fleet transport march 2013

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINEInside!

MARCH 13

€4.50STG £3.75

inc.V.A.T.

Mercedes-Benz Arocs 'ROCKS'Show Previews:

EXCLUSIVE REPORT: Arctic Van Test 2013 ON TEST: Isuzu F-SeriesIN

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The new Force in Construction

FLEETTRANSPORT | MAR 13 3

Extra time for TimoCom and Astra

The transport and logistics association Astre (Association des Transporteurs Européens) and TimoCom Soft- und Hardware GmbH, provider of the market-leading European freight and vehicle exchange TC Truck&Cargo, have decided to extend the cooperation by 18 months. The French association is hoping to continue to gain a foothold on the German market.

Astre’s network is the fi rst independent transport and logistics association in Europe, with its members covering a variety of part and full loads as well as smaller shipments.

For the transport business in particular, TimoCom’s freight and vehicle exchange comes in handy to the medium-sized freight forwarding companies and hauliers - and this has been the case since 2010.

contents MARCH 13 www.fl eet.ie

4 News• Volvo aims for No. 1 • RSA consultation request • Guide to Driving Eyecare • Weastfl ows initiative • Prize Scania for Gabriel Warde • Introducing K Kube fuel saver • CV Sales drop around EU • Revamp for Renault Kangoo

8 Green AgendaSiim Kallas, EU Transport Commissioner speaks

10 CoverRock-on Mercedes-Benz Arocs!

12 New FleetTrucks & Vans proudly wearing the 131 plates

14 Arctic Van TestExclusive Report and Photos direct from freezing Finland!

18 Fleeting ShotsDVD Review, FTAI event notice and info on new Merc Atego

20 TestFirst Irish Drive in the Isuzu F-Series

23 MilestoneRecounting the 85 years of Reynolds Logistics

28 Fuel Prices & Safety MattersKeeping pedestrians safe

30 Show Previews• CV Show 2013 • FPS Expo 2013 • Multimodal 2013 • ComTrans 13

33 TechnicalDiesel engines explained further

34 Times PastTribute to the Ford Transit

36 FinanceRestructure your business

37 LCV• Van offer from Celtic Link • Nissan NV200 Campervan • Daimler Dames go rallying

38 LegalNew Roadworthiness Act

39 OpinionHorse-sence/Bridge Strikes discussed

42 Trailer & Body BuilderNews from Krone, Thermoking and Gray & Adams

44 LogisticsNot just about the cost of fuel?

45 Shipping & FreightDetail on DFDS, CLdN Cargo, Shortsea 13 & Port Portals

46 CommentHoward Knott’s column

47 TechnicalDiesel engines explained – Part IV

48 WarehousingNew Facility in Thurles and IMHX 2013 Preview

50 SoapboxThe EU and Us!

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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, Nigel

Devenish, Joe Reynolds, Ailbe Burke

Photography: Jarlath Sweeney, Cathal Doyle, Paul

White, Rob Van Dieten, Howard Knott, Michael Corcoran,

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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.

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NEWS 1

4 FLEETTRANSPORT | MAR 13

Volvo Group set for Number 1 status

Free employers’ guide to driving eyecare

Volvo Group will become the world’s largest manufacturer of heavy-duty trucks following AB Volvo’s agreement

with the Chinese vehicle manufacturer Dongfeng Motor Group Company Limited (DFG) to acquire 45% of a new subsidiary of DFG, Dongfeng Commercial Vehicles (DFCV).

“Th is is a very exciting venture that will combine the best of two worlds, strengthening the positions of the Volvo Group and Dongfeng and off ering excellent opportunities to both parties,” says Volvo’s President and CEO Olof Persson. “Combining Dongfeng’s strong domestic position and know-how with the Volvo Group’s technological expertise and global presence will off er DFCV excellent potential for growth and profi tability in and outside China.”

Completion of the transaction is subject to certain conditions, including the approval of relevant

anti-trust agencies and Chinese Authorities. Th e purchase consideration amounts to RMB 5.6 billion (£569m). Th e transaction expected to take place within approximately 12 months.

Th e Volvo Group is the world’s third largest manufacturer of heavy-duty trucks with 180,000 units sold in 2011. Dongfeng was the second largest producer of heavy-duty trucks in 2011, with total

sales of 186,000 units, of which approximately 142,000 units were produced by the part of the company that will be included in DFCV.

“We are pursuing a clear strategy to achieve our vision of becoming the world leader in sustainable transport solutions. With this agreement in place, we take a crucial step toward reaching a number of our key strategic objectives such as size and growth in Asia.”

During 2012, the Chinese market for heavy-duty trucks totalled approximately 636,000 vehicles, while the corresponding fi gure for the medium-duty market was 290,000 vehicles. DFCV occupied a leading position in China in both the heavy-and medium-duty segments, with sales of 102,000 heavy-duty trucks and 45,500 medium-duty trucks, corresponding to market shares of 16.1% and 15.7%, respectively.

The Road Safety Authority (RSA) wishes to hear from all vehicle owners, road users, interest groups and members

of the public who may have views, advice or suggestions on how to ensure that any modifi cation carried out to a vehicle is fi t for purpose, roadworthy, environmentally acceptable and safe. Th e Public Consultation on Vehicle Modifi cations is part of the RSA’s eff orts to improve the standard and roadworthiness of Irish vehicles and the beginning of a review process being carried out on the subject of post registration vehicle modifi cations.

Vehicle modifi cations can range from simple cosmetic changes such as windscreen tinting, to major structural alterations such as lowering a cars suspension, converting a van into a mini-bus or adding an axle to a Heavy Goods Vehicle. A substandard modification can negatively impact a vehicle’s behaviour, posing a danger to the driver and other road users. Information gathered at roadside inspections has indicated

that many substandard vehicle modifi cations exist. Ireland currently has no system in place to control such activity. To tackle this issue, the RSA is proposing that preventative measures be introduced to better regulate vehicle modifi cations in this country and ultimately save lives. Th e RSA’s preferred method to achieve this looks at:

How vehicle modifi ers / owners would • be legally required to declare a vehicle

modifi cation to an appropriate authority (notify a vehicle alteration)Th e procedure that a modifi ed vehicle • would undergo to ensure a modifi cation is of an appropriate standard (modifi cation approval)Th e minimum technical standard which a • modifi cation would have to meet before it can be approved (appropriate standard)Th e penalties for a vehicle owner / driver • if an unapproved modifi ed vehicle is used on a public roadTh e control of the fi tment of unsafe vehicle • parts.

Th e consultation document can be viewed in the consultation section of the RSA’s website www.rsa.ie and the closing date for receipt of submissions is 20th March 2013.

Comments should be e-mai led to: [email protected] or posted to: Vehicle Standards Section, Road Safety Authority, Moy Valley Business Park, Primrose Hill, Ballina, County Mayo.

Specsavers Corporate Eyecare is off ering a Free Booklet 'Guide to Driving Eyecare' for employers. Th e guide explains the

responsibilities held by the employer for anyone who drives in the course of their work. It is a common misconception that driving laws apply to motorists only, and that the individual is responsible for ensuring he or she is fi t to drive. In fact, under Irish Health and Safety laws, when an employee drives for work purposes it becomes a joint responsibility and the driver comes under the employer’s Duty of Care. Th e Guide to Driving Eyecare clearly explains the employer’s responsibilities, along with research

regarding the related issues and statistics proving the increased risk for work related driving. It sets

out the actions that can be taken by employers to safeguard themselves and their employees and outlines the cost implications and savings. “Many employers are unaware that they are responsible for ensuring their drivers are fi t to drive in general and, specifi cally, that their eyesight is adequate. Our Guide sets out the facts regarding the risks, responsibilities and rewards, “ explained Dona McLaff erty, Corporate Account Manager for Specsavers Corporate Eyecare in the Republic of Ireland. For a free copy of Specsavers Corporate Eyecare’s Guide to Driving Eyecare call 0044 818 275 665 or email [email protected]

RSA launches Post Registration Vehicle Modifi cation Consultation

NEWS II


‘West and East Freight Flows - Weastfl ows’ is a new research project aimed at determining

how the Limerick-Shannon Gateway can be developed as a Sustainable Gateway for freight transport. Th e Mid-West Regional Authority (MWRA ), which is a partner in the EU co-funded project, has appointed Dublin-based Downey Hynes Partnership (DHP) to assist in implementation of the INTERREG IVB project which runs runs until December 2014, and aims to improve and enhance freight logistics in North West Europe.

Over the next 8 weeks, DHP will survey project partners in Scotland, England, Netherlands, Germany and France to determine how other European regions have successfully developed sustainable freight transport systems.

Th e MWRA has said it believes the Mid West’s location on the western periphery of Europe could result in the Region becoming a strategic freight logistics hub with direct connections to some of the world’s global logistics hubs. Liam Conneally, Director of the MWRA noted that

the Mid-West Region is strategically located on the West Coast of Ireland and is an important logistics hub in Ireland with the Shannon Estuary and Shannon International Airport. “Th e Limerick-Shannon Gateway is at the heart of the region and is an important contributor to the economic development of the region. Th rough our participation in the Weastfl ows project, the MWRA will work with the Irish Exporters Association and other partners to establish the Limerick-Shannon Gateway as a Sustainable Gateway, and improve links with the Seine

Gateway, the Liverpool-Manchester Gateway and the London-Th ames Gateway, among others. It is anticipated that the results of the project will feed into the regional planning processes.”

Howard Knott , Transport & Logistics Director at the Irish Exporters Association (IEA), and the Association’s representative on the Weastfl ows Steering Group, commented: “Th e Mid and South West Regions are becoming increasingly important in Ireland’s drive out of economic recession through export growth. Firms in sectors such as pharmaceuticals, healthcare products and agribusiness all have enormous potential to grow their activities in the region. A crucial factor in this endeavour is the development of world-class Freight Transport and Logistics services supporting these fi rms across the whole spectrum of Road, Rail, Sea and Air transport.”

“Th e developing co-operation with the Weastfl ows partners enables us to bring other experience to Irish issues while also addressing problems in Europe that make the Irish Export Supply Chain sub-optimal,” added Mr. Knott .

Loughrea, County Galway’s Gabriel Warde, recently crowned Scania Young European Truck

Driver of the Year 2012, was presented with the keys of a new Scania R500 V8 by Leo Varadkar TD, Minister for Transport, Tourism & Sport, which was the top prize in winning the pan-European competition held in Sweden.

At the presentation, Mr. Varadkar highlighted the importance of road safety for truck drivers. “Congratulations to Gabriel for coming fi rst out of 1,000 drivers from 24 European countries. He was the overall winner from a tough two-day series of tests on cargo securing, fi re and rescue, eco-driving and vehicle checks. Safety is of

paramount importance for hauliers, and in winning this award Gabriel has shown that Irish HGV operators have the capacity to achieve the highest of standards.”

Speaking at the handover, Joe Crann, Managing Director, Westward Scania, commented, “We are thrilled that the winner of the Scania Young Truck Driver Competition was an Irishman. We were confi dent that Gabriel was the number one driver when we brought him to Sweden for the competition. He kept a cool head throughout all the diff erent stages and his hard work paid off in the end.”

Pictured at the handover in Dublin were: Left to Right at Back: Leo Varadkar TD, Joe Crann; MD, Westward Scania, Laura

Warde; Gabriel Warde; Ciaran Cannon TD. At front: Cian Warde, Ethan Warde, Sheena Warde and Darren Warde.

You will be well aware that the quality of diesel fuel can have a major impact on the cost of running any fl eet of vehicles

and with fuel prices at an all-time high you need to be ever more vigilant in how your budget is managed. Luckily, help is at hand in the shape of a cube! A K Kube to be precise. Th e K Kube is a complete fuel additive system from NCH Ireland. Building on the already proven properties of K Gard, a market leading fuel additive, combined with a unique and eco-friendly delivery system, the K Kube ensures the right amount of additive is added every time. K Gard raises the cetane number of diesel by 6.0 to 10%; boosting engine performance

and improving combustion - leading to bett er ignition, improved fi rst fi re, decreased pressure on the engine and increased power. Other benefits of K Gard include the removal of contaminants and increased lubricity.

The four step K Kube solution not only includes the K Kube delivery system and K Gard fuel improver but also contains a Diesel Fuel biocide to control bacterial growth and fuel testing to spot diesel related problems before they impact your equipment. Studies have shown that even when you take into account the cost of the K Kube system, you can still achieve around a 5% saving in your fuel bills. When added to the additional benefi ts of improved engine life and reduced downtime can you aff ord not to take a look? To fi nd out how you could benefi t from K Kube contact NCH on 042 939 4444.

Mid West gets Sustainable Freight Transport Project

Are you ready to optimise your fuel?

Gabriel Warde gets his Prize Scania!

NEWS 111


EU Commercial vehicle registration drop 12.4% in 2012

Following on from the News Story from last month’s edition relating to the Irish HGV registrations for 2012, news from ACEA,

the association for Europe’s Commercial Vehicle manufacturers is not so positive. Th roughout 2012, the downward trend prevailed for sales of new Light Commercial Vehicles up to 3.5 tonnes. From January to December, a total of 1,695,173 new commercial vehicles were registered in the EU, that is 12.4% less than 2011. Th e UK and Germany, two of the EU’s biggest markets performed similarly, down 5.7% and 7.0% respectively. Countries such as Italy and Spain which have ongoing economic problems faced a more severe downturn recording a 26% and 33% drop in new CV registrations. France suff ered to a lesser extent (-10.3%).

Demand during December 2012 reached its lowest level since October 2009, down 23.4% again with the major markets showing the biggest decline.

In the Heavy Truck category (16 tonnes plus) the decrease was less severe. Overall, the decline was 9.4% in the EU 27 country region, with 214,086 new registrations.

Over in the UK the Commercial Vehicle industry is a litt le more positive. SMMT (Society of Motor Manufacturers) fi gures show a 6.4% market increase on 2011 to 45,700 units above 3.5 tonnes. Th is upturn has been delivered primarily by e-commerce business and large fl eet renewals. Sales of goods through the Internet has reached £60 billion equating to 13.2% of retail sales up 14% on 2011. During December alone, British households spent 375 million hours shopping on the ‘net’. As a result demand for 3.5 tonne light commercials remains strong at 63,300 units as it’s these type of vehicles that deliver the order to the door. Th is information and more was provided by Iveco at the 27th annual State of the Nation presentation. Marta Nappo (pictured above), Marketing Director said that in the light/medium truck weight classes of 7.5 tonnes to 18 tonnes, Iveco holds strong positions,

No. 2 and No. 1 respectively. Both these weight categories received a sales boost last year, bucking the trend from the previous year. W hile t he heav y duty trucks – multi-axle and tractor-units were marginally down in overall sales, Iveco’s performance in the tractor-unit segment is noteworthy – reporting a 27.4% growth rate. “With the Stralis, Iveco is a strong fl eet supplier,” she said. Concluding, she stated “Litt le bad, lots good – and from an Iveco perspective, lots to get excited about”. By that she means that 2013 brings to market the all-new Stralis Hi-Way and Trakker Hi-Land multi-axle truck range. Marta expects a 10% increase in demand for Euro 5 vehicles in the lead up to Euro 6 at the year end.

Luca Sra (pictured), Managing Director, Iveco Limited is buoyed by the positive results achieved last year and that the work in progress in delivering the 3 key strands for gaining market share is paying dividends. “Customers, Standards and Product,

the three strategic points continues,” he said and that customer visits and sales training (with staff recruitments) will increase for 2013 along with the staging of a Stralis Hi-Way Roadshow across the UK. Mr. Sra called for Government to introduce a fi nancial incentive to boost Euro 6 Sales and asked European legislations to take a common sense approach to supporting alternative fuel sources for commercial vehicles. Iveco, as leaders of National Gas Power (CNG) has a range of vans and trucks off the production line when required. On the Euro 5 take-up before the end of 2013, Iveco will be in a position to supply the additional orders – “We are ready for it,” he said. He spoke of the company's pride in the Stralis Hi-Way winning the International Truck of the Year 2013 which it will promote strongly and continue to champion the brand in Moto GP, Formula 1 and of course the Dakar Rally.

Ireland - Heavy Duty sales riseOf the 1110 Commercial Vehicles (6 tonnes and over) registered in 2012 in Ireland, it marks a far cry from the heady days of 2007 when 4932 units were put on the road. While the 2012 fi gures marks a 9% increases over the previous year, it was over 16 tonnes when the biggest growth was achieved – 908 units – 21.3% increase. Again, for the record 3618 units were sold in 2007. Scania with 245 units registered in 2012 remain market leader for the second year in a row, but when the fi gures are broken down further, a 75 strong fl eet sale to Stobart (which were supplied through block order in Sweden through the UK) shatt ers the record a bit.

For the past 6 years, the commercial vehicle market place continues to dwindle. To indicate where we are in relation to the construction sector – only 52 8x4 rigids were sold, down a further 16.1% from 2011 and from a peak of 1203 units in 2007. Th e only upward swing noted was in the 17 tonne segment (up 1.8%) with Mercedes-Benz leading the fi eld here.

Renault, Europe’s number one van manufacturer has made signifi cant changes to its best selling Kangoo Van,

which now features the brand’s new styling identity, with the introduction of a new front bumper. New door mirrors and headlights

blend more harmoniously with the vehicle’s overall lines. Inside, the dashboard has been upgraded too. Th e new Kangoo engines include the dCi 75 and dCi 90 diesels, and are available with Stop&Start.

New equipment includes ESC with Hill Start Assist and Grip Xtend for improved traction in diffi cult conditions, plus, the connected in-dash Renault R-Link multimedia system.

Renault Kangoo gets new Nose Job!

Volvo Trucks. Driving Progress

With more space, new instrumentation, redesigned mirrors, the industry leading I-shift and the most advanced safety systems the new Volvo FH is a pleasure to drive and a dream to sleep in. And with up to 10% improved fuel performance you will even spend less time refuelling.

