co Galway

Tel: 00 353 91 739700

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PROFILE

Shaw Commercials - Driving innovation in Truck Service & Sales …… and where the customer is always King!

M ick Shaw proprietor of Shaw Commercials in Castlebar, County Mayo, has over the past 15 years built his business into

one of the premier commercial vehicle sales, hire and repair centres in Ireland.

Mick is one of the most down-to-earth people you could meet, putt ing his success over the past 15 years down to nothing more than ‘common sense and hard work’.

When you look a litt le closer however, you discover that Shaw Commercials' success is based on the customer friendly model of doing business. From humble beginnings, in a rented hayshed at the age of 21, Mick evolved with the business, now located in a 12,000 sq foot 3-storey complex in Breaff y Business Park, Castlebar. Mick has expanded the enterprise on a gradual basis, now employing a team of 25 technicians and administration staff . Shaw Commercials is the fi rst port of call for many of the leading, truck, van and bus operators in the West of Ireland.

In recent years, Shaw Commercials has been awarded the Renault Tr uc k A p prov e d Dealership for the West of Ireland giving its customers access to the award-winning range of Renault HGVs and LCVs. Some of the biggest names in Irish road haulage and fl eet operators now carry the name of Shaw Commercials having availed of the many services off ered.

As mentioned in the introduction, Mick Shaw attributes the rapid success of his company to common sense, hard work and excellent customer service, underpinned b y q u a l i t y a nd reliabil ity. One of the most important elements of its c u stomer ser v ice model is to l isten carefully to its clients. According to Mick; “Th ere is only one way

to ensure that you give a top quality and reliable service - and that is by interviewing each client - just like a doctor talks to his patient - in order to diagnose and identify the vehicle problem. Th is makes things more effi cient and a lot easier to solve and repair a problem. Most importantly of all for the client it means less downtime leading to lower costs.”

“Th e customer is the one who pays - so in my book the customer is always King,” added Mick.

Move Towards Contract HireAnother rapidly growing addition to Shaw Commercials client services is contract hire for its entire range including vans, commercial SUVs, buses, trucks and refrigerated trailers.

"Not surprisingly", explained Mick, "Many operators are moving towards Contract Hire which removes the headache of fl eet depreciation and replacement costs and reduces maintenance. Contract Hire has become a big part of our business and the reason for this is that it gives the client a fi xed cost when planning budgets. Th e Contract Hire can be short-term or long-term

and can be tailored to suit the clients’ needs."Shaw Commercial’s Contract Hire package includes:

Repair and Maintenance• Tyres• Road Tax• Vehicle Painting & Livery•

FinanceAs a Renault Truck Dealership, Shaw Commercials also provide Renault Truck Finance at very competitive rates to suit fl eets and the individual operator.

"Typically, we are fi nding that an operator with say fi ve trucks on the road is fi nding it much more economical to hire a truck,” Mick explained. “Contract Hire helps stabilise cash fl ows and projections for hauliers and fl eet managers."

"When we see our small, medium and large corporate clients across the country using Contract Hire as the preferred method of managing fl eet costs, we know that there is huge potential for other businesses out there who can contact us and we will help them reduce and manage their fl eet costs too." Mick added that Contract Hire allows the transport operator to concentrate on what they do best – moving goods - and allows the service repair provider to do what they do best.

Bumper Year For Van SalesShaw Commercials provides a full sales and service back-up for the Renault Truck range, from a 7.5 tonne Renault Midlum up to the Renault Magnum long-haul Tractor Unit. Mick feels that Renault Truck’s time has come and its range of fuel effi cient vehicles off ers the best solution for cash-strapped hauliers and van owners.

Mick att ributes a bumper year in van sales to Renault’s features such as:

Industry leading fuel economy• 5 year warranty• Overall quality and comfort •

Mick weighed up offers from a number of major franchises before opting for the Renault Dealership because he believes that the French brand leads the way in the commercial vehicle sector for:

Quality product• Product range• Excellent fuel effi ciency• Up to 5 year Maxi warranty• Ver y smooth automatic robotized • transmission

PROFILE

Text: Anthony Hickey - anthony@fl eet.ie FLEETTRANSPORT | NOV 12 19

New Vehicle Inspection ServiceThe arrival of Shaw Commercial’s Vehicle Inspection service is timely as Roadworthiness Testing of commercial vehicles (light and heavy goods vehicles and buses) is soon transferring from the Local Authorities to the Road Safety Authority (RSA) which will supervise all commercial vehicle maintenance.

For truck and van operators, this will mean roadside enforcement which will involve checks of operators’ fl eet and maintenance records.

Mick emphasises that the Shaw Commercials Vehicle Inspections consists of 4, 6, 8 and 12 week intervals determined by the type of vehicle and its particular usage. “For instance, a Refuse truck would require 4 week inspections, compared to a curtain-sided trailer doing motorway work which would need an inspection every 12 weeks. Th e vehicle can be booked in by the client via an on-line scheduling system or by phone and the mobile web-based system can be accessed anytime, anywhere, giving fl eet managers real-time access to truck service information to bett er plan for downtime.”

Added Mick: “We have already laid the groundwork in the West of Ireland for the roadworthiness testing of commercial vehicles. Our service is part of an integrated computerised mobile-based system that for the fi rst time will give Transport/Fleet Managers peace of mind that they are complying with their legal requirements, and gett ing quality monitoring and maintenance that will save owners money. Any time is a good time for an inspection because prevention is bett er than the cure - and by having vehicle inspection it prevents unnecessary downtime and also avoids vehicle parts wearing out.”

The inspections can be carried out in the workshop or in the customer’s premises.

What are the key benefi ts of Shaw Commercials Vehicle Inspection?

Proven reductions in defects, prohibitions • and repairs which in turn can produce signifi cant cost savingsPeace of mind that your maintenance • providers are protecting your interests and giving good valueAccess to a wealth of knowledge accrued • from years of experience in the industry.A range of reports that can be tailored to suit •

individual operational requirements. Knowledge that Shaw Commercials as • industry leaders will ensure work is carried out in accordance with the latest industry developments and legislation.

Inspection On-Line SystemTh e vehicle is inspected by a technician, using an iPad that automatically emails a report to the Transport/Fleet Manager and any defects will only be rectifi ed at the manager’s request. “Th is electronic system allows the transport manager to avail of important information at the same time as the garage Foreman, which in turn allows the transport company to plan their busy schedules, having access to information regarding the work that needs to be undertaken on the truck. An automated scheduling system creates a calendar of inspections and service visits for each and every vehicle. In addition, automatic reminders ensure that inspections are not missed, ensuring each and every vehicle is maintained and compliant with RSA regulations”, explained Mick.

The new on-line compliance service and maintenance platform also includes a pre-use vehicle check that can be carried out by the driver using a mobile App. Any defect is checked off on the App during the vehicle walk around and is immediately emailed to the transport manager.

“Th e vehicle is automatically booked in via the transport manager to have repairs carried out when driver returns from journey. If a defect is fl agged as critical the truck does not leave depot without being repaired,” concluded Mick.

Th e advantages of the on-line maintenance platform include:

Automated planning and scheduling of • service, maintenance and repair.Reminders ensure key service and • inspection events are not missed.Signifi cant reduction in missed events (no • shows), protecting against breakdowns and unnecessary expense.Dynamic diary is shared by fl eet operators • and service providers allowing both parties to effi ciently schedule inspections, service visits .Information is shared securely and privately • within a dedicated network.Automatic customer notifi cations when • vehicles are ready for collection.

Shaw Commercials Vehicle Inspection will remove the worry and possible costly compliance breaches and allow hauliers and fl eet operators concentrate on their core business.

`SUPPORTING ROAD SAFETY

Eddie Ward carring out a six week inspection on a client's tractor unit

20 FLEETTRANSPORT | NOV 12 Text: Anthony Hickey - anthony@fl eet.ie

P rivate and public fl eet managers from the West of Ireland, who att ended a Safe Driving for Work Seminar in the Harlequin Hotel, Castlebar, heard

case studies from two companies who have incorporated ‘Driving For Work’ guidelines into their daily work practices - and as a result have cut down significantly on collisions, improved their competitiveness, and made cost savings.

However, both the ESB and Iron Mountain are the exception rather than the rule when it comes to Irish fl eet companies developing and enforcing Safe Driving for Work practices for their drivers.

A recent survey by the Road Safety Authority that showed 2 out of 3 businesses in Ireland do not provide road safety information to their employees who drive as part of their job. And half of businesses surveyed had no policies or procedures in place in relation to work related road safety.

Th is lapse by many companies in implementing a safe driving for work policy is happening despite the fact that every year as many as 1 in 3 road collisions involve employees who are driving as part of their job. And, while 1 in 4 businesses said that cost and time were the two barriers to providing training to their employees, seminar att endees heard how this is a short-sighted approach, as safe driving policies can cut fl eet running costs signifi cantly.

Employees’ responsibilitiesIt was also stressed that fl eet employees are also responsible for the vehicle that they drive - whether owned by the company or themselves. Drivers’ responsibilities must include carrying out daily inspections of their vehicle before driving; checking for obvious signs of problems such as worn tyres, and reporting issues to their manager. Th is procedure can be done in as litt le

as 60 seconds - and is an essential element of any fi rm’s Safe Driving for Work practices.

Studies have shown that people who drive company cars have between 30 and 40% more collisions than ordinary drivers, so it is vital that businesses understand the importance of providing employees with information on safe driving to work practices.

Th e seminar in conjunction with Road Safety Week was addressed by representatives of An Garda Síochána, the Health & Safety Authority (HSA) and the Road Safety Authority (RSA). Deirdre Sinnott , Health & Safety Authority, opening the seminar, said that driving for work involves risks, not only for the driver, but also for fellow workers, members of the public and road-users, especially vulnerable road-users such as pedestrians and cyclists. She pointed out that employers, managers and supervisors must, by law, manage the risks that employees face and create when they drive for work in either a company vehicle or their own vehicle.

Ms. Sinnott said at-work drivers have a higher collision rate than the general driving population,

including those using company cars, vans, buses and trucks - and are more likely to take risks and be at fault when they have a driving incident. “If you drive more than 40,000 km per year, you are considered to be at high risk of having a collision,” Ms. Sinnott pointed out.

Kieran Sludds, Occupational Health Manager, Health & Safety Authority, spoke about how a driver’s overall health and well-being is crucial to safe driving. He explained how fatigue, stress issues whether work or family related, cannot be ignored. Underlying personal health problems such diabetes and high blood pressure can also contribute to causing a road accident.

Michael Rowland, Director, Road Safety Authority, detailed some of the statistics behind collisions on Irish roads. Twenty-fi ve per cent of those killed in collisions were not wearing seat belts; cars accounted for 74% of all types of accidents. Most collisions occurred on two-way roads; and the hours between 3-8pm accounted for the greatest number of accidents. Statistics also showed that “the most dangerous drivers” on Irish roads were in the 25-49 age groups - and were predominantly males.

Employers obliged to manage 'Driving for Work' risks

REPORT 11




an Aon company

Pictured fr om left : Garda Supt. Con O ‘Donohue, Garda National Traffi c Bureau; Michael Rowland, Director, Road Safety Authority; Maria McLoughlin, Iron Mountain; Deirdre Sinnott , Health & Safety Authority; Kieran Sludds, Health & Safety Authority and Tadhg Crowley, ESB Network Fleet and Equipment. Photo: © Michael Donnelly Photography

Garda Supt Con O’ Donohue, Garda Traffi c Bureau.

Kieran Sludds, Health & Safety Authority.

Michael Rowland, Road Safety Authority.

When Kitty Gallagher and the Association of Irish Floral Artists

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Artists Conference & Exhibition to Ireland, they also won €7 million

worth of business for the country.

As a Fáilte Ireland Conference Ambassador she not only did herself

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practical advice and fi nancial support, we are able to help her

every step of the way to ensure maximum delegate turnout.

You could say we’re here to help Kitty’s eff orts blossom.

To become a Conference Ambassador visitwww.meetinireland.com/conferenceambassadoror call (01) 884 7169


GREEN

Daimler’s well equipped for Downtown Distribution Drive

D üsseldorf, Germany, the North Rhine-Westphalia capital, is a major commercial, services and industrial centre. With around

600,000 inhabitants it is also an important trade fair venue and a vibrant Port city. Daimler is one of the region’s main employers with 6,500 people working at its Mercedes-Benz plant where more than 600 Sprinters roll off the production line each day. As the history of the factory dates back over 120 years, the sprawling city has expanded it from its rural sett ing to a hive of urban activity. Almost 3,000 tonnes of materials are delivered to the factory every day, which requires an effi cient logistics and traffi c management system.

Th e location for Daimler’s ‘Distribution Drive’ event for the press was purposely chosen to highlight the ‘dynamic performers’ of two of its brands Mercedes-Benz and Fuso, with their range of eco-friendly, cost eff ective and versatile vehicles to meet the needs of transport operators in this busy sector. With the Mercedes-Benz Sprinter fi tt ed with the new 7 speed 7G-Tronic automatic, the latest Vito E-CELL electric and the Mercedes-Benz Antos distribution truck range just launched, together with the new Fuso Canter Eco-Hybrid, the two brands have the European short-radius distribution sector well and truly covered. For Model Year 2013, 40 new vehicles were available to test drive around Düsseldorf in the Distribution Drive programme. For the purposes of this article and in-line with their nomination for the Fleet Transport Green Commercial Awards 2013, the Fuso Canter Eco-Hybrid and Mercedes-Benz E-CELL were driven fi rst. Reports on the drives in the Antos, Sprinter and Citan will feature in the December edition.

“Th e power of two hearts” is how Fuso brand the Eco-Hybrid, which off ers up to 23% lower fuel consumption with its diesel/electric combined technology. Th e test vehicle pulls away smoothly in second gear as the electric motor (40 kW) kicks-in, while the 3.0 litre (150 hp) FPT diesel unit remains ticking over. 200 Newton Metres of electric drive pulling power provides instant acceleration despite its 6.0 tonne GVW from the 7.5 tonne bodied truck. Up through the gears of the 6 speed Duonic automated transmission the internal combustion engine gets to work and through clever electronics, each gear change is planned in advance.

Combined, the two hearts work in harmony, and unusually the Canter Eco-Hybrid decelerates more quickly than a conventional truck when coasting. Th rough the electric motor, which acts as a second brake, electrical energy is recovered during coasting and when the brake is pressed, thereby recharging lithium-ion batt eries which now have 33% more power. Th e driver is informed of electric charge levels through digital displays in the dash. In addition, when the Canter Eco-Hybrid stands still in traffi c, the Stop/Start function is engaged (but will not work when the indicators are on). For the trip around a wet Düsseldorf, a two tonne payload was placed inside the box body. Th is second generation Canter Eco-Hybrid will be produced

GREEN

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | NOV 12 23

in Europe at the Fuso plant in Tramagal, Portugal unlike the inaugural model, which sold 1200 units and was designed and built in Japan. A 5 year warranty applies with an additional 5 years available as a buy-on.

Th e seven seater Crewbus/passenger version of the Vito E-CELL joins the Mercedes-Benz Commercial Vehicle family. Turning the key twice brings the Vito E-CELL to life – you will hear nothing though! Just a slight hum. Select D and move off with impressive pace. 280 Newton Metres is instantly available from the 60 kW motor while the speedometer is rated up to 120 kp/h, the E-CELL is limited to around 90

kp/h to spare the batt eries! Green, yellow and red coloured displays guide the driver to their style, performance and economy. By taking the foot off the brake pedal, energy is recuperated, converting it into power for its traction batt eries. Press the brake pedal for a strong retardation eff ect, like no other. As a 7 seater, luggage space is not aff ected as the batt ery packs are stored beneath the fl oor, which also helps to ensure a low centre of gravity.

