fleet transport october 2009

New Scania R-series to regain throne

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

Inside!

OCTOBER 09

€4.50STG £2.80

inc.V.A.T.

INSIDE: • Fleet Trailer & Body Builder • Fleet Maritime

REVIEW: • National Ploughing Championships • Cenex Low Carbon Vehicle Show

TEST DRIVE: Hino 700 Series SH 6x2 New Volkswagen Transporter

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4 News• Scania launches Driver Support • Ryanair gets bus ticket • Mobil & Mercedes CV’s Oil Offer • Agri-Vehicles in haulage Regulation change • CV Operators Show • Midlands Bus Company in Liquidation • Cyclist’s Advice • Heavey RF demo • McElvaneys service VW Commercials • Krone Box Bodies.

8 CoverIntroducing the new Scania R-series

12 TestHino 700 Series SH 6x2 Tractor

15 InterviewMike Fitzsimons, General Manager, Zeroed

16 LCV • First Drives: New Volkswagen Transporter• Review: Cenex LCV Show 2009, Millbrook, Bedfordshire, U.K.• Test: Nissan NV200 driven around Barca

21 Trailer & Body Builder• Refl exite reacts to regulations• Profi le: Cafco, Dublin• Material Handling: Feature on Jungheinrich• Gray & Adams look after Wincanton• Andover Trailers go heavy• Edbro’s success in test trails

30 Fuel PricesUpdates on fuel costs from around the globe

32 Review78th National Ploughing Championships, Athy, Co. Kildare

34 Times PastLife before the Double Deckers

37 CommentFleet Transport Awards

39 LegalThe Lisbon Treaty

40 New FleetLatest ’09 Registrations

41 FinanceCommunication in business is vital

43 MaritimeFleet Maritime Newsletter

48 TyresA chat with Arthur Gregg, Continental Tyres

49 Fleeting ShotsColour picture stories

51 AwardsProfi les on the fi nalists in the Fleet Bus & Coach Awards 2010

54 SoapboxBorder cultures

contents OCTOBER 2009 www.fl eet.ie

Fleet Transport Magazine,

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Editor: Jarlath Sweeney

Contributors: Gerry Murphy, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Michael Corcoran, Marian Kelly.

Photography: Jarlath Sweeney, Gerry Murphy,

Cathal Doyle, Paul White, Michael Corcoran.

Administration: Orla Sweeney, Denise Vahey,

Helen Maguire.

Advertising: Mary Morrissey, Orla Sweeney.

Design: Eamon Wynne.

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

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

Management are published by JJDS Publications Ltd.

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

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Directors: Jarlath Sweeney, Sean Murtagh.

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

FLEETTRANSPORT | OCT 2009 3

Fleet TransportOffi cial Irish Jury Member of the International Truck

of the Year Award

P 12

P 40 P 49

P 4

NEWS 1

4 FLEETTRANSPORT | OCT 2009

Ryanair goes to ground

Mobil & Mercedes-Benz Trucks launch “Mobil Delvac Kit Bag”

Arrive at Skavsta Airport in Sweden and two Scania Irizar 53 seater coaches in Ryanair

colours awaits to transport you into Stockholm in 76 minutes.

Yes, Ryanair, like its rival Easyjet has ventured into the bus passenger business. For €10.50 one-way, the round-the-clock return service into Stockholm has been in operation for the past 4 months.

By booking on-line, a Two-for-One ticket price was off ered as an initial promotion. Operated in partnership with Fly by Coach Sweden AB, the Ryanair bus service is in direct competition with Flygbussarna coaches and Swebus Express.

Mobil Lubricants and Mercedes-Benz Commercials have launched a unique

promotional package that will help new owners of the ‘triple-pointed-star’ brands’ trucks to make sure they use the correct oil when ‘topping up’.

Increasingly, modern truck engines are demanding specifi c low ash synthetic based oils (Low SAPS, Sulfated ASH, Phosphorus, Sulphur). Using ‘ordinary’ non low SAPS oils can cause damage, a fact which many drivers are unaware.

It is almost impossible to fi nd low SAPS oils at retail service stations and so, if a truck is low on oil, many drivers will reach for the nearest fi t, which usually is an oil designed for passenger cars.

Mobil Lubricants and Mercedes-Benz Commercials recognised this problem and have jointly launched the Mobil Delvac Kit Bag. One of these kit bags will be placed in the cab of every new Mercedes-Benz truck sold in Ireland.

“Th e Mobil Delvac Kit Bag contains a 4 litre pack of Mobil Delvac XHP LE 10w40 oil. Th is oil is approved to Daimler standards. Having these approvals makes it suitable for use in almost all Mercedes-Benz light and heavy commercial vehicles, eliminating the risk of using the wrong oil. By having the oil at hand in the cab of the truck, the driver can always top up knowing he/she is using the right product and help deliver long engine life,” explains Andy Kavanagh, Distributor Business Consultant, Ireland/UK.

“Th ere are a number of other items in the Mobil Delvac Kit Bag,” he added. “Th ere is a torch (batteries included!), a high visibility jacket and a year’s subscription to Fleet Transport Magazine.”

“We are also delighted to announce that MUTEC are now using Mobil Delvac products in their

workshop with Mobil Delvac XHP LE 10w40 as their engine lubricant for all services and a range of transmission oils and greases. Th is product is all supplied by our Strategic Distributor, SJ Burke & Co. of Wicklow. Our other Strategic Distributor is Sean Delaney & Sons, Cork.” For more information on Mobil distributors in Ireland log on towww.distributorlocator.exxonmobil.com

Scania introduces in-cab personal trainerSafer journeys, less wear and tear and a

reduction in fuel consumption from 15 – 20% are the main selling points of Scania’s innovative new Drive Support function that is specifi ed on all new Scania R-series due for production later this month. “Using Scania Driver Support extends the positive eff ects of driver training courses,” said Jonny Andersson at the launch of the new R-series in Sodertalje, Sweden. “Between courses, Scania Driver Support helps drivers from sliding back to less economical styles of driving,” he explained.

Operational by the driver’s choice (through a butt on on the steering wheel) the Scania Driver Support continually analyses data from sensors throughout the truck.

It makes an accumulated assessment of driving style and coaches the driver with immediate advice through a display on the dash. Tips and scores are also put up on screen in four categories: Hill Driving, Anticipation, Braking and Gear Changing.

At present, audio advice is not available, nor is the data downloadable by the driver or back offi ce.

Pictured with the Mobil Delvac Kit Bag are Andy Kavanagh, Distributor Business Consultant, Ireland/UK, Exxon Mobil and Gerry McDonnell, Area Manager, Mercedes-Benz Commercials

NEWS II


Landmark High Court appeal repels District Court dismissal on JCB Fastrac illegal haulage case

Mr. Justice Hedigan’s judgement on overturning the decision made by District

Judge Mary Devins on the October 2005 case between the Director of Public Prosecutions and Pat & Owen O’ Grady Limited (Mayo) has resulted in Agricultural type vehicles involved in Road Haulage now requiring a Tachograph and a DOE Certifi cate of Roadworthiness.

Th e opinion of the High Court was sought as to whether the District Judge was correct to dismiss all bar one of the charges against the accused. Mr. Justice Hedigan concluded, “that the learned District Judge fell into error in deciding to dismiss all bar one of the charges against the accused.”

In all, 12 summonses were issued to the accused Pat & Owen O' Grady Ltd by Garda Michael Mullaney on 6 October 2005 when he stopped a JCB Fastrac vehicle towing a three axle trailer in Westport driven by 17 year old Padraig Kilcoyne. Th e vehicle and trailer, which had a combined recorded weight of 40.32 tonnes was transporting 24 bales of concrete blocks from a quarry in Westport to Louisburgh for reward. Th e trailer had a specially fi tt ed hydraulic crane designed for loading and unloading such merchandise.

At the original hearing at Westport District Court Garda Mullaney gave evidence of what he had encountered while on duty at the Fairgreen, Westport. He made a lawful demand for the subsequent production of a Certificate of Roadworthiness in respect of both the vehicle and trailer at Louisburgh Garda Station, neither of which was ever produced.

Th ere was no identifi cation plate on the trailer and one of the tyres was defective. Th e driver had a full Category B licence which entitled him to drive vehicles up to 3.5 tonnes GVW. Upon investigation, Garda Mullaney discovered that the permissible towed trailer weight recommended by trailer manufacturer’s Dooley Brothers Limited was 17.235 tonnes and while the actual towed weight on this occasion was 32.260 tonnes, this equated that the load was overweight by 15.425 tonnes. He considered that this excess weight combined with the recorded speed of the vehicle at 69 kilometres per hour to be highly dangerous. In addition, the vehicle owned by the accused company had not been issued with a Road Freight Carrier’s Licence.