Check out the benefits of the new Volvo FH for your business, or visit www.volvotrucks.co.uk/fh.

www.facebook.com/volvotrucksuk

www.twitter.com/volvotrucksuk

The new volvo fh

52163

8 FLEETTRANSPORT | MAR 13 Text: Rob Van Dieten - rob@fl eet.ie

GREEN AGENDA

Siim Kallas, Vice President of the European Commission in charge of transport discusses the Clean Power for Transport Package which was announced by the

Commission on 24 January 2013. “Transport is the largest oil consumer of all economic sectors in the EU - the road sector most of all. We know oil will most likely be more expensive to import in the future and generally harder to obtain from unstable parts of the world. So it makes sense to develop and promote innovative and cleaner alternatives. It is also an obvious way to make Europe’s economy more resource-effi cient. Fuels such as electricity, hydrogen, natural gas, biogas and liquid biofuels can help in the diversifi cation of Europe’s dependency on one type of fuel and signifi cantly cut transport’s carbon emissions. Energy-effi cient technologies also off er EU companies a large commercial opportunity. Alternative fuels already exist, and in many cases the technology is mature enough for market deployment. But there is still a gap between successful demonstration projects and deployment in the real market, which the private sector does not yet bridge. Th eir full-scale deployment has been held back by the high retail cost of such vehicles, low levels of consumer acceptance and a lack of infrastructure for recharging and refuelling. Consumers will only reach this market if they can buy these vehicles at a reasonable price and if there is suffi cient and accessible infrastructure so the vehicles can run. Without it, this market will not succeed, despite the huge investments that have been made. At the moment, we are trapped in a self-perpetuating cycle. Investors are unsure about

these new markets and do not put their money into alternative fuel infrastructure because there are not enough vehicles and vessels to use it. In turn, these vehicles are not off ered by manufacturers at competitive prices because there is not enough consumer demand; consumers do not buy the vehicles because the infrastructure is lacking. Th is goes a long way to explaining why EU citizens do not yet feel confi dent enough to switch to other technologies. We need to kick-start these new markets so consumers, industry and business can begin to benefi t. If the infrastructure were made more widespread - not just in a few cities, but across Europe – consumers will gain confi dence that these technologies are ready. Today, Europe’s network to supply electricity, hydrogen and natural gas for transport is simply not suffi cient to enable market take-up, which is why I am proposing a comprehensive long-term strategy for alternative fuels. Th e idea is to provide a reliable legal environment to stimulate private investment in a new market. To create EU-wide conditions to boost customer acceptance, we need to set targets to build the necessary infrastructure and make it compatible everywhere. Take electric propulsion, one of the main long-term options to substitute oil for short to medium distances. With their high energy effi ciency and zero tailpipe emissions, electric vehicles could radically change the way mobility is organised, particularly in urban areas.

Ultra-clean silent buses and delivery vehicles powered by electricity would also improve the quality of urban life. Much of the infrastructure needed for deploying electric vehicles does exist, but charging points

have to be available. For electric vehicles, a minimum number of charging points should be required in each EU Member State by 2020 and at least 10% of these should be publicly accessible. Liquefi ed Natural Gas is the only fuel that will reasonably allow ships and waterborne transport to meet emissions targets. But market take-up is mostly in the planning stage and fuelling facilities are very limited. Th ey should be made available for waterborne vessels in Europe’s major sea, river and canal ports, and for road vehicles along the main motorways. If there is to be a true single market for alternative fuels, there must also be common standards for infrastructure so people can operate and recharge their cars in the same way across in Europe. Th at means standardised methods of payment at fuelling stations, for example the same types of fuel nozzles and electric plugs. Consumers today must use diff erent adaptors, while investors and manufacturers pay retrofi t costs to adopt new recharging and refuelling systems. This new customer base and market has great potential for European business and manufacturers. Today’s world market share of electric, natural gas and hydrogen vehicles is very limited, but it is defi nitely set to grow. So this is a good opportunity for EU car and transport equipment manufacturers to become world leaders in this burgeoning sector and to raise their global competitiveness. In turn, this will stimulate economic growth in Europe and create more employment, particularly in small and medium-sized enterprises. Th e largest barrier to accelerating build-up of future transport fuels is uncertain demand from manufacturers, investors and consumers. It is now time to give clear signals to all of them by creating conditions to get these fuels and vehicles

properly on the EU market.”

Clean fuels for the future: Powering European transport to stay competitive

NEW REGULATIONS TO INCREASE THE WEIGHT LIMIT FOR 6 AXLE ARTICULATED VEHICLE COMBINATIONS

From 1st April 2013 owners/operators of six-axle (3+3) articulated vehicle combinations may

operate at 46 tonnes provided they satisfy the following criteria:

Six axle (3+3) Articulated Vehicle Combinations

Tractor units & semi-trailers

already in service prior to 1st April 2013

New tractor units first registered

on or after 1st April 2013

New semi-trailers first licensed in Ireland

on or after 1st April 2013

Electronic Braking System (EBS)


& Electronic Stability Control (ESC)


& Roll Stability Control (RSC)

What is Required On or After 1st April 2013?

The 5.5 tonnes/metre requirement has also been increased to 5.75 tonnes/metre. This applies

to 46 tonne six axle articulated vehicle combinations only. This will allow semi-trailers already

in service to now operate at 46 tonnes without the need for wheelbase modifications or trailer

replacement.

In order to be permitted to operate at 46 tonnes, the vehicle manufacturer (or his authorised

Irish distributor) will be required to confirm in writing (by completing a “46 tonne Declaration

of Conformity”) that the vehicle is technically capable and is fitted with the necessary features.

Only then can a new vehicle be plated or an existing vehicle re-plated by an NSAI appointed

plating centre for operation at 46 tonnes.

From 1st April 2013, the concept of an “appropriate semi-trailer” will also be introduced.

This will apply to both new and existing semi-trailers (i.e. the drawn component of an articulated

vehicle) operating as part of a combination of vehicles with a gross combination weight in excess

of 40 tonnes. They must have anti-lock braking systems (ABS) and road friendly suspension.

These requirements do not apply to drawbar trailers (i.e. those towed behind rigid vehicles) with

a Design Gross Vehicle Weight (DGVW) exceeding 3,500kg unless they were first licensed in Ireland

on or after 1st June 2011, in which case ABS is required.

For more information on these new regulations, including the penalties for breach

of national weight limits, please visit www.rsa.ie

IMPORTANT NOTICE

“A new Force in Construction” is how Hubertus Troska, Head of Mercedes-Benz Trucks opened his presentation to the ‘Truck

of the Year’ jury, in announcing the arrival of the new dedicated range of construction type trucks from the German brand. Before revealing the new name and the concept behind the identity Mr. Troska (who has since been appointed CEO & Chairman of Daimler Northeast Asia) mentioned that this product line concludes the trilogy of heavy duty truck development, which began with the fourth generation Actros, followed by the Antos for national and urban distribution and now the Arocs catering for the construction sector.

This ongoing product offence is the biggest investment ever made in the history of the truck business he asserted.

“From vehicle to customer focus, no other brand has the same history or experience in this sector,” he said. In fact, Mercedes-Benz has well over 100 years of expertise in developing trucks for the construction sector, having the longest tradition in the business worldwide as proven by its market leading presence in many markets globally.

In highlighting the company’s focus on the three main elements of the specifi cation required for construction trucks, be it on-road, off -road or extreme, Hubertus pin-pointed that 45% of these vehicles are used on construction sites, 30% fi tt ed for delivering fi nished materials with crane fi tt ed, with 15% used to transport liquid cement. And that the lifespan of these vehicles goes over and beyond ten years.

Aft er offi cially announcing the new name for this specialist area of the transport sector, he went on

to describe the three main characteristics of the new Arocs family – under the headings power, effi ciency and robustness.

PowerArocs portrays “the best in engine performance with the best transfer of power to the wheel, the best grip, the best engine brake and the quickest gearchange,” he stated. Th is power is achieved through a selection of 16 Euro 6 engine outputs ranging from 7.7/10.7/12.8 litre to the new 15.6 litre unit that off ers from 238 to 625 hp. “High torque at low engine speeds is the priority here,” he added. “Th is means fewer gear changes,” he added. “And with 475 kW/637 hp available from the engine brake, the highest in the market, superior control is assured.” Linked to this system is the transmission and Mercedes-Benz is pushing the boat out again by installing its PowerShift 3 automated system as standard (manual optional). “Th e market is ready for this and regular users of manual gearshift s for this type of application should hold no fears,” he quipped. For the various levels of traction required, the Arocs off ers three types Permanent (all-wheel-drive), Selectable (as per the Actros multi axles) and Hydraulic Auxiliary Drive (with engagable wheel hubs).

EfficiencyAs recent tests have proven, Mercedes-Benz Euro 6 engine technology termed BlueTec6 is more fuel effi cient than Euro 5 – by over 5% whether it is fi tt ed to its trucks or buses. Less AdBlue is used also. For the Arocs, which is more of a diesel guzzler than other applications, FleetBoard Eco-Support is on hand to save every last drop of diesel. Another plus is that repair and maintenance costs remain similar to Euro 5. Additional fl exibility is off ered to bodybuilders with a choice of chassis widths and frame thickness.

As per the Antos heavy-duty distribution truck, the Arocs will have two special versions outside the norm – Loader and Grounder. High payloads are on off er from the Loader which comes in 4x2 tractor or 8x4/4 Rigid. With the aid of lighter bumpers, batt ery cover and fuel tanks, up to 9,250 tonnes or 8 cubic metres of liquid concrete can be


COVER

AROCS – AROCS – Rocks for Mercedes-Benz!Rocks for Mercedes-Benz!

Th e offi cial press launch of the new Arocs took place at the Bavaria Film Studios, Munich at the end of January.

carried. Super-Single tyres are fi tt ed to the rear of most axles. Th is, according to Mr. Troska, is 500 kg more than the opposition, and calculated that at an average of €12 per cubic metre by six loads over 200 days, it equates to an additional €7,000 profi t per year.

Grounder is far more muscular with a stronger but fl exible chassis frame for tough off -road work. Multi-leaf parabolic springs and stabilising bars on the fi rst and second axles add to its strength.

RobustnessVisually, Arocs has got the look – distinctive in its appearance through its ‘bucket’ teeth, steel bumpers and protective grille on the headlights. An integrated steel plate not only acts as a step but protects the radiator and oil sump. While sitt ing higher than the Actros Construction truck, the ramp angle is 1.5o more. Even the fuel tanks are protected from dangers that lie underneath. Two frame variants are to be off ered soon – the 7.44m x 9mm steel and the 8.34m x 7/8mm steel. Wheelbase options stretch from 3.3 to 6.6m. Most of the cab types (7 in all) will be based on the 2.3m wide version from the Antos but there will be a 2.5m type available to order. A more payload orientated version of the 8x4 Arocs will come on stream for the UK and Irish markets.

Sales have started across the EU with other markets being rolled out in stages. Currently Mercedes-Benz has 28% market share in the EU in the construction sector and a commanding 45% in its home territory Germany. Regarding the new 15.6 litre it will be available in 520/580 hp and new highest rating 625 hp. New Arocs will receive its world premiere at the Bauma Construction Exhibition in Munich in April.

According to Kai Sieber, Director of Design, Mercedes-Benz Vans & Trucks, the interior colour scheme is unique to the Arocs with the black cockpit and grey interior blending together using durable materials to take the wear and tear that this type of application brings. Although the majority of the cab choices will be a 2 seat layout, an additional seat fi tt ed in the middle (over the engine cover) can be ordered. He paid particular att ention to the lower step, which Kai described as having the ‘monkey swing eff ect’ in that it fl exes sideways if required without any damage.

Mr. Troska concluded his presentation by stating

that 2012 was a diffi cult year in all EU markets, but that Mercedes-Benz was ‘doing bett er than others’. He highlighted that in Turkey over 16,000 heavy duty trucks wearing the three pointed star badge will be sold there, equating to a 45% market share.

Mercedes-Benz will also have its biggest presence in Russia while Saudi Arabia is strong for the ‘triple-pointed-star’ brand, in the Middle East as is South Africa. In China Mercedes-Benz is ranked in the Top 5. Over 5000 specially built lightweight construction trucks for bulk concrete have been sold in 2012. With regard to an uptake on Euro 5 engined trucks in Europe before the 2014 deadline for Euro 6, Mr. Troska said it could go either way plus or minus 5% depending on the individual markets and what fi nancial incentives maybe on off er from these countries in the advent of Euro 6 engine emission legislation.

Mr. Stefan Buchner is the newly appointed Head of Mercedes-Benz Trucks.

COVER

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | MAR 13 11

Spec Check

Gilmores Kingscourt Ltd, County Cavan, has just delivered the fi rst new Nissan NV400 R35.13 panel van to Anthony Traynor, a South Dublin Brennan’s Bread agent. Boasting a 5-year

warranty and a high level of standard specifi cation such as Bluetooth connection, front fog lights, this particular vehicle can accommodate up to 87 bread trays.

Commercial Vehicle Sales Specialist Stephen Finnegan who conducted the deal remarked, “We continue our long tradition supplying the bread industry with effi cient transport solutions, in the past we’ve supplied M itsubish i Ca nter Trucks and Mercedes-Benz Sprinter panel vans and are now proud to add the Nissan Commercial Vehicles string to our bow”.

NEW FLEET

Martin Ryan & Sons carry on tradition with Scania . . .

12 FLEETTRANSPORT | MAR 13 Text: Jarlath Sweeney - editor@fl eet.ie

Martin Ryan & Sons Transport’s four new Scania R560 6x2/4 twin steer tractor units are a far cry from when Martin Ryan Snr bought his fi rst new Scania in 1984. Th e new trucks are

highly specifi ed, fi tt ed with additional LED lights in the visors, Hadley air horns, Kelsa bars, Hella spotlights and beacons, and painted in Ryan’s distinctive company colours by Gavin Quinn in Bailieboro. For over 40 years excelling in general haulage, brothers Martin, Declan and Brendan carry on a proud tradition of a very successful family legacy. Th e company was founded by the late Martin Ryan and operates from its central base at Cappamore, County Limerick. According to Brendan; ”Our late Father did most of the hard work, he built up the business over the years and when he passed away in 2001 we have carried it on successfully. He was a great believer in not keeping all your eggs in one basket, and that belief has kept the company in good stead”. Brendan, Martin and Declan all drive the company trucks on a daily basis, which means they are in tune with the requirements of their clients and can therefore deliver a very effi cient and reliable service.

. . . while Gill’s put Theory into Practice!Another customer of Westward Scania (Strokestown) is Tiernan Gill of Gill Group, Ballina, County Mayo who has purchased this new Scania P360LA4x2HNA 360hp tractor unit, with a CP16 cab, GR905 gearbox, bumper & visor spotlamps, air horns, side skirts, and rest equipment in the cab.

Gill’s business consists of a Driving School and distribution of bottle gas.

Setanta Vehicle Sales Dublin, the Renault Trucks concessionaires has sold a batch of new Renault Magums to hauliers

around the country.

Donegal based McElchar International Transport has added a Renault Magnum 4x2 480hp to their fl eet, while Dean Chambers from Wicklow has put another new Renault Magnum 520hp on the road. Th e third photograph is one of three new Renault Magnums 480hp 4x2 for International Operator, O’Donovan Transport (Cork).

Setanta ‘hurls’ out new Renault Magnums to hauliers!

AAA Mobile Windscreens max-out with VW Caddy Maxi vans!

McElvaney Motors, Dublin recently supplied AAA Mobile Windscreens with two new Volkswagen Caddy Maxi vans. Founded in Naas in 1983, AAA Mobile Windscreens, is

Ireland’s longest established windscreen fi tt ing company and is a pioneer of the concept of mobile windscreen fi tt ing.

Th e company wants to give the best service possible to customers and therefore needs the most reliable van with a specification that would match their exact requirements. According to James O’Keeffe, McElvaney M o t o r s , “ T h e Volkswagen Caddy Maxi sets the standard when it comes to clever use of space and groundbreaking effi ciency - this was exactly what AAA Mobile Windscreens were looking for. We wish them every success with their new vans and would like to thank them for their business”.

Nissan NV400 Delivers ‘Today’s Bread Today’

IT’S A ONE VAN SHOW.

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The annual week long Arctic test in northern Finland has long been a highlight of the Commercial Vehicle test calendar, and the 2013

Arctic Van Test (AVT) was anticipated in an unusual way. Th e reason being that of the seven vehicles entered, four vans from four diff erent manufacturers came fitted with the same engine, and shared a number of common design features and components. Which gave rise to the question - are all the vans equal - or would one van be more equal than the others?

Separately in the 1- tonne category there was an equally interesting competition. Here we had Volkswagen’s highly regarded Transporter, and the long serving Mercedes-Benz Vito, being challenged by AVT novice, the new Ford Transit Custom. While Transit Custom was new to the Arctic Test, it arrived in Finland with two major accolades neatly secured in its cargo bay. As the 2013 winner of ‘International Van of the Year’ and ‘Continental Irish Van of the Year’ - the scene was set for a fascinating contest.

In the lighter weight group, it was an extended Renault-Nissan Alliance family that was put through their paces. Th e Renault Kangoo, the original of the species in the line-up, was up against its off -shoots, the new Dacia Dokker and Mercedes-Benz Citan, as well as the Nissan NV200.

Extreme cold weather testing highlights aspects of vehicle performance unlike any other endurance test, and the results off er an important insight into how well any given vehicle has been developed by the manufacturer. Although what we describe as extreme cold weather testing is for those who live in Europe’s most northerly regions - just normal Winter time. Annual temperatures in Finland can range from minus 40°C in Winter, to plus 35°C in Summer - a variance of 75°C.

Our hosts for AVT, Auto Tekniikka ja Kuljetus publication group, had arranged for our ‘Magnifi cent Seven’ to be shod with the appropriate Nokian Hakkapeliitta studded tyres, and equipped with ‘Econen’ data loggers to record all critical information. Th e smaller four vans were loaded with 250 kgs with the larger three carrying 500 kg payload. Th e vans were standard off the shelf units, with 5 speed manual transmissions in the smaller vans and 6 speed manual in the larger three.