Vito E-CELL Crewbus with its 2+2+3 seating layout will appeal to the hospitality sectors. Power is transferred to the front wheels (compared to the standard Vito which is RWD) and with

careful driving the distance range can reach 130 kms before recharging. Along with the Vito E-CELL panel van, it is now available in 15 markets.

As premiered at the IAA CV Show in Hanover, the Sprinter E-CELL was on display at the event in Düsseldorf. Peter Strobach, Project Manager, E-CELL Mercedes-Benz Vans explained that the vehicle, which is still in concept form, will appeal to customers that require a higher payload within the region of 700-1200 kg compared to the Vito electric.

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“The only thing that comes as standard is quality”d

The New Actros.Truck of the year 2012But your trust is still the most important award of all.

Brimming with innovation and emotion. Aiming for the very top in terms of comfort, driving dynamics and economy. Boasting outstanding material and build quality as well as the lowest overall costs. A truck which has been developed uncompromisingly under the "Trucks you can trust" premise. Amoung other things this

tuning in the wind tunnel, 50 million kilometres of engine testing

the road.

www.mercedes-benz.ie

Motor Distributors Ltd, Naas Road, Dublin 12. Tel:- (01) 4094 444

A D

aim

ler

Bran

d

The New Actros.International Truck of the Year 2012

TRAILER

T hree generations of the Dennison family came together recently to mark the handing over of the 40,000th trailer built by the

company since it was established in 1964. Th e landmark event which took place at Dennison’s UK base in Lancaster was att ended by several of their UK customers and the trade press witnessing the offi cial hand over of the trailer to one of Dennison’s long standing customers – Collease. Th e 14 lock sliding bogie skeletal was specially painted in a silver metallic and is designed to carry a range of container sizes or a 13.6m swap body legally. It is also fi tt ed with BPW drum brake axles, Aspoeck LED lighting and aluminium wheels. In addition to the 40,000th unit there were a number of Dennison’s original trucks and trailers built in the 1960’s and 70’s. Th e company in fact built over 250 tractor-units in diff erent confi gurations, with various engines and cabs in the late 1970’s.

Company founder George Dennison remains at the forefront of the company’s innovation and product development which takes place at their Irish headquarters in Naas. In an increasingly

competitive industry where mergers, consolidation and in some cases a move to low cost countries for manufacturing purposes are the norm, it is refreshing to see the core values on which Dennison was established are still evident. Dennison Managing Director, James Dennison, who addressed the att endees said: “We’ve come a long way since Jim and George Dennison set up shop at a fi lling station in Glengormley, County Antrim, but one thing hasn’t changed - Dennison is still very much a family run business. We know that our customers, quite rightly, expect the best when it comes to the products they buy and the service they receive, and with that in mind I am proud to hand over our 40,000th trailer to one of our loyal customers, Collease."

Duncan Scillitoe, Managing Director of Collease who received the trailer on behalf of the company spoke about their relationship with Dennison. “Our association with Dennison Trailers goes back a long way. We have been enthusiastic buyers of Dennison Trailers, having bought around 2,000 over the years. Th ere are many reasons why we have stuck with Dennison including superb build quality, reliability, longevity and excellent residual values. Dennison has an unswerving dedication

to gett ing it right and on the odd occasion when we have had minor teething problems they have responded immediately and eff ectively. Th ey listen to their customers and react quickly to meet their expectations. Dennison Trailers has always led the way when it comes to trailer design and manufacture. Put simply, in my opinion they are the best on the market.”

Th ere were also a signifi cant range of other trailers on display in the yard ready for delivery, including a new, fuel saving gooseneck multi-function skeletal, specially designed for UK operators. Designed to work at 1200mm to 1250mm fi ft h wheel height, it will carry a 40ft , high cube container while keeping under 4.1m (13ft 6ins) overall height. Th is lower profi le not only improves fuel consumption but also allows access through low bridges.And for complete fl exibility and effi ciency of operation, the trailer splits so that it can carry two 20 ft boxes which can be unloaded at the same time. It will also carry a heavy 20 ft in the centre; a 30 ft or alternatively a 45 ft . Dennison believes the newcomer will fi nd favour with operators looking to cut their fuel bills while maintaining the capability to carry the maximum sized containers.

Aft er almost 5 decades in the transport industry the respected reputation Dennison has att ained is well deserved and with the next generation of the family already integrated into the business it is likely to remain at the forefront for many years to come. Dennison will also be exhibiting at the Fleet Expo 12 at the Citywest Covention Centre on 5/6 November.

Text: Joe O'Brien - joe@fl eet.ie FLEETTRANSPORT | NOV 12 25

Dennison delivers its trailer

Split Trailer: Th e recently launched ‘low profi le’ skeletal provides increased fuel economy and multi-functionality for container transportation

Th ree generations of the Dennison family came together to mark the event

George Dennison with one of over 250 tractor units the company built in the late 1970’s

Duncan Scillitoe, Managing Director of Collease (right)takes delivery of the 40,000th trailer from James Dennison (MD) and George Dennison

TRANSPORTShow Preview Citywest Convention Centre, Dublin.

5 / 6 November 2012


BPWECO Air Compact is BPW’s completely new running gear system, which is suitable for both disc and drum brakes. It consists of a newly developed air suspension in conjunction with the new light ECO Air composite tanks. BPW is now off ering its ECO wheel in ‘Brilliant’ alloy. Th e aluminium forged wheel has been developed in collaboration with the traditional forging specialists Ott o Fuchs and has a wheel load of up to 5 tonnes. 50% lighter than the standard wheel, the new ‘Brilliant’ surface is distinguished by a fi ne brushing process, giving a polished appearance.

HBN-Teknik, part of the BPW Group has just introduced an air tank that is manufactured in fi breglass reinforced plastic. Called Airfl ex, it was designed in time for the arrival of Euro 6 engines as payload is aff ected by up to 200 kg. With Airfl ex air tanks, a weight saving of up to 61 kg can be achieved over existing steel air tanks.

Volvo TrucksTwo versions of the all-new Volvo FH Series will make their Show debuts at Fleet Transport Expo 12. Taking centre stage will be the impressive fl agship model – the all powerful FH16.750 in 6x2 confi guration accompanied by the more standard FH variant in 4x2 form powered by Volvo’s economical and well proven 13 litre engine in Euro 5 form. Th e Show truck’s D13C powerplant is rated at 460 hp and is EEV (Enhanced Environmentally-friendly Vehicle) certifi ed.

Both tractor units are equipped with the latest generation of Volvo’s driver friendly I-Shift automated transmission, mated to Volvo Engine Brake (VEB+) and Fuel Economy Soft ware.

Th e new Volvo FH Series is safer than before with improved visibility and bett er interior space for greater comfort on board.

Representatives of Volvo Truck’s Ireland Dealer Network will be out in force on the stand to answer visitors questions and take orders for the latest range of Volvo Trucks.

FleetBoardSince its launch into the marketplace in 2000, Daimler FleetBoard is one of the leaders in commercial vehicle telematics across Europe. Th e FleetBoard system assists transport companies in improving effi ciency, enhancing logistics management and time management with tachograph download.

FleetBoard off ers three service packages for diff erent fi elds of application: Vehicle Management, Logistics Management and Time Management. All packages contain the Mapping to display your vehicles on a world map and the web services for the integration into the transport operators soft ware. Th e monthly service fees include communications and an unlimited volume for data transfer at a fl at rate.

User friendly driver and vehicle analysis with driver grading using a unique degree of diffi culty score to enable you to compare vehicles and drivers impartially and directional advice to help improve consumption.

Proven reduction in fuel consumption is estimated between 5 and 15%.

Patrick Power, Sales Manager for FleetBoard in Ireland will be on hand at the Fleet Transport EXPO 12 to explain all.

Register online atwww.fl eetexpo.ie


PREVIEW

Cl ose Brot h e r s Com m e rci a l FinancePart of FTSE 250 specialist Financial Services Group, Close Brothers Group Plc through Close Brothers Commercial Finance has become a key player in invoice and asset fi nance since opening for business last year.

On explaining the two types of product, Adrian Madden, Head of Sales, Asset Finance, Close Brothers Commercial Finance said, “Asset and invoice fi nance can be used alone or alongside other types of traditional funding options.

Blending asset and invoice fi nance with your current bank funding is oft en the best way to build a fi nance package that suits the needs of your business.”

Such is Close Brothers Commercial Finance’s growth in Ireland that the company has started to appoint staff to oversee regional business. “We are particularly interested in growing our presence on the ground regionally and that’s why we have started recruiting,” added Adrian. Close Brothers Commercial Finance is confi dent that many Irish businesses will turn to invoice and asset fi nance as viable funding sources.

Fuso & Mitsubishi to the fore at Fleet Transport EXPO 12Canter, the small to medium sized truck range from Fuso will have three rather diff erent examples on display at the Fleet Transport EXPO 12. Th e new Canter Eco-Hybrid with its Duonic automated transmission will be a star att raction as will the 4x4 version which has just been added to the Japanese brand’s family. Th ey will be joined by the standard Canter Duonic model.

Adjacent to the Fuso stand is Mitsubishi Motors which feature the all-new Outlander, ASX Crossover and Lancer Diesel. From its 4x4 stable will be the well proven Pajero and L200. Brand Ambassador, Diarmuid Gavin, will be present during both days of the Show on the 5th & 6th November.

FOUND! The Oldest Working Volvo truckAft er an extensive nationwide search, the Oldest Working Volvo Truck has been found. Ironically, the Swedish brand’s longest serving commercial vehicle in Ireland was located quite near the headquarters of Fleet Transport magazine, which inaugurated the search initially.

Pat Martyn’s 1974 Volvo F88 6x2 tractor unit works out of Glencorrib, Shrule, County Mayo and when contacted by the Claremorris based magazine, he was delivering a load of hay bales to North Mayo. He bought it two years ago from a vintage friend in Cork but before then it was in operation in Northern Ireland until 2007. Originally, it was a 4x2 Sleeper Cab when fi rst put to work on the roads in Great Britain, and across the Continent with an extra push/steering axle added later in its life and to ensure good articulation the Sleeper Cab was modifi ed to a shortened Day Cab. To conform with the age of the unit, Pat pulls a 33 ft single axle ex-Military fl at bed trailer.

On hearing that he owns the oldest working Volvo truck, Pat was surprised and delighted, wishing to know what other contenders were out there. His entry was run close by Brian Kelly from Borris, County Carlow who was a 1976 F88 tractor unit while Pat O’Shaughnessy operates an 1983 Volvo F6 4x2 tipper every day around Charleville, County Cork.

Powered by a 9.6 litre turbocharged 290 hp diesel mated to a 14 speed gearbox, Pat’s F88 enjoys icon status as today prime examples like his are deemed as ‘THE’ classic truck and acknowledged as the fi rst of the modern generation of driver friendly trucks built in Europe.

See Pat Martyn’s 1974 Volvo F88 on display at the Fleet Transport EXPO 12 at the Citywest Convention Centre, Dublin on 5th & 6th November.

Top European Awards to be presented at Fleet Transport EXPO 12Fleet Transport EXPO 12, the two day exhibition for the Commercial Vehicle, Road Transport and Logistics industries will stage the presentation of two major European Awards at the Citywest Convention Centre, Dublin on the 5th November.

For the fi rst time, the fi nals of the European Transport Company of the Year will be held outside mainland Europe. Th is award recognises the achievements of the fi nest road transport operators throughout the EU. Six companies have been shortlisted representing Belgium, Czech Republic, Poland, Portugal and Romania. Reynolds Logistics (Dublin) was also selected by the pan-European jury as a fi nalist among the 11 National Haulier award winners entered in the competition.

Jury members and nominated transport company representatives will travel to Ireland for the occasion where a series of presentation and interviews will be conducted before the offi cial announcement of the award winner later that day. Guest of Honour is Mr. Alan Kelly, Minister of State at the Department of Transport, Tourism & Sport.

Also that evening which co-incides with the Fleet Transport EXPO 12 Exhibitors Networking event will be the offi cial announcement and presentation of the International Pick-Up Award 2013 by Mr. Pieter Wieman, Chairman, International Van of the Year Jury.

Six Pick-Up trucks are in contention for this prestigious bi-ennial prize from the Fiat Strada, Ford Ranger, Great Wall Steed, Isuzu D-Max, SsangYong Korando Sports and Volkswagen Amarok. Test trials were conducted by the jury at Millbrook Proving Ground, in Bedfordshire, U.K. prior to the voting process. Members of the adjudication panel together with brand Executives from Europe will travel to Dublin for the event. Th e winning vehicle will also be on display at the Fleet Transport EXPO 12 on Tuesday 6th November.

Mr. Wieman will then present the Replica trophy to the Ford Motor Company on winning the International Van of the Year 2013 with the new Transit Custom. Also att ending is Mr. Gianenrico Griffi ni, Chairman, International Truck of the Year Jury who will present Iveco with the Replica trophy on winning the 2013 title with the new Stralis Hi-Way.

GROUP TEST


European Truck Challenge 2012

T he 2012 ‘European Truck Challenge’ (ETC) hosted by DVZ Publications, Germany, off ered an opportunity to run four of the most popular

middle-weight tractor-units in a head-to-head test. Th e objective was to analyse their performance individually, and then compare the performance against that of their peers. With a focus on fuel consumption and overall running costs the results provide a comprehensive guide to how the trucks perform over a mixed route simulating a regular days’ work.

Four manufacturers provided fuel saving versions of their standard trucks to compete in the challenge. Th e trucks were standard 4x2s, with the following specifi cation. Th e unit must be a ready to use high roof sleeper, with an automated transmission, retarder, 800 litre fuel capacity, and fi tt ed with a fuel metering unit. Vehicles would be run over the same mixed test route with a distance of 188.5 kms. Th e route covered a mixture of Autobahn and national road and was in keeping with a regular day's work typical for vehicles in this class.

To ensure fairness DVZ arranged four identical tri-axle Krone trailers. Th e ‘semis’ were running on BPW Eco-Plus axles and loaded with 25 tonnes, giving a gross weight of just under 40 tonnes for each combination. Similarly DVZ arranged that all units were fi tt ed with the same ‘Michelin Savergreen’ tyres all round by an independent tyre company, specifi ed by our hosts.

While the trucks were all standard off the shelf off erings, there were some important diff erences. Th ree of the four units were rated as Euro 5 EEV, the exception being Scania’s Euro 6 model. Most had engine displacements of 13 litres, again with one exception, the MAN having a 10.5 litre under the cab. Nevertheless all had similar horsepower ratings from 440 to 460 hp (324 to 340 kW), while any other diff erences in vehicle specifi cation were negligible.

One other consideration was that both the Mercedes-Benz and the Scania were fi tt ed with Predictive Cruise Control. While PCC is an important fuel saving device, its benefi ts are realistically gained over a longer operating period. However the onus is on the manufacturer to enter

the best vehicle they off er to their customers.

As all trucks ran within the same timeframe, weather did not favour one unit over another, though throughout the test period conditions were perfect. It remained dry with no wind and temperatures in the high teens. Traffi c was light and free-fl owing, which is confi rmed by the average speeds of the test runs being similar.