He responded to cross-examination by saying that if the vehicle (and trailer) was taxed appropriately, it would have been submitt ed

for Roadworthiness Testing and a Carrier’s Licence could be obtained.

Aft er hearing evidence from the accused Patrick O' Grady and Joseph Dooley a Director of Dooley Brothers Ltd as well as Kevin O’Connor, a Senior Engineer within the Department of Transport, District Judge Mary Devins adjourned the matt er to allow both sides to lodge writt en submissions. Oral submissions were put forward alongside writt en submissions. When the matt er came before the Judge on 7 December 2006, it concurred with what Garda Mullaney had stated in Court previously. District Judge Devins concluded that the vehicle in question was not ‘a goods vehicle’ and therefore could not be tested for a hauliers licence. On this basis, one found that the limits on axle weights did not apply. She also held that a tachograph could not be fi tt ed. In light of this she dismissed all of the charges with the exception of the failure to display a number plate at the rear of the trailer.

At the High Court hearing Mr. Justice Hedigan went through all twelve charges and overturned the dismissal of each one made by Judge Devins, bar one (as described above).

Amongst hundreds of exhibitors, visitors to the Commercial Vehicle Operator Show

next April will fi nd a wide variety of solutions to operating problems and ideas to increase productivity, improve efficiency a n d m a x i m i s e profi ts.

F r o m f l e e t management systems to tyres, lubes and f uels , specia l ist re f r iger ate d or municipal equipment or vehicle parts, bodies and equipment, everything required to keep loads on the move will be there. Not since the CV Show in April 2008 has such a meeting place been available to enable operators

to review their business arrangements and discuss technical and operational developments with suppliers.

The CV Operator Show 2010 will be exclusively aimed at the road transport and logistics business, making it an obvious destination for directors, managers and engineers in truck, van and minibus operators.

Visitor registration for free entry tickets opens soon at

www.cvoperatorshow.com.

Th e event will be held at the National Exhibition Centre, Birmingham from 13-15 April 2010.

CV Operator Show 2010 – something for everyone

Esker Bus & Coach and KVC in liquidation

As announced on RTE News, 40 employees have been made redundant as Esker Bus & Coach Ltd and its sister company KVC Manufacturing Ltd went into liquidation. Kieran Wallace of KPMG has been appointed provisional liquidator to the Kilbeggan based company. All staff were made redundant two hours before the KPMG representative was appointed. Seven members of staff to work alongside Mr. Wallace were re-employed.

Esker Bus & Coach with sales and service centres in Ireland and the UK, following a protracted period of diffi cult trading became the latest big name victim of the recession following another Irish based bus builder Eurocoach in Donegal.

• Tachographs and DOE certs now required for agri-vehicles involved in haulage

NEWS 111

Students at Universities across the country are being encouraged to know their artic from their elbow as part of a new campaign to improve

road safety. Launched by the Freight Transport Association (FTA), the campaign is aiming to reduce the number of injuries and near-misses experienced by student cyclists, particularly around lorries and larger vehicles. Th e campaign urges cyclists to stay VITAL:

Visible - make sure the driver can see you and you can see themIndicate - make your actions obviousTurning - understand that lorries need a wider turning circle so will swing right when making a left turnAlcohol - don’t ride your bike when you’re drunk or hung-overListen - many trucks are fi tt ed with audible alarms, so don’t let your MP3 player or mobile phone distract you

By following these fi ve simple tips, cyclists can stay safe, as Jo Tanner of FTA explained, “Riding a bike can be a cheap way of gett ing from home to lectures, but it can also be quite dicey, particularly in busy town centres. Although truck drivers are trained to keep an eye out for cyclists, students

can help themselves by staying VITAL and knowing their artic from their elbow.” While the number of accidents involving cyclists may be falling, FTA is concerned that cyclists are taking unnecessary risks and putt ing themselves in danger. University students may be particularly vulnerable, as they may be taking to their bikes for the fi rst time in years as a cheap way to commute. By understanding their own responsibilities when it comes to sharing the road and being aware of other road users, they can signifi cantly reduce their chances of being involved in an accident. Tanner continued, “Easy things like making sure you can see a truck’s mirrors or ensuring you’re not in a blind spot at the front of a truck can seriously reduce the risk of an accident, or even a near miss.”

Volkswagen Commercial Vehicles Ireland are delighted to announce the appointment of McElvaney Motors Limited Dublin as a new authorized

Aft er Sales Dealer in North Dublin. Commenting, Paul Burke Director of Volkswagen Commercial Vehicles Ireland said: “We are delighted with the appointment of McElvaney Motors Ltd to our Aft er Sales network and are more than satisfi ed that they have the ability and knowhow in their experienced team to match the level of service automatically expected by our customers. Th ey have a clear track record in off ering excellent service to Scania customers and we believe that together we can develop a strong partnership in ensuring top class customer service in North Dublin."

Krone, Europe’s largest inter-modal swap body manufacturer has recently introduced their latest development in bespoke inter-modal

swap body design for the road and rail market.

Th e Fresh Box Duoplex Steel provides the ultimate solution to multimodal transportation by providing guaranteed smooth rail loading, insulated swap body and solid load compartment with double-deck capability. Equipped with multiple integrated strapping points are available in a full choice of colours.

With the best European-wide service backup and parts network, Krone off ers the latest innovation in fl exible transportation design to its customers.

Know your artic from your elbow and stay VITAL

McElvaney's appointed Volkswagen CV Service Agents

Krone - Now We’re Talking Fresh!


Dublin based Heavey RF showed off its clever warehouse ‘pick by voice system’, (PBV), to

an early morning gathering at the Red Cow Hotel. All too oft en presentations of the latest hi-tech electronic equipment can require more than one higher level science degree for mere mortals to understand. So full marks must go to Heavey RF for a presentation which clearly showed what the product can do, rather than how it manages to do it - and all in less than two hours. By transforming a small Hotel meeting room into a miniature warehouse, Heavey RF demonstrated the full process of materials handling, from receiving goods in, to put away, rotation of products, fi nishing with picking an order and placing that order on a vehicle. With each step

of the process, being confi rmed and accurately recorded, the demonstration also showed how the PBV system deals with and records the normal problem issues that arise when picking orders. In addition to presenters from Heavey RF and Vocollect, Mr Nigel Devenish MD of DSV Transport, spoke at length about the positive results PBV has brought to the Naas based distribution company. Not only to the overall operational effi ciency, but also instantly to the bott om line. DSV’s return on investment was realised within a staggering 15 weeks. Among the growing number of high profi le Irish companies who have employed PBV are, Superquinn, Glanbia, Bulmers and Musgraves.

Th e results are very impressive, and the system works equally well for small companies. Heavey RF can show you numerous case histories of companies who have already embraced the future. Paul White

Heavey RF - Directing you through the Warehouse of the Future

COVER


Like a gladiator coming out of the tunnel the new Scania R-series emerged out of the shadows of the big muscle MAN

TGX.680 and Volvo FH16.700 to regain its long held stronghold as the true ‘King of the Road’. Chief Designer Kristofen Hansén has ‘evolutionised’ the current R-series into a fl agship that aims to surpass its great German and fellow Swedish rivals. While the external and internal modifi cations are noticeable it’s what you don’t immediately see that will att ract most att ention. Take for instance the launch of a clutchless (fi nally!) automatic transmission, the provision of an in-truck Driver Support System and introduction of the fi rst expandable matt ress (on the bott om bunk).

New FaceWith more angular horizontal lines that have a three-dimensional eff ect reinforces the new identity of the new R-series. Th is new grille that is brighter in colour improves airfl ow and releases more air into the radiator and engine

compartment – (in preparation for Euro 6 perhaps?) Optional LED daytime running lights and high pressure headlamp cleaners are integrated into the new bumper design. Also increasing the improved aerodynamic af fect is the new full-length sideskirts (now that the batt eries have been moved to the rear-end of the chassis frame). Th is means that a fuel tank capacity of up to 1,500 litres can now be fi tt ed on a 4x2 tractor unit, with or without the AdBlue tank.