Aft er completing the urban driving, and technical test cycles around Vantaa and Helsinki, we left the Finnish Capital heading north towards the Arctic Circle, to sample life in Finland’s ‘fast (freezer) lane’.

With many years experience in organising the AVT, the team at Auto Tekniikka has it down to a fi ne art. Over the 750 km run north to the

overnight stop at Pudasjarvi, we got to sample how each of the vehicles behave on the snow crusted main road. Th e longer drive gave ample time to get comfortable with the vans and to directly compare one against another across a range of test criterion. One important factor during this part of the drive was to assess noise and vibration levels when running on cleared and ice covered roads with studded tyres. If a vehicle displays a tendency to drone, this can be very wearing on the driver. Th e drive also highlights vibrations which under normal circumstances would not become apparent until the van has clocked up several thousand kilometres.

From this road section of the AVT what impressed most of all was how the van as a vehicle (especially the smaller units) has developed over the years. Th ey are no longer the poor relation and an aft erthought for manufacturers, who previously removed the rear windows and seats to make a load carrying version of a saloon car. Th e van is now a vehicle in its own right and comes with many of the comforts normally found in passenger saloons, making them more enjoyable to drive and highly practical.

As we headed North and the temperature dropped, the simple things we take for granted become increasingly more serious. One example would be ensuring the correct mix of windscreen washer fl uid in the reservoir. To press the switch and have the windscreen instantly ice over, is


ARCTIC VAN TEST

Vito is Victorious in Arctic Van TestArctic Van Test Pudasjarvi (Finland), February 2013

GROUP 1:• Nissan NV200 • Renault Kangoo • Dacia Dokker • Mercedes-Benz Citan

GROUP 2:• Mercedes-Benz Vito • Ford Transit Custom• Volkswagen Transporter

somewhat daunting. Especially when travelling at 100 kp/h on an ice covered single carriageway road, as one of the majestic 60 tonne, 25.25 metre long timber hauliers looms larger with every second.

Th e drive from Oulu out to Pudasjarvi was straight, fl at and uneventful, until we turned off the road and climbed the twisting hills up to the Hotel at the ski-station of Syote. A quick head count made sure all had arrived safely and the vehicles were then positioned for the formal cold-start test the following morning.

As technology has improved we have to some extent forgotten the stresses cold starting can have on an engine, and as the overnight temperature drops to -28C, the stress on the engine is increased. However the cold start is not just about the engine, it is just as important

to establish how quickly ice is cleared from the windows, and how quickly the heater can raise the interior temperature to a reasonable level.

Th e formal (and very early) cold start, set in motion a long day of mixed assessments. As part of the cold start trial we drove to a local aerodrome where the vans were put through their paces on the ice covered airfi eld. Th is included braking, handling, and a simulated overtaking manoeuvre with points accrued for performance of safety systems such as ABS and ESP. It also included the simple but highly practical ‘Madeleine’ visibility test. Th e Madeleine test places an average size person in the driver’s seat, while a 100 cm high mannequin is slowly drawn away from the van until the driver can see it. Th e

test replicates the visibility issue for light delivery drivers when manoeuvring close to high volumes of pedestrian traf f ic, especially children.

While at the former Military Airbase the vans

were unloaded to undergo their small road test on the snow and ice covered rural roads. Th e condition of these roads, which link small villages and hamlets are for the most part left

as nature intended. Over the long winter they would rarely see a snow plough and mainly rely on the heavy-duty timber trucks to keep them passable. So along with testing the vans performance, the conditions also challenged the driver’s abilities to handle an empty light commercial on packed snow and ice. When the scores from the airfi eld handling tests, and the rural road driving were combined, the results highlighted some fascinating variations.

Overall the entrants performed exceptionally well in the conditions, and while it could be argued that there were no bad vehicles amongst the two groups, there were diff erences, with some vehicles performing bett er depending on the task. Th is was particularly noticeable amongst

the smaller vans which all

shared the same engine. On paper they may appear to the casual bystander to be as similar as identical twins. However as any parent of twins would tell

you, while they may appear the same they have completely diff erent personalities.

One example arose with Nissan’s NV200, which off ered the largest cargo space, but was let down by a poor driving position and diffi cult to read driver display. On the highway section we found it noisy and quite dated. Nevertheless on the demanding rural roads, it performed surprisingly well, even though the suspension was quite bumpy.

From previous experience of Dacia’s Dokker, we knew it to be a competent work unit under normal conditions, though we did question how it may perform in extreme temperatures against the more traditional brands. However, this was another example of the value of the AVT, as across many of the test criterion the Dokker clearly

outperformed the more

established competitors. It also managed to win many friends as a value for money vehicle.

ARCTIC VAN TEST


Nissan NV200

Renault Kangoo

Dacia Dokker

Mercedes-Benz Citan


ARCTIC VAN TEST

Th is is of particular note as Dacia is a wholly owned subsidiary of the Renault Group, and Renault’s Kangoo was also entered in the AVT. For many years Renault has deservedly earned a reputation for producing high quality light commercials, which are exceptionally versatile, economical to run and good to drive.

Over the week long test, Kangoo produced positive results much in line with expectations. Th e factors where Kangoo lost points were load volume, and that ESP was not standard from the factory. While it gained points in other areas, the issues of safety systems and loading volume in transport vehicles is important. Although, with only seven points separating the four small units, to drop one or two points in any of the assessments quickly shift ed the leader board.

Th e fi nal entrant in the small category was the Mercedes-Benz Citan. Being from the same family it shares the same engine, and almost the same DNA as the other group entrants. However the AVT comparison test clearly shows where Daimler has taken this family member at a young age, and sent it to a diff erent fi nishing school.

When moving from one van to another the subtle diff erences with Citan become apparent. Th is especially related to the steering geometry and front suspension. Other diff erences could be found with some aspects of vehicle fi nish and the quality of materials used, all of which enable Citan to display the three pointed star on the front grille.

Although Citan may be refi ned due to its fi nishing school education - such an education, comes at a cost. Th erefore it is up to any future employer to decide whether they need such a refi ned and well educated employee, or would a more workmanlike, and less polished member of staff be a more prudent investment.

Th e sense of anticipation about Dacia’s Dokker was also directed towards the reigning International Van of the Year (IVoY), Ford’s Transit Custom, which was deemed by the IVoY Jury, including

Ireland’s representative Fleet Transport, to be an exceptional vehicle. However, the question remained, how would it perform in the cold snowy

landscape of northern Finland? There was no doubt that Transit was up against some serious competition, as both Volkswagen’s Transporter, and Mercedes-Benz’s Vito are long time campaigners in the frozen Nordic regions.

Performance fi gures for the contenders in the second and heavier group were as close as it could be. Th e preliminary results (without heating

test data*) revealed there was only the smallest margin of one point separating the three vans.

In a somewhat inverse fashion this is testament to the long serving and now ten-year old Mercedes-Benz Vito. Originally launched in 1996, the current model is with us since 2003. For Vito to compete against a vehicle just crowned as IVoY, and loaded with the latest technology available to Ford’s engineering team, speaks volumes.

Th e test driver’s overall comments indicated that Vito remains quiet, comfortable and easy to drive. Positive comments were also recorded on Vito’s roadholding and stability and here it is worth noting that it was the only rear wheel drive van in the 2013 AVT. Considering the current model’s performance, the next generation Vito, expected in 2014 - has a lot to live up to.

Apart from the att ractive black paintwork, what distinguished the Transporter was how it drove, which felt more like Volkswagen’s Caravelle, than the commercial van. Although it came with the smallest displacement of the three engines at 2.0litre, it was the most powerful at 140 hp (103 kW) beating Vito and Transit by four and fi ft een horsepower respectively. In addition the Transporter also had the largest carrying capacity of 6.7 m3 compared to Transit and Vito’s 6.2 m3.

Th ere was some questions about the performance of the ASR system on Transporter, which had at times diffi culty gaining traction, and felt very harsh when engaging and disengaging. It also displayed a tendency to move the van left to

right when under acceleration. Howe ver t he overa l l bu i ld q u a l i t y a n d fi nish combined with the driving position and on road experience, e n s u r e d i t was always in contention.

As previously mentioned, at the preliminary result stage the contest was as such - all square. Transporter was joint leader with Vito, with both vans one point ahead of the Ford. It was only when the fi gures from the demanding heating test were included, did the Transporter

slip from the top slot. Th e loss of four points on the heavily weighted warm-up assessment, caused the VW to drop down the rankings.

Th e IVoY Jury deemed Ford’s Transit Custom to be an exceptional vehicle and throughout the AVT the Transit proved the Jury correct in their decision. Th e AVT test driver’s comments in particular praised the mapping of the Transit’s driveline. Th is no doubt helped Transit to

score well in all of the road sections, particularly the empty drive on rural roads where it achieved the best in test score. Th e drivers

Volkswagen Transporter

Mercedes-Benz Vito

Ford Transit Custom

ARCTIC VAN TEST

Text: Paul White - paul@fl eet.ie FLEETTRANSPORT | MAR 13 17

SPEC CHECK DACIADokker

Mercedes-BenzCitan

NISSANNV200

RENAULTKangoo

FORDTransit Custom

Mercedes-BenzVito

VolkswagenTransporter

Wheelbase 2,810 mm 2,697 mm 2,725 mm 2,697 mm 3,300 mm 3,430 mm 3,400 mm

Length/cm 4,363 mm 4,321 mm 4,400 mm 4,213 mm 5,340 mm 5,238 mm 5,292 mm

Width/cm (with mirrors) 2,004 mm 2,138 mm 2,010 mm 2,133 mm 2,290 mm 2,253 mm 2,283 mm

Height/cm 1,809 mm 1,816 mm 1,860 mm 1,844 mm 1,976 mm 1,900 mm 1,990 mm

Volume/m3 3,3 m3 3,1 m3 4,2 m3 3,0 m3 6,8 m3 6,2 m3 6,7 m3

Total weight/kg 1,939 kg 1,950 kg 2,000 kg 1,936 kg 3,100 kg 3,050 kg 3, 000 kg

Test load/kg 250 250 250 250 500 500 500

Engine R4 R4 R4 R4 R4 R4 R4

Displacement/cm3 1,461 cm3 1,461 cm3 1,461 cm3 1,461 cm3 2,198 cm3 2 143 cm3 1 968 cm3

Output/kW(hp) 66 kW (90 ) 66 kW (90) 65 kW (89) 66 kW (90) 92 kW (125) 100 kW (136) 103 kW (140 )

@rev/min 3,750 4,000 4,000 4,000 3,500 3 800 3,500

Torque/Nm 200 Nm 200 Nm 200 Nm 200 Nm 350 Nm 310 Nm 340 Nm

@rev/min 1,750 1,750 – 3,000 1,750 1,750 1,500 – 2,000 1,400 – 2,400 1,750 – 2,500

Gears 5 + 1 5 + 1 5 + 1 5 + 1 6 + 1 6 + 1 6 + 1

Arctic Van Test 2013 - Results Table Test Driver ScoresTest Catagory Max

ScoreDacia Dokker

Mercedes-Benz Citan

Nissan NV 200

Renault Kangoo

Ford TransitCustom

Mercedes-Benz Vito

VolkswagenTransporter

Urban Area 20 15.2 16.0 15.8 15.6 17.2 16.8 17.0

Road Test 30 21.9 23.7 21.9 22.8 24.9 24.3 24.9

Empty Drive 10 6.9 8.0 6.6 6.9 8.3 7.7 7.0

Handling Test 10 8.5 9.1 8.3 6.5 7.5 8.5 9.0

Cargo Space 10 8.4 8.2 8.4 8.1 8.8 8.7 8.7

Acceleration 10 9.0 9.0 8.5 8.5 8.5 8.5 9.0

Heating 40 34.0 34.0 32.0 34.0 40.0 40.0 36.0

Visibility & Backing 10 7.5 7,8 7.5 8.0 7.2 8.2 7.8

Noise in Cabin 10 8.5 8.5 8.5 8.5 9.0 9.0 9.0

Fuel Economy 20 20.0 19.5 18.5 18.0 19.5 20.0 20.0

Total 170 140 144 136 137 151 152 148

also remarked positively on comfort levels and equipment specifi cation, which extended to the practical use of the cargo space, regarding ease of loading and load securing.

Of the few negative points concerning Transit, the most surprising one related to its performance in the ‘Madeleine’ visibility test, Nevertheless to fi nish within one point of the highest score, out of a possible 170 points, confi rms the IVoY Jury’s assessment that Transit Custom is an exceptionally good vehicle.

A special feature of the Arctic Test Series, is its ability to create specifi c challenges on a level (if snow covered) playing fi eld. Th e assessments oft en reveal another side to the vehicles which can sometimes remain hidden under normal operating conditions. Th e testing provides a deeper and more informed opinion of the vehicle, which has benefi ts for operators, drivers and manufacturers.

We must mention a word of thanks to Heikki Laurell, Pentt i Mustonen and the team at Auto Tekniikka ja Kuljetus. Their diligence and

att ention to detail in collating the vehicle data and mak ing t h e n e c e s s a r y a r ra ngements for the 2013 AVT was faultless. Strange even before the Summer of 2013 has revealed itself, we are already looking forward to next winter, and Arctic Test 2014.


FLEETING SHOTS

RSA Insurance supports FTA Ireland’s Transport Manager’s Seminar

New Mercedes-Benz Atego next to break cover

RSA Insurance is the latest sponsor of the Freight Transport Association Ireland (FTA Ireland) Transport Manager

Seminar 2013, a conference specifi cally geared to keeping transport managers up to speed with compliance developments in Ireland. Chief Executive of the Road Safety Authority, Noel Brett , will be the keynote speaker at the event, which takes place on 6 March at Johnstown House Hotel & Spa, Enfi eld, County Meath.

Th e FTAI seminar this year is aimed at ensuring that transport operators have all the information, guidance and best practice advice necessary to enable them to keep up-to-date with the challenges of forthcoming legislation and enforcement changes in Ireland.

RSA Insurance is keen to support FTA Ireland’s commitment to promoting compliance and the highest operational standards amongst its growing membership through its recognised accreditation programme. This programme compliments the insurer’s ambition to provide the most comprehensive insurance package for the commercial fl eet sector.

John Quinlan RSA’s Sales & Marketing Director said: “RSA Insurance, as the major insurance player in the Transport sector, is keen to work closely with our FTA Ireland colleagues and support this important FTA Ireland Seminar. We look forward to meeting many of our existing clients at the seminar and are delighted to support FTA Ireland’s good work in accreditation and in

keeping their membership informed on transport industry developments.”

For further information or to book a place at Transport Manager Ireland call 01 822 0040. Th e FTA Ireland Transport Manager Seminar 2013 is also supported by Goodyear, Volvo Trucks, Blue Tree Systems and Fleet Transport magazine.

“ON THE ROAD AGAIN”Haulage Insurance to keep your business on the road even if your vehicle is not!

Talk to us : 053 9155 600Wright Insurance Brokers are regulated by the Central Bank of Ireland.

New

Exclusive

Cover

The new Atego, the youngest member of the new Mercedes-Benz truck product family, enters the stage to continue its

successful career as a bestseller in the 6.5 to 16-tonne GV W short-radius distribution segment. The Atego already occupies the top rank for its quality, reliability, repair and maintenance costs, and durability. Th is position will now be strengthened thanks to an entirely new Euro 6 drive system and numerous innovations in the chassis and cab.

Four newly designed BlueTec6 four-cylinder engines from the OM 934 model series with a displacement of 5.1-litres will power the range, cover the performance range 115 kW (156 hp) to 170 kW (231 hp) in short-radius distribution.

Additional engine options include three newly designed six-cylinder OM 936 engines with a performance range from 175 kW (238 hp) to 220 kW (299 hp) and 7.7-litre displacement mated to Mercedes PowerShift 3. Th e drive system

design of the new Atego includes integrated Stability Control Assist – known as ESP for passenger cars - as standard. In brief, the new Atego will feature:

Entirely new 4 & 6-cylinder in-line engines • which meet Euro 6 Extending market leadership in the 6.5 to • 16-tonne GVW segmentMarked fuel consumption saving despite • Euro 6Mercedes PowerShift 3 for all performance • classesStability Control Assist as standard• Premier in April 2013 at Commercial • Vehicle Show in BirminghamNew cab in the style of the Actros, Antos • and Arocs

Heavy haulage in operation enjoys a love/hate relationship with motorists, with the majority considering these

abnormal loads moving at a snail’s pace a real pain. To others, such as truck and plant enthusiasts, it’s jaw-dropping stuff! Pete Connock and Martin Phippard (CP Productions) have been making truck industry programmes for almost twenty years and it shows. Th is 85 minute video in three parts is well delivered (pun intended!) in terms of fi lm footage and narration.

Featured heavy haul specialists include the Collett Group and Alleys Heavy Haulage with the former moving a 50 metre long, 170 tonne steel pile from Chepstow to the Avonmouth docks. V-10 and V8 powered MAN 8x4 tractor units are used (sometimes together) to manoeuvre the massive load. Alley’s DAF XF is featured as the cover picture and on the DVD. Th e Warwickshire based fi rm is engaged in transporting a huge quad-booster from Staff ord to Preston. Th e 500 tonne combination used the road and waterways to deliver the cargo so that a viaduct along the route would be protected. While the ballasted MAN multi-axle tractor was the prime-mover, the DAF XF was brought in to assist on occasions.

Feature 2 is really for the ‘plant-heads’ with the main focus on the movement of the mega Komatsu 785 dump truck by a Scania R-Series V8. At the end of the successful journey, some minutes were

given over to show several Komatsu 785s in action in the Mendip Hills quarry.

Long shots and close-ups combine to clearly demonstrate the enormity of the operations in quest ion aided by the big engines sounding sweetly that will keep the enthusiasts more t h a n happy.