With regard to the costings, as we conducted the tests in Germany, the fi gures relate directly to German operators. However any of the factors mentioned can be replaced with an equivalent fi gure for Irish operators. Th e cost of diesel, AdBlue and Road Tolls as mentioned, apply equally to all the vehicles tested - therefore have no bearing on the outcome.

Vehicle leasing and servicing charges were obtained from regular main dealers throughout Germany, and while they may very from country to country, the amounts can be replaced by a comparable value obtained from an equivalent Irish dealer, and the results adjusted accordingly.

Four go Head- to-Head to fi nd Europe’s Most Effi cient Truck

ETC DAF MAN Mercedes-Benz ScaniaRange XF 105 TGX Actros G-Series

Model 105.460 18.440 1845 LS G440Type ATe Effi cientLine MP 4 Bluetec 5 CG19HChassis 4x2 4x2 4x2 4x2Cab Type Space Cab XLX StreamSpace HighlineEngine Paccar MX MAN D2066 M-B OM471 Scania - DC13 109Engine Type In-line 6 cyl In-line 6 cyl In-line 6 cyl In-line 6 cylDisplacement 12.9 litre 10.5 litre 12.8 litre 13 litreRated Power 340 kW / 460 hp

@ 1500 - 1,900 rpm324kW / 440 hp@1,600 - 1,900 rpm

330 kW / 449 hp@ 1,800 rpm

324 kW / 440 hp@ 1,900 rpm

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

2,100 Nm @1,000 - 1,400 rpm

2,200 Nm @1,100 rpm 2,400 Nm @1,100 (12 gear)

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

Emission Rating Euro 5 EEV Euro 5 EEV Euro 5 EEV Euro 6

Transmission ZF 12-Speed ZF 12-Speed M-B G211 12-Speed Scania GRS 12-Speed

Shift Type DAF AS-Tronic MAN TipMatic M-B PowerShift 3 Scania OpticruiseRear Axle Ratio 2.69:1 2.85:1 2.61:1 2.59:1Tyres 315/70 R22.5 315/70 R22.5 315/70 R22.5 315/70 R22.5GV W (25T Payload) 39.5 39.3 39.8 39.4

I n the batt le to claim the best named truck, DAF’s entrant comes with the title of ‘Advanced Transport Effi ciency’ (ATe). Th e re-confi gured XF ATe Edition

off ers a complete package and addresses the main elements necessary to improve fuel consumption – the driveline, aerodynamics, and the driver.

Th e driveline is powered by the PACCAR MX 12.9 litre rated at 460 hp (340kW) at 1500-1900 rpm. With 2,300 Nm of torque available from 1,000 rpm and lasting through to 1,410, the six-cylinder Euro 5 EEV has been optimised

to give operators an alternative version of XF, which under normal driving conditions or especially in large vehicle fl eets should reduce the fuel bill.

When developing the ATe series. DAF fi rst looked to the engine, and with close att ention to detail took each of the components individually, optimised their operation, and then reassembled the power plant. So the MX unit was put back together with new pistons, new water and oil pumps, improved injection angles and cooling fan. All components are controlled by an enhanced engine management system. DAF

looked at the manual and the automated 12-speed AS-Tronic transmissions, supplied by ZF, and made some alterations to ratios and shaved a few kilos (35) off the manual version.

As is oft en the way with such developments, no one alteration dramatically improves performance. However a large number of minor changes combined, can bring signifi cant benefi ts. Th e exhaust system is now fully encapsulated, delivering bett er thermal effi ciency, and the ATe switches off automatically aft er fi ve minutes idling. An ex-factory speed sett ing of 85 kp/h down from 89 is reckoned to save a further 2-3%.

Improved aerodynamics plays a vital role in DAF’s new fuel saver. Roof spoilers are as such standard on all trucks, though if not correctly adjusted they will not have the desired aff ect, and could possibly increase drag depending on the trailer being pulled. While most drivers are aware of this, few take the time to adjust the spoiler angle to match diff erent trailers, and oft en because it’s not that easy. Th e XF ATe now features an easy to use height adjuster which can be operated from ground level and does not require a tool kit, releasing oil, and new nuts and bolts to replace the one that get wrung off . Th e new system is available for all XF Space Cabs and not restricted to the ATe edition, it is also 25 kgs lighter.

DAF’s ATe comes as a complete package and includes driver training to improve effi ciency. However if an operator chooses not to opt for the full ‘approved’ ATe edition and decides to fi t some extra items for example a sun-visor, they cannot avail of the driver training.

It is understandable that in the highly competitive German heavy truck market, the home grown off erings from Mercedes-Benz and MAN are dominant. However it is worth noting that DAF takes a very credible third place, which is impressive considering the competition.

ATe’s performance during the tests could be described as typically DAF - by which we mean solid and steady. For many of the assessments DAF’s ATe mirrored the mean-average which equals a good all-round display. The truck performed well on the Motorway and national roads, scoring consistently across the range of assessments. At present, consistency from vehicles is a quality much appreciated by operators.

Th e ATe edition XF has a lot going for it, the cab is comfortable, popular with drivers. Over the years the XF has earned a solid reputation with fl eet operators. Th e European Truck Challenge shows the ‘Advanced Transport Efficiency’ designation on the model, is more than just a branding exercise. Th e improvements do realise effi ciencies in transport.

DAF XF 105 ATe - Combining Innovation with Tradition

GROUP TEST


GROUP TEST


I ts over two years since the Munich based company launched the Effi cientLine version of the popular ‘Irish Truck of the Year 2012’ winner, and its reputation as

a cost eff ective fl eet truck has earned respect from many operators.

MAN was one of the fi rst manufacturers to create a dedicated fuel saving version of one of its models squarely targeting the fl eet operator. In principle the Euro 5 powered TGX Effi cientLine is based on the standard TGX with some things added and some things taken away.

Added are many small improvements making the driveline work more effi ciently. One of the improvements is a compressor cut-out once air full pressure is reached, which saves fuel and reduces noise levels. Although this may appear a minor alteration, for long haul operations it can realise a saving of 0.5 l/100 kms. Also added are side-skirts along the truck chassis, covering the aluminium fuel tanks, helping to reduce drag, and potentially saving 0.4 l/100 kms.

Items taken away are extras such as the sun-visor, and air horns. Th e standard speed limiter of 90 kp/h has been altered to run at a maximum of

85 kp/h, which MAN estimates the fuel saved equates to approximately 0.64 l/100 kms. Working on the principle that less weight requires less fuel, MAN believes its Effi cientLine delivers the required savings, and for the ETC, the TGX was the lightest of the four trucks. For operators engaged in tank, bulk and silo work, where rates are oft en calculated on kilos transported, a low empty weight can be as critical a factor as fuel.

Another element of MAN’s drive to improve effi ciency comes with standard fi tment of a Tyre Pressure Monitoring System (TPMS). Incorrect tyre pressure is long recognised as a contributor to increased fuel consumption, and has a dramatic aff ect on the life span and reliability of tyres. Standard fi tt ing of TPMS will certainly att ract the fl eet operator where vehicles are not allocated to individual drivers, and when used with the latest low rolling resistance tyres will undoubtedly help to save a few litres.

Th e well proven common-rail 10.5 litre MAN D2066 in-line six cylinder engine drives through the 12 speed ZF - TipMatic transmission, and is very smooth shift ing between ratios. However the timing of the gear selections could be improved in automated mode. While TipMatic works fi ne, a good driver with Eco running in mind can select the most appropriate ratio for the topography of the road, before the transmission decides too - reducing fuel consumption further.

The MAN's performance in the ETC was remarkably similar to the DAF and throughout the test both trucks almost religiously adhered to the test average. Both are well regarded as excellent fl eet vehicles, providing steady consistent operation, combined with reasonable running costs. In the categories where MAN shaded the DAF, this was oft en by 0.1 of a litre on fuel, and 200 kgs on weight. On the road TGX is a solid well built and reliable truck. Drivers are well catered for with a roomy and well-appointed cab, which is pragmatic, functional and comfortable. For operators TGX has proven to be a competent vehicle, which can be relied on to do the job.

It is arguable that while MAN was instrumental in developing dedicated fuel saving transport units with the launch of Effi cientLine, others have adopted their train of thought and now have taken the principle to another level. Th at being said MAN has just embarked on a revamp of TG series, which could soon see them retake the lead in the fuel saving stakes.

MAN TGX 18.440 Effi cientLine TGX - MAN-aging Effi ciencies in Transport

GROUP TEST


W inner of ‘International Truck of the Year 2012’ the Mercedes-Benz Actros wears the crown with a deserving air, befi tt ing

of a truck that is confi dent in its abilities. Th e Actros project was a long term development and required vast fi nancial investment to create a new truck from the ground up. As a result the project realised a complete vehicle positioning Mercedes-Benz at the forefront of vehicle design.

In principle the test truck was a standard everyday Actros, with one major diff erence. Th at diff erence

being it came fi tt ed with ‘Predictive Powertrain Control.’ Predictive Powertrain Control (PPC) is the next stage in electronic systems focusing on fuel effi ciency and road safety. Although PPC is new to the European market, the system has been available in North America for approximately eight years. PPC links with, and compliments the Mercedes-Benz ‘FleetBoard’ monitoring package, now fi tt ed as standard on Actros and proving popular with operators.

Using a GPS signal PPC assesses the topography of the road ahead up to a distance of four kilometres. Th e system can pinpoint where

the inclines and declines exist and what the gradient is. It then determines the optimum power required to climb any incline and how quickly the power can be switched off allowing the truck to engage Mercedes-Benz’s EcoRoll mode. It may sound somewhat futuristic, but its available now – and it works.

One particular instance occurred when driving the national section of our test route. As we climbed a relatively steep incline in auto mode with PPC on, the tachometer dropped below 900 rpm and was approaching 800 rpm. At this point we were expecting the transmission to select a lower ratio to fi nish the 80 to 100 metres left of the climb, then engage EcoRoll for the downhill section. To our surprise with 80/100 metres still left to pull, EcoRoll was selected, the engine switched to idle, and the Actros rolled up the incline and down the far side.

At fi rst the experience is a litt le unnerving, however after a short time we found the programme works exceptionally well and will be of immense advantage to drivers and operators. It refines the benefits of cruise control by eliminating excessive power usage on the incline, and fully utilising the kinetic energy to propel the vehicle over the hill to begin the descent. Although experienced and fuel conscious drivers att empt to operate in this manner on a daily basis, PPC will further enhance their skills, and will train the less conscientious drivers to perform bett er.

While new systems like PPC do work, it is important for manufacturers to ensure the systems are easy to operate, and PPC’s method of operation in Actros is fi rst class - encouraging drivers to use the device whenever possible. Although correct use can be easily measured by analysing data downloaded from FleetBoard.

Our StreamSpace cabbed BlueTec 5, was powered by the six cylinder OM471 LA 13 litre engine. It develops 450Hp (330kW) at 1,800 rpm, and uses SCR and EGR to achieve its Euro 5 EEV credentials. Working with the 12-speed PowerShift 3 transmission, this driveline is expected to be one of the most popular versions of the range, and its performance fi gures from the ETC are quite impressive.

Th e Actros performed well in all categories of the ETC bar one, that being it was the heaviest. Th e Stutt gart StreamSpace weighed in at 500 kgs more than the 10.5 litre MAN, and 300 kgs above the test average.

Even allowing for the extra kilos, Actros returned an overall test fuel fi gure of 33.8 l/100 kms. It would appear that they spend their money wisely in Stutt gart, which is proving benefi cial for Daimler, and operators alike.

Mercedes-Benz Actros 1845 The all-seeing Actros, that knows where you’re going


GROUP TEST

S cania’s G440 diff ered from the other contenders because it was the only Euro 6 powered tractor. In May 2011 the Swedish manufacturer claimed to

be the fi rst producer to make Euro 6 available in road going trucks in certain countries. However across Europe overall demand for Euro 6 has remains sluggish, though the tide is arguably turning.

Applying Euro 6 technology has not been easy or cheap, and will result in increased costs for operators, though competition between manufacturers could help to soft en the blow

over time. Nevertheless Scania deserve credit for meeting the standards imposed by Euro 6 well ahead of the deadline. Th is gives operators time to assess the technology, and see what aff ects Euro 6 might have on their business.

Increased weight is also a major concern with Euro 6 vehicles, and an additional deterrent for operators who might wish to make the move. Yet Scania have managed to keep the kilos down, and the 4x2 weighed in as second lightest of the four units, and 100 kgs lighter than the test average of 39.5 tonnes.

Th is is a signifi cant point considering Scania achieved this saving even though the test unit was powered by the 440 hp (324kW) DC13 litre, which delivered a torque rating of 2,300 Nm between 1,000 - 1,300 rpm

For the driver there is litt le diff erence in driving style between Euro 6 and Euro 5. However one exception surrounds the regeneration of the ‘Diesel Particulate Filter’ (DPF). Depending on workload it may require the driver to initiate a forced regeneration of the fi lter to burn off soot and ash deposits. When initiated, engine idle speed is increased causing a rise in temperature which then burns off the collected residues on the DPF. Th e DPF also creates some issues for operators as the costs of servicing are increased when the DPF needs to be exchanged.

WIth regard to the test results, the additional costs of Euro 6, and to some degree the increased maintenance may have aff ected the Scania’s running costs. However this is the vehicle the company presented, and should be measured against the context of current market conditions. One interesting fi gure realised from the tests was that the Scania consumed less AdBlue than the others, and noticeably 1 l/100 kms less than the DAF.

As always the G440 is an enjoyable truck to drive, and the experience was enhanced with the addition of Scania’s ‘Cruise Control with Active Prediction (CCAP),’ which Scania says can shave 3% off the annual fuel bill. Using CCAP is simple for any driver to get accustomed to, and while a journey time may increase marginally, it would never account for more than a couple of minutes. Also the fact that Predictive Cruise works equally as well at night, it can decrease journey times on roads unfamiliar to the driver, lending an element of balance to any perceived time penalty.

Recently the German motoring organisation ‘Automobile Kraft faher-Schutz’ awarded Scania‘s CCAP its ‘Energy and Environmental Prize for 2012.’ It highlighted the savings it could bring when operating a combination at 40 tonnes. Based on a mileage of 180,000 km/year, the claimed 3% fuel reduction “would reduce fuel consumption by about 1,700 litres per year - and a reduction in CO2 emissions of over 4 tonnes.” What Scania’s Euro 6 entrant in the ETC shows is that for hauliers operating in the middle of a fi nancial crisis, there is litt le promote a move to Euro 6, which is deeply unfortunate considering what Scania have invested in the technology. What Scania’s investment has produced, is an exceptionally clean running heavy commercial, which remains a pleasure to drive - whether its Euro 5 or 6.

Scania G440 LAThis Psychic Swede knows what is around the corner

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | NOV 12 33

GROUP TEST

O ur experience at the European Truck Challenge was informative, and the data revealed should help hauliers assess the costs of

operating the vehicles tested. It is impossible to establish precise fi gures across the European transport spectrum for a direct comparison. We must always account for local operating conditions, and while this is readily accepted - the facts speak for themselves.