New Scania R-series - improved style, better performance

New Interior Features

High quality materials, upholstery, mats and curtains• New soft -touch dashboard that is robust and easy to clean• Wide choice of colours for upholstery, textiles, trim panels, dashboard, • underskirts and matsFour recommended ‘Designer’s choice’ colour combinations• Revised dashboard modules with numerous locations for additional • switches (and storage bins)New central storage console featuring a large upper tray with lighting, • an anti-slip mat and closed storage for small items like pens, credit cards, fuel cards, toll cards etc.Large storage drawer for A4 binder• Four cup holders and movable ashtray• Coff ee machine that can be mounted on the dashboard on the • passenger side (optional)Fold-out table for eating and working on the passenger side, fi tt ed with • anti-slip and concealed when not in use (optional)New steering wheel butt ons for increased safety and functionality• Wooden and brown leather steering wheel (optional)• Wooden or dark chrome dashboard trim strip (optional)• All butt ons for cruising at bott om of steering wheel, ie. Cruise Control, • Adaptive Cruise Control and Downhill Speed ControlAudio controls on LH steering wheel spoke, trip computer on RH • spokeLower bed provides comfortable sitting height and ample • headroomSeats adjustable from bed via small pedals• Door storage bins, each with two big bott le holders/optional with • leather armrest and leatherett e door panel with embossed Scania Griffi nNew upper bed with improved • mattress on Highline and Topline, now wider on Highline, accessible via new ladder (Topline)Hooks for litt er bags behind • doors

COVER

New Interior

Th e new R-series driver’s area has been extensively modifi ed and upgraded to further enhance safety, comfort and convenience. Th anks to Hanna Johansson’s intervention as Head of Vehicle Ergonomics, “the working environment and living space have been placed around the driver to accommodate all the items that need to be at hand when driving,” she said.

One new innovation that has taken a few years to perfect is the expandable matt ress. Developed with one of the leading bed manufacturers in Sweden, the new pull-out concept uses cushion pockets that roll in and out of the bulkhead to stretch the bed width from 730 to 900mm.

New Audio System

Following customer clinics, resulting in relocating the radio to the dash area, Scania has also introduced two new audio systems in the new R-series – one which incorporates a Sat-Nav system (with directions displayed in the central instrument cluster), CD/MP3 and an AUX-IN connector are also now available.

Clutchless Opticruise

Since fi rst introduced in 1994, up to 150,000 trucks and buses have been ordered with Scania Opticruise. It has been refi ned over the years but now takes a dramatic step forward. A new automated clutch control system has been added enabling Scania to off er the transmission system with or without a clutch pedal. Th is move will be welcomed by many. A manoeuvring mode provides extra fi ne clutch control, when shunting for example. Hill Hold is standard on the fully automated version while the gear changing itself is faster and adapts to the individual driving style. A new Power Mode has also been added to provide extra performance when needed – this is operational by twisting the same toggle on the autoshift .

Long-haul eco-version

For specific operations such as long-haul, Scania has introduced a special version of the R-series, starting with the extra fuel tank capacity, 1,500 litres on the 4x2 and 1,000 litres on the 6x2 versions. Another signifi cant feature that has been added to enhance fuel economy

and reduce operating costs is the extra-fast rear axle ratio at 2:59 specified for low rev cruising at 1,200 rpm or less at 85 km/h. By lowering these cruising revs from around 1,350 to 1,200 rpm reduces fuel consumption by up to 3% while at the same time wear and tear and in-cab noise are lessened.

Th e new R-series tractor units are available with 12 or 13 litre 6 cylinder engines and 16 litre V8s as well as all types of sleeper cabs. A number of the new versions of the R-series were test driven around Sodertalje and these reports will be featured in next month’s edition of Fleet Transport.

Th e G-series, which caters for the construction sector has also benefi ted from these revisions as per the R-series. Th e current P-series will get the same treatment in due course.

Scania Driver Support

Personal trainers have become part of peoples every day lives in a bid to become healthier and ultimately live longer. Well, Scania has come up with an interesting concept that will improve the driver’s style while prolonging the life of the truck. Introduced with the launch of the R-series the Scania Driver Support function is a new real-time advisory system that provides professional truck drivers with hints and feedback to refi ne their driving style. Th e main focus is on the key areas of driver training such as safet y and economy. Scania Driver Support is designed to encourage the driver to keep an eye on his/her style, making him or her aware of mistakes and potential improvements. As mentioned in the News Item on Page 5 there are four assessment categories.

Hill driving: Evaluates how the accelerator pedal and vehicle’s momentum are utilised.

Anticipation: Heav y accelerations and decelerations, as well as the interval between accelerating and braking, are used to assess how well the driver anticipates diff erent situations.

Brake use: Evaluates the frequency and harshness of brake applications as well as effi cient use of the auxiliary brake system (Scania Retarder and Exhaust brake).

Choice of gears: Matches gear selection and engine revs to save fuel.

Th is new system was also tried out on the open road and results of same will be featured in the next issue. Further details and photographs of the new R-series are featured on the Fleet Transport Section of www.fl eet.ie

Text & Photos: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | OCT 2009 9


TEST

In normal economic conditions the recent surge in vehicle sales from the Harris Group Headquarters on the Naas Road,

would be noteworthy. In the current trading climate, the number of sales achieved this year is extraordinary. Historically Hino has been the vehicle of choice for the construction industry – a sector that has suff ered more than most in recent times. With the recent purchase of 40 new Hino 700 Series SH tractor units by the Dublin based ‘Vanfl eet’ company – we decided to take another look at the marque that has served Irish operators for so long.

While 700’s profi le has benefi ted from some re-styling, which is more pleasing to the eye as well as improving the unit’s aerodynamics, it still remains familiar and unmistakably Hino, and this design theme has followed with the sibling 500 and 300 Series. Our 6x2 mid-lift test vehicle, was hitched to a very tidy, tri-axle

‘Jordan’ trailer and was grossing out at just under 44 tonnes.

Access to the cab has been improved, through bett er placement of the steps and grab handles particularly on the driver’s side. An increase in the amount of space allocated for the driver is also noticeable. From the cab layout and trim you get a sense that this is a serious vehicle – with a no nonsense approach to gett ing the job done. Th e gently curved wood eff ect dash is pleasing and the cab is fi nished with materials, which will clean easy and remain smart – no matt er what type of work it is put to.

As noted on our test of the Hino 500 – the 700 Series would also benefi t from a small revamp of the switchgear. Moving some of the switches from knee level, to the centre console would be a plus. Also the steering column stalks, take some gett ing used to with so many controls located

there – but as with any truck aft er an hour or two it becomes second nature.

Th e standard fi tt ing of a top-notch ‘ISRI’ driver’s seat provides a bett er driving position than previously. Integration of the seatbelts into the driver’s seat instead of bolting to the cab frame would al low easier movement for the driver. Steering adjustment is not air

or electric but mechanical and works well allowing a wide range of travel, enabling a clear view of the simple and well-designed instrument cluster, providing all the necessary vehicle information at a glance.

Internally there is enough storage space for the odds and ends of a normal day’s work. However, an increase in outside storage areas would be welcome for the heavier tools, straps and chains that may be needed. While the cabin may appear a litt le dated, it is a pleasant work environment to spend a day. Th e bunk may not be as luxurious as some found in other marques, but it is adequate for the odd night out and with the passenger seat folded fl at an extra feeling of space and room to move.

All round visibility is good and is enhanced by a clear unrestricted

view through the side windows to the heated mirror assembly. Further improvements in the area of safety have been made with under-run protection at the front and door impact protection beams, all of which are included in what Hino term ‘Emergency Guard Impact Safety’ (EGIS). Other standard equipment includes air conditioning, cruise control and Hino’s engine brake.

Heading down the N4 at a steady 80 kp/h, with the tachometer sitt ing at 1,275 rpm our test vehicle did seem a litt le noisy. However, we

The 700 Series SH -Unmistakeably Hino!

att ributed a large part of this to two reasons. Th e fi rst was the glass window fi tt ed in the rear wall, the second being that the exhaust stack was also located just behind the cab and produced a slight whistle from every gear change. Build quality has also been addressed with no noticeable ratt les or noises from the fi xtures and fi tt ings, all of which helps to promote Hino’s solid image.

Th e SH’s controls were light and easy to operate, though the choice of a double ‘H’ four beside four gear selection with the ZF 16 speed may be made more positive by adopting the ‘four over four’ patt ern. However, when we have talked with drivers, opinion is divided, as many prefer to have just one switch for splitt ing – and no range change switch to deal with.

Cab comfort is improved by four-point air suspension to help smooth out the bumpy sections – comfort being another point, which pleases the drivers we have talked to. With low profi le tyres all round, the six-wheeler provides a solid but comfortable ride, and is stable on the road.

On some of the faster twists and turns around the narrow roads of County Meath the unit had a tendency to display a touch of oversteer at times. However, the overall sense was one of a truck that moves from Motorway to National road, to tight country lanes without being phased in any way.

With the easy to use pedals and a well-positioned handbrake negotiating stop start, town traffi c was as relaxing as it could be. Th e all round drum brakes coped well with stopping the 44 tonner – though some may feel the pedal a bit soft , and slow to bite, aft er changing from a unit with discs all round.

We decided to run the combination around Howth Head – a demanding enough climb for any vehicle loaded out at 44 tonnes. Here the six-cylinder common rail 450hp unit acquitt ed itself well, making good progress up the hill, even from a standing start about mid-way. Th e 13 litre common rail produces its max torque of 1,912 Nm at 1,100 rpm, and meets the Euro 4 emission regulations using Exhaust Gas Recirculation (EGR). So no need for AdBlue, something that appeals to many operators.