Jarlath Sweeney

DVD Review: UK Heavy Haul (fr om CP Productions) £16.95Old Pond Publishing – www.oldpond.com

FOR FURTHER DETAILS PLEASE CONTACT:

Setanta Vehicle SalesDublin 12T: 01 403 4555

Transport ServicesCorkT 021 430 0200

Surehaul CommercialsCo. TipperaryT: 051 640194

Joe Curran CommercialsCo. MeathT: 049 854 1114

Croompark Truck & TrailerCo. LimerickT: 061 602866

Shaw CommercialsCo. MayoT: 094 902 7250

Surehaul CommercialsCo. KilkennyT: 056 883 8696

Kelly TrucksCo. RoscommonT: 071 963 7070

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TEST


I f you search for truck images on the Internet, the results will display an endless array of vehicles with magnifi cent paintwork, and glistening chrome.

Spectacular action shots will show heavy hauliers at work moving immense loads against jaw-dropping backgrounds. Scatt ered around the pages of results you may also spot some ordinary working trucks like the Isuzu F-Series.

The reason is possibly because the working environment for light to medium commercials like Isuzu’s F-Series, is generally not the most glamorous in the world of road transport. Th is sector is all about doing the job of moving products and services – End of!. Nevertheless it is one of the most challenging areas to operate in, and its customer's expectations at all points of the supply chain are very demanding.

What the sector requires are vehicles that are reliable, robust, and versatile. For many operators in this segment, transport is not the core business of the company, and could possibly be an ‘unfortunate’ consequence of their main activities. So the business needs vehicles that don’t cause problems, are effi cient and get the job done, and Isuzu’s F-Series delivers these qualities.

If a panel of distribution drivers were to compile a list of the important qualities a vehicle needs for multi-drop delivery work, the list would include: Low cab entry height and wide door openings to allow good access - Excellent all-round visibility through windows and rearward through the mirrors - A truck that is easy to drive with good manoeuvrability, a reasonable amount of storage, and sturdy cup holders.

Isuzu’s F-Series or Forward, as it is called in some markets, would appear to fulfi l the list. It has a low entry height with non-slip steps and door

openings to 90° degrees. Sloping side windows, a dropped front windscreen, combined with a superb mirror arrangement take care of the visibility issue - and arguably make it best in class. Th ere is adequate storage for documents and paperwork, and integrated into the dash are the all important cup holders.

Inside, F-Series has exactly what is needed for its area of operation, the dash layout and switchgear is functional, ergonomically sound, and in keeping with the nature of the work. It may take a few minutes to become accustomed to the layout, though once familiar it works well and allows the driver to concentrate on the driving. As with many other examples in this segment the interior design could appear somewhat dated when compared to the fl agship European trucks. However for this class of vehicle, once the driving ergonomics are

to standard, and everything works, the interior aesthetics are of less importance. Depending on area of operation, some drivers can spend more time gett ing in and out of the truck, than driving it.

Interior build quality is sturdy and appears durable, indicating that it will withstand the rigours of fl eet work. Seating for the one or two passengers is again functional though the air suspended driver seat comes with several adjustment features including lumbar support. Also the three-point seatbelt is easy to operate, and F-Series comes with driver and passenger airbags. A side repeater indicator, positioned low on the doors, is a small but important feature, and a helpful warning when delivering safely in areas of high pedestrian traffi c.

On-road performance from the 205 hp (151 kW) Euro 5 engine is impressive. Th e common rail

Isuzu F-Series - ‘Shift-work made Easy’*Fleet Transport Irish Light/Medium Truck of the Year 2013 on test

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | MAR 13 21

TEST

5.2 litre responds quickly in traffi c, and over the motorway sections the four cylinder is quiet and moves the truck along without any fuss. Prudent use of the cruise control and by engaging the ‘Eco’ function will help with fuel consumption. Isuzu Truck uses a diesel particulate diff user and EGR to achieve Euro 5 compliance.

One of the key factors that make F-Series so popular is its drivability, which is enhanced with Isuzu’s 6-speed (Eco) Easyshift transmission. While automated transmissions have been available in heavier commercials for many years, they have been somewhat slower to fi lter down to the vehicles that arguably need them more. Isuzu’s 6-speed Easyshift uses a hydrokinetic fl uid coupling to transmit the 637 Nm of torque and shift s smoothly through the ratios. Across the Isuzu Truck range, Easyshift has proved popular with drivers and is

reliable for operators.

Trying to keep to demanding delivery schedules in unpredictable city and urban traffi c makes it diffi cult for drivers to drive with an Eco-friendly and fuel saving mindset. Easyshift manages to achieve a favourable compromise by ensuring correct and appropriate gear selection at the right engine speed, while giving the driver a sense that he/she is not hanging around.

Another aspect which particularly impressed was when bringing the Isuzu to a stop. Th e air over hydraulic braking system which uses drums all round, was highly responsive and gave a positive assured feel from the pedal.

Multi-leaf springs back and front provide a stiff but not harsh ride quality which gives the truck a positive stable feel on the road. Stability is helped by a rear axle width of 2170 mm, so even with a wide fridge body, the low centre of gravity and wide rear axle means very litt le body roll. Good manoeuvrability and accurate steering are another important requisite for the urban vehicles. As many delivery points can be described as ‘a little’ difficult to access, these deliveries are made easier by the Isuzu’s steering which is quick to react, and nicely weighted. For the daily grind of the delivery driver the Isuzu’s simple

drivability helps to make the day's work that bit easier. It can oft en be the case in this sector that the vehicle and the driving are not viewed as the most important aspect of the job, which can mean the trucks are not always treated with the respect they deserve.

Overall Isuzu’s Euro 5, F-Series is a truck which an operator can for the most part, (and in the best possible way) - just forget about. It comes standard with a proven record for reliability, and the truck just works - which is all anyone really wants from a commercial vehicle.

Spec CheckMake Isuzu TruckModel F110.205Chassis Type 4x2 RigidEngine 4HK 1 TCSDisplacement 5193 cc, in-line four cylinder)Rated Power 205 hp (151 kW) @ 2600 rpmRated Torque 637 Nm @ from 1,600 rpmEuro Rating Euro 5 EEV – EGR, with DPDTransmission 6 Speed Easyshift AutomatedBrakes Air/Hydraulic - Drums all round - ABSRetardation Devices Exhaust brakeDrive Axle / Ratio 5.125:1Suspension Multi-leaf steel springsTyres Front Goodyear RHS II - 235/75 R17.5 Rear Goodyear RHD II - 235/75 R17.5Wheels Steel

Fleet Transport Test Drive 2012 Report AnalysisMake Model Engine Power Torque Transmission Confi geration GV W Weight Fuel Consp Fully LoadedIveco Stralis

AT260S337.79 Litre E5 330hp 1,400Nm Euro-Tronic

12-sp6x2 Rigid 26 tonne 25,520

kgs8.9 mpg26.42l/100km

15.8t

Renault Trafi c 9 Seat Bus

2.0 Litre dCi 115hp 340Nm 6-speed manual

2x2 Panel Van

N/A N/A 24 mpg9.8l/100km

NO

Mercedes-Benz Actros 1845LS

12.8 Litre E5 449hp 2,200Nm PowerShift 12-speed

4x2 Tractor 42t N/A 9.6mpg29.5 /100km

36t

Volvo FH16 .750 16.1 litre E5 750hp 3,550Nm I-Shift 12-sp 6x2 Tractor 44t N/A 7.8mpg36.2l/100km

Yes

Volkswagen Amarok 2.0 litre TDI 122hp 400Nm 6-speed manual

4x4 Pick-Up 3.17t N/A 7.8l/100km11.l/100km

NoYes

DAF XF105 ATe 12.9 litre E5 EEV

460hp 2,300Nm ZF AS-Tronic 12-speed

4x2 tractor 40t N/A 10.62mpg26.6 l/100km

Yes

Mercedes-Benz Antos 10.7 litre E6 428hp 2,100Nm Powershift 12-speed

6x2 Rigid 26t N/A N/A Yes

Ford Cargo 1846T 10.3 litre E5 460hp 2,100Nm ZF AS-Tronic 12-speed

4x2 Tractor 40t N/A N/A Yes

Iveco Daily 35S21 3.0 litre E5 205hp 470Nm 6-speed Manual

17.2 cu Panel Van

3.5t 2355kg 31.2mpg7.5l/100km

Yes

Mercedes-Benz Actros 1851 LS

12.8 Litre ES 510hp 2500Nm Powershift 12-speed

4x2 Tractor 42t N/A 9.4mpg30.05l/100km

Yes

Euro Truck Challenge 2012DAF XF105 ATe 12.9 litre E5

EEV460hp 2,300Nm Astronic 12

speed4x2 Tractor 40t 39,500

kgs8.09 mpg34.9L/100

25t

MAN TGX 18.440 10.5 litre E5 EEV

440hp 2,100Nm TipTronic 12 speed

4x2 Tractor 40t 39,300kgs

8.09 mpg34.9L/100

25t

Mercedes-Benz Actros 1845LS

12.8 litre ES EEV

449hp 2,200Nm Powershift 12 speed


8.36 mpg33.8l/100

25t

Scania G440 13 litre E6 440hp 2,300Nm Opticruise 12 speed


7.93 mpg35.6L/100

25t

LIGHT GOODS VEHICLE (N1)

TYPE APPROVAL FROM 29TH APRIL 2013

As part of the system of EU type approval, vehicles and trailers must meet certain safety and

environmental standards before being sold or first used on Irish roads. This type approval system already

applies to cars and buses and from 29th April 2013 onwards, it will also apply to New Light Goods Vehicles

(Gross Vehicle Design Weight of 3,500kg or less - EU category N1).

From 29th April 2013 onwards, approval certification obtained from the vehicle manufacturer/distributor

will be required in order to register an N1 vehicle. The Road Safety Authority has prepared an information

leaflet which can be downloaded from the RSA’s website at: www.rsa.ie

IMPORTANT NOTICE

The Chartered Institute of Logistics & Transport

Ireland

JoinThe Chartered Institute of Logistics & Transport Ireland.

Promoting Education & Training• Supporting Members• Promoting Professionalism•

E: [email protected]: 01-6763188W: www.cilt.ie

Want toWant to Stand Out Stand Out from the Crowd? from the Crowd?

Reynolds LogisticsReynolds LogisticsCelebrating 85 years in businessCelebrating 85 years in business

Special Edition March 2013

Joe Reynolds with the late Seamus Brennan TD, then Minister for Transport on occasion of Reynold’s gaining ISO 9000 Certifi cation in 1991. Reynolds was the fi rst non-manufacturing company in Ireland, and the fi rst transport company to achieve this accreditation.

In the early 1980s Reynold’s opened the Greenore Marine Terminal in County Louth, which the company ran on behalf of Irish Shell Ltd. At the time Reynold’s had gained a strong reputation as having a ‘Safe Pair of Hands’ on behalf of its customers. Th at belief still rings true to today.


MILESTONE

T hroughout history, we have writt en songs and stories of Irish heroes, who against insurmountable odds claimed victory for the Nation.

In more recent times, we arrange open top cavalcades and Civic Receptions to honour those who strive to make us proud to be Irish. So why, when an indigenous Irish company became ‘European Champions’ did it receive so litt le coverage outside the industry?

If a Government Agency, aft er months of work and numerous inducements manage to land twelve jobs from foreign direct investment it becomes the day’s headlines. Conversely, if the Reynolds Logistic’s fuel tankers did not move for a day, you could be sure everyone in the country would become intimately familiar with the current European Transport Company of the Year 2012.

How a small family owned and run transport company came to be awarded the prestigious title did not happen overnight - the story began over eighty years ago. Today, Reynolds is guided by its Managing Director and third generation member of the family, Andrew Reynolds. However, the origins of the company can be traced back to 1928, when Andrew’s Grandfather fi rst became involved in transport. In the 1970s it was Andrew’s father Joe Reynolds who realised an opportunity to provide specialist transport services to the petrochemical industry. Since then the name Reynolds has become synonymous with liquid fuel transport in Ireland, and further afi eld.

Th e operational ethos that is so much a part of Reynolds Logistics, has enabled the company to grow and develop in a steady and progressive manner. Th is ethos would provide a valuable case study for any entrepreneur starting out, or an undergraduate embarking on a Business Studies Degree.

Operating in a sector of the transport industry, which demands exceptionally high standards, fl exible solutions, quality and att ention to detail, would seem to be the secret ingredients of Reynolds recipe for success. Th e customer base is a list of blue-chip multi national companies operating in the transport, retail, marine and aviation sectors. Th e client list includes Irish Rail, Maxol, BP, Shell, TOP, Topaz, recently Dynea and its fi rst ever customer Irish Tar. Th ese are companies that will only accept outstanding performance from their service providers. In addition, when providing transport services to supply liquid fuels, lubricants and bitumen, ensuring standards is paramount for all concerned, with a particular emphasis on safety and the environment.

Employing 260 staff , Reynolds operates from two main bases, one located in Dublin with the other at Ellesmere Port in the United Kingdom. In total,

there are thirteen operational hubs situated in prime locations throughout Europe. From these locations, the company operates its 160 Mercedes-Benz vehicles, and generated a turnover of €35 million for 2011.

As winners of the Irish Haulier of the Year at the Fleet Transport Awards on two occasions in 2008 and 2010, the Reynolds Logistics team is no stranger to having its operational procedures scrutinised by a panel of judges to see how they rank in the transport industry. Th e company has received many accolades over its history from a variety of industry organisations and from customers. As winner of the Irish Haulier of the Year, the company moved forward to represent Ireland on the International stage. On its fi rst venture into the European Transport Company of the Year competition in 2009, Reynolds Logistics returned home with the Silver award - an incredible achievement for any fi rst time entrant.

In awarding the accolade of European Transport Company of the Year 2012, the judging panel,

which consists of the Editors-in-Chief of Europe’s major transport publications, benchmark each applicant against a range of criteria. Th e criteria include an assessment of each company’s policy in areas such as fi nancial standing, safety, customer relations, innovation, training, transport effi ciency and measures taken to protect the environment. Th e panel must see past the fl ashing lights and animated presentations to establish that these policies are an inherent part of the day-to-day operation of the business.

For Reynolds to demonstrate that meeting such criteria has always been part of its daily operations was quite straightforward. One example dates back to 1991, when Reynolds Logistics were the fi rst service company in any industry in Ireland to be awarded the ISO 9000 standard. Th is award was achieved at a time, when it was believed the ISO standards to be the sole preserve of manufacturing industries, and that no service provider could achieve such levels of excellence.

Reynolds Logistics ‘European Champions 2012’

Champions of Europe: Mr. Alan Kelly, Minister of State at the Department of Transport, Tourism & Sport; Jarlath Sweeney, Fleet Transport; Joe Reynolds, Chairman Reynolds Logistics; Andrew Reynolds, CEO Reynolds Logistics and Claude Yvens, President EU Transport Company of the Year Committ ee.


MILESTONE

Th ere can be litt le doubt the judges would have been impressed by the company’s historical record and its endeavours to increase standards in the company, and the industry. Th ey would have also been impressed that this drive continues today and is motivated by a genuine and sincere desire to improve the business for all stakeholders.

Th e ‘Drive 2 Zero’ initiative demonstrates this desire to improve very well. Drive 2 Zero, states that “all accidents are preventable” and “all employees should be able to return home fi t and well at the end of their days work in an accident free environment.” Reynolds already operates in a highly regulated sector, and it is arguable that the initiative was somewhat unnecessary - but that is not how this company works. Th e Drive 2 Zero is based on 8 Golden Rules, and what is notable about the initiative is the way they rules are writt en. Th e text is plain, jargon free and writt en in a manner that everyone clearly understands the purpose of the initiative. It compiles all the important information and relates it to the reader - without the fl owery corporate consultant speak. Clearly identifying that safety is everyone’s responsibility.

On asking Andrew, what did he feel were the deciding factors that may have swayed the decision in their favour? He felt, “it was possibly the company’s progressive and positive att itude towards staff , customers and the industry. Also investment in staff training, vehicles and equipment, and IT solutions to monitor the company’s operations.”

It would be an easy option to consolidate the business in its current position. However Reynolds did not become European Transport Company of the Year by taking easy options. Progressive thinking ensures that at all levels of the business they constantly seek further effi ciencies without undermining the core values of safety, and service. Reynolds was the fi rst operator to practically investigate the possibility of operating Longer Heavier Vehicles (LHV) or Eco-Combis in Ireland. While these LHVs can be found in a number of European member states they are not yet permitt ed on Irish roads (top picture).

Th e principle of replacing three vehicles with two longer combinations, instantly increases transport effi ciencies, improves road safety, and does so while reducing the environmental impact of road transport. It is a long term project where Reynolds are working closely with the Department of Transport and other regulatory bodies to promote the idea.

In accepting the award for European Transport Company of the Year 2012, at the Fleet Transport Expo 12 in Citywest, Dublin, Joe Reynolds was delighted to announce that Reynolds Logistics had just been awarded a €50 million contract to distribute products for the Topaz Energy company. Reynolds will now expand the fl eet of vehicles and will increase staff to cater for the contract. It may be hard for people outside the industry to fully appreciate the achievement att ained by Reynolds Logistics. All companies shortlisted for

the European title were themselves exceptional business models. Which only proves that bringing the title back to Ireland was an achievement deserving a greater round of applause than this incredible feat received.

Aft er eighty fi ve years, the future success of Reynolds is now in the hands of the third generation of the family. It would be interesting to look into the future to see what Reynolds Logistics may look like in 2093, and the number of awards they managed to collect on the way.

Fleet Transport Irish Haulier of the Year 2008 Reynolds Logistics- l-r Joe Reynolds, Andrew Reynolds and Michael Murphy

"T he business started in 1928 and was registered into a Limited Company in 1932. It was originally Scott ish owned, a

partnership between the McCreath and Taylor families. An indication of the period in which the company was formed is in the name McCreath Taylor & Company (IFS) Limited - IFS standing for Irish Free State! Th e company supplied road making materials such as coal tar (in barrels) and also had a quarry at Ballinascorney near Tallaght. An interesting feature of the early records show that there was no infl ation, the auditor’s fee remained the same at 50 Guineas up to the early 1960s and the cost of petrol and wages was largely static, the Managing Director drove a Amstrong Sideley and the messenger-boy had a company supplied Rudge bicycle. Th e messenger delivered orders from the offi ce, which was located at 1&2 Eden Quay Dublin 1, to the Gas Company who produced the tar, and then CIE who transported the tar barrels by rail. Th e asset register listed a Wallis & Steevens steam roller and a towed workman’s hut amongst all the other paraphernalia of the time. Th ere is a detailed account in the pett y cash book of a trip to London for a Roads Congress in 1935 with an itemised cost that totalled £18/10’6.