Our hosts for the ETC ensured the highest standards of fairness applied, and their diligence throughout was exceptional. Th e tests were carried out in a totally open and transparent manner, to everyone’s satisfaction. Each of the vehicle manufacturers were represented by their personnel, lending further credibility to the assessments and the results. All parties concerned helped to ensure the results achieved were as meaningful and accurate as possible. Along with transport companies, the

data is also of benefi t to the manufacturers, and is collated and reused during the never ending development process.

The overall objective of the exercise was to provide operators with meaningful and accurate information, on what the market currently has to off er. From our involvement in the testing process ‘Fleet Transport’ believes the data is an accurate snapshot of the performance and costs associated with running the four diff erent vehicles.

Local conditions may bring other aspects to bear which cannot be accounted for during any set of assessments. A good working relationship with a particular main dealer can prove all important, and impossible to quantify in fi nancial terms. Nevertheless fuel fi gures do transfer across borders, and remain factual. If a truck achieves a fuel fi gure of ‘x litres/100 kms’ in Germany, it should achieve the same fi gure in Ireland at similar work, in similar conditions.

What the test highlights is the increasing pace of change, and the lengths all vehicle manufacturers will go to in the eff ort to improve their products. For the 2012 European Truck Challenge two of the four entrants were fi tt ed with Predictive Cruise Control, this now sets a standard which others must achieve for their trucks to remain competitive.

It also means that any test is a snapshot of the vehicles at the moment, and the next round of improvements or innovations to a vehicle can

propel any given manufacturer to the front - with the others playing catch-up again. What may appear to be today's leader could well have been overtaken the next time around.

With Euro 6 now walking up the garden path, and soon to knock on the door, it brings with it a new challenge for all concerned with the industry, as the levels of competition and regulation increase on an almost daily basis. It is important for operators to remain aware of costs associated with running the diff erent vehicles currently available. It is just as important to have that information sourced independently. Th is is not always easy to do in daily operations. Having to account for trailer changes, driver changes, and operating conditions are factors which can distort the fi gures - making it diffi cult to obtain reliable data. Th e ETC can create the conditions outside of the day to day running of vehicles to assess operating costs, and do so in an unbiased manner.

Th e objective of the European Truck Challenge was not to crown an overall winner, the objective was to provide operators with the information about four of the most popular trucks. Th ere is no outright winner and all the vehicles tested are superb and will compliment any fl eet. Th e results are a guide to provide the haulier with some solid information to make important decisions and steer their business’ through some interesting times ahead.

Summary and Conclusions

Table of Costs - ETC-2012 DAF MAN Mercedes-Benz Scania Average ETCUseful Life 48 MonthsKms Per Annum Total 125,000Kms Per Annum Motorway 100,000Leasing Costs Per Month (i) 1,169.00 1,199.00 1,459.00 1,679.00 1,376.50Service & Repair Cost Per Month (i) € 375.95 315.00 256.00 394.00 335.24Leasing & Maintenance Costs Per Month (i) € 1,544.95 1,514.00 1,703.00 2,073.00 1,708.74Tyres Per Month (ii) € 56.25Diesel Consumption (l/100 km) 34.9 34.9 33.8 35.6 34.8

AdBlue Consumption (l/100 km) 2.1 1.8 1.4 1.1 1.6Motorway Toll (Germany Only) € 15.50Diesel Price at ETC Date € 1.26AdBlue Price at ETC Date € 0.60Fixed Costs per Day (iii) € 110.27 108.73 118.18 136.68 118.46Fixed Costs per Km € 21.2 20.9 22.7 26.2 22.7

Variable Costs per Km € 58.2 58.0 56.4 58.5 57.8Fixed and Variable Costs per Km € 79.4 78.9 79.1 84.8 80.5

Fixed and Variable Costs per T/Km € 3.2 3.2 3.2 3.4 3.3

34 FLEETTRANSPORT | NOV 12 Text: Howard Knott - howard@fl eet.ie

REPORT 111

I n the preliminary remarks to his opening address to the third annual Road Safety Authority (RSA) Academic Road Safety Lecture, Transport Minister, Leo

Varadkar T.D. sought to combine his personal experience as an active General Practitioner prior to taking on his present role with some of his current issues. He spoke, in particular, about the diffi culties that doctors face when asked for certifi cates that are required for driving licence renewal for older people. As the number of older drivers increase, and more and more live separate from children or other relatives and away from decent public transport, the doctor’s dilemma in weighing up the advantages of continued freedom of mobility against the risks of accident becomes ever more diffi cult.

In his contribution to the discussion, Professor Desmond O’Neill, Director of the National Offi ce for Traffi c Medicine took up this issue, one that was also highlighted by the RSA, of developing medical fi tness to drive guidelines so that medical professionals and drivers can bett er understand the potential risks associated with certain conditions and medications. Th e guidelines would not be about preventing people from driving, but promoting and prolonging safe driving by supporting medical practitioners and drivers in making decisions about their fi tness to drive. Professor O’Neill went on: “We are currently looking at International best practice to gain an insight into how best to address this issue in Ireland. A recent study conducted in Canada showed that road collisions decreased by 45% in cases where appropriate advice was given to drivers with medical conditions. Th e new guidelines that we are developing with the RSA will help to ensure that medical professionals and road-users are aware of the risks associated with certain conditions and treatments and how they should be managed in the context of safer driving”.

Professor Richard Maratt oli who is Associate Professor in Geriatric Medicine at Yale University also spoke to this theme at the event which was held on 8 October in the Royal College of Physicians building in Central Dublin which was att ended by about 150 people. While many of the att endance were involved in various aspects of medicine and more with road safety and training groups such as the Armed Forces, the Freight Transport Association, Cyclist's Groups and other were represented. Professor Marattoli brought the outcomes of very practical research carried out by his group. In doing the research on older drivers

they used groups of drivers that were in sheltered housing and similar schemes. Th is ensured more focus than would have been the case with drivers from family situations. His presentation carried the title, “Enhancing Older Driver Safety - Access, Intervene and Advise”. He outlined how no longer being able to drive can be detrimental to many older people and severely aff ect their mobility and independence.” He went on: “it is important to have a holistic view, how do we maintain out-of-home mobility while optimising safety? Older drivers are safe. Th e diffi cult part for clinicians is to identify those at increased risk and helping their transitions to driving less or not at all, and there is recent evidence for a number of interventions to help prolong safe driving.” Professor Marott oli went on to demonstrate that, contrary to popular opinion the 80+ year old driving group was extremely safe. In large measure this appeared to arise from the fact that this group was acutely conscious of the dangers that they face on the road and thus, tended to avoid driving in what are considered to be dangerous conditions, wet roads, at night, on busy motorways, etc. Th is kind of behaviour led him to the conclusion that the licensing of older drivers should be done on a more selective basis than the simple, “drive everywhere or drive nowhere approach that is presently in play. He suggested that the person in less than perfect health could be issued with a licence that forbad him from driving on motorways, for example.

Professor O’Neill, who chairs the recently established Royal College of Physicians of Ireland (RCPI)/RSA National Offi ce for Traffi c Medicine, said that an early priority for the offi ce has been the creation of fi tness to drive guidelines for medical professionals as well as the necessary training and support to enable the smooth and consistent implementation of these proposals. Guidelines relating to car and motorcycle drivers (known as Group 1 licence holders) are planned for issue before the end of 2012. Work in relation to Group 2 licence holders (trucks and buses) has commenced and the work should be complete by mid - 2013.

In the course of his formal address Minister Varadkar advised that some months ago he had asked the Medical Bureau of Road Safety to carry out research into the area of drug driving and roadside testing. He went on to say that he understands from the Gardai and other experts in the area that the incidence of drug driving is increasing on a year to year basis. He wants to move ahead as quickly as possible with measures that will detect and will deter drug driving. Th is would involve roadside impairment testing and if the Garda is concerned following these, further tests at the Garda Station.

Th e RSA took the opportunity to distribute a wide range of road safety literature and to talk with many of those att ending the event.

Gay Byrne, Chairman of the Road Safety Authority; Leo Varadkar TD, Minister for Transport, Tourism and Sport; Professor Richard A Marott oli MD, Associate Professor in Geriatric Medicine, Yale University School of Medicine and Professor Desmond O’Neill, MA, MD, FRCPI, AGSF, FRCP (Glasg), National Director for Traffi c Medicine RCPI/RSA.

Road Safety Authority (RSA) Annual Academic Road Safety Lecture• Minister and RSA focus on older drivers

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FUEL PRICE UPDATE (WEEK 43)


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

Albania ALL 193.00 205.00 191.00 Lithuania LTL 5.02 5.08 4.66

Andorra EUR 1.325 1.375 1.205 Luxemburg EUR 1.419 1.444 1.277

Austria EUR 1.505 1.672 1.452 Macedonia MKD 83.00 84.50 71.50

Belarus EUR 0.684 - 0.697 Moldova MDL 17.57 17.97 16.57

Belgium EUR 1.755 1.793 1.600 Montenegro EUR 1.430 1.460 1.380

Bosnia-Herzegovina BAM 2.50 2.60 2.55 Netherlands EUR 1.886 1.954 1.558

Bulgaria BGN 2.71 2.87 2.67 Norway NOK 15.11 15.51 14.05

Croatia HRK 10.77 11.17 10.11 Poland PLN 5.84 5.99 5.74

Czech Republic CZK 36.50 39.40 35.70 Portugal EUR 1.725 1.845 1.534

Denmark DKK 13.42 13.82 12.33 Romania RON 6.12 6.80 6.17

Estonia EUR 1.409 1.449 1.409 Russia RUB 31.06 34.50 30.97

Finland EUR 1.705 1.754 1.563 Serbia RSD 160.90 - 155.90

France EUR 1.577 1.629 1.426 Slovakia EUR 1.592 - 1.481

Georgia GEL 2.23 2.27 2.26 Slovenia EUR 1.570 1.590 1.440

Germany EUR 1.613 1.727 1.494 Spain EUR 1.500 1.620 1.440

Greece EUR 1.739 1.872 1.563 Sweden SEK 15.03 15.53 15.29

Hungary HUF 442.00 - 443.00 Switzerland CHF 1.851 1.890 1.951

Ireland EUR 1.699 - 1.579 Turkey TRY 4.90 4.99 4.28

Italy EUR 1.849 1.980 1.739 Ukraine UAH 11.00 12.45 9.75

Kosovo EUR 1.26 - 1.29 UK GBP 1.390 1.466 1.437

Latvia LVL 0.982 1.012 0.948 USA USD - - 1.096

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FLEETTRANSPORT | DEC 10/JAN 11 63

Volume 7, No. 4 Winter 2012

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

MARITIME 1 fl eetMaritime: IRISH SHIPPING & FREIGHT

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A s has been mentioned in the columns of ‘Fleet Maritime’ previously, the issue of availability of the empty containers that are

needed for the development of Irish exports is becoming more pressing. Th e Irish Maritime Development Offi ce, (IMDO) highlighted the issue in its “Transport Economist” document published in the Spring and this, together with many exporter's bad experiences in this matt er, has prompted the Irish Exporters Association (IEA), a number of Shipping Lines that operate on the short sea services, as well as others whose focus is on deep-sea, and Ports to look into the matt er and try to fi nd solutions.

During the summer the Port of Liverpool and the Scott ish Transport Development Body, Sestrans, became involved. In Scotland there is a specifi c issue with a rapid growth in worldwide demand for Scotch Whisky. Th is is best shipped in 20ft containers into which the cases can be packed tightly and the load made completely secure, but 20ft containers are few and far between. More recently the European Shippers Council (ESC) has become involved in the discussions.

Ever since the start of the container revolution in the 1960s, Irish exporters had enjoyed a situation in which the number of containers of all sorts and sizes coming into Irish Ports with imported goods signifi cantly outnumbered the demand for boxes for use in export cargo. Th is situation led to shipping lines being very keen to get cargo for as many boxes as possible and they off ered not only low door to door shipping rates, but also did not have to charge a container positioning fee. When the Celtic Tiger hit the wall in 2007 the number of laden containers, particularly from the Far East and other deep-sea markets, quickly dropped off . However, it was the closure of manufacturing at Dell Computers in Limerick that really tipped the balance. Dell had been bringing in over 70 boxes with components every week and this traffi c not only supported container services running into Cork, Waterford and, for a period, Foynes but also meant that a signifi cant range of containers was available to exporters south of a line running from Wicklow to Galway. In almost all cases the cost of haulage to Limerick and back to

local Port was already covered by the shipper of the import cargo, so that the extra cost of positioning to the Exporter was minimal.

A clear indication of the current problem is the case of one Line that is shipping each week on a vessel that has come from Benelux to Dublin before going on to Cork, carrying up to 60 empty containers from Dublin to Cork. Because these containers belong to other companies, the Line can earn reasonable revenue from this exercise but, of course, the issue is whether or not the Munster based exporter will pay all or part of this additional cost. Another case in point is a Line moving substantial volumes of its own containers on its vessel, from Dublin to Waterford to support regional exporters. A further reported case is the deep-sea Line whose Dublin offi ce was informed that it could not book any more cargo in 20ft containers to come into an Irish Port. If the importer really wanted the cargo shipped it would come in 40ft container adding substantially to the cost. Another curious fact is that a map of Britain and Ireland was divided with a line running from Bristol to the Humber Estuary; you fi nd that the current number of containers being

shipped into and out of Ireland together with Britain north of the line from deep-sea Ports was roughly in balance.

So, what solutions suggest themselves so far? One would be to operate the longest possible container train from Dublin Port to Cork. If the empty containers moving southbound can be combined with laden containers coming into Cork Port but with cargo destined for Dublin, then the cost could be competitive with shipping coastwise, and container fl ow could be much more regular. More might be done to exploit the

available capacity on feeder and Short Sea vessels that call to Liverpool before coming to Irish Ports and on vessels that call to Dublin before sailing with their own cargo for a Scott ish Port. In the US the body co-ordinating grain exports has developed a web based system that enables Shipping Lines to post the delivery locations and times for import cargo during the coming week. Th is enables the potential exporter to source the nearest containers and work around the availability date so as to minimise the transport cost. Some such system may be worth consideration here but work will also have to be done on the methods in which the Shipping Lines, who own the containers, impose substantial hand-over charges on merchants of forwarders that wish to do their own haulage. One other problem that is remarkably common is that the Exporters do not help themselves as, very oft en, situations arise that the side of the house that brings in components and other materials does not communicate with the export side. It quite oft en happens that a container from Shipping Line “X” is discharged and goes away empty, only to meet another one from the same Line coming into the

plant empty to pick up an export load. Even more common is the failure of the exporter to control the total shipping, either directly, or through his Freight Forwarder, by using the same Shipping Line for both imports and exports, and thus backloading incoming containers.

Th is empty container work is very much on-going and has been taken into the “best practice” work activity package of the EU backed Weastfl ows project. It is important that all views and opinions are heard and you are urged to come back to howard@fl eet.ie with any thoughts.

The empty container problem

36 FLEETMARITIME | WINTER 12

MARITIME 11

FLEETMARITIME | WINTER 12 37

IRISH SEA ROUTES


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SAt a Conference called by the EU

Commission that took place in Brussels in September, the Commission Vice-

President and Commissioner for Transport, Slim Kallas, set out a number of concerns that the Commission has in devising a Ports policy that allows Ports within the Community to compete and operate in a fair and effi cient way.