As important as the going up is the coming down – and aft er dropping to 6th low with the engine brake engaged the long drop down into Howth village was controlled, without the need to apply the service brakes. Th e engine brake can be selected to operate in ‘Auto’ where it activates only when the brake pedal is pressed and not every time you release the thrott le.

Overall, the 700 SH achieves, what it sets out to achieve. It manages to tick all the boxes for its target market. As it is not a high spec long-haul vehicle, designed to run from Athlone to Athens – it is unfair to compare it to such vehicles. It will run to and from anywhere on the island, and do the job reliably and without fuss, regardless of what – loads, roads, or drivers may throw at it.

For national work Hino remains a fond favourite with both owners and drivers – who oft en (without being asked) recall endless legendary tales of the extraordinary feats they and their Hino’s have accomplished.

Hino have a long history of producing hard working reliable vehicles, which operate in a practical ‘you know where you stand’ fashion. Th e 700 SH Series is set to continue in that manner. Th e improvements made in safety, aerodynamics, driver comfort and overall driveability will help to ensure t hat H i no maintains i t s l o y a l customer base, while possibly att racting some newcomers to the brand.

Spec Check

Make/Model: Hino 700 Series SH 1945Chassis Type: 6x2 Tractor Unit (Mid-lift )Engine: In-line 6 cylinder 12.91 litre Euro 4 (EGR)Power: 450 hp @ 1,800 rpmTorque: 1,912 Nm @ 1,100 rpmTransmission: ZF 16 Speed (Double H Shift Patt ern)Brakes: Full Air/Drum Brakes/ABS/Auto AdjustmentAxles/Suspension: Front: Tapered Leaf Spring/Rear: Air & ShocksCab: Electric Tilt/Full Air/SleeperWheelbase/Length: 3,830/6,225Tyres: Steer Axle: Bridgestone R297 – 315/80 R22.5 Mid Lift : Bridgestone R249 – 295/60 R22.5 Drive Axle: Bridgestone M730 – 295/80 R22.5Trailer: Jordan Tri-axleTyres: Falken R117 – 385/65 R22.5

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | OCT 2009 13

TEST

INTERVIEW


At Harris Truck Centre on the Naas Road, Dublin, Fleet Transport’s Jarlath Sweeney and Cathal Doyle had the

exclusive fi rst drives of the new electric version of the 5 tonne Isuzu NPR Series. On hand was Mike Fitzsimons, General Manager, Zeroed, the UK company that converts the Isuzu light truck range to electricity. Before the drive Jarlath asked Mike to explain about the drivetrain.

“Th ere are 3 sett ings that provide power to the vehicle. Th e fi rst is Normal mode. Th at’s the sett ing you put the vehicle in 90% of the time, but during the course of the day, depending

on the terrain you come across, if its particularly hilly, you may need Hill Climb Boost to get up steep gradients. You could drive like that all the while but it wouldn’t do your engine any favours. It’s like driving your car around in 2nd gear all the time. You can get around, but it's not ideal. Th e third sett ing is Eco – if you want to conserve power in your batt ery then you drop it into the Eco sett ing. If you noticed when you drove the vehicle there is very little difference in the drive, but it uses about 20% of the available power.”

JS. So on average its range streches to around 100 miles/160 kilometres?

M F. Yes, w ith this particular vehicle you can do 100 miles per charge. Th e charge takes about 8 hours through a single three-phase plug. That could be down to one hour if you had the super fast charger installed, but the on-board charger gives you the ability to charge within 8 hours. Or you could do the ‘top up charge’ during the driver’s break that would allow many more miles. Th ere is also regenerative braking, when you take your foot

off the accelerator or use the brake pedal then the energy from the vehicle is actually transferred back through the brains of the vehicle and tops up the batt ery. About 40 car size batt eries are fi tt ed to the chassis of this NPR50.150 and they’ve proved themselves well over the last 12 months. Th ey are designed to be on an urban delivery vehicle and hence the ideal nature of using the Isuzu is it’s the world’s best selling urban delivery vehicle. Industry leading Lithium Ion Phosphate batt eries are used that are snugly fi tt ed to the side of the chassis. Top speed is limited at 56mph/85kp/h.

JS. What are the main diff erences between the diesel and electric versions of this vehicle?

MF. You can actually see some distinct changes. Th ere are fi ve things removed from this Isuzu NPR50.150 – the engine, the gearbox, the steering pump, the heating system and of course, the fuel tanks. All of those need replacing in some format or other. Th e power comes through to this grey box, that is the DC-to-DC converter, which replaces the alternator. Everything on the vehicle comes from the standard 24-volt batt ery. Above that is the brains of the vehicle – that’s where the relays and all the electronics of the vehicle actually sit. Above all that you’ll see the dual dynamic DC90 motor – the motor controller.

We get a rolling chassis/cab from Isuzu UK and from that we add the bits you see. Interestingly, I did mention it comes without a steering pump and heating system. We install the heating system that provides demist and generates the heat for the cab. Basically, it’s a glorifi ed water geyser.

Because all the heat used to come from a standard engine, you still need to demist the screen and warm the cab and what we’ve put in place is tremendous at doing that, even from cold. Th at one that is 100% electric has replaced the original heating system. Other than that, everything in the vehicle including the brakes are from standard Isuzu kit.

JS. Th at’s your plan for Ireland as well?

MF. It is indeed. Ireland and the Irish Government have already identifi ed the need for electric vehicles and we believe that this vehicle will do particularly well because our approach is diff erent from other companies. We sit down with our clients and ask them what they want, what they want the vehicle to do, distance to be covered, what kind of body they require and what size the vehicle is. We don’t have one size fi ts all. We’ll build them the vehicle they need. An announcement with regard to the appointment of an Irish agent will be made shortly.

Read the interview in full on www.fl eet.ie under Green Fleet Management.

Zeroed electrifi es Isuzu N Series


New Volkswagen Transporter –

LCV

Robust and reliable are the two main traits of the Volkswagen Transporter. Now add frugal and more comfortable

as the T5 (as it is aff ectionately known) has received an impressive makeover. Apart from a new frontal appearance, the driveline has been replaced with a new generation of four-cylinder diesel engines with common-rail technology. In addition these units can be mated to the Volkswagen Group’s highly acclaimed 7-speed DSG automatic transmission. Also, for the fi rst time this dual-clutch automated gearbox can be specifi ed in the 4 Motion-all-wheel-drive version. ESP – Electronic Stability Programme plus Hill Holder is now standard across the range – a signifi cant and welcome development.

All four versions within the Transporter commercial vehicle line-up, the Transporter Van and Chassis/cab, the Multivan People Carrier, Caravelle Bus and California Camper benefi t from these technological developments. All 460 types available bear the same frontal design that’s shared with the new VW Amarok Pick-Up due for launch early next year. Th is will be the family look from now on – expect the Caddy to get the same treatment next time around. Litt le has changed at the rear end though. Changes to the interior bring the T5 up to what’s expected in today’s world.

Th e new Transporter range, which has a long and successful history dating back to the early 1950s is again off ered with two wheelbases with three diff erent roof heights. Th e Dropside model along with the Chassis/cab can be ordered with a single or double cab. Payload for the box van begins at just over 1.05 tonnes and with load volumes stretching from 5.8m3 to 9.3m3 (depending on wheelbase and roof height) the versatility and fl exibility of the Transporter suits innumerable applications. Changes to the driveline are most signifi cant. Discontinued are the 1.9 TDI and 2.5 TDI four and fi ve cylinder units to be replaced by Euro 5 compatible 2.0 TDI turbo charged common-rail four-cylinder engines that are more economical, quieter and cleaner.

Taking the average across the engine range – 84PS, 102PS, 140PS and 180PS, CO2 emissions and consumption values have been lowered by 10%. Compared to the 6-speed automatic specifi ed on the 174PS version of its predecessor, the 180PS with DSG-duel clutch gearbox uses 1.9l/100kms of fuel and emits 52g/km less CO2. Savings on both fronts have been made with the inclusion of a newly developed power-assisted steering system that has an energy-saving pump that releases hydraulic fl uid according to demand.

Safety wise, by having the latest generation ESP fi tt ed as standard, that includes Hill Hold Assist and Trailer Stabilisation plus the option of Side Assist, (which is a blind spot/lane change detection system) driver confi dence is enhanced. Also enhanced is driver comfort as the new

interior design features new dash console, more snug fi tt ing seats with new fabrics, a new range of radio navigation systems (with touch screen controls) while the new mirrors, although more aerodynamic off er bett er visibility. Tyre pressure monitoring system is also on the option list.