Kevin Reynolds, my father, worked for the company and subsequently bought it from the Scots in the late 50s.

I had worked for Roadstone from 1969 to 1977, where I set up the Mack Truck assembly line principally to build trucks for Roadstone’s own use but we also sold some trucks in Ireland, the UK and the Middle East. Aft er a short spell with Frank Boland in Cork where we assembled and sold Seddon Atkinson trucks I joined my father. At that point the company was a supplier of Esso bitumen to Local Authorities and quarry owners and also ran a small fl eet of sprayers for surface dressing work. Th e fl eet consisted of 2 x Ford rigid sprayers and 3 x AEC Mandators with CIE doing the delivery work. Th e sprayers returned to Dublin to reload, from whichever part of the country they were working, consequently spending a lot of time trunking and litt le time spraying. Aft er a brief experiment with CIE delivering to the sprayers in the fi eld I realised that CIE drivers at the time could turn a delivery of 16 tons of bitumen to Tullamore (from Dublin) into a 10 hour job while we could do two loads of 22 tonnes in the same time, in our parlance they were delivering 1.7 tons per hour we were delivering 4.4 - the writing was on the wall. And that in essence was the foundation of the Reynolds transport business.

We built the fl eet up quite rapidly mostly with second hand equipment from the UK. And our contacts with Irish Tar and Bitumen Suppliers Ltd, Esso and Shell Bitumen allowed us to expand both bitumen and oil deliveries. A further development saw us running an oil importation terminal for Shell in Greenore County Louth. In

the mid 80s I had an off er to sell the company, which I took but subsequently bought it back a couple of years later.

Th e work we did with Shell in Ireland led to an opportunity to enter the UK market in 1999 and we secured a contract to deliver all Shell’s bulk lubricants for the UK market. Aft er purchasing Shell’s fl eet, and with the subcontractors we inherited, there were 42 trucks running on the contract, within 5 years we had reduced to UK fl eet to 26 trucks but were still delivering the same quantity of oil. A fi ve year renewal with Shell UK was followed by a contract with Castrol and further work with BP and Shell Aviation.

Lack of suitable maintenance operators close to our UK and Irish bases led to the purchase of two maintenance companies, one in Ellesmere Port and the other in Dublin Port. Now branded as Team CV (Commercial Vehicle) the business has expanded and handles many third party fl eets.

On the home front Shell and STATOIL had become Topaz and was a valued customer, which we shared with a UK PLC transport company. Two other Irish owned oil companies, TOP and Maxol are a major and important part of

our business. In 2012 we secured the entire Topaz contract with the 30 Wincanton drivers coming across to us. Since 1980 we have not lost a contract and have continued to grow organically with our core customers.

Andrew Reynolds joined the Company in 1998 aft er leaving college, driving tankers on the Shell contract in Ireland before moving to the UK as a Supervisor on the Lubricant’s contract. On returning to Ireland he ran one of the fuel contracts before being appointed CEO in 2008. Under Andrew’s guidance the company has continued to expand with new business being added in Ireland, UK and Europe, he has recruited a strong management team and has major developments in order tracking and POD management systems. Up to the end of 2012 Reynolds has enjoyed an impressive 16% year on year growth over last 15 years. As for the future; Andrew and his team plan on pushing the turnover up to €60m by increasing services off ered to existing customers and increasing the size of the customer base. While the overall market for the products we handle continues to decline, by growing the company we can further improve our value off ering to clients and help protect the jobs of our ‘family’ of drivers.”


MILESTONE

Reynold’s Iveco 190-32 heading North out of Dublin, approaching the M50 Toll Bridge. Note the toll charge of only 70 pence for cars!

Collecting a new tank fr om Dennison Trailers in Naas early 1980s. Patsy McCloskey fr om Drogheda with Isobel, Judy and Andrew Reynolds alongside the Seddon Atkinson.

HISTORY(by Joe Reynolds, Chairman, Reynolds Logistics)

(local rate)

Stock 1846LS MegaSpaceStock 1846LS MegaSpace

FUEL PRICE UPDATE (WEEK 8) / SAFETY MATTERS

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

Albania ALL 182.00 195.00 180.00 Lithuania LTL 4.84 4.92 4.70

Andorra EUR 1.332 1.392 1.212 Luxemburg EUR 1.392 1.439 1.282

Austria EUR 1.438 1.604 1.395 Macedonia MKD 84.00 85.50 71.50

Belarus EUR 0.680 - 0.697 Moldova MDL 17.62 17.82 16.67

Belgium EUR 1.714 1.760 1.531 Montenegro EUR 1.420 1.450 1.300

Bosnia-Herzegovina BAM 2.40 2.55 2.45 Netherlands EUR 1.863 1.929 1.537

Bulgaria BGN 2.64 2.80 2.66 Norway NOK 15.10 15.55 13.95

Croatia HRK 10.79 11.18 9.96 Poland PLN 5.48 5.73 5.49

Czech Republic CZK 36.03 39.25 35.69 Portugal EUR 1.666 1.785 1.473

Denmark DKK 12.62 13.02 11.28 Romania RON 6.04 6.72 6.10

Estonia EUR 1.324 1.364 1.364 Russia RUB 31.89 - 33.10

Finland EUR 1.641 1.691 1.544 Serbia RSD 147.90 - 147.90

France EUR 1.635 1.662 1.438 Slovakia EUR 1.499 - 1.422

Georgia GEL 2.15 2.22 2.17 Slovenia EUR 1.549 1.562 1.411

Germany EUR 1.592 1.687 1.457 Spain EUR 1.470 1.580 1.400

Greece EUR 1.744 1.837 1.413 Sweden SEK 14.98 15.48 14.93

Hungary HUF 414.00 - 423.00 Switzerland CHF 1.815 1.877 1.912

Ireland EUR 1.599 - 1.539 Turkey TRY 4.84 4.94 4.22

Italy EUR 1.805 1.943 1.705 Ukraine UAH 10.80 12.30 9.80

Kosovo EUR 1.25 - 1.24 UK GBP 1.373 1.455 1.442

Latvia LVL 0.967 0.997 0.947 USA USD - - 1.084

“ON THE ROAD AGAIN”Haulage Insurance to keep your business on the road even if your vehicle is not!

Talk to us : 053 9155 600Wright Insurance Brokers are regulated by the Central Bank of Ireland.

New

Exclusive

Cover

Nearly half of all reported workplace deaths involve a vehicle. The majority of these deaths involved

a pedestrian who was hit or run over by a vehicle. Many more pedestrians are injured every year in Irish workplaces as a result of contact with moving vehicles. Pedestrians may be employees, members of the public or visiting workers that pass near vehicles in the workplace. Th is may range from someone walking across a supermarket car park or a maintenance engineer arriving at a factory, to a customer walking near a fork-lift truck at a builder provider’s yard, or even someone passing near a reversing refuse truck.

What can you do to keep pedestrians safe in your workplace?

Th e most eff ective way to protect pedestrians is to keep them away from moving vehicles. Th e following steps are key to protect pedestrians in your workplace:

Warn them. When pedestrians enter your • workplace for the fi rst time, warn them about the hazards that exist. Th is can be done by using signs, notices and posters

warning them about the hazards and where they are. Enable them. Pedestrians need to be clear • about ‘how to stay safe’ in your workplace. Site rules, procedures and instructions need to be clearly communicated to pedestrians. You need to instruct pedestrians about what they need to do to stay safe. Don’t let them move around your workplace until you are certain they know and understand what to do.Refresh them. Pedestrians that are familiar • with a workplace may become complacent over time and start taking short-cuts. Repeatedly giving critical information will help combat this, and also shows your commitment to their safety.Control them. Segregate pedestrians • and vehicles as soon as they enter the workplace. Prevent pedestrians from entering prohibited areas. Use barriers or guard rails to segregate them from vehicles. Provide clearly marked walkways where possible. Where people have to cross vehicle routes, provide designated crossing points that have clear visibility for pedestrians and drivers, day and night.Stay with them. Do not let pedestrians •

walk freely around your workplace. Visitors should be accompanied at all times to keep them away from the danger areas.Equip them. Where pedestrians must work • near moving vehicles, or pass close to areas where vehicles operate, provide them with appropriate high visibility clothing suitable to the weather and lighting conditions.

The Business Benefits

Safer pedestrians: Following these simple • steps will help protect pedestrians from injury in your workplace. Smoother operations. Segregating • pedestrians from vehicles means smoother and more effi cient operations. It lets drivers and pedestrians focus on gett ing their jobs done without interruption. Commercial advantage. It will also • protect you from accident investigation, expensive claims, adverse publicity, and costly downtime.

For more information go to: http://www.hsa.ie/eng/Vehicles_at_Work/Workplace_Transport_Safety/Managing_Pedestrians_at_Work/

Safety Matters . . . . Safety Matters . . . . Watch out vehicles about!Keep pedestrians safe in your workplace.


The price of fuel isn’t coming down. So MAN has been busy developing engines that use a lot less of it for you. As proved in the recent test of our TGX 26.440 by Commercial Motor, with a record-breaking 9.27mpg that put the MAN way ahead of its competitors.

Add our MAN EcoStyle system, standard on every MAN truck with an R&M contract and helping operators save anything up to another 15% on their fuel bills, and you have a partnership that could stand the test of even these recessionary times. MAN economy... and you!

9.27mpg!(But don’t just take our word for it)*

*Independent 44 tonne, 6x2 road test – Commercial Motor 8/12/11.

MAN Importers Ireland Ltd., Oak Close, Oak Road Business Park, Nangor Road, Dublin 12.Tel: 01 419 1300 Fax: 01 419 1370 [email protected] www.mantrucks.ie


SHOW PREVIEW 1

O ver 40 exhibitors that have booked space in this year’s Commercial Vehicle Show at the NEC Birmingham from 9 – 11

April next met with media representatives to provide details of their products and services that will be showcased at the annual event. Of the increased number of commercial vehicle brands taking stand space for the 2013 Show, fi ve att ended this speed dating preview event.

Citroën will be listed among the ‘premieres’ with the launch of the second-generation Berlingo Electrique. It has an estimated 120 kms and can be fully recharged in 8.5 hours. A quick charge (80%) can be done in 35 minutes. Isuzu will have its full range of D-Max Pick-Ups in single, extended and Double-cab forms plus accessories while Mercedes-Benz will have one of the biggest displays accommodating the launch of the Citan Van, Antos distribution range and all-new Arocs construction trucks. Th e all new Atego will be there too. Another debutant provider is Volvo Trucks with the

fi rst public appearance of the all-new FH Series with a branded merchandise shop alongside. Ford will have full details of its extended family of new light commercials to include the new 2 tonne Transit and Transit Connect. AdBlue suppliers Air1 provides not only the liquid urea system for SCR systems but also storage and handling equipment. Alfatronics produces high quality voltage conversion products, which are all manufactured in the UK and covered with a lifetime guarantee. Brigade Electronics has come up with an interesting camera monitoring system. Called Smarteye, powered by ASL360, it has 4 ultra-wide angle cameras with 187o

lenses that eliminate blind spots. Mentioning cameras, check out Smart Witness, which has developed a vehicle based camera system that records, tracks and monitors. On the subject of safety, Business Lines through its Checkpoint product line is the best selling loose wheel nut indicator and retainers, with over 6 million sold in the UK alone. Continental Automotive Trading (VDO) will exhibit its new Digital Tachograph 2.0 with counter and also its new Smartlink App for Smart Phones. Its group

partner at Continental Tyres will show-off its re-branded truck and bus tyres and detail two new van tyres. Eberspacher UK will announce that its products will now be built in-house in England. An extensive range of portable refrigerated boxes will be on display at its stand. Another company specialising in fi tt ing out vans is TEVO which produces modular racking and storage solutions, will introduce a new ultra-strong lightweight system, ready for market this spring. When it comes to fl eet management technology, TomTom Business Solutions stand out. Improvements to its various packages will be announced at the NEC.

For the road transport sector, Irish company Tranzaura is mak ing in-roads in the telematics business in the UK. Much interest will centre towards TranzGo, its new Remote Driver Download system for Smart Phones. TranzTacho and TranzSafety are two other solutions on off er. Another company is South African Headquartered MixTelematics, which has a broad customer base in 111 countries covers driver safety, vehicle tracking and fl eet management services amongst other off erings. Back to the load carriers, Fuller Tankers is just one of a number of British owned trailer builders that will be present in Birmingham. It will have a Volvo FM based 6x2 Recycler tanker, which is EU Whole Vehicle Type Approved. Keeping tyres at their peak is what TyrePal specialises in. Data is captured from within the tyre or by an att achment on the value, which can be fi tt ed to a telematics system.

Finally, on the load handling front, US company Maxon will pay a return visit to the vast halls of the NEC at next month's Show.

All go for CV Show 2013

Isuzu D-Max

New Mercedes-Benz Atego interior


SHOW PREVIEW 1

Eberspacher euroengel

MiX Rovi

Maxon Max15t

VDO SmartLink

Th e all-new Ford Transit Custom Sport Van

Tevo Warehouse

Fuller Tankers

Air1- Adblue


SHOW PREVIEW 11

Russia’s COMTRA NS International Commercial Vehicle Show continues to grow and has established itself

as the second most important exhibition aft er the IAA on the international trade fair calendar for commercial vehicles. Th is is clearly refl ected in the number of national and international companies that have already registered for this year’s which takes place from 10/14 September 2013 in Moscow. Russian manufacturers, all major European truck, van and trailer producers as well as commercial vehicle manufacturers from

India and China will be present. Buses and Coaches too.

For the fi rst time both the International Truck of the Year & International Van of the Year 2014 will be presented at COMTR ANS. Th e two juries comprised of 25 editors and journalists from European commercial vehicle magazines will att end this year collaborating with COMTRA NS in awarding the prize. Th e prize-giving ceremony will be part of the Press Day (9th September 2013).

With just over six weeks to go to the staging of the oil distribution event of the year,

FPS EXPO 2013, show organisers FPS (Federation of Petroleum Suppliers) is once again honouring the people on the ‘coal face’ with the FPS 2013 Driver of the Year Award.

Sponsored by FPS Insurance Manager, OAMPS Petrochemical, the Driver of the Year Award is always popular with FPS members. To win this award the FPS is looking for the best tanker driver amongst its members, the one that stands out amongst his or her peers in terms of eff ort or who has a great safety record, great customer service and who sets an example.

OAMPS Petrochemical off ers a full suite of specialist insurance and risk management products to the oil distribution industry and

has been sponsoring the Driver of the Year Award for 14 years.

FPS Marketing and Events Manager Vanessa Cook explains: “We wanted to make 2013 event the best yet in terms of entries for the Driver of the Year Award so we called on all our members

to recognise the hard work undertaken by their delivery drivers in 2013. Nominees believe they have the best tanker driver in the UK or Republic of Ireland, the one who makes sure customers are happy and goes that ‘extra mile’. First prize for the FPS Driver of the Year 2013 Award is £1000 and a stunning crystal award plus two runners-up receive cheques for £250 and trophy too.”

Th e winner the Driver of the Year Award together with the other FPS Award – Depot of the Year - will be announced at the FPS 2013 Awards Dinner on 18 April

at Harrogate International Centre.

Multimodal, the UK & Ireland’s main supply chain event, has announced its seminar programme. Top

speakers, including Justin Kirkhope of the Co-operative, Jacob Sterling, Head of Environment & CSR at Maersk Line and Peter Ward from DP World London Gateway, as well as speakers from Deloitt e, Holman, Fenwick, Willan, and AEB, will all take part in the three day event, which runs alongside the free-to-att end Multimodal 2013 exhibition at the NEC Birmingham, 23rd to the 25th of April. Bookings can now be made on www.multimodal.org.uk.

“Panels of experts will be on hand to tackle supply chain issues ranging from keeping up-to-date with the latest regulations, to fi nding new ways to work more effi ciently and compliantly,” said Conference producer Emma Murray.

Multimodal 2013 is now 90% sold out, and will welcome leading logistics and supplychain

names, including DSV, Autostore, Dachser, Malcolm Logistics, P&O Ferrymasters and Stena Line Freight. Th e event will once again host the Shippers’ Village, which will provide dedicated meeting and networking facilities for

companies including Dunelm Mill, SABMiller, Cabot, Kellogg’s, Mars, Tesco and Jaguar Land Rover to hold valuable supplier meetings.

COMTRANS 2013 on course for success

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TIMES PAST

R ecent reports that Ford Transit production was to be transferred from Southampton to Turkey has understandably been received with

much regret in the United Kingdom where a huge and once thriving motor industry has been virtually wiped out in the last quarter of a century. Following mergers and take-overs, formerly great names have been unceremoniously blott ed out by trans-National vehicle makers – this is also known as globalisation - merciless in tooth and claw. In the case of the Transit, however, it is part of a process with which we in Ireland are only too familiar – the transfer of whole factories to where labour is cheaper.

On a happier note, the Transit, which has been part of the transport scene for nearly half a century, will be still with us for some time at least. Th rough three major production periods and innumerable modifi cations, its name, like Hoover or JCB, has come to describe entire generations of similar vehicles. Note that I wrote vehicles, not vans, because the Transit has formed the basis of almost any type of road transport inaginable and is so taken for granted as to merge into almost any

background, a true chameleon. Here another point is worth making. Usually, articles in Times Past describe vehicles which are well gone. Here, however, we have a type fi rst seen before many readers of Fleet Transport were born and is still being made.