While the Commission and most organisations that were involved in the consultations on Ports policy felt that there would be overall trade growth in both freight and passenger movement through Ports, Commissioner Kallas said, “We have to ask where that likely growth and demand will leave European Ports in 15 to 20 years time. Ships are gett ing larger and more sophisticated. Ports face serious challenges in terms of productivity, investment needs, sustainability, human resources as well as integration with cities and regions. Th ey will have to adapt a great deal to cope with this extra pressure. We also saw from our consultation that not everybody agrees on whether our Ports are ready to face these challenges. Ports, and particularly the major core Ports in the trans-European transport network (TEN-T) are not just the concern of their local community, but their hinterland extends far into the rest of the

country. Th ey also oft en act as major gateways for the economies of the neighbouring countries as well ..... Today’s many bott lenecks are oft en due to low effi ciency and sometimes due to restrictive labour and other non-competitive regimes within the Port. It is vitally important that Ports are able to compete effi ciently and globally against rival Ports. Th at means improving their rail access, connecting motorways, upgrading rivers and inland waterways that feed into Ports, just to name a few areas.”

He went on to say, “I believe that the time has come to establish a more coherent Ports policy and a real strategic vision for EU Ports. It is also time to give some legal certainty to Port operators and service providers, not least as incentives to att ract long-term investments.” Th e Commissioner spoke about the huge range of business models existing across the Community and the need to rationalise these so as to increase transparency and competition. He also spoke of the need for an examination of the issue of fi nancial transparency. Under today’s EU rules, many publicly owned Ports do not have to keep separate accounts between their economic activities. Th is makes it hard to follow the funding streams and ensure that there is no breach of State aid rules. He made it clear that public funding should not be used to distort Port

charges, which should be set out in a clear and non-discriminatory way.

While the Commissioner’s statement does not, of itself, add up to an EU Ports policy, it is a fi rst indication of the direction in which things are going. Minister of Transport, Tourism and Sport, Leo Varadkar T.D. is expected to reveal his new Ports policy within the coming weeks and it will now be able to benchmark against the Commission’s view. It is also interesting to note the Commissioner’s reference to the TEN-T and “Core Ports”. At present, Dublin is the only Port on the island of Ireland that is a “Core Port”.

Cork based travel agency, Lee Travel has announced a

new co-operation agreement w it h Roya l Ca r ibbea n Cruise Line under which over 200 passengers will join Scandinavian cruises in Cork during the summer of 2013.

Lee Travel is a long-time supporter of the cruise industry and has offered a wide range of cruises, many to worldwide destinations, but also short voyages from, for example, Southampton to Cork designed to give potential cruise holidaymakers a taste of life on board the massive vessels. Speaking about the Norway cruise initiative, Lee Travel’s Managing Director, Declan O’Connell said, “We have been working on it since 2008 and there has been a lot of to-ing and fro-ing. We could see all these great cruise liners coming in but nobody could get

on board them. I am very confi dent that this will take off .”

Royal Caribbean is using their “Independence of the Seas” which has a crew of 1360 on board and capacity to host 4375 passengers for the Norwegian cruise. The itinerary includes the Norwegian West Coast as well as the capital, Oslo, before sailing to Zeebrugge and fi nishing the cruise at Southampton.

Plans are also afoot for the development of cruises operating out of Dublin and Cork where passengers will come from UK and even US cities to join the vessel at the Irish Port. Th e cruise business, both on board the larger vessels such as “Independence of the Seas” and the boutique liners that can call at small

Ports and anchorages, is developing rapidly despite the overall recession, and all Irish Ports report record fi gures for visitors to Ireland in 2012.

EU seeks to address Ports Policy

New deal for Irish Cruise passengers

Volume 5, No. 4 Winter 2010

38 FLEETMARITIME | WINTER 12

Recently appointed Line Representative for the Luxembourg based CLdN/Cobelfret, Gerry Cleary has advised

Fleet Maritime of recent changes to the schedules of the Line’s services to and from Dublin. Gerry Cleary is a veteran of forwarding and agency company IWT.

Th e new schedule off ers three sailing each week on the Zeebrugge/Dublin route with departures from the Belgian Port on Wednesday, Th ursday and Friday. Th e Th ursday sailing is operated by the Lo-Lo vessel, ‘Arx’, which calls to the River Seine Port of Radicatel en route to Dublin, the other two sailings are covered by the Company’s

large Con-Ro vessels. Two vessels sail from Dublin on Sunday evening while the third sails late on Tuesday reaching Zeebrugge on Th ursday aft ernoon.

Th e Rott erdam service operates twice weekly in each direction with sailings from Rott erdam on Tuesday and Friday evenings, arriving in Dublin on Th ursday and Sunday respectively. Th e Th ursday evening arrival vessel sails from Dublin at noon on Friday, arriving, Rott erdam on Sunday while the other vessel turns round in Dublin on Sunday, reaching the Dutch Port on Tuesday morning.

Th e ‘Arx’ sails from Radicatel with French originating cargo late on Friday evening reaching Dublin on Sunday morning. Sailing time from Dublin to Radicatel is long, leaving Sunday night and reaching Radicatel Friday, noon.

Public consultation on BIM’s planned salmon fi sh farm to be built in Galway Bay close to the Aran Islands has just

commenced. Jason Whooley, BIM’s CEO has said that the farm at full production should have an annual output of 15,000 tonnes and would in one step double Ireland’s farm salmon production. He expects full output to be reached within six years.

Th e promoters have indicated that Rossaveal is the most likely port through which service

vessels would operate and that transport and allied service would account for up to 100 jobs. BIM will not operate the farm itself but will licence a qualifi ed operator to do so for a licence period. Th is means that the Irish State will retain control of the asset that is the fi sh farm and be in a position to ensure that all quality standards both in operation and in the output are met.

Irish farmed salmon, both whole and processed is mainly an export product and the additional output from the new fi sh farm will provide

welcome extra traffi c for reefer trailer operators running to Europe and to airfreight out of Shannon.

In the same week that this Public Consultation was announced the decision was publicly announced that Galway would not be bidding to host a stopover of the next Volvo Ocean Race. Th is news came despite the huge success both on and off the water of the race fi nale in Galway in July.

DFDS and Louis Dreyfus Armateurs (LDA) have completed a joint venture agreement and formed a

new company combining DFDS’ existing Channel operations and LD Lines’ ferry operations. DFDS will own 82% of the new Company and the Company expects that the new venture will add around €12 million to their fourth quarter revenue in 2012.

The new Company combines the existing DFDS routes out of Dover to Calais and to Dunkirk with the LD Lines Portsmouth/Le Havre and Newhaven/Dieppe routes in the

English Channel. It will also take over the LD Lines Marseille/Tunis route. Th e LD Lines route linking Nantes and Gijon on the North Spanish Coast has not been included in the joint venture; it is currently in receipt of European subvention under the Marco Polo scheme as it seeks to divert truck traffi c away from congested Trans Pyrenees routes onto the ferry.

DFDS Seaways recently appointed Declan Cleary to the new post of Sales Manager, Ireland. Declan comes to the Line with years of experience with P & O Ferries and Norfolk Lines as well as having had a spell with transport operator, Caff rey International. His role is to market the full suite of DFDS Ro-Ro services covering the North Sea, Baltic and the cross-channel and other new routes. At present DFDS do not have any Ro-Ro connections to Irish Ports so routes all traffi c is landbridged across Britain.

An indication of the ever tougher business environment on English Channel route is the recent industrial diffi culties that stopped Britt any Ferries’ services for ten days. Unions within the Company are very concerned about

the scale of planned job losses and reductions in overall income as the Line struggles in competition on all of its routes. Th e arrival of the Eurotunnel backed, ‘My Ferry’ on the Dover Strait will further add to this pressure. Industrial unrest has also spread to the Port of Le Havre, France’s second largest container shipping Port. Trade Unions fear that the Socialist Government’s eff orts to plug a €37 billion hole in the public fi nances will lead to more job cuts. Ferry services to Portsmouth have not been aff ected by this strike action.

MARITIME 111

EUROPEAN ROUTES


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CLdN/Cobelfret re-schedules Irish services

DFDS/Louis Dreyfus Armateurs agreement completed

BIM begins Public Consultation on huge fi sh farm

MARITIME 1V

FLEETMARITIME | WINTER 12 39


www.derrybros.com

AN ESSENTIAL PART OF YOUR TEAM


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SLiebherr Container Cranes

has secured an order for one of the largest Ship-to-

shore container cranes ever built from DP World, the operator of the Container Terminal at Melbourne Port, Australia. Th e crane’s outreach will be 50 metres enabling loading or discharge of two containers at a time and these can be delivered 25 metres onto the quayside.

Speak ing at the announcement of the sale, Pat O’Leary, Liebherr’s Managing Director said: “Liebherr ship-to-shore cranes can be found throughout Australasia and South-East Asia, particularly New Zealand and the Philippines and we are thrilled to be back in Australia. In 2010 we supplied DP World in Manila with two ship-to-shore cranes and we welcome the opportunity to

extend our presence in the region by supplying a Liebherr Post-Panamax crane to DP World at Melbourne, Australia’s largest container Port.”

He went on to say, "Liebherr Container Cranes have developed a reputation for reliability, longevity, productivity and low lifetime costs because that is essential in today’s Port."

Another recent major sales success for the Kerry based Liebherr was the order for a straddle carrier that can stack containers three high from Peel Ports at Liverpool. Th e unit chosen also provides extendable twin-lift spreader capacity.

Liebherr Cranes are shipped from the Killarney plant in pieces up to 50 metres long, by road to Fenit, from where they are shipped to destination Port by chartered vessel. Th e charters are arranged and loading supervised

by Burke Shipping.

Over 100 German shipping based investment funds have shut down as the long-simmering crisis in

global container shipping comes to a head and Consultants fear that a further 800 such funds may follow suit. Th e basic problem is that the funds purchased ships when the markets were booming and now many of the vessels are laid up or operating at a serious loss.

Clarkson’s Shipping Intelligence Weekly explained the issue, “As pressure builds, owners are forced to lay up ships and, with no cash fl ow, they can’t pay their bankers. As their ships are forced onto the market, prices spiral down. Well heeled companies snap up the good ones

and the rest go for scrap.”

Th e odd twist to the story is that Greek Ship-owners are the ones quietly snapping up the bargains from distressed German companies. Industry paper, Lloyds list added, “Th e Greeks are sitt ing on a pile of cash. Th ey are in their own special cocoon completely removed from Greece’s political troubles. Th ey played their cards really well during the boom, selling ships for a profi t at the top of the cycle and they are now buying them back at a fraction of the price.”

One consultant looking at the issue reports that German shipping experts say that two thirds of

the country’s marine fl eet is in fi nancial distress. If the crisis drags on much longer, the Greeks may leapfrog ahead to become world leaders in container shipping. Th e irony of prudent Greeks cleaning up aft er a reckless debt spree by the Germans is not lost on anybody.

A further indication of the tight fi nancial situation of the worlds container shipping industry is the statistic that container leasing companies are expected to buy two thirds of the new containers ordered in 2012, well above the traditional levels of about 45% of world orders. Th e leasing companies are also fi nding very strong investment interest in containers from both public and private investors.

International Warehousing and Transport (IWT), which operates rail freight operations linking Ballina with Dublin

Port, estimated to save up to fi ve and a half million road kilometres and reduce CO2 emissions by up to 2,750 tonnes in 2012, has chosen Customs Matters, AEO designed soft ware which is branded “myCustoms” to look aft er its customs and trade requirements.

Derek D’Arcy, a Director at IWT said at the launch of the new agreement which took place at the Common User rail terminal in Dublin Port, “As an AEO company we are always innovating and our rail service is testament to this. We are

committ ed to using best in class soft ware to ensure effi ciency and compliance.” myCustoms soft ware reduces carbon footprint for all those involved in international trade by eliminating paper in the customs clearance process, its platform is ‘cloud hosted’ in an energy effi cient environment and allows customers in Ireland and in the UK complete all customs formalities on line.

Derek D’Arcy, IW T and Stephen Tracey, CEO, CustomsMatt ers.

Massive Killarney built Cranes for Melbourne

Greek Ship-owners come to the aid of German Banks

IWT’s green Crusade takes a further step forward

40 FLEETTRANSPORT | NOV 12 Text: Ailbe Burke

TECHNICAL

In this month’s issue Ailbe Burke looks at air induction systems of the compression ignition engine (diesel).

In order for a diesel engine to operate it needs two elements to provide for the combustion process. One is air and the other is fuel. When the two are combined under pressure in the piston cylinder at the right mixture and heat, the combustion takes place.

So how do the air and fuel fi nd their way into the engine? Well, years of research and development have brought this process a long way. Before the air is drawn into the engine cylinders it needs to be fi ltered so as to remove any impurities from the air. Th ese impurities include anything from leaves to minute particles of dust that could have potential to damage the cylinder pistons and bore. An example of an air fi lter can be seen in fi gure 1.

Most manufacturers would have scheduled replacement intervals for the air fi lters depending on the vehicle's use. For example a construction vehicle would need to replace the filter at shorter intervals than a truck trunking up and down motorways. Th is is because the construction truck is working in a dustier environment.

Aft er the air fi lter, the air is carried to the manifold, Figure 2, via a conduit or pipe that is designed to suit the application of the engine in the chassis. Th e manifold is bolted to the cylinder head or heads depending on the cylinder arrangement. Th is method of gett ing air into the engine is known as being naturally aspirated, i.e. the air enters the engine under atmospheric pressure or the weight of the air around us.

Due to environmental legislation on exhaust emissions there aren’t many large diesel engines today which are naturally aspirated. Th is is because atmospheric pressure isn’t enough to get the right amount of oxygen content in the cylinder to give effi cient burning of the fuel. Th e more air you can get into a cylinder the more oxygen content there is in the air to assist in the combustion process.

If some of you can remember the old car chasing movies of the 1970s/ 1980s where you might

have seen the driver turning on a gas canister and the car taking off like a fi ghter plane, that was because they were putt ing more oxygen into the inlet manifold rather than air. Th e combustion process needs the oxygen extracted from the air to provide the accelerant to the burning process of the fuel. So the more air we can get into the cylinder the more oxygen content there is.

Nitrous Oxide Systems Th e MAD MAX cars, seen in Fig. 3, used Nitrous Oxide based products. When nitrous oxide decomposes, a single mole will release 1/2 mole of oxygen gas, allowing an oxygen saturation of 33% to be reached. Air, which contains only 21% oxygen, permits a maximum saturation of only 21%. Th is oxygen combines with hydrocarbons such as gasoline, alcohol, and diesel fuel to produce carbon dioxide and water vapour, which expand and exert pressure on pistons. Nitrous oxide is stored as a liquid in tanks, but because of its low boiling point it vaporizes easily when released to atmosphere. When injected into an inlet manifold, this characteristic causes a reduction in air/fuel charge temperature with an associated increase in density, thereby increasing the cylinder’s volumetric effi ciency.

When Nitrous Oxide (NO2) breaks down in the engine’s combustion phase, the oxygen atoms are freed from their bond to the nitrogen atoms, contributing to the overall power increase.

Professional truck drivers today wouldn’t be expected to switch on and off the NO2 canister so other methods are used to get more oxygen into the inlet manifold. One of these methods is the Turbocharger, Figure 4.

Turbochargers work by being linked to the exhaust manifold in a way where the exhaust gas under pressure leaving the engine turns a turbine which has an opposite impeller which acts as a pump to pressurise air going into the inlet manifold. Th is has the added advantage of being able to supply the engine with more air when the engine is put under greater pressure to perform, i.e. going uphill or carrying heavy loads.