First Drives

Vol k swagen Com mercia l Vehicles invited ‘Fleet’ to test drive the new Transporter range around the beautiful Lazio region of Rome. It was an excellent opportunity to appreciate the quality of the new vehicles regarding the design, technology and comfort. Two versions were taken on the mixed route, which took in motorway and local roads. Th e fi rst trip in the 102PS powered Double-Cab dropside sent home the message that this new 2.0 litre Euro 5 block is much quieter, bett er performing and easier to drive than its predecessor. Despite not having some weight on-board steering feel was precise and ratios on the 5-speed gearbox suitably matched the powerplant. Th e same could be said for the 140PS version driven aft erwards. Th is unit with 340 Nm of torque @ between 1250

and 2500 rpm had more usable power directed towards the front wheels and thanks to the gear-shift indicator, the correct gear was engaged at the most effi cient rev-point.

Further details and photos of the new VW Transporter are available on www.fl eet.ie under Fleet Van & Utility section.

Spec Check

Engine: 2.0TDI 2.0TDI 2.0TDI 2.0TDICapacity: 1968cc 1968cc 1968cc 1968ccOutput (PS): 84@3500 102@3500 140@3500 180@4000Torque (Nm): 220@1250-2500 250@1500-2500 40@ 1750-2000 400@1500-2200Transmission: 5 speed 5 speed 6 speed manual 6 speed manual + 7speed DSG + 7 speed DSGCO2 emissions: (g/km) from 199 from 199 from 206 from 205

transformed!


LCV

From the four versions Transporter, Caravelle, Multivan and California available more than one million of the fi ft h generation of the VW Transporter (T5) have been sold since 2003.To date more than 8 million units of the van or people carrier have hit the road since fi rst introduced into the marketplace.

Th e roots of the Volkswagen series originally called ‘Type 2’ within the company reach back to the early 1950s – the ‘Type 1’ was the legendary Beetle, which initially served as the basis for the ‘Type 2’, or the ‘Transporter’, as it was known. In fact, the Transporter enjoyed a career comparable to that of the Beetle and became established as a fi rm feature of almost all markets in the world. Th e name Ben Pon is intrinsically bound up

with the genesis of this vehicle. His family fi rm, ‘Pon’s Automobielhandel’ had been the offi cial Volkswagen importer for the Netherlands since 1947. Th at very year, Ben Pon had the idea of off ering a transporter based on the Beetle. He sketched out a design for the car on his notepad and used it to convince the then Volkswagen boss Heinrich Nordhoff of his Eureka moment. Th is drawing now enjoys legendary status.

Two of the most signifi cant reasons quoted in customer surveys for purchasing a Transporter are the positive experiences they have already received with the German brand followed by its performance and reliability. 59% of all customers have previously driven a VW Commercial – 81% a Transporter!

All closed-body versions of the 15 are built at Volkswagen Commercial Vehicles Headquarters in Hanover, Germany while the dropside and double-cab types as well as the glazed van are made in Poznan, Poland.

Again the most recent edition is presented in four forms – people carrier (Multivan), bus (Caravelle), camper van (California) and, of course the tradesman’s and service provider’s version – the Transporter. All have their own styling tweaks to diff erentiate one from the other such as chrome strips and colour coded bumpers and mirrors.

MultivanSaid to be one of the fi rst true people carriers. Even back in March 1950, the Transporter was dubbed the ‘bus’. Today’s version can accommodate up to seven people and their luggage in comfort. An eight seater is also available. Th ere’s a fi ve-seater Kombi type too!

CaravelleTh e professional bus variant suitable for up to eight passengers and a driver is ideal for use as a hotel and/or airport shutt le or sporting club minibus. High specification levels such as Comfortline plus the availability of DSG transmission elevate the Caravelle to luxury status.

CaliforniaGoing camping? For the weekend away or European tour the VW California is your hotel on wheels. In its standard version it accommodates four people with two beds on the ‘ground fl oor’ and a further bed for two people in the manual pop-up roof housing. Numerous house-hold fi tt ings are standard with additional items available to order. Swivelling seats and foldable tables turn this motorhome into a practical every day use vehicle also.


Cenex – LCV Show 2009 –LCV

Don-Bur TrailersTh is stream-lined trailer made by DON-BUR Bodies and Trailers from Stoke-on-Trent can give fuel savings of up to 11% without compromising on load capacity. Also available as a curtainsider, this example features aluminium honeycomb panels to maximise weight savings. Major customers in the UK include Marks & Spencer, TK Max, Business Post and Argos.

Smith Electric VehiclesSmith Electric Vehicles which are marketed in this country through Tullamore based Electric Vehicles Ireland had a full range of products on display including this luxuriously equipped 11 seater mini-bus for Green Urban Transport based on the Smith Edison. Designed as an emissions friendly business class travel solution it is scheduled to go into service in London in October.

MINIBM W is bringing forty of its MINI E all electric vehicles to the UK to participate in a 12 month trial to evaluate using and living with the vehicle in a real world environment.

Allied ElectricGlasgow based Allied Electric produce zero-emissions electric commercial and passenger vans based on Peugeot’s Expert and Boxer vans. With a top speed of 100 km/h they have a range of 160 km, with the option of fi tt ing a supplementary batt ery to extend the range up to 260 kilometres.

Mercedes-BenzMercedes-Benz had a range of Sprinters running on Natural Gas Technology as well as Eco-Start vans on display. In conjunction with Nott ingham company Hardstaff , this Actros featuring dual-fuel technology enabling it to run on both diesel and natural gas at the same time was shown. Mercedes estimates that this technology can lead to a reduction of up to 30% on CO2 emissions.

DAFTh is diesel hybrid LF prototype from DAF is currently undergoing trial testing in the UK and Netherlands although there are no immediate plans to put it into production. It combines a Euro V 4.5 litre PACCAR FR diesel engine with a 44 kW electric motor installed between the clutch and gearbox. A central computer determines when the diesel engine provides power and to what extent the electric motor is used. DAF estimates that fuel savings of 15-17% over the conventional LF can be realised in urban use.

You could be forgiven for thinking that the LCV Show 2009 was all about Light Commercial Vehicles. And indeed there

were vans aplenty on display at the two day event at the Millbrook Proving Ground in Bedfordshire. But there were

also vehicles as diverse as streamlined trailers all the way to racing cars vying for att ention. Th ey all had one thing in common though, LCV in this instance

didn’t stand for Light Commercial Vehicles, rather this was the Low Carbon Vehicle Event – a show highlighting the latest in low emissions technology.

Organised by CENEX – the UK’s Centre of Excellence for low carbon and fuel cell technologies, this was only the second running of the Show, but already it is becoming an important event for an industry that is expected to grow exponentially in the next few years. As well as stands and displays, the

Text & Photos: Cathal Doyle – cathal@fl eet.ie FLEETTRANSPORT | OCT 2009 19

– Millbrook, BedfordshireLCV

Revolve TechnologiesOff ering an alternative to diesel electric hybrids, this Ford Transit conversion by Revolve Technologies is powered by a petrol hydrogen hybrid. Th e conversion features a 2.3 litre petol engine with a belt driven supercharger, with intercooler added to provide extra cumbustion air under pressure when the vehicle is operating under hydrogen power. Th e hydrogen is stored in three fuel tanks under the vehicle fl oor and returns a range of 90 - 125 miles. Th e Royal Mail has been running two of these vans on a trial basis in the UK.

Connaught EngineeringConnaught Engineering showed a retro-fi tt ed diesel hybrid system for light and medium commercial vehicles. As well as this rear wheel drive Ford Transit, it can also be fi tt ed to front wheel drive models and to the Mercedes Sprinter.

Lightning Car CompanyDefi nitely positioned at the sporty end of the electric car market, this high performance prototype GT is intended to go into production late next year. Powered by four 100kW in-wheel motors, it uses state of the art lithium titanate batt eries to deliver the equivalent of over 500 bhp and true supercar performance.

Modec ZEVNow on sale in Ireland through distributers OHM, Modec Electric Vehicles off er a payload of up to two tonnes and a range of up to 160 km in a distinctive body style.

Mitsubishi iMiEVOne of the fi rst mainstream manufacturers to bring an all-electric vehicle into production, Mitsubishi’s iMiEV att racted a lot of interest from customers to the show. A full four seater, the iMiEV has a top speed of 130 km/h, a 160 km/h range, and can be 80% charged in just 30 minutes using a quick-charger 3-phase system.

Clean Air PowerBuckinghamshire based Clean Air Power has developed Dual-Fuel, a patented technology that allows heavy duty diesel engines to operate primarily on natural gas using diesel fuel as a ‘liquid spark plug’. Requiring minimal changes to the existing engine, Dual-Fuel off ers fuel savings and low carbon emissions. Vehicles can continue to run on 100% diesel as a back-up.

GasrecA leading producer of liquid methane fuel made from the decomposition of biomass from landfi ll sites or digestion of organic feedstocks, Gasrec showed this Iveco Daily converted to run on biomethane.