Until the mid-1960s, Ford’s British light commercial was the 400E, a forward control model designed for loads of up to 15 cwt or three quarters of an Imperial ton, equal to 762kg. In Germany, a Ford commercial called the FK1000 was introduced in 1953, the 1000 standing for 1000kg, a metric ton. Th is in time became the Transit Taunus and was the design basis for the British Transit which was fi rst off ered in 1965 and has been with us ever since, undergoing major changes in 1986 and 2000. Several books have been writt en about the Transit in its many manifestations and a trawl through my pictures brought the full reality of the Transit’s ubiquity home. Indeed the biggest problem in producing this article was the choice of pictures available, some of which recall forgott en transport cameos.

Th is Times Past article is not a technical review of

the Transit, the uses of which cover a vast swathe of industry and public services. It is rather a look at its place in transport and this month the pictures are more important than the text. Th e selection of vehicles shown is a cross section and the descriptions or extended captions for the various vehicles will hopefully convey a sense of history as well as a very wide range of uses. Meanwhile, one of my somewhat cynical colleagues maintains that the Transit and its competitors were all designed on the same computer, the only diff erence being the grilles and front panels – what disrespect!

The photographs reproduced here have been numbered and grouped – to use a common cliche – as snapshots in history, some of the vehicles being forgott en while others are still around. Starting with the very basic panel van, No. 1, this view from Autumn 1981 was on the day when the fl ow of traffi c on the Dublin Quays was reversed. Th e operation had to be done on one Sunday, crews and service vehicles being hired in from several traffi c light companies, including from Northern Ireland. Th is van belonged to a Belfast crew who contributed to reversing and adjusting every traffi c light on both sides of the Liff ey from Heuston Station to Butt Bridge. A forgott en event now, but it will probably arise again in the near future.

Picture No. 2 shows another version of the original type of Transit. Th is was a high roof vehicle, used by several commercial companies and by P&T. Th e lett ers stood for Posts and Telegraphs, the Government Department set up following the

Ford Transit

1. Belfast registered Transit van in Dublin, 1981

3. CIE Transit School Bus

2. Custom House Docks, 19 February 1988 - P&T Transit

4. Civil Defence Transit Minibus


TIMES PAST

establishment of the Irish Free State to take over from the GPO which previously ran these services for the British Government. Th e Department, which had its own Cabinet Minister, was not renowned for its effi ciency and in the 1970s it att empted to brighten up its image, adopting a new livery for its vehicles with the P&T logo as shown on this 1979 Transit which came into the Transport Museum collection in 1987. In 1984, P&T was divided into two semi-State companies, An Post and Telecom Eireann. So there is a fair amount of history surrounding this van.

Aft er the introduction of school bus services in 1967 it took some time to build up fl eets of standardised fl eets in various sizes. For small numbers of children, usually between 12 and 20, vehicles like this Ford Transit were found to be ideal. CIE’s Provincial Services, which became Bus Eireann in the 1987 re-organisation, ran all the routes outside Dublin and built up a considerable fl eet of Transits. Later additions to the fl eet included other makes and many of the routes requiring small vehicles were aft erwards given to private operators.

Picture No. 4 takes us on to 1997 by which time

a much refi ned version of the Transit personnel carrier was bought in large numbers by both private operators and public services. Th e voluntary Civil Defence which had its origins in the early 1950s and was originally intended to assist the Army and Gardai in the event of another World War, developed over the years into a body capable of carrying out a wide variety of emergency and rescue tasks. Today it has an important place in the back-up so oft en needed by the full-time emergency services.

Returning briefl y to the earlier type of Transit, many of these vehicles as shown in Picture No. 5 were adapted in later life as Recovery units, fi tt ed with either tilt and drag bodies or a crane as in this example. Some of them had Crew Cabs to enable the passengers of a broken-down car to be transported home in comfort. Th e theme of comfort – as well as health and safety were also in mind when cews who had previously travelled on the backs of open lorries were given decent accommodation in vehicles like the Dun Laoghaire Rathdown Transit in Picture No. 6, which shows a horse-drawn vacuum tanker being collected from the Transport Museum for an exhibition.

Pictures 7, 8 and 9 illustrate three phases of advertising. No. 7 shows an early 1980s Transit in the then colours of the Irish Press which last saw the light of day in 1995 – a Newspaper Group with a fascinating history and one whose demise raised many questions, some of them still unanswered. No. 8 shows an att ractive use of restrained advertising on a standard panel van for an offi ce supplies fi rm, whilst No. 9 is a purely advertising vehicle, a type which is now appearing in every growing numbers and a great variety of formats.

In No. 10 we see a queue of trams in Abbey Street, Dublin, waiting for a Dublin Fire Service 2003 Transit Ambulance to clear a casualty. And the series ends with another Transit, formerly an Ambulance but now used as a support vehicle by the Fire Brigade. All these Transits, and there are many more, are a kaleidoscope of history which readers will hopefully fi nd interesting.

Opening Times:Sept - May:

Saturdays, Sundays and Bank Holidays,

2.00 - 5.00pm

Th e National TransportMuseum,

Heritage Depot,Howth Demense,

Howth.

5. Recovery Vehicle

7. Irish Press Group Transit 9. Vanads Transit

11. Ford Transit Dublin Fire Service

6. Crew Cabbed Transit

8. Staples Ford Transit

10. 1983 Ford Transit Ambulance

Text & Photos: Michael Corcoran - enquiries@fl eet.ie FLEETTRANSPORT | MAR 13 35

I n 2008 and 2009 most transport fi rms reviewed the cost structure of their business, reducing wages and non-essential spending. Owners became more hands-on in their business and a general restructuring of cash fl ow was undertaken. Capital expenditure on

new vehicles and trailers was reduced or postponed and all businesses awaited the two to three year period projected as the life span of this recession to pass.

Many Irish industries pre-2008 had become uncompetitive, salaries had escalated, productivity declined and margins were being gained due to a buoyant market that was not price sensitive. Irish haulage did not have the scope of cost cutt ing to implement similar to other service industries. Greater productivity from asset utilisation was achieved but as wages in transport were always low and diesel cost is outside the control of hauliers, dramatic reduction in costs to maintain profi t was not possible. In 2013 it is clearly visible that access to fi nance is being restricted, haulage companies are seen as high risk (and personal guarantees are now not accepted if the risk is deemed to high), the credit extended by diesel suppliers is reducing and transport fi rms that have a low or negative margin will not survive.

Step One in business restructuring is to access cash fl ow. Prepare a cash fl ow forecast for a minimum of one year and review how the defi cit can be addressed. In 2008 companies restructured their cash fl ow requirements due to business profi tability and the fact that cash fl ow forecasts had previously been based on higher turnover and projected profi tability forecasts. In 2013 issues with cash fl ow are a direct result of lack of profi tability, lower monthly fi nance payments have been replaced by repairs costs, breakdown recovery and unproductive downtime. At the commencement of this recession, cash fl ow diffi culties were directly as a result of fi nancial repayment terms set at pre-recession rates. Now cash fl ow diffi culties are the result of lack of profi tability, restriction on credit terms from suppliers and customers extending the time to pay the business. In order for your accountant to analysis and detail the information contained in a cash fl ow forecast, he/she must fi rstly produce a forecasted Profi t and Loss for the period ahead.

Short term lack of profi tability can be catered for in a business cash fl ow through short to medium term fi nance options (example invoice discounting) but medium to long term the business has to be profi table, otherwise the value of the business will be eroded and cease trading. Business growth had been the common remedy in the past to address profi tability and cash fl ow issues. Increased turnover meant a greater spread for overheads and businesses that had invoice discounting in place saw an improvement in cash fl ow due to banks advancing funds against increased sales. What is now realised is that this additional volume was oft en at marginal or unprofi table rates, cost increases in fuel have not been fully recouped in diesel surcharges and overheads instead of being diluted by higher turnover had actually increased overall and per vehicle.

Biggest element in restructuring is to review the work undertaken by the business, access what element of the work is profi table and access if overall the mix of work can be altered to bring the business back into profi tability. Some work may not even give a contribution to overheads so dropping this work is step one, other work may give a contribution to overheads but on analysis the actual costs and potential reduction in overheads by dropping this work will improve the bott om line if implemented. Initial reaction for the business proprietor to undertake additional operational activities, such as jumping back behind the wheel, unless the business has reduced to an absolute minimum size will not address the underlying profi tability issues as a focused eff ort is required by the owner of the business to review profi tability and cash fl ow issues and then manage the business in a way that corrects these problems.

At present the base cost of transport operations is increasing while rates are decreasing (mainly from downward pressure by hauliers that are either non-compliant or unprofi table or both). Unless you are in a niche sector or have key profi table customers that are business partners looking for

service, compliance a nd s t a nd a rd s , the pressure on margins may be unsustainable.

Simply doing work productively and cost ef f ic ient ly does not guarantee profi tability in the current environment because of rate competition.You may have to el i m i nate some work and refocus the business to guarantee survival. Pending maximum weight limit increases and Essential User Rebate are recent issues that have to be dealt with. While it will benefi t the compliant haulier it may be absorbed by customers looking to decrease tonnage rates and reduce fuel surcharges.

Transport fi rms that survive this recession will have a diff erent customer base, a diff erent funding structure and a diff erent management style from the business that was in existence pre-2008. As in the 1980s, the brightest and best will be educated and leave (it has happened already) but many will return with training, experience, new concepts and ideas and transport fi rms need to recruit this talent to move the business forward.

FINANCE

Business Restructuring

36 FLEETTRANSPORT | MAR 13 Text: Donal Dempsey - donal@fl eet.ie

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Celtic Link Ferries, the only ferry company in Ireland that sail to France all year round, is now off ering

to transport vans between Rosslare and Cherbourg for only €99 each way. Any light commercial vehicle that is less than 6.5m in length and less than 2.59m in height will be carried on any of its three return sailings each week.

In fact, Celtic Link Ferries charge only €99 to sail to France while other ferry operators are

priced over €200 each way to the UK. Cabins are available on board from €50 each way with each additional passenger in the vehicle costing €25. A choice of two berth, four berth or six berth cabins can accommodate every party size.

“Celtic Link Ferries makes a point of off ering priced services,” stated Rory McCall, Passenger Sales Manager. “As a result, these great prices are now applicable to van drivers, irrespective of it being a commercial vehicle.”

To book the low fares to France w i t h C e l t i c L i n k Fer r ies , log-on to www.celticlinkferries.com or phone 053 9162688.

Stutt gart – Aft er a challenging selection process, the participants of this year’s

Aïcha des Gazelles rally have now been chosen. In 2013 Mercedes-Benz Vans will send four female teams driving Sprinter and Vito vehicles into the desert.

Women employees from Daimler have successfully taken part in the desert rally since 2010. In 2011 they came in fi rst in the SUV category with a Vito.

Daimler will enter four Mercedes-Benz vans: two Vitos and two Sprinters. The vehicles have been only slightly modifi ed with rollover cages, Terratrip electronic trip meters, bucket seats, fi re extinguishers, underride protection, and special desert tyres. However, the powertrains, the brakes, and the vehicles’ electronic systems are all standard equipment for the vans.

Th e “Rallye Aïcha des Gazelles 2013” will kick off in Paris on March 16 and end in Essaouira, Morocco, on March 30. Only women are eligible to take part. Th e rally has six stages,

during which the vehicles will drive a distance of more than 2,500 kilometers in total across sand dunes, rocky stretches, steep slopes, and dry river beds.

The winner is determined not on the basis of which team is the fastest, but which one is able to fi nd the shortest route between the checkpoints in the allott ed time. The teams are equipped with electronic trip meters, compasses, maps, and rulers, as GPS devices and cellphones are not permitt ed.

Th e participants will not receive a reward or prize money, since the proceeds of the rally are used

to finance teams of doctors who care for nomads and inhabitants of remote villages and sett lements in Southern Morocco throughout the year.

Star att raction at the recent Spring Caravan & Motorhome Show at the NEC, Birmingham was the

all-new ‘Lunar Vacanza Camper Car’, that’s based on the award winning Nissan NV200 van. The European Whole Vehicle Type Approved concept combines the dual benefi ts of a roomy, four-person camper with an effi cient, easy to manoeuvre, everyday family car – the ideal solution for those who want the best of both worlds.

With class leading 135g CO2/km emissions and 50+ MPG, the 1.5 litre dCi powered Vacanza is one of the most economical and environmentally friendly vehicles in the market place.

To ensure a comfortable night’s sleep for both adults and children, there is also an innovative, easy to store, double

bed system plus fold out beds inside the roof. Luxury fi tt ings include reversing camera, air conditioning, well equipped kitchen with grill, fridge and three burner hob. Brian Mellor, Chairman and CEO of Lunar, said at the launch att ended by our sister publication Caravan Cruise: “It has been four years since we last launched a new model into the motorhome market and we are very excited to be returning with our brand new Vacanza Camper Car – a concept designed in response to the growing trend and a move towards more economical and smaller leisure vehicles. Complementing our existing caravan range, we are confi dent we have a unique proposition and that the Vacanza represents a great opportunity for 2013.”

Van Transport for Less with Celtic Link Ferries

Vacanza – Lunar’s new Campervan based on Nissan NV200

Sprinter & Vito compete in the Aïcha des Gazelles

LCV


Daimler employees Astrid Ebermann (left ) and Sabrina Trillmann will drive a Mercedes-Benz Vito 4x4 at the Aicha des Gazelles 2013 rally.

O n the 1 December 2011 EU Regulation 1071/2009 came into eff ect. It was directed at requirements that had to be met before an individual could be a ‘Transport Operator’. Th e directive was concerned that, amongst other things,

common rules should apply across the transport industry, that the qualifi cations required before the issue of a CPC should be standardised, and that the level of monitoring should be uniform.

As with all EU Directives it will only be eff ective once it has been absorbed into the relevant domestic legislation and on the 30 May 2012 the President signed the Act giving eff ect to the EU Regulation.

In eff ect the Act is enabling legislation giving authority to the Minister for Transport, Tourism and Sport to introduce commencement Orders for Regulations, which will detail the changes intended to improve the control of vehicle roadworthiness in the State by establishing a new legal framework.

Th e proposed changes seem likely to have a major impact on the transport industry, and operators must take steps to ensure that they are aware of any new regulations. *

In the fi rst instance all the necessary powers needed to monitor the roadworthiness of commercial vehicles will be given to the Road Safety Authority (RSA), and this transfer of power will include the supervision of those qualifi cations needed to become a Roadworthiness test operator or tester.

Regulations will be made confi rming the required frequency of vehicle tests and the items that are to be tested, and will also detail the qualifi cations that will need to be met by any person carrying out the tests or issuing certifi cates of Roadworthiness.

It will be a criminal off ence to use a vehicle without a current Certifi cate of Roadworthiness. Operators will have to ensure that there are appropriate diary entries to ensure that their vehicles are presented for test in time and also, and no less importantly, the test personnel are suitably qualifi ed.

Regulations will be made to confi rm the minimum standards of vehicle maintenance that will be accepted together with the relevant records that authorized offi cers may demand to see.

A failure to keep a vehicle properly maintained in accordance with the new regulations, and to rectify any notifi ed defects will be a criminal off ence and a conviction will inevitably impact on the ability to hold a licence to operate.

Regulations will be made to allow the authorities to detain and immobilise any vehicle found to be substantially in breach of any regulation aff ecting the roadworthiness of the vehicle with an extended authority to dispose of the vehicle in specifi ed circumstances.

Th e number of enforcement offi cers qualifi ed to carry out vehicle inspections will be increased, as will their powers. Additionally the RSA will establish an information system that will be available to An Garda Siochana and to the National Roads Authority. Following the practice in other EU countries a ‘risk rating’ system will be created enabling the authorities to target those operators and vehicles whose record suggests that they are more likely to be committ ing an off ence.

Th ere seems to be litt le doubt that operators will welcome the fact that control of the commercial vehicle testing structure will be in the hands of the RSA which is an identifi able and ‘stand alone’ body. On the other hand the ability of the authorities to target those operators scoring badly

on the ‘risk rating’ system by bringing them into roadside checks will cause some operators problems.

Th ere is a clear determination in Ireland to bring the standard of the Irish transport industry in line with that in other EU countries and to disprove the belief, that appears to be widely held, that there is an absence of discipline amongst Irish operators.

Transport operators must take steps to ensure that they do not miss the introduction of any of these new regulations that are bound to aff ect the day-to-day administration of the business.

LEGAL

Road Safety Authority (Commercial Vehicle Roadworthiness) Act 2012

38 FLEETTRANSPORT | MAR 13 Text: Jonathan Lawton - jonathan@fl eet.ie

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We are going thought a period of intense scrutiny of the food processing industry with a lot of

accusation being made about some companies and their suppliers. On the sideline of all of these comments and accusations are strong suggestions that it is the price consumers pay for these products. Quality produce cannot be processed. Listening to all the experts making diff erent arguments I can see some parallels between beef products and the Road Haulage Industry.

For me the comparisons became very clear aft er one very eminent Managing Director of a food production company was interviewed on the radio. He said that a quality burger could not be produced for less than two euro. When pushed by the interviewer, he was asked then how could one buy six burgers for €1. “Simple” said the eminent Chief, What you are buying most likely does not have quality ingredients in it, he added.

Now people do not ‘eat haulage’ so the quality of it may not seem relevant to those that use the services of transport companies directly or indirectly. For many years the IRHA has been

beating this drum. Reduced rates which gives value to customers are at the cost of quality safety and in the case of transport companies, generally a loss to the revenue not to mention,

the additional risk to safety. I think there could be more horse pretending to be beef around than people think!

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OPINION

Horse-sence and making no sense


Not that long ago if a truck struck an overhead Railway Bridge it might have been at worst seen as a bit of an inconvenience, bad luck even. In some cases the driver might be the butt of a

lot of jokes in his own yard. Not anymore. To strike a Railway Bridge is a potentially very serious incident. In the past few years there has been a dramatic reduction in the number of bridge strikes. A couple of factors have contributed to this. In the 1990s as the economy was starting to expand, (albeit, a bubble as we would fi nd out later) extra activity put addition HGV traffi c on the roads. At that time there were almost 200 recorded incidents of trucks hitt ing railway bridges every year. Irish Rail and the Irish Road Haulage Association working through as a Group worked to raise awareness of the issue and the potential problems that could follow on from such an incident. Very few truck drivers were aware that hitt ing a bridge could lead to an Express Train being derailed with the potential for a lot of casualties. Irish Rail, stated that a bridge strike, as they are referred to, will at the very least cause disruption to the time-table. At the other extreme the big worry is the danger of a rail being slightly dislodged leading to the derailment of a train.