Because the air being pumped into the inlet manifold by the turbocharger comes close to the exhaust gas manifold heat expands the air reducing its oxygen content. Later developments in the turbocharging of engines have led to what we call intercooling Figure 5.

1 Compressor Inlet 2 Compressor Discharge 3 Charge air cooler (CAC) 4 Intake Valve 5 Exhaust Valve 6 Turbine Inlet 7 Turbine Discharge

Intercooling, or cooling of the air going into the inlet manifold, is done by placing a radiator which carries the turbocharged air through it, in front, beside or under the coolant radiator where the air can be cooled from the air stream passing through the vehicle as it is being driven. Th is cooling of the charged air condenses the air to give a greater volume entering the cylinder. Th e greater the volume the greater the oxygen content in the air. As the air entering the inlet manifold is pressurised by the turbocharger, there is only so much that can be used for the combustion process, therefore if the turbo pressure is more than required a waste valve is fi tt ed to dump the excess boost pressure, Figure 7. Some times this waste pressure is re-introduced to the exhaust pipe further downstream of the turbine. Th is tends to improve the turbine’s performance. On racing applications, this waste gated exhaust fl ow can be vented directly to atmosphere.

Information supplied by

Department of Mechanical &

Automobile Engineering,

Limerick Institute of Technology,

Moylish, Limerick.

Air Introduction Systems

Figure 1 K&N

Figure 3 Mad Max

Figure 5 GARRETT

Figure 4 GARRETT

Figure 6 GARRETT

Figure 7 GARRETT

Figure 2GM

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A ft er what seems like the longest and most hyped new truck launch in history, Volvo Truck’s new FH is fi nally with us. So aft er the dry ice

has dispersed, and the entertainers have gone to their next gig, what are we left with? Is the long awaited and much heralded FH as impressive as the launch suggests? ‘Fleet Transport’ travelled to Gothenburg, Sweden to fi nd out, and see what Volvo’s new FH has to off er when the entertainers have gone home.

Since the fi rst images of FH went viral, much of the debate has focused on the exterior design and front profi le. Beauty is certainly in the eye of the beholder, and though it may be wise to reserve judgement for a while, we must remember that in 1993 the original FH launch also created much debate as it was a similar departure from the previous F10/12 models. What we found from our time with new FH, was that aft er a while it becomes more familiar, and whether you like it or not - it suddenly makes the previous model look dated.

It is also a courageous step by Volvo to create something new. It is oft en said that modern cars look so alike it's impossible to tell then apart unless you see the badge. Yet when a manufacturer reveals a vehicle that is instantly recognisable, because it’s diff erent, the general public oft en slams them. Gett ing used to the styling changes may take time, but no doubt it will become as appealing as its predecessor, and FH series now challenges other manufacturers to sculpt something superior in their design studios.

Besides the exterior styling there are a number of other changes noticeable as you climb the steps. Th e cab is certainly brighter and appears more spacious, helped by light coloured fabrics and boosted by the natural light from the roof hatch. Drivers familiar with the current FH will feel at home immediately, as inside the truck is diff erent, but not radically so. Initially the beige interior may give the impression of blandness. However aft er a period the design features become more apparent, and the truck is far from bland, it’s just that the cab is cleaner and more refi ned.

Interior dimensions have been expanded overall by 1 m3, which has allowed for more storage, and increased the internal height to 171 cm for standard sleeper, and to 222 cm for Globetrott er XL. Cab Product Manager Steff an Wendeberg stated “the cabs are one size bigger, in that the new Globetrott er is the same size as the previous Globetrott er XL, and the standard sleeper is now the same as the previous Globetrott er.”

Improved seat travel caters for the taller driver, and importantly a new steering wheel tilt function greatly improves the range of adjustment. So all size and shape of drivers should easily fi nd a good seating position. While the seats are fi rst class, supportive and very comfortable, surprisingly there is no air dump switch, and to lower the seat fully means using the height adjuster.

Many of the changes to FH arose from extensive research with drivers at Truck-Stops throughout Europe. One item not changed was the decision to leave the I-Shift control att ached to the side of the seat, though it may be relocated in future updates. If so it would give more useable fl oor space, especially as the selector was moved further into the cab by 20 mm on a previous revamp. It also somewhat restricts access to one of the storage drawers, which slide out from under the new bed, which has been widened in the mid-section between the seats.

Th e addition of a roof hatch is welcome and fl oods the cab with natural daylight. However, the glass can only be covered manually, and we would like to see an electric switch allowing the driver to cover the hatch while on the move. A new Park Cool system removes the need for rooft op pods and greatly enhances in-cab living.

One major feature of FH is the improved visibility to the front and sides. Th e rearward view has also benefi ted from an enhanced mirror arrangement as the redesigned mirror assembly combined with a sleeker ‘A’ pillar signifi cantly help to reduce the blind-spot created by the mirror assembly itself. Other switches and controls have been regrouped on the slightly curved dash, and the engine brake and retarder stalk has been moved further away from the wiper controls. Volvo Trucks has managed

New Volvo FH

FIRST DRIVE

‘When the music stops, what’s really behind the dry ice and fl ashing lights?’

to group all the data displays available on a modern truck, into one convenient and easy to read unit, centred in the instrument cluster.

Th e new Volvo is an exceptionally calming truck to drive. It is comfortable and quiet and requires litt le eff ort from the driver. With an electric parking brake as standard you just press the accelerator and go, and FH delivers a sense that Volvo has got this one right.

FH has always been a comfortable truck, and the new model has taken comfort one-step further. Th e realigned rear anti-roll bar stiff ens the rear slightly giving a more positive feel, and other changes such as four-point engine mounting helps to reduce driveline stress and vibration. Th e much-highlighted independent front suspension (IFS) is without doubt a breakthrough. It allows FH to come with rack and pinion steering, and there is a noticeable improvement in roadholding and stability. However while IFS is a positive improvement there is a cost, and time will tell if operators are willing to pay extra. For the Irish market there is litt le option as IFS is not available for RHD. Although this may change at some point it will not happen in the near future.

Currently a total of eight power outputs from 420 to 750hp are available from the D13 or D16 engines. Th e superb I-Shift 12 speed transmission is standard across the range, and Volvo is claiming a 10% fuel saving with FH. In addition, Autumn 2013 will see the introduction of a complete new driveline named I-Torque, which promises further savings on fuel as we move towards Euro 6.

For the Euro 6 compliant D13K460 engine, Volvo employs SCR, EGR and has installed a Diesel Particulate Filter (DPF). Th e DPF regenerates automatically with intervals dependant on operating cycle, though the driver can postpone regeneration if the time or place is not suitable - for example, when boarding a ferry. Servicing of the DPF is required every second year or 300,000 kms, and should remain trouble free for that period.

FH is loaded with many new features, one of which is the fuel saving system ‘I-See.’ Th e I-See programme uses GPS to gather relevant information about a route the fi rst time the truck drives it. Th e information is stored in the trucks memory, and when the truck runs the same route again, I-See will optimise the driveline to use the least amount of fuel needed. Up to 5,000 kilometres of road can be held in the memory, which deletes the least frequently travelled hill if the memory becomes full. Another is the Telematics Gateway programme, which ensures that ‘Volvo Action Service’ (VAS) is always on hand to keep the truck on the road 100% of the time.

As one would expect from Volvo, FH comes with an array of active and passive safety features as standard, as well as additional options available to fi t out your FH with the latest safety systems and all manner of home comforts.

Now that the dry ice has disappeared, its time to get back to work. From our fi rst drive in this long awaited truck, it looks like the new FH Volvo has just clocked on, and is ready for the long haul.

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | NOV 12 43

FIRST DRIVE

Some of the New Features of Volvo FHGlass sunroof / escape hatch Increased interior space by 1m3Steering wheel tilt function Electric Parking BrakeImproved visibility and mirrors Improved seat adjustmentIncreased 300 litres storage space Park Cool to for rest periodsI-See & I-Cruise fuel saving systems New I-Torque Driveline in autumn 2013Wider bunk with reclining facility Single 900 litre fuel tank availableTelematics Gateway Safer access and egressImproved stability and road holding Improved onboard readout display

W ith tyre prices up a massive 3 0 percent on last year, some operators may be tempted to take some cheap rubber. Smart move? Ian Norwell went to Michelin’s Research Centre in France for Fleet Transport to fi nd out.

With tyres literally being your only grip on reality, it doesn’t make a lot of sense to buy a €100,000 truck, and then sheepishly sign off an invoice for some bargain oriental rubber when the OE fi ts have worn out. Th e safety element is well understood, but the fuel economy gains of a premium LRR (Low Rolling Resistance) tyre are now att racting more att ention than ever. Michelin claims that in one year, its X Line Multiway tyres will save €1,000 per truck, two-thirds from the fuel saved, and one-third from longer life.

TestingMichelin’s massive facility in the Auvergne keeps most of its 6,000 worldwide R&D employees busy. Experts in tribology, metallurgy and chemistry use a variety of tyre torture chambers, and 19 separate test tracks to develop new tyres for prett y much anything that has a wheel. Ian Norwell joined a press party to look at Michelin’s X Line Multiway 3D truck tyre. What’s new about it and why is it bett er? Th e short answer is three improved tread designs, a lighter energy fl ex casing, and extended wear limits. Th e detailed technology buried in their complex sipes (tyre grooves and irrigation holes, as distinct from tread patt ern) is a black art that would fi ll a few pages alone. Michelin refers to its search for ‘total performance‘ and it’s a bit more than marketing-speak. Balancing optimum grip with long service life is a tough

call in the fi rst place. A nice hard compound will go that extra distance, but what if the wet grip is below par? Add the economy element of LRR, and it’s like playing three-dimensional snooker.

Demonstrations A picture is worth a thousand words, and a live demonstration many more. To show simple straight line grip, Michelin took a pair of 18-tonne Scanias, one was shod with a premium competitor - for demonstrations it randomly rotates between three - and the other had Michelin’s X Line Multiway 3D tyres. In line with its goal of testing against the ‘real world’, Michelin use planed, 60% worn and 6% under-infl ated tyres. Th e straight-line wet surface full-pressure stop from 42kp/h brought the X Line-shod Scania to a halt in a litt le over 45 metres. Standing trackside, it looked slow - these tests always too - but the driver’s boot was fully planted on the brake pedal. Slower still, by a frightening 11 metres, was the truck fi tt ed with the premium competitor’s tyres. We saw the brand and it was a good quality tyre. Th e surface was worn tarmac and fl ooded with water, and braking distances were measured by Racelogic’s V-Box GPS system, as accurate as it gets. Th e second demo centred on trailer tyres and replicated a motorway departure curve. With two Volvo tractor-trailers circulating on a wet, polished concrete circular track, identical except for its trailer tyres, the speed increased until the fi rst trailer began to break away. Apart from the admirable control of the demo driver who maintained the slide, rally-cross style, the point was made. Unsurprisingly, it was not the Michelins that failed fi rst.

Under-inflationTesting with mostly worn and under-infl ated tyres raised a few eyebrows at fi rst, not least because they were departing from their own recommended pressures. Th e test engineer said, “We are being pragmatic. It’s pointless running a test that does not refl ect reality, and tyres are part-worn for the vast bulk of their lives.” He added that Michelin conducted 320,000 customer visits in 2011 and the under-infl ation data came from there. Research has shown that a single 44 tonne 6x2 tractor and tri-axle trailer, with tyres only 10 per cent under-infl ated, will suff er a 1.5 per cent reduction in fuel effi ciency. We suggest that fl eet engineers who fi nd under-par pressures on a fl eet check, increase the frequency. It’s costing you money. Compulsory tyre pressure monitoring (TPM) is on the way from EU legislators for M1 vehicles, applying to new cars from 1/11/2014. As yet there is ‘no timetable‘ for TPM application to commercial vehicles, but the industry must consider itself on notice. Th e smart fl eet transport engineer will get it sorted now.

44 FLEETTRANSPORT | NOV 12 Text: Ian Norwell

Tyres: Are you

on the Case?

TYRES




an Aon company

Containers - Overweight & Over Here!COMMENT

W hen, a few months ago, we launched into a discussion about the whole issue of vehicle, or more accurately, laden vehicle weights, I had no idea that the subject would gain so much traction. When we started into this

we were looking at it from the perspective of the haulier picking up a trailer or container from an Irish Port and fi nding himself hauled in to the side of the road and being “done” for being overweight. Th ere was also the aspect of recent shipping accidents such as the “MSC Napoli” which fi nished up on an English beach and the cargo fi re aboard the “MSC Flaminia” in mid-Atlantic. In that case she did make it to a Port that would accept her, Wilhelmshaven, near Hamburg, and most of the cargo was safely discharged. In the case of the fi rst of these accidents the full report has been published and pointed a very sharp fi nger at the fact that many of the containers were much heavier than had been manifested. It did not seem unreasonable to think that, if the ship was shutt ling back and forth through the world’s oceans for a number of years with lots of overweight containers on board, her hull structure might suff er unplanned stresses and strains and, eventually crack up.

I was quite taken aback to read that, at a recent meeting of the International Maritime Organisation (IMO) at which a broad coalition of ship-owners, terminal operators and unions had teamed up to press for global rules aft er voluntary eff orts had failed to stamp out the practice of mis-declaration, the plans were kicked into touch by two prominent fl ag states, Panama and Cyprus. Th e agreement to which these countries objected was due to be signed off by the worldwide body next May and to be implemented by mid-2016. It requires gross container weights to be verifi ed prior to loading on ship. Such verifi cation could be achieved either through the shipper’s signed declaration of the container weight, or obtained by weighing the container, or by weighing all the contents of the container and adding the container tare weight to the weight of the contents. Th e agreement went on to say that if the shipper did not provide a signed verifi cation, the carrier and the terminal operator would have the option to weigh the container to obtain the verifi ed weight. Both Cyprus and Panama under whose fl ags a signifi cant proportion of the global container carrying vessel fl eet operate, while saying that they were not against the rules as draft ed want more time to consider related issues – why does this make you think of much more local debates here between the hospital Consultants and the HSE? - and have, eff ectively put the whole process back by at least a year. Th e US and others complained that all issues raised by the two countries were well known and had been planned to be dealt with before the 2016 deadline. Nowhere in the reports of these discussions is there a clear explanation why there is such a reluctance to grasp this safety nett le.

Moving rapidly on, did you see the reports during the summer of studies being made on the issue of traffi c congestion on the M50 running around Dublin? Th e piece that really stopped me in my tracks was the statement that “by using tolls to manage traffi c demand, future capital spending requirements can be deferred or eliminated”. Th e same report also concluded that tolling should be looked at from a revenue generation perspective and that multi-point tolling on the M50 could yield between €32 million and €60 million a year in additional revenue aft er operating costs and taxes were deducted.

It seems that this has become a live issue as traffi c levels on the route reached 110,000 vehicles a day during the month of May. At fi rst glance this should not be a problem, aft er all the huge, very expensive and very much aft er the event re-development of the motorway was stated to increase the capacity of the route to 160,000 vehicles a day. Th e problem seems to be that this 160,000 fi gure is a fi ction. Th ere are points on the route at which traffi c levels are already 120,000 and that this is at or very close to the capacity of junctions including those linking with the M7, the M4 and the M11. One of the recent AECOM report proposals is to solve this by curbing the fl ow of vehicles onto the M50 from the M1, M3, M4, M7 and M11.