RHKiRHKi, a team of engineers and scientists working within a research and development framework, has developed and patented a front-end emission control and fuel saving technology that can be retro-fi tt ed to most petrol engines. Fitt ed here to two Ford Focus cars, it off ers reductions in CO2 of up to 10% and NOx by up to 40% while improving fuel consumption by up to 10%.

event also featured seminars involving leading industry fi gures and a Ride and Drive section where visitors could test drive vehicles over the famous Millbrook testing ground.

Welcoming visitors to the show, Lord Drayson, the UK Minister for Business, Innovation and Skills diff erentiated between low carbon and ultra-low carbon vehicles. He called on companies to focus their att ention on ultra-low carbon

technology such as electric vehicles, noting that at present they present the area of greatest technical challenge, but also the area of greatest opportunity.

20 FLEETTRANSPORT | OCT 2009 Text & Photos: Gerry Murphy – gerrym@fl eet.ie

LCV

While the new Nissan NV200 was being launched in Barcelona at the end of September, Nissan chiefs

were anxious to demonstrate the levels of space, comfort and practicality that this new vehicle brings to the small van market. Th ey believe that it even rivals the Toyota Hiace and the Hyundai H1 as well as being challenger to the smaller LCV like the Transit Connect and the Renault Kangoo. To best describe the NV200 we have to take a step back in time. It is the modern day Vanett e, a vehicle that was enormously successful for Nissan.

Nissan has broken its bind with Renault and Opel for their latest new van. It replaces the Kubistar, that has been defunct here in Ireland for a few years now and it marks the dawn of a major reshaping of the Japanese brand’s entire commercial vehicle catalogue.

Space certainly is generous; as much for the shape of cargo area as for the volume it off ers. Th is van will easily take two euro pallets; the cargo load bay is just over two metres in length and 1.22 metres wide at its narrowest point. Th e load cube off ers a cargo volume of 4.2m3, around 25 per cent greater than its key rivals, which equates to around 1m3. It will also take varying shapes and length of items by folding the front passenger seat to suit. One of the real triumphs of the NV200 is the noticeably low level of the cargo fl oor. At just 524mm from ground level you get a gaping rear aperture making loading and unloading problem free. Inside the goods cube you get six fl oor-mounted load hooks, three on either side of the load bay, and an optional fully adjustable hook rail which can be fi tt ed beneath the rear side window/panel.

It is built on Nissan’s B platform, as used in the Note and that makes it highly agile and fl exible. Part of our test drive was a well-planned manoeuvrability test that demonstrated just how compact it can be on busy city streets. It has an impressive turning circle, demonstrated on a very tight roundabout and visibility is fi rst-rate because of the high seating position that the new shape off ers.

In the cabin, Nissan designers are bang up-to-date in their thinking. Obviously, the driver’s needs are taken seriously. Build quality seems sturdy and the ambience is fresh and well-ventilated. Th ere is an array of neat storage features including a secret documents tray, a big central bin and plenty of places to put your drinks. Seat architecture is strong and comfortable and while there is no rake adjustment on the steering - there is tilt - it was easy enough to fi nd a suitable seating position. At times though, my travel companion complained about not having a grab handle above the passenger door. Up front there will be just two seats, which give ample shoulder

room and when folded the passenger seat off ers a desktop for the busy operator.

In Ireland Nissan will be concentrat ing its sa les efforts on the diesel panel van version. Th ere will also be a fi ve-seat Combi version with a 60/40 split second row and for those who want more seats, a seven-seat model can be ordered. Specifi cation levels are expected to be high with a full range of interior and exterior options available on request.

Power comes from the well-proven 1.5-litre dCi, diesel, which is shared with Renault. It develops 63kW/200Nm. Nissan is quoting fuel consumption of 5.2l/100kms. and a CO2 emissions reading of 137g/km. A higher output diesel engine is promised for other markets and may follow here too. Sometimes, in other applications this engine feels a litt le light-weight. Not in this case. Even with a half load on board, the NV200 was lively, had plenty of pulling muscle and tripped along merrily on the motorways around Barcelona.

Prices are being negotiated at present and delivery is to start in January 2010. Nissan will manufacture the NV200 in Japan and in Barcelona. Th ere are future plans to build it in China too as that and other vast markets in India and Northern America takes hold.

Nissan NV200 scores well around Barcelona

TRAILER & BODY BUILDER

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | OCT 2009 21

Fleet managers throughout Europe are starting to see the safety benefi ts in applying refl ective markings to heavy

goods vehicles.

Refl exite, leading manufacturer of retro-refl ective materials, is seeing an increased number of enquiries from all over Europe regarding the ECE 48-03 legislation from the United Nations Economic Commission for Europe. Th e legislation relates to improvements for the safety of commercial vehicles and of particular interest throughout Europe, in terms of safety, is the retro-refl ective markings requirement within the legislation, for application of safety tape on the sides and on the rear of the vehicles.

It is widely recognised throughout Europe and the World that marking contours of vehicles with retro-refl ective materials can dramatically reduce the number of road accidents by keeping vehicles safe and seen. Th is is particularly important for heavy and long vehicles.

Th e refl ective markings have already been made mandatory in Italy and Romania, and last year Ireland adopted an either/or option. Th ere are further plans for compliance in Poland and Slovakia expected from October 2009 and Switzerland from January 2010, and the rest of the European countries are following one by one. Outside Europe, similar laws have been enforced in countries such as the US, South Africa, China, Japan, and most recently even in India.

So what has the experience of the countries that have already mandated the legislation been? In 2005 the ECE104 reg u lat ion w a s mandated by the Italian Government for all commercial vehicles over 3.5 t, and so far this has been seen to be a great success with a fairly smooth passage towards compliance with the new law. Even in other regions of

Europe where there has been an either/or compliance with the legislation, such as is the case in Ireland, the general feeling is that the improvements for reducing accidents due to poor visibility have been welcomed and that compliance has not been too diffi cult.

In the majority of these areas that have implemented the legislation, safety seems to be the deciding factor. In Ireland the UN ECE-104 legislation was mainly driven by safety through the Road Safety Authority (RSA). “Large vehicles that are either stationary or moving relatively slowly compared with the speed of following traffi c, represent a traffi c hazard. Similarly, large vehicles crossing a stream of traffi c (slowly) also present a hazard for drivers who do not accurately perceive their size or speed. Th e objective of this measure is to reduce death and serious injury resulting from collisions involving large vehicles. Th is will be achieved by making these vehicles more conspicuous to other road users, especially at night,” explains Noel Brett , Chief Executive, RSA.

Refl exite, which has been manufacturing retro-refl ective materials for over 30 years, is well placed to help organisations and countries faced with the new legislation process for many reasons. Firstly, strategically it has supplied regions throughout Europe that have been through the process. As manufacturers and suppliers it off ers guidance and advice about compliance, free of charge, to end users, converters and builders alike. Furthermore the Refl exite® VC104+ refl ective

tape is fully compliant, signifi ed by an ‘E’mark built in the construction, and the tape comes with a 10 year warranty for rigid grade, and a 3 year warranty for curtain grade when applied to new curtains. Th ere are two versions of the Refl exite® VC104+ tape in the range, curtain grade and rigid grade. Th e curtain grade comes in one continuous strip, which just makes application so much easier and once again massively reduces the amount of time it takes to apply and decommission.

As well as complying with the mandate, Refl exite’s refl ective tape is appreciated from an operations perspective. Th ousands of business users around the World, in countries that have already mandated the use of such refl ective marking tape having recognised that Refl exite is a good choice. Th is is because of the ease of application, the thin yet robust fl exible construction, the ‘easy to cut’ feature and the no need for edge sealing, as well as the reassuring warranty. Th e general feeling from fl eet managers, workshops and end users throughout Europe is - “Why wait for a law?” Th e safety of the drivers and other vehicles on the roads can be dramatically improved as well as reducing the potential expense of vehicle down time.

Indeed why wait for an incident or the regulation to be implemented when research by the US Department of Transport has found that vehicles featuring retro-ref lective tape experience a staggering 41% fewer night-time accidents? Th erefore not only can the use of such tape improve driver safety and potentially save lives, but it can also reduce the risk of damage to valuable vehicle cargo.

For further information, guidance and help about Refl exite’s compliant refl ective livery tape solutions or a presentation about ECE 48 and ECE104 visit www.ece104.com

Refl exite also has a particular interest in Ireland as one of its European manufacturing facilities is located in Waterford.

ECE 104 & ECE 48 - Safety on the move in Europe

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If, as they say, variety is the spice of life, then the employees at Cafco Ltd in Ballycoolin in Dublin must be happy campers indeed.

Because variety truly is the order of the day at this well established motor factors, vehicle converters and coachbuilders. From standard servicing and renovation of box bodies to designing and building the most exotic bespoke specialist vehicles, Cafco can and has done it all.