By raising awareness and issuing a map with bridge heights the Road Rail Group started to make an impact on the number of incidents. One of the key breakthroughs was to identify the bridges that were hit most oft en and any patt erns that emerged. Some interesting facts did materialise. On occasion, some bridge heights were inaccurate. With a year, as all of the anomalies were removed, the incidents did start to reduce. Another factor that helped was the strengthening of the law. Th e Gardai were now actively prosecuting drivers involved in such incidents. In recent years the incidents have reduced signifi cantly. In 2008 there were 112 incidents reported. Eighty-six of these incidents involved overhead bridge strikes and twenty-six were recorded where a collision with a bridge occurred. In the interviewing years the numbers have come down to a total of 61. While there is a signifi cant reduction in the number of incidents there is no room for complacency. As a part of the syllabus on the Driver CPC, it dedicates a large section to this subject. Vigilance is essential to keep bringing these fi gures down.

Vigilance is essential in further reducing Bridge Strikes

View from the Operators Desk by Sean Murtagh - sean@fl eet.ie

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TRAILER & BODY BUILDER

42 FLEETTRANSPORT | MAR 13 Text: Rob Van Dieten - rob@fl eet.ie

Award-winning fresh pork and meat supplier Pinkertons has embarked on an exciting

new venture – with a litt le help from Gray & Adams. Operating from its headquarters in Armagh, Pinkertons acquired another Northern Ireland-based business, sandwich maker and hot food specialist Ashwood Agencies, last September. Th e move meant that whereas previously Pinkertons had only distributed products at chilled temperatures, it now needed to transport frozen foods as well. While Pinkertons delivers to hotels, butchers, supermarkets and wholesalers throughout Ireland, most of Ashwood Agencies’ customers were located in and around Belfast. To maximise effi ciency, Pinkertons therefore resolved to invest in its fi rst, dual-temperature (chilled and frozen) vehicle

to serve the city. Th e solution, as developed by Gray & Adams (Ireland), is a movable, two-piece ‘matt ress’ bulkhead, complete with integral door, which

can be positioned between shelving modules to create either 50:50 or 75:25 splits in the cargo area. Th is allows Pinkertons to confi gure the vehicle to suit the load, while also off ering excellent insulation properties so that temperature integrity is maintained. Th e bulkhead can even be removed altogether for single-temperature operation, while its PVC fi nish also means it is easily cleaned, an important feature when transporting food. Gray & Adams’ insulated box body wears an eye-catching livery and is fitted with a ThermoKing T-800R Spectrum refrigeration unit. The 10-tonne Mercedes-Benz Atego 1018

chassis on which it is mounted is Pinkertons’ biggest yet, the company having previously relied primarily on 5.0- and 7.5-tonne vehicles.

Krone joins forces with axle manufacturer Gigant

Forged by long established c o l l a b o r a t i o n , t h e n e w alliance between German axle

manufacturer Gigant and the Krone Group will be extended with the development of innovative axle assemblies and chassis for Krone’s agricultural and utility equipment. In addition, the two companies intend to create and expand synergies in the areas of purchase, manufacturing and aft ersales services. Gigant Trenkamp & Gehle is a medium-sized and family-run company that is based in the north German town of Dinklage. Th e company looks back on more than 60 successful years in the utility vehicle market and at more than 40 years as a supplier of axle assemblies for Krone’s commercial trailers. Its product line ranges from lightweight

5.5-7.0t axles to heavy-duty and semi-trailer axle assemblies. Due to their robust design and build, these axles prove most suitable for agricultural equipment as well. Gigant’s product range already off ers the super lightweight and low-maintenance ‘Euro’ axle for standard semi trailers in the utility vehicle sector, which features disc and drum brakes as well as compact bearings.

Meanwhile, Krone now off ers two load securing systems in one for transporting tyres (pictured). Safe and secure loading of stacked and stepped tyres is not always easy to achieve. Th is is why Krone off ers two diff erent load securing systems that provide optimum solutions while at the same time conforming to European loading certifi cation.

Thermo King in collaboration with Volvo Trucks and Arla Foods, is transporting milk throughout

London while providing increased sustainability, lower fuel costs and reduced noise. Th e 26-tonne, 8.65-metre diesel/electric powered hybrid concept rigid truck features transport refrigeration solutions from Th ermo King, featuring a combined conventional and eutectic plate solution that its engineers helped developed for the vehicle to provide temperature control when the vehicle operates in both engine and batt ery-powered mode.

Arla, the UK’s largest dairy company has a challenging environmental agenda and the

key focus of this project was to fi nd a solution to support the delivery of their carbon dioxide reduction targets.

Th e vehicle features the Th ermo King vehicle-powered V-700 Max Spectrum refrigeration

system which is used to provide over-the-road refrigeration. Th e V-700 Max Spectrum, the latest addition to the Th ermo King V-Series range of transport refrigeration units, has a nominal capacity 20-30 percent higher than its direct competitors. Th e V-700 Max Spectrum refrigeration system is a low-noise unit, allowing for inner city delivery at any time.

When the unit is plugged in on electric standby overnight, the refrigeration unit’s host compressor provides the necessary

refrigeration to freeze the liquid solution that is inside the eutectic plates, providing the overall system with additional temperature hold over capacity when the Volvo Hybrid is operating in batt ery mode during its deliveries.

Thermo King’s Innovative, Sustainable Solutions for Refrigerated Hybrid Trucks

Gray & Adams is Pinkertons’ ‘fl exible friend’

I n last month’s publication, I suggested that the lack of a National Supply Chain Policy exposed Ireland Inc’s strategic understanding of the indispensible role

and contribution the commercial transport fl eet plays in supporting the economy. Th e positive feedback has encouraged SCLG to further the debate on policy and the critical importance of Transport in the Irish Supply Chain.

Anecdotal evidence suggest circa 100 units has come-off the road since December. Th e lack of available real time data on Irish trade frustrates any att empt to be precise and defi ne the true picture of potential damage the loss of this ‘lift ’ capacity is to the Irish market. It may well be (and I believe it to be true), that an overcapacity does exist in Ireland. We know empirically the UK’s fl eet unit numbers have declined over the past three years. If this trend continues and we include our own fl eet's deteriorating numbers we will reach a tipping point in terms of East – West Traffi c. Th ere is a potential road trade capacity and capability issue developing, that has strategic ramifi cations for the Irish economy.

The Supply Chain market is locked in an uncoordinated environment where suppliers are competing for diminishing volume; in loads, consignments, shipments, cargo, and warehousing. Life for the Irish Transport industry is not gett ing any easier; it is gett ing worse but by how much is unclear due to the lack of real statistical data.

Freig ht For wa rders (“F F ”), have a disproportionate impact on Irish distribution. Th is may not hold true for long. Advances in technology are changing the supply chain landscape and how business is conducted. For example; Australian Richard Wright's Cargo Wise will increasingly challenge the role, importance and competitiveness of freight forwarders. Supply Chain Owners (“SCO”) will be (or should be) asking what value-add FF bring to the table.

Current rates for Irish loads and consignments are illogical. Some hauliers and SCO are insisting on outdated rates per mile. Aged debtor days are moving north of 90 days aff ecting the cash fl ow of the assets necessary to support a modern and diverse economy in Ireland by being forced off the road. In addition to this strategic danger other layers of regulatory and operational costs prevail. UK authorities are increasingly targeting Irish trucks in terms of maintenance, and driver’s hours compliance. Th e demands on the industry by SCO’s at unreasonable rates, is placing intolerable pressure on drivers and companies in terms of the WTD and tariff .

Combating these challenges can lead to questionable practices such as distorting tachograph readings and compliance. The ramifi cations to the owner and reputational damage to Ireland and the industry would be signifi cant. We need only to learn from the fall out of the horse meat crisis which has been widely reported and rightly so.

Th e media focus was on supplier compliance and the loss to the Agri Sector and litt le or nothing on the impact to Hauliers. Another Government example of where working in a reactive manner as opposed to pro-active manner is unnecessary and costly. Th is is against a backdrop of where the Government recognised that we live in a 24/7/365 communications society and yet fundamental traceability procedures were not adequately policed, allowing the industry reputation being brought into disrepute. Th e transport sector cannot aff ord to allow procedural

and regulatory practices to be compromised and potentially put the sector’s reputation at risk. Good communications is about developing image, reputation, credibility, and authority. It infl uences behaviour and as a sector must inf luence the projection of its actions in a professional and strategic manner.

Th e Irish Road Haulage Association (IRHA) should be commended for its recent success in securing the fuel rebate. However, I suspect the subsequent rise in fuel costs has eroded any benefi t to hauliers. As an advocate of the integrated supply chain, I view the Irish Commercial Fleet from the perspective of being a net contributor to the economy. It is not just about the cost of fuel the very dependency and well-being of the economy, is directly related to an eff ective and effi cient commercial fl eet sector. A position I fear, is not fully recognised nor understood by this Government and its agencies.

LOGISTICS

It is not just about the cost of fuel …

44 FLEETTRANSPORT | MAR 13 Text: Nigel Devenish SCLG

SCLG Ireland,

Supply Chain Logistics Group,

4 Heather Grove, Marley Wood,

Rathfarnham, Dublin 16

SHIPPING & FREIGHT

Text: Howard Knott - howard@fl eet.ie FLEETTRANSPORT | MAR 13 45

DFDS logistics re-opens its intermodal rail link out of Waterford Port to the fast

growing Inland Port of Ballina on 4 March.

Th e twice weekly service supports the company’s recently upgraded container vessel service linking Water ford w it h R ot terda m . Michael Connolly, at DFDS said;” Th e train timetable is optimised to meet the DFDS sailing schedules from Waterford Port to Rott erdam. Customers can now load in the west of Ireland on Tuesday morning and deliver in Benelux on Th ursday aft ernoon and Friday morning. Th is also provides access to

DFDS sailings to Norway and rail connections to Italy, allowing rail-sea-rail connection from Ballina to Milan.” He went on to say: “Th is is

an important addition to the DFDS services in Ireland, and we can call ourselves the only truly intermodal operator on the island.”

While much of the freight capacity on the route will be taken up by traffi c from DFDS' existing customers the company has left scope to develop the route further by introducing new customers, both internal Irish traffic and import/export traffic. Keith Brady, the Dublin based DFDS Logistics Operations Manager is in charge of the new project and has reported considerable interest from

companies wishing to exploit the possibilities of the new service.

DFDS Logistics reinstates Ballina rail link

PORT PORTALSCMA-CGM, in the course of its latest Customer Newslett er has advised that eff ective 14 January 2013 the Piraeus Port Authority and the Terminals at the Greek Port have decided to enforce their decision under which all containers must be weighed before leaving Port. Th e maximum permitt ed gross (truck, trailer, container and cargo) weight is 42 tonnes where a tri-axle trailer is used. Th e cost of weighing is debited to the consignee. Where the weight limit is exceeded the excess cargo will be discharged in the Port area, thus generating extra costs which will be charged to the carrier for door-to-door shipments and to the consignee for all other shipments. Th is appears to be the fi rst such tough action taken by a Port and the operators within it, led in this case by COSCO, and it is likely to spur similar action elsewhere. Th e Finnish Authorities have announced an increase of gross vehicle weights for road trains to 72 tonnes and an increase in vehicle height to 4.4 metres.

Britt any Ferries will launch a second weekly UK to Spain Ro-Ro service in March. As well as the long established French weekend by-pass service from Poole to Santander, the line will off er a Tuesday mid-morning departure from Poole in Dorset arriving in Bilbao on

Wednesday aft ernoon. Th e vessel leaves from there in late aft ernoon scheduled to arrive back in Poole on Th ursday evening, timed to suit weekend demand for perishable goods. Britt any Ferries Group Freight Director, Jon Clarke said: “Th ese developments coincide with the introduction of Ecotax in France from July 2013 and have been enthusiastically welcomed by our customers.”

P & O Ferries has commenced a major upgrade to the Port of Cairnryan. Th e line operates seven round trip sailings a day between Cairnryan and Belfast and a major part of the upgrade will be installation of a new fl oating ramp. James Esler, Manager for P & O Ferries Scott ish services said:”the ferry crossing between Cairnryan and Larne is the shortest anywhere on the Irish Sea and is very popular with both our freight and passenger customers”. Work has also started on improvements to the A8 road linking Belfast and Larne but no new work is anticipated in the Port of Larne.

CLdN Cargo launched

Gerry Cleary, the CLdN Line Representative in charge of its Dublin offi ce has reported

that the Company’s brand has been enhanced by the consolidation of all “Door-to-Door” activities into the newly formed CLdN cargo entity under the stewardship of Michel Cigang. Th is development pulls together all of the resource and experience of Cobelfret Containers, CLdN Trailers and 4Global Forwarding.

Mr. Cleary reports that the newly

established sailing schedule to and from Dublin, augmented by the addition of a fourth ConRo vessel, has proven to be the right decision. Th e New Year mini-boom in new car deliveries increased that traffi c during the month of January by several hundred units a week. Irish trailer traffi c to Scandinavia can now sail on either of two sailings a week to Zeebrugge, connecting there with fi ve weekly sailings to Gothenburg or one to Esbjerg. CLdN has also opened a weekly container service from Rott erdam to Leixoes, Portugal.

Shortsea 13 in Paris

The 2013 Shortsea European Conference will take place at La Defense in Paris on March 2013. Th ese annual Conferences,

the brainchild of IMDO Director, Glenn Murphy, alternate between Dublin and another European City where it is organised by the local Short Sea Shipping Promotion Body.

Th is year’s event, which the organisers, BP2S (Bureau de promotion du Shortsea Shipping) expect to be att ended by up to 450 people, will have a major focus on environmental challenges and opportunities. A panel of three speakers will address the audience, one presenting the merits of low sulphur fuel, another the merits of using heavy fuel oil, with emissions from it cleaned by use of scrubbers, while the third speaker will put the case for use of LNG.

Th e Conference will be opened with an update review of the UK and Irish Shortsea freight Ro-Ro and Lo-Lo markets, then Lo-Lo line MacAndrews and Ro-Ro line Britt any Ferries will discuss shipping between the British Isles and Iberia, while developments in the Mediterranean Sea and near-East links with France will be addressed by UN Ro-Ro. Th e EU Commission, DG Move Directorate, European shipping and Ports policy will also be discussed.

T his month let’s look at two items that, at fi rst sight, seem not to be related. Th e fi rst is the proposed sale of the Government stake of its interest in Aer Lingus, and the second is the whole issue of “Sustainable” freight transport.

It would appear from media and other reports that the Irish Government, in its hunt to raise cash and reduce borrowings, has made it known that it might entertain a bid for its stake in Aer Lingus. As things stand there seems to be only one interested party, Ryanair, and that company is really going through the hoops to secure EU approval for its bid with a range of solutions proposed to reduce the monopoly that such a combined airline would have on air travel to and from Ireland.

Personally, I don’t see the great advantage to the travelling public, for example, in taking the Aer Lingus planes off , say, the Dublin – Edinburgh route and replacing them with a service operated by Fly-Be. Does this mean that the smaller and higher cost Fly-Be planes would be head-to-head with the Ryanair Boeing 737’s and due to their higher operating cost, would inevitably be driven off the route? If I recall correctly this is what happened to Aer Arann when Ryanair hit the Dublin-Cork route, before the M7 put paid to any air links between the cities.

Th is argument is all fi ne and good and has been well rehearsed in Dublin, Brussels and elsewhere, but nowhere have I seen the “F” for “Freight” word mentioned. Th is morning I skimmed the detailed 2012 results announcement from Air Lingus and was surprised to fi nd that, though there was much commentary on the potential of deals to work with Virgin Atlantic this summer and with an un-named tour operator next winter, freight did not make it into the text anywhere. Yet, in one table, there it is, showing 2012 income of € 45.7 million representing an increase of 6.3% on the 2011 fi gure and, though this represents about 5% of overall revenue, it is the heading that is showing the fastest growth. I suspect, from looking at other work done, including the Irish Exporters Association (IEA) Airfreight Study launched a couple of months ago, that for transatlantic services the revenue percentage is a lot higher.

Th e unanswered question in all of the Ryanair take-over discussion is: “What about cargo?” Given Ryanair’s distain for freight you would have to worry that the answer is that it is not on the radar. I did read somewhere that a major diff erence between the Boeing fl eet operated by Ryanair and the Airbus fl eet at Aer Lingus is that the latt er aircraft are designed so as to be able to carry cargo and baggage packed into containers prior to loading, while the Ryanair planes must be loaded by hand and are, thus, basically, not suited for cargo. Rationally, then, a Ryanair driven Aer Lingus would drop out of cargo carrying within Europe.

What about the transatlantic traffi c? I don’t know the answer but I would be fearful that the Ryanair mindset would prevail there also in the interest in keeping those aircraft aloft for an extra service a day with very quick turnarounds.

For an Ireland Inc., seeking to grow its way out of recession through export development, this would be a catastrophe of mammoth proportions. Th ink, for a second, of the major ingredients in the export growth. Th ese include high end food and drink products, pharmaceuticals and medical devices. For each of these, access to high frequency Irish market focussed airfreight services is vital. How much stronger is the IDA pitch for further investment in Ireland by fi rms in these sectors when access to market is guaranteed by an Irish based airline rather than being at the whim of non-Irish, in many cases non-European focussed carriers?

Th is is not a mere airline story, this is critical for the island of Ireland and the future of our children.