Th e cynic might say that, for the moment, the more hare-brained of these proposals may be held at bay while the Transport Minister happens to be the T.D. through whose constituency the route runs. But what

really gets to me is that nowhere in the proposals is there any recognition that effi cient Motorways along which traffi c fl ows smoothly are absolutely crucial to the manufacturing companies, hoteliers and others if they are to increase their activity and get Ireland Inc out of the economic pit.

Next month, we had really bett er get into this UK Government plan for a UK £1000 a year charge for foreign hauliers to use their roads. What are the Administrations in both Northern Ireland and the Republic doing to ensure that Irish hauliers are competitive?

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

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48 FLEETTRANSPORT | NOV 12 Text: Sean Murtagh - sean@fl eet.ie

A s a child in primary school there were some subjects that really got my attention. History was one and the Great Famine. I could not

understand the concept of not having enough food and then dying from it. By the time I got to secondary school, I was curious as to how the Famine was allowed to continue to the extent that a couple of million people lost their lives. How could a Government, even though it was London based, allow a section of its people starve when the majority thrived. Are we in a similar situation now? Is our now Dublin based Government ignoring a big percentage of the problem in their time of need? How will history record the events of this time in years to come? Historians in the future may conclude that the Government was not very consistent in the way it dealt with diff erent sectors. Public sector workers, some would argue, are still cushioned from the extremes of the recession in comparison to their private sector colleagues.

Also there is a question of how State companies have still got a litt le more support than private companies. You could argue that the banks enjoy the same type of State protection now. Largely because we, the tax payers, own them.

Let me bring all of this into a transport context now. Two events that happened earlier this year should make people wonder about the inconsistencies in the way the Government treat public sector bodies and transport companies. An Post has for the past

two years been missing its overnight delivery targets. ComReg the body charged with regulating the postal sector started Court proceedings against An Post and the likelihood is that a substantial fi ne, possibly €5 million, would be imposed. Along comes Communications Minister Pat Rabbitt e TD, and warns the Regulator of the danger of imposing such a fi ne on the State postal service. Now move forward a few months and we had the closure of Target Express. ‘Target’ as they were referred to in the market was a well - run company.

It is not exactly clear what brought down Target but what did not help was a very competitive environment in the parcel sector. At the time of the collapse the company owners were pleading with various Government Departments and State Agencies for a little breathing room and latitude, but to no avail.

Does the Coalition Government regard State employees on a diff erent level than those employed in the public sector? In the same way by their actions it seems it is okay for the private sector to slug it out to let the fittest survive while allowing a moat be built around State

companies.

Benchmarking when introduced by the last Government was heralded as giving equality to all workers. Maybe it is time to re-calibrate equality.

Finally one of the images that remain in my mind from learning about the history of the Famine was that of a boat load of food being sent to Ireland every week to feed the hungry. Only problem was that for every one that came in, rich landlords and merchants were exporting eight boats out. It seems the only diff erence at the moment is that these ships are carrying money. Who said history does not repeat itself?

History repeating itself?OPINION

View from the Operators Desk by Sean Murtagh

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

FINANCE

Business Survival - The Keys to SuccessHere are eight business strategies for survival and success in the most diffi cult trading period of any business:

Clear Financial Plan1. Clear Financial Information to produce Plan2. Self and Staff Motivation3. Ability to change4. Ability to learn5. Ability to Manage6. Ability to review and alter strategy7. Ability to market and represent your business8.

B usinesses that have a clear fi nancial plan that is detailed for the current year and next fi nancial year, along with a total fi ve year investment/return strategy have a clear advantage over businesses that have not assessed fi nancially the future

direction of the business. Every fi nancial institution is now looking for up-to-date current fi nancial information along with detailed projections going forward. Preparing fi nancial projections in a changing market means that assumptions that make up the fi gures have to be reviewed regularly, and the business has to evaluate these assumptions both operationally and fi nancially on an ongoing basis.

Businesses that produce detailed and accurate monthly and quarterly fi nancial reports and have all fi nancial and administrative functions up-to-date have a clear advantage when information is sought to produce fi nancial plans. Th e day-to-day link of profi t and loss and cash fl ow forecasts is crucial to demonstrate to banks that the business can survive. Clear information on the profi tability of each sector of business and how margins can be improved by concentrating on business, that does not increase fi xed costs but “sweats” assets, is vitally important in an industry where margins are low.

Successful businesses are run and managed by highly motivated owners. A poor manager can do well in a good business, but even a good manager can struggle to survive in a diffi cult business such as Irish road haulage. Th ere are basically two types of management, top down or bott om up, and both can be successful. Th e fi rst is where the owner/manager runs the business like a dictatorship, staff have clear roles and deviation from the standard is not accepted. Th is works very well when the owner is present, staff are comfortable to do as requested but at the end of the day staff will not input anything to the business to develop it and when the owner is not present productivity falls. Type two is bott om up whereby all staff have input, normally common uniform, regular social gatherings, genuine “big family” feel to business. Th e problem with this model is that businesses need a boss, and when diffi cult decisions must be made by way of wage rates, staff cuts, and more productivity, this can be a more diffi cult process the closer you are to staff .

Most staff do not like change, in fact they will make change diffi cult, but if a business is not annually reassessing all aspects of its business the tide will come in and wash over you. In transport it is important to focus on core skills when looking at change. Taking on new sectors in the current climate that you do not have knowledge or expertise of operational and fi nancial assets that suit this business is incorrect. Reassessing sectors that you previously operated in may be far more benefi cial. If you are asked where will your transport business be in fi ve years time an answer that confi rms its profi table existence but with an open mind regarding new sectors of work is the most appropriate.

Looking at profi table businesses the ability of owners and staff to continuously learn is vitally important. It may be the implementation of new technology, additional professional qualifi cations to keep the business ahead of the market, or it may be a structured regime in the business that key staff keep abreast of business and operational advancements though trade press and seminars. All are key factors in how the business places itself to make profi t. Continuous learning is mandatory so as to keep ideas and processes fresh and relevant.

Irish transport owners have a fantastic work ethic, probably the greatest work ethic of any profession, brought about by the requirement for survival, but those with the best technical ability very oft en are poor at people and business management. Good managers create a structure that will give a quality service and a margin, they can manage any type of business because the fundamentals are the same, they do not possess all the expertise but know the standards required from staff that carry out that function. Th e majority of Managing Directors in manufacturing businesses are Accountants, they possess litt le technical expertise and litt le passion for the product but concentrate on business development and margin.

Most transport fi rms are family owned and family run and changing a strategy that may have been handed down from the last generation or is in the process of being handed on to the next generation is diffi cult. Making a decision and sticking with it is a honourable course of action, but external forces may not always allow this and one's ability to alter a strategy having reviewed its implementation and admit it is wrong is crucial.

It's accurate to state that many of Ireland's best transport fi rms have litt le market presence outside their immediate customer base. Business expansion has been a slow but steady process of development as their key customers have developed and litt le is known of the business or its owner outside their local area or the industry in general. Th e ability of the business or owner to represent itself and its services are crucial to att ract new customers. Th e image of the business is not the fl ash vehicles on the road. Clean and well branded units are important, but linking 50,000 square feet of moving billboard (over an acre) with the services and quality image your business wants to promote is vital to build a brand image and set the business apart. Branding, marketing and promotion does not create standards but it does mean that a higher margin can be gained for work.

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C urrently, in the Republic, there is no power to impound vehicles, although there is an intention to introduce this power in proposed

legislation. One reason for this may be that experience has shown that one of the most effective weapons in the armoury of Enforcement Agencies in the UK is the right to impound a vehicle.

Th is right is provided by the Goods Vehicles (Enforcement of Powers) Regulations 2001 Regulation 3.1 which provides that where a vehicle is found to be operating for the carriage of goods for hire and reward in the UK without the benefi t of an Operator’s License, it may be impounded.

Clearly, in the UK, operators from other Member States of the EC will be unlikely to have an UK Operator’s License (an ‘O’ licence) and, for that reason, unless the vehicle can be shown to be being used in circumstances that exempt it from the need to have a relevant ‘O’ licence it might well be impounded if it is stopped at a roadside check or otherwise brought to the att ention of Th e Vehicle Operator and Services Agency (VOSA).

A vehicle engaged in an International journey, that is to say a journey from one Member State to another, is exempt from the need to have a UK Operator’s Licence and, at fi rst sight, that might seem to include a journey in the UK when an articulated vehicle is coupled to a trailer that has travelled from the Republic of Ireland. As a matt er of law, however, an unaccompanied trailer cannot make an international journey. Th is means that an Irish vehicle collecting a trailer that has travelled from Ireland at a UK ferry Port will not be engaged in an international journey, and so the exemption will not be applied.

A second exemption applies when a foreign vehicle, which is in the country on a temporary basis, is carrying goods for Hire and Reward in the UK is engaged in a lawful Cabotage operation.

Th e defi nition of Cabotage is contained in Regulation (EC) No 1072/2009 which came into eff ect on the 4 December 2011.

To att ract this exemption once goods carried in the course of an incoming international carriage have been delivered the motor vehicle used for that international carriage may undertake a further three operations which would otherwise require the haulier to hold a domestic operator’s licence provided that the work is carried out with 7 days from the time that the incoming international journey was unloaded.

Th e only way to prove that work is being done within the Cabotage regulations is to produce the relevant documentation. Th ere was some uncertainty as to whether this meant that the driver of the vehicle as opposed to the haulier had to hold the documents but, in a recent case in the UK, the Court decided that the documents must be with the driver.

Th e necessary documents were listed in the October edition of Fleet Transport and, of course, are listed in Article 8 of Regulation 1072/2009.

There seems to be little doubt that these regulations afford some protection to the established domestic operators, perhaps when considering the impact of hauliers from Eastern

Europe, but, to be eff ective there must be adequate enforcement. Th e major problem for Irish operators derives from the fact that an unaccompanied trailer cannot be considered as making an International journey. Th is means that, where an Irish articulated vehicle has arrived in the UK with its trailer, it cannot then be used to move a trailer from a Ferry Port that has arrived unaccompanied and it is all too clear that the Enforcement Agencies in the UK are well aware of this.An application for the return of the impounded vehicle can be made within 21 days from the date on which the seizure of the vehicle is recorded in the London Gazett e. It is easier for practical purpose to treat the 21 day period as running from

the date of the seizure. Th e application must be made to the Traffi c Commissioner for the area in which the vehicle was seized, who will hold a public enquiry if this is asked for, but the application can be made in writing.

Th e application can be made on any one of four grounds. Th at, at the time the vehicle was detained the owner held a valid licence. Th at the vehicle was not being used in a manner that required an ‘O’ licence. Th at the owner did not know of the illegal use. Th at although the owner knew of the illegal use steps had been taken to prevent the use.

Although vehicles are from time to time released it is not easy to reclaim a vehicle once it has been detained and an operator should do everything possible to ensure that the vehicles are not at risk.

LEGAL

The right in the UK to impound vehicles

52 FLEETTRANSPORT | NOV 12 Text: Jonathan Lawton - jonathan@fl eet.ie

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UTILITY

Dates: 1 & 2 October 2012 Venue: Millbrook Proving Ground, Bedford, U.K.The Event: International Pick-Up Award 2013 - Appraisal DaysWeather: Dry, some sunshine but cool.

I n the heart of Bedfordshire is Millbrook Proving Ground, one of Europe’s development and demonstration locations for every type of vehicle, from

motorbikes to off -road vehicles. Th e custom built facility with its 700 acre expanse was therefore a most suitable venue to appraise the

six contenders for the International Pick-Up Award 2013. Organised by members of the International Van of the Year jury, and hosted by Commercial Motor Magazine through UK jury representative Andy Salter, two days of activity on and off -road was undertaken by jury members who travelled from all over Europe to come up with the winner of this prestigious prize for the second time.

From the line-up of nominees, great variety and levels of technology were at hand from the Fiat Strada at the compact end to the Ford Ranger and Isuzu D-Max in the standard Double Cab category. Interesting entrants too were from Asia with the new SsangYong Korando Sports and Great Wall

Steed wearing the South Korean and Chinese fl ags respectively. While the Volkswagen Amarok, the reigning champion, returned even stronger with its 180 PS Bi TDI 4MOTION and new 8 speed automatic gearbox. Before any of us could put the vehicle through their paces on the Hill Route and Cross Country Circuit, a Driving Permit had to be obtained. Aft er a Safety Briefi ng, a drive through the various routes to be used by the 4x4s was undertaken followed by a writt en multiple choice questionnaire. Once issued, the Driving Permit at Millbrook is valid for three years.

In all 11 Pick-Up trucks were available to appraise and all were very much in demand by the eager adjudication panel.

Six Pick-Ups put through their paces Six Pick-Ups put through their paces at Millbrook to select winner of the at Millbrook to select winner of the International Pick-Up Award 2013International Pick-Up Award 2013

Fiat Strada Adventure Crew CabFiat Strada Adventure Crew Cab

Word on the nomination of the new Fiat Strada Adventure was warmly greeted, as it would be the fi rst time for many of the judging panel to experience the most successful Fiat

Professional product next to the Ducato. Last year Strada achieved 127,800 unit sales, which equated to 25% of the Fiat Auto Group’s commercial business. With the arrival of the Brazilian designed and built compact utility truck into EU market, buoyant demand was immediate in France, Germany, Sweden, Portugal and Greece. In its home country, Strada commands a 53% market share.

Francesco Russiello, Marketing Product Manager, Fiat Professional (UK) explained during the briefi ng sessions that the Strada “off ers customers a compact, cost saving Pick-Up that comes with a unique E-Locker (Electronic Locking Diff erential) system.” Th is generation comes in three body types – Short, Long and Crew Cab with trim levels – Working, Trekking and Adventure. Mr. Russiello also mentioned that the Strada features the latest in Euro 5 engine technology with the 1.3 litre MultiJet II boasting 95 PS @ 4000 rpm and 200 Nm of torque @ 1500 rpm. On the gravel track and Hill Route, the Fiat Adventure Crew Cab Pick-Up performed well with the E-Locker butt on pressed and engaged when required. On the tight ascents, more torque was required which led to the question of whether the fi tt ing of the 105 PS 1.6 litre MultiJet would be a good proposal. A bigger question was raised aft er all of us had a go in the cutest Pick-Up in the park – why, oh why, is the Strada not available in right hand drive?

The ContendersThe Contenders


UTILITY

Ford Ranger Double Cab Limited/WildtrakFord Ranger Double Cab Limited/Wildtrak

Two power options and two trim levels – Limited and Wildtrak were up for scrutiny from the Ford Ranger range. Th e fl agship 3.2 TDCi (200 PS) Wildtrak with its vibrant metallic orange

paint-job got a pasting when the 22 runs were completed on the Millbrook heartland. A good wash would bring it back to its best. As previously trialed and writt en about, the new Ranger is up there in the Premier League of Pick-Up trucks. Stephan Presser, Global Vehicle Engineering Manager (based in Cologne) paid a few compliments to the Ranger in that “it is tough, strong, capable and smart.” Th e same could be said about the customer base that it is promoting it to. A vehicle of this type has to last the pace and Stephan emphasised that

from the numerous stress tests carried out in extreme conditions that requirement will hold true.