Established twenty one years ago, Cafco has recently moved from its long time location in St. Margaret’s in North County Dublin to brand new 30,0000 square foot premises on the Northwest Business Park. As well as an impressive twelve bay workshop facility, the facility also houses a state of the art paintshop, an extensive parts storage area and a well stocked motor factors specialising in unique bodywork fi tt ings.

Th e parts shop has a dual purpose, catering for the over the counter trade as well as supplying the company’s own workshop. “Parts was always part of our business,” explains company founder and Managing Director, Ger Healy. “In fact, we started out as a parts supplier. Th e way the workshop developed was through people asking us if we could get such a part manufactured. Th e workshop side has now outgrown the parts side of the business.”

Th e motor factors carries a broad range of well known as well as specialist items. “Some of the items we carry such as hinges and ironwork are a litt le bit oddball but somebody has to do it and organise it well. Other suppliers would have aspects of these but wouldn’t have the range that we stock,” he said.

Th e workshop caters for maintenance, repairs, and vehicle body building. “We’re only a few months into this new building and are still in a set-up stage,” says Ger. “But it’s coming on nicely and we just have to keep plugging away to get it as we want it." Th e spacious facility off ers easy access with six gates opening on either side of the building.

Still being finished off is a fully kitted commercial vehicle spray booth. “It has a big extraction system with air extracted through the sides and fresh air in through the top, and it is all fi tt ed out to comply with modern regulations,” explains Ger. It’s a unique size, designed to fit two commercial vehicles at any time with one part used for paint, and the other for preparation and repair work.

About half of Cafco’s work revolves around standard maintenance and overhaul work, w ith the rest on conversions and coach building including the more esoteric one-off projects.

“We build bodies from new, including the boxes, the crash-frames, underframes, do the structural steel welding etc,” says Ger. “We also build curtainsiders, but we don’t do tipper bodies.” Like all businesses, the economic environment is bringing changes to the kind of work Cafco is gett ing. “We’re noticing this year that there is a trend towards customers refurbishing existing vehicles,” he notes, pointing to one example in the workshop, a Mitsubishi in for a service interval and maintenance check. “We would have built that body from the chassis up, painted it and done the sign-writing.”

An important part of Cafco’s regular business is the fi tt ing out of commercial vehicles with storage systems, and one section of the workshop is fi lled with tailor made cupboards, storage boxes and frames. “Customers such as engineers need to carry product around securely and safely in an organised fashion in the back of a van,” explains Ger. “Our system is a bit like a Mecano set, we can build to whatever lengths we want to suit diff erent wheelbase vans. Th e furniture itself is especially designed for life on the move. You can see that the drawers have litt le releases on them so they

Variety is the spice of trade at CAFCO

Text & Photos: Cathal Doyle - cathal@fl eet.ie FLEETTRANSPORT | OCT 2009 23





This Mercedes Vario 4WD is an interesting example of the varied types of projects

undertaken by Cafco. Commissioned by Irish overseas aid agency Gorta, it is a specially designed mobile ear, nose and throat hospital for fi eld use in Southern Africa, and is fi tt ed with the latest in medical equipment to enable even minor operations to be carried out in-situ. From the outside it looks like a cross between a conventional box-bodied small truck and - thanks to the bull-bars and caged windscreen – something that the Police or Army Forces might use. Climb in the back however, and a surprisingly spacious surgery room complete with dentist’s chair is revealed.“It’s a bespoke fi t,” says Ger. “Th e customer comes with a concept, we sit down with them and work out exactly what their requirements are. For example, in this case, the customer didn’t want an articulated vehicle, and to keep it within a compact size so the Vario was about as small as they could go while being practical. Another feature is that this vehicle is in an insulated container as it is air-conditioned. Th ere is also a separate washroom up front. All these requirements have to be factored in in the design stage.

We then do a mock-up with measurements, and our suggestions for what equipment to use. Aft er all that is fi nalised it’s a case of constant communication during the build process. In this case they seem to be very pleased with the way it has worked out. It’s now ready to go, it’s just a case of sorting out the red tape of gett ing the vehicle out to Africa.”

So how long does a project like this take from start to fi nish? “I suppose if you knew the spec and all the equipment was available it’s probably in the region of six months if you factor in all the coming and going, bringing in specialists for certain jobs, and just the sheer logistics of the whole operation."

won’t slide out when you’re driving,” demonstrates Ger, opening what from on the outside looks to be a standard white Ford Transit van. In fact it’s a special surveillance vehicle fully fi tt ed out by Cafco, and equipped with underground camera equipment used for monitoring pipelines. Th e front part of the van is the control room, a fully laid out mobile offi ce packed with cupboards, shelves and what looks like very expensive computer equipment, while a separate section houses the camera equipment as well as a fully equipped wash facilities. Special equipment includes inverters and batt eries to run the 220 volt computer equipment and a voltage pump for cleaning the equipment.

Doubtless it is designing and building challenging projects like this that are food and drink to Ger and his twenty strong team at Cafco. 21 years young, the company is looking in good shape as it sett les into life in its new facilities. Cafco is the offi cial Dublin agent for Sortimo, the German racking specialist.

Bespoke Projects – a speciality


Next time you pass along the N4 when heading West take a look left before the Maynooth intersection and you will see

the impressive new headquarters of Jungheinrich Lift Truck Ireland Ltd. Th ose involved in the transport and warehousing business will be well aware of the German brand as it ranks among the world’s leading companies in the material handling equipment-engineering sector. Primarily, Jungheinrich is a logistics solutions provider off ering its customers an extensive range of new and used forklift trucks, short term rental solutions, pallet racking systems, aft er sales services, Operator Training and Standards division and warehouse design and planning consulting. Th e family owned fi rm relies on a worldwide, direct sales and service network. Sales peaked at €2.15BN at the end of last year with the number of employees almost reaching the 11,000 mark. As a full line supplier, Jungheinrich has ‘the right machine for every application’ with six production plants in Germany, two JV’s in China and a joint venture electrical motor

manufacturing facility in the Czech Republic, JuLi. Production in 2008 extended beyond 80,500 vehicles.

Without using the well used cliché ‘one-stop-shop’ Kevin Taylor, Ju ng hei n r ich L i f t Trucks Ireland used a diff erent term to explain what Jungheinrich is all about. Jungheinrich off ers customised ‘all-

round-solutions’ for stacking, transporting, warehousing and order picking. Th is includes low lift platform trucks, high bay stackers and order pickers with a loading capacity of up to 12 tonnes. Another main aspect of its business is the provision of racking systems where the range extends from small parts shelving to cantilever racking up to high racking systems. Th en there is the planning and implementation of complete ‘turn key’ logistics systems. Th is is an area that Des Kavanagh, Managing Director Jungheinrich Lift Truck Ireland, stated that the company has been concentrating on during the downturn. “Its our initial approach to a new customer,” he said in a interview with Fleet Transport. “We confi dentially say to them that we can take cost out of their business, immediately we’ve got their att ention – and from there on it’s a win-win situation for both parties.” “Jungheinrich Ireland is in a strong position to over r ide this

recession and off er customers quality products with excellent aft er-sales back-up,” he added.

“Sales and Service dovetail nicely together,” explains Kevin Taylor, “and by working together in close harmony highlights our customer focus.” Jungheinrich Ireland – Dateline

2000 – Jungheinrich Ireland established

2006 – Invests €6m in new purpose-built 3000sq. metre facility in Maynooth, Co. Kildare which houses Jungheinrich sales and service operator training, forklift truck rental and aft er-market support functions.

2008 – Turnover: €26m – market share – 30%. New Cork depot planned.

Customer Profi le: Alcon, Bridgestone, Cuisine De France, DHL, Wincanton, Tesco, Glanbia, Greenstar, Lidl, Kerry Foods, Britvic, Musgrave, Baxter, Aldi, Leo Pharma, DSV, Bord Na Mona, Coca-Cola.

During a guided tour of their Maynooth Business Campus premises, Kevin Taylor introduced me to personnel in the various departments such as Warehousing Consultation, which includes design, supply and installation of pallet racking systems.

JUNGHEINRICH -‘All round logistics solutions provider’

MATERIAL HANDLING




Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | OCT 2009 25

MATERIAL HANDLING

“Th e basis of our success in Ireland is our broad range of services including direct sales of both new and used trucks, fi nancial services for either lease purchase and contract hire options, certifi ed operator training all supported by an unrivalled Aft er-Sales team with 41 mobile service technicians located throughout Ireland,” emphasised Des.

Kevin brought me to see the Aft er Sales Team in action. Breakdowns are received through the call centre where the mobile engineers off er a 4-hour maximum response time. Th is is achieved by the fi tt ing of GPS location systems on all company vehicles. As part of the Fleet Manager Package, the Service Diary ensures your fl eet is maintained on schedule while the service reports line directly to accounts for effi cient and accurate invoicing. “Th is helps to access costs to prevent further damage indicating poor operating skills or incorrect use of the machine,” said Kevin.