Coming on to the ‘Sustainability’ question, I found myself at a “Weastfl ows

– sustainable logistics for Europe” meeting (See News Section, Ed.) the other morning and in the strange position of defending airfreight as a sustainable transport mode. I wasn’t quite alone in holding this view but nearly was. Th e discussion was about the relative sustainability of Road, Rail and Water freight, and though a number of people had fl own to the meeting and some of these in aircraft that had cargo in the bellyhold, people were having diffi culty in understanding that that cargo was moving in a virtually ‘no carbon’ mode because that plane was fl ying route anyway. Someone said’ “Yes, that’s fi ne but what about all that freight fl ying in Fed-Ex and other freighters”? I would argue that that is sustainability of a diff erent sort. Nobody pays the sort of freight charges that they do for air freight shipment just because they want to wreck the planet, they do it to sustain their own businesses and preserve the jobs of their employees. While many passengers may board a plane to fl y somewhere for a holiday or to otherwise enjoy themselves, air cargo does not move for fun.

At a meeting a couple of weeks earlier which took place in Paris in connection with another EU backed project “La Milo” which is focussed on ‘last mile-fi rst mile’ logistics, we had a presentation and demonstration of parcel delivery by a fi rm called “Th e Green-Link” which uses a fl eet of about 50 electric bikes. Have a look at the website; www.the-green-link.com and a YouTube piece: htt p://www.youtube.com/watch?v=JUdeo21yKBgWe’ll talk more about it next time.

COMMENT

Sustainability

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Howard Knott

46 FLEETTRANSPORT | MAR 13 Text: Howard Knott - howard@fl eet.ie

TECHNICAL

Text: Ailbe Burke FLEETTRANSPORT | MAR 13 47

P reviously, this Technical column explained about air intake systems on commercial vehicle diesel engines. This month

Ailbe Burke looks at how diesel fuel is introduced to the compressed air in the engine cylinders and how this interaction provides combustion.

Th e demands on the modern diesel engine with regard to performance, fuel economy, exhaust emissions and noise levels are growing constantly. Th e air to fuel mixture is a key factor for meeting these requirements. Th is has brought about a requirement for effi cient injection systems which under high injection pressures ensure that the fuel is atomised and burnt as completely as possible. Th is effi ciency under high pressure is achieved by the control of diesel injection. Th e injection process needs to be precise in commencement, duration and quantity delivered. Also, the diesel pump and injection system must meet the tough requirements laid down by the European Union Directive on emissions 582/2011. Older diesel engine fuel injection pumps were controlled by either mechanical linkage or pneumatic pipes, but to meet the conditions outlined above almost all control of the fuel injection is done through electro-mechanical or mechatronic means. Th e two most common means of delivering and controlling fuel to the cylinders on modern commercial vehicles in Ireland are the Unit Injector System and Common-Rail Injection systems. Th is concentrates on the operation of the Unit Injection System.

Figure 1 shows a cut away drawing of a Cummins Unit Injection System (UIS) fitted to the Cummins ISFX range. From a practical point of view this progression to electronic controlled UIS by Cummins is a natural one as its renowned (PT) Pressure Time System - used on engines like the L10 which had Hydro mechanical controlled unit injectors so to put an electronic architecture on top of this system - would have been quite easy from an engine development perspective.

Th e Cummins UIS system still uses mechanical unit injectors where the high pressure is achieved by using injector rocker arms att ached to extra lobes machined on to the engine overhead cam

shaft . Th ese rocker arms (Fig 2) are pressed down on a plunger or link on top of the injector which in turn pressurises diesel trapped in the metering feed port of the injector (Fig 3) Th is pressurised diesel unseats the injector nozzle and fuel is injected into the hot pressurised air in the engine cylinder where combustion takes place.

Figure 4 shows the Cummins Integrated F u e l S y s t e m Modu le (I FSM) which controls the f uel supply and pressure to the six high-pressure unit injectors. Th e IFSM is an integrated fuel system module containing actuators that provide various fuel pressures for metering and timing control of the injectors. PWM (Pulse Width Modulation) signals sent to the actuators control injection quantity and timing. A camshaft driven pump and fuel pressure regulator with a 10 micron pressure side fi lter along with various sensors for monitoring the actuator control are also fi tt ed to the ISFM. Th e IFSM system is controlled by an advanced electronic control unit (ECU), which is programmed to make fuelling and timing decisions based on air temperature, air pressure, and boost pressure, exhaust gas pressure and thrott le position sensor information.

What is PWM? Well it is Pulse-Width modulation, a commonly used technique for controlling power to electrical solenoids. Th e voltage and current feed to the load is controlled by turning the switch between supply and load on and off at a fast pace. Th e longer the switch is on compared to the off periods, the higher the power supplied

to the load is.

Volvo Trucks also uses a UIS, which fi rst appeared on their FH product range. Th is was for Volvo a major change in engine production where F10, F12 and F16 engines had a cylinder head per cylinder and push rod valve operation. Th e FH engine arrived

with a single cylinder head and an overhead camshaft . Th e cylinder head like the Cummins engine had a fuel gallery which a low pressure pump primed, and with the aid of a regulator valve maintained a gallery pressure of about 50 psi. With the injectors in place the fuel is available for the high pressure side or injection depending on what is required by the engine ECU. Th e Volvo UIS diff ers from Cummins in that the injectors (Fig 5) come with the electrical solenoids att ached and the priming pump is driven from the timing gears.

Figure 5Volvo also use a diesel cooled ECU attached to the side of the engine block (Fig 6). The benefits of using the ECU so close to the Unit Injectors is the reduction in wiring loom with the added benefit whereby passing diesel around the ECU maintains fuel temperature and also acts to cool the transistors of the ECU.

Next time, Technical will look at Common-Rail Fuel systems.

Information supplied by

Department of Mechanical &

Automobile Engineering,

Limerick Institute of Technology,

Moylish, Limerick.

Diesel Engine IV

Figure 1

Figure 3

Figure 4

Figure 5

Figure 6 Volvo

Figure 2

CHS Logistics has opened a new warehousing facility in Cabra, Th urles, County

Tipperary. Th e 75,000 square foot unit is located 4 miles from the Horse and Jockey Exit6 on the M8, half-way between Cork and Dublin, approximately 1 mile outside Th urles town. Th e premises is situated on a 5 acre, security fenced compound with many services on site such as a fuel depot, truck wash and 6 bay garage facility. Security is provided by radio and GPS controlled gates, photocell security lighting on the entire site, monitored alarm, motion and night vision cameras.

Long term and short term storage is off ered and the warehouse is HACCP certifi ed and suitable for storage of ambient food-stuffs. It has a computerised system that allows access to data on stock levels and movements on a 24-hour basis.

CHS Logistics also offers a complete ‘Pick & Pack’ service where goods can be collected from a manufacturer’s premises, then assembled, packaged, labeled and finished to the

client's requirements at the warehouse.

Forklift operation and loading/unloading receipt services are available as are Container receipt unloading and checking. For high value goods a secured lockable area can be provided, protected

by motion activated fog security machines. Th e warehouse has a fully functional radio frequency network, which controls the HHT picking equipment.

Th ere are 6 powered dock level bays, which are att ached to the transit fl oor of the warehouse. Th ere is a separate high roof enclosed canopy for complete protection from the elements while loading or unloading

from the sides of trailers or for handling double deck trailers.

“We are looking for customers for the parking service, storage and can off er on site trailer checks and servicing, a local DOE service

and secure convenient parking facilities with driver rest and refreshment areas. Should it be required we can also off er fuelling, truck and trailer washing and cross-docking services. We have also just agreed contracts with local haulage contractors controlled from our freight offi ce so we can off er a range of delivery services,” said Darragh O’Dwyer, Managing Director, CHS Logistics.

The International Materials Handling Exhibition (IMHX) – which takes place 19-22

March at the NEC, Birmingham – will showcase thousands of innovative solutions for intralogistics.

Sponsored by BNP Paribas Leasing Solutions, IMHX 2013 will feature over 400 exhibitors, many of whom will use the show as the launch pad for new products and services. Visitors will enjoy an informative and exciting experience, with a number of feature areas as well as free conference sessions, product launches, live demonstrations and prize competitions. Th e IMHX Logistics Excellence Conference will feature a series of seminars at strategic level delivered by renowned industry experts, while the IMHX Logistics Case Study Conference will off er presentations that demonstrate best practice from a range of blue-chip companies. Th e exhibition will be opened by world land speed record breaker, Richard Noble OBE, in front of his latest record-att empting vehicle, the jet- and rocket-powered BLOODHOUND SSC (SuperSonic Car) – which is sponsored by Linde Material Handling – in the show’s fi rst ever Skills &

Apprenticeships Zone.

As well as brand-new areas – including the UKWA 3PL Zone, hosted by the United Kingdom Warehousing Association, and the International Visitors’ Lounge – many features will make a welcome return to the show. Th e Design 4 Safety Competition will be held once again, recognising the importance of product design in improving safety throughout the materials handling industry. Th e winners in seven award categories will be celebrated in the Design 4 Safety Zone at the Show, and

visitors will be invited to vote for an overall ‘People’s Choice’ award. Th e heats of what promises to be another hotly contested RTITB Operator of the Year Competition will also take place at IMHX. Over the four days of the show, forklift operators from across the UK and Ireland will compete in a special arena, with the best then moving forward to the Grand Final in September.

IMHX will once again feature the A MHSA Pavilion, hosted by the Automated Material Handling Systems Association, with a number of AMHSA

member stands clustered around the hospitality and presentation area in which members will give short ‘Meet the Expert’ talks on key automation topics. Finally, the exclusive VIP valet parking scheme will operate once again, allowing top executives to drive straight up to the show’s entrance, have their vehicle parked securely by a professional driver and enjoy access to the VIP Lounge with complimentary refreshments and Internet facilities.

Registration is now open. Please log on to www.imhx.biz.


WAREHOUSING

Get set for IMHX, the Premier Logistics EventGet set for IMHX, the Premier Logistics Event

Long & Short-Term Storage Offered In Thurles

(Dakar 2013 Report 2) MOTORSPORT

Japanese truck manufacturer Hino, which fi rst entered the gruelling Dakar Rally way

back in 1991, notched up its 22nd consecutive fi nish in the 2013 edition of the cross-country race that fi nished in Santiago, Chile, on 20 January. Th e two-truck Hino Team Sugawara once again had a 100% fi nishing record.

“We are delighted at yet another display of reliability and durability by Hino trucks in the toughest, regular test for this type of vehicle in open competition in the world,” commented the Vice President of Hino SA, Dr. Casper Kruger. “Th e two trucks entered by Team Sugawara were once again the only representatives from the Japanese truck industry to participate in this two-week marathon across some of the world’s most desolate regions. Th e strong performance also served to underline Hino’s competitive spirit and technological resources.”

Th e four-wheel drive Hino 500-Series truck crewed by Teruhito Sugawara and Hiroyuki

Sugiura, fi nished 19th overall out of the 60 fi nishers from an original fi eld of 74 trucks. Th ey won the ‘Dakar Challenge’ award for trucks with an engine capacity of less than 10 litres. Th is was the 13th occasion Hino has won this accolade in the 14 times it has been contested since 1996. Th e second Hino, crewed by Teruhito’s 71-year-old father, Yoshimasa, and navigator Katsumi Hamura, were placed 31st overall and third

in the under 10-litre Challenge.

What makes the Dakar Rally a ‘David & Goliath’ contest in the truck category is the fact that the Hino uses an 8-litre production-based six-cylinder intercooled turbocharged engine, while most of its rivals are in the “monster” category with much larger capacity engines developed specifically for this annual race. Th is year’s route, which started and fi nished in Lima, Peru, and went into Argentina before the finish in Santiago, Chile, was 8,121km in length, with 3,541km of the route making up the 13 timed Special Stages. Hino, Liaz and

GINAF were the only three makes with a 100% fi nishing record in this year’s race out of a fi eld that included Kamaz, MAN, Mercedes-Benz, DAF, Renault, Iveco, Maz and Tatra trucks.

Hino has a proud record in long distance rally-raids over 21 years. Not one of the factory-supported Hino’s has withdrawn from the Dakar due to mechanical failure.

Hino Maintains Unique Dakar Rally Finish Record

Six Stage Wins and 13 Podiums for Toyo Tyres

Toyo Tyres drivers secured 6 Special Stage wins and a total of 13 Podiums during the running of the 2013

Dakar. In addition to Team Toyo’s Robby Gordon (pictured), two past Dakar winners Carlos Sainz and Nasser Al-Att iyah also took on the Dakar using Toyo Open Country M/T-R tyres. Right from the start, Sainz captured Stage 1 with his American-built #303 Team Qatar Red Bull Buggy. Al-Att iyah then responded by winning Stages 3, 4 and 6 with his #300 Team Qatar Red Bull Buggy. “To win nearly half of the stages in this year’s Dakar is a wonderful achievement for

Toyo Tyres,” said Amy Coleman, Senior Director of Marketing, Toyo Tire U.S.A. Corp. “We are proud to be associated with the top teams that compete in the Dakar, and are especially proud they have chosen to rely on our Open Country M/T-R for conquering the world’s toughest race.” Th is year Robby Gordon and his #315 SPEED Energy / Toyo Tires / M A PE I H U M M E R

recovered from challenges early in the rally to win Stages 11 and 13, capturing a total of eight podiums along the way. Gordon ultimately fi nished 14th overall in this year’s endurance rally. “I’ve made mistakes this year, and I’m extremely proud of my team. We have had zero mechanical issues and zero fl ats thanks to a great partner in Toyo Tires,” said Gordon. “We hope to learn as much as we can from this year’s rally. We will be back next year!”

From Specia l Stage 9 experienced Portugese driver Carlos Sousa

pushed the number 308 Great Wall Haval SUV into sixth place overall and completed the Dakar13 in that position, much to the joy of his Chinese team-mates and support crew. With co-driver Miguel Ramalho, Sousa fi nished in the same place as two years ago when in a Mitsubishi Racing Lancer.

Sousa secures super sixth place for Great Wall


50 FLEETTRANSPORT | MAR 13 Text: Jerry Kiersey - jerry@fl eet.ie

SOAPBOX

W hile it is not directly related to this month’s column, the Government’s success in gett ing our Sovereign Bank Debt extended over forty years cannot pass without comment. Running a small company in Ireland for

the last fi ve years has been tough (a nightmare even?) and still being in business in 2013 (despite a loss of 80 per cent of income over the years 2008-2009), is something for which I am very grateful. In achieving this we have to thank employees, customers and suppliers who all supported us in the fi ght - with one exception, the banks. Th ey off ered nothing and gave even less until we put the gun to their head and told them to lengthen the repayments periods for our trucks or take them back. Th at was the most important factor in our survival and that is where I see the similarity between us being still in business and what the Government has achieved. Like ourselves, this is not something for nothing and interest will be paid in full but it is a) breathing space and b) an incremental gain for Ireland.

Just like the relationships Government has built with a very small number of key European leaders, the Irish Road Haulage Association (IRHA) has also achieved incremental successes with Government, such as recognition of the industry and the role we play in Ireland’s economy by Michael Noonan, T.D., Minister for Finance. Th is is something we have to build on.

Th e relationships built out of the campaign for the Essential User Rebate need to be nurtured constantly with the issues looming on the horizon for our industry. Th e latest EU proposals to update Directive 2009/40 on periodic Roadworthiness Tests and 2000/30 on Roadside Roadworthiness Inspections are simply the EU once again putt ing the horse before the cart as they did with Cabotage and the Working Time Directive. Both of these as we have seen have been interpreted diff erently throughout the Union by National Authorities, and the industry has borne the brunt of the diff erent interpretations. Th e latest proposals are eff ectively putt ing two more weapons in the hands of National Authorities to interpret as they wish, and feed local coff ers with revenues garnered from the road transport industry.

Experience of gett ing vehicles tested both in the UK and Ireland has, for me, shown both the good and bad of each system. However, what it has really highlighted is the diff erent interpretations of gett ing to the end result - safer trucks. Th e proposals of the EU, if allowed, will cost the European road transport industry dearly. Th e International Road Transport Union (IRU) has inputt ed a very good position Paper to the EU opposing the proposals. Th is can be read by clicking on this link (if your computer allows) or copy and paste it into the address bar of your internet browser - htt p://www.fl eet.ie/soapbox/br1081.pdf

Whilst I agree with the bulk of their views, I think they could be broadened out by the IRHA. Th e IRU fails to make a strong issue of the continuing use of vehicles designed to work in agriculture (tractors) being used for haulage on the roads of the EU. Too many National Authorities including our own, fail to deal with this problem. Th e EU is well aware of this issue yet seeks to implement more regulation which will actually enhance the margins for those who chose to make an illegal living this way. Th ey could also have made the case that these proposals as outlined simply make the industry an even more unatt ractive place to work. Th e EU’s Expert Group report highlighting the skills shortage in the industry should be linked in to these proposals. Again one has to ask, where is the Charter for the Rights of Drivers to prevent them being abused time and again by local dictators when outside their National territory? Th e IRU does say “set a realistic objective for roadside inspections not higher than 2% of vehicles registered in a given member state”. What exactly does that mean? German Customs Authorities are targeting out-of-State vehicles for fuel tanks that are perfectly legal in the rest of the EU. Whilst any State retains those rights under subsidiary these new proposals cannot go forward. Th e EU could as a starting point gave a clearance to any vehicle meeting the EUWVTA – EU Whole Vehicle Type Approval criteria being subject only to EU law and no local interpretation.

Too oft en more legislation only marginalises the compliant the more, as is the case with these proposals. Legislation is constantly being created by those who have no background in trucks. Take the Transport Manager’s CPC, in what other business is a person required to have a Certifi cate awarded by exam which includes a section on employment law? I am convinced that the bureaucrats, no more than the general public, dislike trucks and think the train can deliver everything. Th ose in suits do not perceive us as being of them. It is a perception we have to change through our representation.

Whilst most of us are small businesses and many of us drive for a living as well as managing small fl eets we have got to stay strong, the only way to do that is a strong Irish Road Haulage Association and it in turn will only be a refl ection of the numbers and strength of its members. If you’re not in, we surely won’t win.

EUEU puts Cart before the Horse … again

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fleet transport march 2013

Documents

astrathe transport

independent transport

transport business

french association

fleet transport magazine

eu revamp

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cost of fuel