Th e 2.2 litre 150 PS TDCi Limited, one step down from the Wildtrak was brought around the Hilly route and its torque control was excellent and the slightly stiff suspension sett ing lending itself well to grip tight road holding. It handled the shoulder bumps best of all too. Out in the wilds, the Wildtrak was very much at home. On the 35o descent, which got more slippery as the tests went on, its braking control was amazing with the driver left with nothing to do except steer. Gear ratios seem lower than the Isuzu, which meant use of the higher gears on the fl at grassy terrains. Ranger’s other claim to fame recently is the 5 Star Euro NCAP crash test rating it received, a fi rst for a Pick-Up truck. With Pick-Ups combining a business and leisure vehicle in one these days, that achievement is heartening and sets the standard for the segment.

Great Wall Steed Double Cab SGreat Wall Steed Double Cab S

Paul Hegarty, Manging Director, Great Wall Motor Distributors UK Ltd informed us on the 36 year history of the Chinese brand and its ambitious plans to become No. 1 producer of Sport

Utilities and Pick-Up trucks by 2015. “Great Wall is hugely ambitious to become a major player and aiming for 2 million unit sales by 2015,” he said. Market leader in China (with 25%) Great Wall has moved up 13 places into the Top 10 of automotive companies in the Chinese market and considering that there are 160 diff erent brands competing against each other over there, that is some achievement in 2 years. Four production plants are to be built with the Tianj facility alone covering 5,500 acres. “Unrivalled value for money, high levels of specifi cation and the opportunity for purchasers of used Pick-Ups to buy a new Steed are the USPs of the Great Wall product,” he said.

To the informed, the Steed Double Cab Pick-Up looks rather like a previous generation Isuzu D-Max and there is no doubt that the similarity is remarkable. Pity it doesn’t perform like one though. In recent times we have become used to and appreciate the advances of the investment in the developments made to modern day Pick-Ups, so while the established names in the business and the newcomers like Volkswagen have made great strides, this Chinese example has not progressed as well or as far …. as yet. Great Wall plans to introduce a Euro 5 variant of the 2.0 litre 143 PS diesel timed with the introduction of their H6 SUV early next year with the next generation Steed to follow suit coming with ESB – Electronic Stability Brake.

On both the Hilly Route and Off -Road Circuit the Steed was a litt le nervous in the former and found the going tough in the latt er. Engine power was enough if a litt le noisy but steering feel was seriously lacking. Brakes could be a litt le stiff er too. Turning circle was poor. 700,000 Steeds have been sold to date with customers fi nding the galvanised body panels, 6 year corrosion free warranty and low purchase price the big enticement. Th e Great Wall Steed has just been introduced into Ireland.

The Contenders


UTILITY

Isuzu D-MAX Double Cab YukonIsuzu D-MAX Double Cab Yukon

It is no surprise that sales orders for the all-new Isuzu D-Max have exceeded demand. “Litt le or no parts or panels are used from the outgoing model,” stated Paul Tunnicliff e, Managing Director,

Isuzu UK Ltd. “With the new 2.5 litre twin-turbo diesel engine which replaces the 3.0 litre used, similar horsepower of 163 hp is achieved with class leading torque values of 400 Nm,” he said. “Four wheel drive can be engaged on the fl y, and up to 3 tonnes can be towed,” he added. Cab choice includes Single, Extended and Double Cab with various trim levels from the basic utility version to the Yukon premium. In naming itself ‘Th e Pick-Up Professionals’, Mr. Tunnicliff e proudly stated that Isuzu knows the sector and its customers bett er than most. And with a more refi ned product, with enhanced looks and feel, allied to a competitive pricing package, Paul feels he is on a winner with the new

D-Max. Since 1975, fi ve generations of Pick-Ups have come from the Japanese brand and with 6 million sold globally, clearly demonstrates its presence in the marketplace. “Longer, wider and stronger, the new D-Max is class leading also when it comes to aerodynamics and extra rear leg room,” he added.

All jury members were clearly impressed with the latest D-Max around the two diffi cult courses chosen for the test drives around Millbrook. Th ey also liked the clever interior design with its many storage areas and cup holders.

Changes to the suspension with coil springs with gas fi lled double-action shock absorbers improve handling and driver comfort considerably. Engine response was excellent as was the torsion control on the steep descents. Its only downfall was its 4 Star rating on the Euro NCAP rating, 1 star less than the Ford Ranger.

SsangYong Korando Sports A200SSsangYong Korando Sports A200S

The most surprising of all the vehicles tested was the SsangYong Korando Sports, a Pick-Up that deceived to be fl att ered! Badged Actyon in some markets, the Korando name will be used in these

regions having sold a previous generation in the past. New Korando, based on a concept shown at the RA I Amsterdam last year, is the dawn of a new era for the Korean manufacturer following an injection of investment from Indian conglomerate Mihindua & Mahindra. As with the majority of automakers, the focus is on exports to emerging markets – particularly Russian and South Africa. Steve Gray, Marketing & Communications Director gave an interesting insight to what is the Pick-Up truck sector. “Not all Pick-Ups are the same,” he said.

Mr. Gray covered the many areas involved from dimensions, styling, capacity, dynamics, pricing, branding and distribution and then focussed on where the Korando Sports fi ts in. “Elegant styling – not macho, average

dimensions, outstanding NVH and excellent on and off -road handling are its main selling points,” he said and was modest in stating that the Double Cab Pick-Up off ers less payload and towing capacity than some of the others but compensates by high levels of standard specifi cation.

What was surprising about the Korando during the trials was that it was ‘fi t for purpose’ around both of the test routes. Unexpectedly the A200S Korando took to the challenge of the Hilly route bett er than most although the suspension sett ing did seem a bit soft on the Cross-Country section which included steep gradients and long gravel stretches, its low sett ing ensured good traction but one time through the deep gorges, the casing around the bott om part of the radiator was damaged.

Steering feel was slightly vague and the brakes could be stronger. Storage could be bett er too. Looked well with the canopy fi tt ed over the open load area.

Text: Jarlath Sweeney - editor@fl eet.ie Photos: Tom Lee FLEETTRANSPORT | NOV 12 57

UTILITY

InternationalPick-Up 2013

FIAT Strada

FORD Ranger

GREAT WALL Steed

ISUZU D-Max

SSANGYONG Korando Sports

VOLKSWAGEN Amarok

Make/Model Adventure Crew Cab Double Cab Wildtrak/Limited

Double Cab S Yukon Double Cab A200S Double Cab Highline Double Cab 4MOTION

Engine 1.3L MultiJet Diesel Euro 5

3.2L TDCi Euro 52.2L TDCi Euro 5

2.0L DOHC 16V Euro 4 CRDi UGT

2.5L CRDI Euro 5 2.0L e-XDiEuro 5

2.0L BiTDI Euro 5 Bluemotion

Power 95PS@4000 rpm 200PS@3000rpm150PS@3700rpm

143PS@4000rpm 163PS@3600rpm 155PS@4000rpm 180pg@4000rpm

Torque 200Nm@1500rpm 470Nm@1500-2750rpm375Nm@1500-2500rpm

305Nm@1800-2800rpm 400Nm@1400-2000rpm 360Nm@1500-2800rpm 420hp@1750rpm

Transmission 5-speed manual 6 speed manual 6-speed manual 6-speed manual 6-speed manual/automatic

8-speed auto

Drivetrain 2WDE-Locker Part-Time 4WD Part-Time 4WD Part-Time 4WD Part-Time 4WD Permanent 4WDSuspension Front: Independent

Rear: Leaf Springs Front: IndependentRear: Leaf Springs

Front: IndependentRear: Leaf Springs


Front: IndependentRear: Coil


Brakes Front: DiscRear: Drum

Front: Ventilated discRear: Drums

Front: Ventilated discsRear: drums

Front: DiscsRear: Drums

Discs all round Front: Ventilated discRear: Drums

Wheel/Tyres 15” 205/65 R15

18” 265/60 R1817” 265/60 R17

16” 235/70 R16

17” 255/65 R17

16” 255/25 R1618 255/60 R18 (EX)

18” 255/60 R18

Payload 630 kg 1336kg 1000kg 1072kg 643kg [630kg (Auto)] 1107kg

Wading Depth

300mm 800mm N/A 600mm 650mm 500mm

Turning Circle

11.3m 12.4m 13.5m 12.2m 10.9m 13.0m

Wheelbase 2753mm 3220mm 3050mm 3095mm 3060mm 3095mm

Length Overall

4457mm 5359mm 5040mm 5295mm 4990mm 5254mm

Height Overall

1631mm 1848mm 1730mm 1785mm 1790mm 1834mm

Width 1706mm 1850mm 1800mm 1865mm 1910mm 1954mmGround Clearance (min)

185mm 232mm 194mm 235mm 188mm 203mm

Load BayW/L/H

1082/1300/163mm 1549/1560/511mm 1380/1460/480mm 1552/1530/465mm 1275/1600/525mm 1555/1620/508mm

Kerb Weight 1285kg 2048/2073kg 1885kg 1978kg 2097/2110kg 2093kg

GV W 1915kg 3200kg 2885kg 3050kg 2740kg 3170kgTowing Capacity

1000kg 3350kg 2000kg 3000kg 2300kg 3200kg

Volkswagen Amarok Crew Cab BiTDIVolkswagen Amarok Crew Cab BiTDI

In the absence of the nominated Amarok Single Cab, Volkswagen Commercial Vehicles supplied the latest version of the Double Cab with its range topping 2.0 litre BiTDI 4MOTION with newly

developed 8 speed automatic transmission. Th is 180 PS BlueMotion unit replaces the 163 PS previously used and word from Millbrook was that the current standard 122PS TDI will be upped in power to 140 PS soon. In describing the latest Amarok, John Rawlings, Commercial Vehicle Press & PR Manager was keen to highlight these upgrades and the fact that the product is now built in Hanover, Germany for European markets.

“Th e towing limit increases from 2.8 tonne to 3.2 tonne for the new automatic and the Amarok now comes with preparations for the fi tt ing of a digital tachograph,” said John. “Th e tailgate is now lockable,” he added. On the new gearbox, he highlighted the wide ratios on the speed and that there is no need for an additional low range box in the system. In its original guise, the Amarok won the inaugural International Pick-Up Award following its high scoring aft er jury trials, hosted by Fleet Transport, held at Mondello Park, County Kildare two years ago. Looking splendid in pearlescent deep black at the start, the paintwork soon got dirty as the drivers got down to the nitt y gritt y. As on the previous occasion when put under pressure, the Amarok excelled both on the tarmac and on the loose. While out on the road, the stop/start technology helped to keep emissions and fuel consumption down while all the safety wizardry fi tt ed ensured long-life and good residual values, a trait that belongs to the German brand.

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

SOAPBOX

W ith Ireland’s forthcoming EU Presidency there is an opportunity to advance key issues for the Road Transport

Industry. To achieve on these, likeminded bodies need to meet to agree on matt ers of mutual concern and in turn seek to have our Transport Minister lead on these issues during the Presidency. Can I suggest that two such bodies are the Irish Road Haulage Association (IRHA) and Irish Exporters Association (IEA)? Th e agenda in many ways has been preset by the Report of the High Level Group on the Development of the EU Road Haulage Market. The Group, commissioned by the EU has identifi ed key issues that would fi nd agreement with both the IRHA and IEA. It is true that the Group's fi ndings did not fi nd a universal round of applause from various National associations but overall the following is a fair summary.

“In fact, it is the International Road Transport Union (IRU)’s fi rm belief – and I am sure this is a shared belief – that any EU growth objective cannot be successful without including the facilitation of an effi cient and competitive transport system, where commercial road transport today is and will remain a key driver of economic development,” Michael Nielsen, spokesman for the IRU concluded.

Th e foregoing is the IRU’s view of the Report of the Group and the “shared belief ” is I assume with the EU Commission? Th e High Level Group identifi ed four key issues as the obstacles to the creation of a “Single European Transport Area”; Driver Shortage, Enforcement Practices, Cabotage Practices and Lack of Innovations and Applications of Good Practice. Th e order in which the Group presents them highlights what are the diff ering priorities throughout the Union.

However taking them in the order they are presented what are Ireland’s interests?

Driver Shortage, there is an opportunity here to lobby for EU Financial Support for a Training Programme or Apprenticeship such as that suggested by IRHA President, Eoin Gavin of bringing younger people into the industry throughout Europe, but certainly here in Ireland, and we can take a lead in this. Demand for

drivers within the UK will present us with an employment opportunity in the next few years as their aging driver population retires rather than take the drivers CPC.

Enforcement Practices vary throughout the Union and drivers are oft en treated as though they were the worst of criminals for what are minor traffic infringements. They are seen universally as a source of revenue, witness the German prosecutions for non-OE (Original Equipment) fuel tanks on trucks and more recently that of an Irish truck which the Spanish Police on failing to fi nd anything obvious wrong with the truck noticed that it had new tyres fi tt ed to its drive axle. Th is led to the driver being fi ned €5,100 for not having had his tachograph recalibrated. Th ere is absolutely no reason for a fi ne of this nature to be imposed other than an opportunity to raise revenue from some “foreign” driver. It is a direct att ack on Freedom of Movement and is quite simply racially motivated. Th e rights of truck drivers engaged in European Haulage have been ignored in the raft of EU legislation to do with our industry, a Charter of Drivers Rights from our legislators is long overdue. Th is is an issue our Minister can and should raise as it directly impacts on Nations more dependent on cross border trade than the larger partners of the EU.

Cabotage Practices - so much has been writt en about what the British interpretation of Regulation 1072/2009 has cost the Irish haulier and exporter that surely we don’t need to remind the Minister of the need for its

rescinding in 2013? Th is is not only in line with the Expert Groups fi ndings, it is also in line with Commissioner Kallas’ original statement when he implemented 1072/2009, and he stated clearly that 1072/2009 was a “Temporary

Measure”. It was an “interference” of immense signifi cance for Ireland and the consequences of such an ill thought out response to the lobbying of the larger and richer member states should not have been accepted. Th at said the High Level Group has distinct proposals saying that the current situation is not fit for the EU’s purpose. Th ese proposals need to be studied and either agreed with, or alternative proposals put by the Minister during the Presidency.

Lack of Innovations and Applications of Good Practice - at fi rst glance in Ireland’s current economic situation would seem of no relevance, however I believe it is of major importance? Commissioner Kallas has recently been promoting the European Modular System (EMS) as a means of

increasing effi ciency whilst reducing emissions. We know the system has operated for many years in Scandinavia and under permit in Holland and Germany. Th at it will gain further acceptance is only a matt er of time. However for Ireland to avail of the EMS the primary route to Europe from Ireland is via the UK Landbridge. Th e UK is however not open to the EMS and in fact is going its own route to longer vehicles. Th is disenfranchisement of potential gain for Irish exporters needs urgent att ention from Europe, as it is another barrier being erected whilst the Commission is seeking to dismantle them.

Th e Drivers CPC is another area of concern, the course module time of seven hours of instruction is simply a bureaucratic mandate, not an educational requirement. Many are treating what can be of real worth with derision, other Nations interpretations should not be allowed. The Minister should seek to get Commission agreement to the revisiting of this lost opportunity.

Th e Presidency commences on 1 Jan 2013 and it presents the industry with an opportunity to work with our Minister for Transport for common cause. Th e Danish Presidency made good use of its time, let’s hope Ireland does as well.

Ireland’s Road Haulage Industry and the EU Presidency




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Continental Tyre Group Ireland, Clyde Lodge, 15 Clyde Road, Dublin 4, Tel. (01) 660 7633

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