Each fully equipped mobile workshop is customised to stock a broad selection of spare parts and the technician can carry-out diagnostics through GSM communication. Th is technology assists the mobile engineers to order parts on-line and ensures fast and direct delivery of the required items.

“Jungheinrich has evolved from a manufacturer of industrial trucks to a manufacturing logistics

service provider, off ering a comprehensive range of solutions for our customer logistics requirements,” says Des. “Our signifi cant investment in our new facilities has allowed us to develop and grow our presence here even further. We are currently in the process of developing a new depot in the Cork area during the next 12 months as we have out grown our current facility in Tougher Business Park. Th is will further prepare Jungheinrich Ireland for the economies up-turn when it arrives."




Jungheinrich Ireland – Training & Standards Division

RTITB – Accredited Lift Truck • Operator & Instructor TrainingSafety Warehouse Course for Managers • and SupervisorsWarehouse Safety Assessments• Jungheinrich – Accredited Lift Truck • Operator & Instructor TrainingCSCS- Accredited Specialist Plant • Operator AssessmentsManual Handling Tuition• Lateral Stacker Emergency Escape • Harness TrainingStatutory Lift Truck SW L (Safe • Working Load)Inspection & Testing.•





Wincanton Belfast has recently taken delivery of a number of new Gray & Adams multi-temperature trailers to

service the company’s contract with Musgrave Retail Partners.

Th e trailers are all specifi ed with Carrier Vector 1850 multi-temperature refrigeration systems, which allow the trailers to operate under various temperature regimes from ambient to -25oC. Each trailer is fi tt ed with a unique Gray & Adams Partition System, which easily allows the trailer to be split longitudinally, forming compartments for frozen, chilled and ambient products. Within the longitudinal compartment the length can be varied to suit the split between frozen and chilled products.

John Ferguson, General Manager at Wincanton’s Belfast depot explained, “the moving partition system gives total fl exibility as the trailers can cater for all types of load, from split temperatures to full loads of frozen, chilled or ambient products.” Th e many confi gurations possible with this system allow the trailers to operate at a temperature of +2 oC in the wide lane and as low as -25 oC in the narrow lane, so that even deep frozen products such as ice-cream can be transported at the correct temperature alongside other produce.

One of the challenges outlined by Wincanton at the outset was that equipment suppliers must meet with a very specifi c service level agreement (SLA), which specifi es precise breakdown cover, 100% fi rst time PSV passes, 100% compliance with ‘O’ licensing and zero prohibition defect notices, to name a few. Gray & Adams has agreed a response time not exceeding 60 minutes anywhere in Northern Ireland in the event of a breakdown in order to minimise any disruption to the trailer operation.

To fulfi l the service level agreement, Gray & Adams (Ireland) Ltd. are taking full responsibility for the fl eet management, including six-weekly inspections, all tail lift maintenance (including LOLER inspections) and weight tests, fridge servicing and tyre maintenance, including tyre replacement, puncture repairs, tread depth checks and accidental damage cover.

Given that Gray & Adams (Ireland) Ltd. has a dedicated repair workshop that is separate

from the company’s production facility, accident damage can also be carried out as part of the one stop shop arrangement, which again reduces downtime and trailer movements.

As well as performing all maintenance functions, Gray & Adams had to meet very rigid criteria in terms of administration and paperwork in order to meet with the requirements of the Wincanton operator licence and to fulfi l the remit of Wincanton’s client audits. According to Michael Houston, Transport Manager for Wincanton Belfast, “Th e one stop shop off ered by Gray & Adams Ireland not only provides operational benefi ts to Wincanton, but also vastly reduces the work within the company’s administrative department since all associated paperwork is provided by Gray & Adams in keeping with the SLA.” All breakdowns are coordinated by Gray & Adams so that Wincanton has one point of contact, regardless of which piece of equipment the issue relates to.

Although there were some teething problems in the early days with the Carrier units, this very quickly put the aft ersales team of TSS Ltd., the Irish Carrier agent, to the test and demonstrated the company’s ability to respond quickly and to deal effi ciently with problems. On every occasion, TSS has met with the 60 minute response time set out within the SLA. Early feedback received

from Wincanton has outlined that performance has improved in terms of temperature pull down time and retention with the combination of Gray & Adams trailers and Carrier refrigeration.

Th e trailer specifi cation that has been designed particularly for the Wincanton / Musgrave operation has created a winning combination of fl eet reliability, operational fl exibility and cost-eff ectiveness across the whole life of the trailers. As well as being roadworthy and legal at all times, the contract maintenance agreement will ensure that the Wincanton / Musgrave fl eet is always at its optimum condition as there is no room for equipment defects in the demanding retail sector. Proactive, scheduled maintenance will keep trailer off -road time to a minimum, compared with the unpredictability and disruptiveness of costly reactive repairs.

John Ferguson concluded, “Gray & Adams Ireland have demonstrated that they are well set up to meet with our strict requirements. I had no hesitation in recommending Gray & Adams as a service provider, even on a seven year commitment, because my experience of the company has always been positive. At Wincanton we pride ourselves on adding value to our client partnerships and we expect the same from our suppliers. I had no doubt that Gray & Adams could step up to the job.”

Gray & Adams -serve Wincanton’s Musgrave contract


Michael Houston, Transport Manager, Wincanton Belfast, B i l l y D o u g a n , Managing Director, Gray & Adams (Ireland) Ltd, John Ferguson, General Manager, Wincanton Belfast






Hampshire-based Andover Trailers has solved a major problem aff ecting construction and plant hire operators aft er designing and building

the industry’s fi rst lightweight centre balance drawbar machinery trailer to overcome the increased weight of the latest generation of Wirtgen W150F tracked road planers.

Th e fi rst example of the new trailer, which has an unladen weight of 4,460 kg has entered operation with Dublin-based Streetsweep Ryan Road Planing Services which purchased it specifi cally to enable them to transport the new machine behind a 6x4 tipper.

Designed to ultra-specifi c weight tolerances, its lightweight design aff ords a payload of 20,540 kg, allowing the new Wirtgen W150F to be transported without exceeding the maximum design weight of the trailer. Th e W150F weighs 20,530 kg without the canopy, water and with a half full tank of diesel.

Th is signifi cant achievement highlights the expertise of Andover Trailers’ technical team and drawing offi ce, which only two years ago became the company to build a similar trailer to carry the smaller Wirtgen W100FK tracked road planer, which weighs 19,600 kg.

Ivan Collins, Sales Director at Andover Trailers, explains, “Th ere is an incredibly fi ne line between designing a lightweight trailer and designing one capable of transporting a road planer weighing in excess of 20.5 tonnes. We worked very closely with Wirtgen to meet the challenge and it drew upon all of our technical skills and experience.”

At 10.15m long, the new CBDBCLLT 25 trailer has been designed and manufactured by Andover Trailers using a unique blend of lightweight steels. It features special hydraulic single section steel ramps to suit the W150F, together with a drop-in conveyor support, manual steady legs, SAF axles and air suspension with raise/lower control.

Other features include Obeche timber used in the fl oor to reduce the unladen weight in comparison with a regular plant trailer, three pais of lashing points, aluminium wheels and Knorr-Bremse EBS brakes with auto slack adjusters.

ANDOVER TRAILERS - Planer & Simple





Tilt tests carried out in South Korea show Edbro cylinders as the clear choice for superior performance.

Daimler Automotive Korea (DAK) Ltd. off ers a high specifi cation tipper chassis in a market with extremely challenging working conditions. An important choice in developing the specifi cation of the Euro 5 Mercedes-Benz Actros tipper was the brand of tipping gear, as tipping hydraulics are clearly a critical choice for both the performance and the reliable operation of the whole vehicle. DAK decided that a series of tests were required to establish which brand of tipping gear provides the best performance in terms of total kit weight, reliability in operation and speed of tip.

On the first selection criteria Bolton based Edbro off ered a clear advantage achieving a kit weight saving of 40kg - 10% with the lightweight laser welded CS cylinder and a selection of kit components such as the Aluminium EBA090 piston pump and the CT200 valve.

Th e second criteria is a litt le more diffi cult to assess however, with over 90 years of cylinder design and manufacturing experience the Edbro brand guarantees the ultimate in reliability and durability. However DAK were not expected to simply take Edbro’s word for this and endorsements from a selection of major international fl eets were provided, many of which include the phrase which has become synonymous with the Edbro brand “fi t and forget”.

DAK however wanted to challenge these claims and have a measure by which they could be sure to have made the correct choice for long term durability, so they decided to perform a series of tests. Th e tests were designed to ensure that in even the most challenging working conditions the cylinders would meet the highest demands that they may be subjected to.

Th e DAK tests involved subjecting two chassis, one fi tt ed with Edbro and one with a competitor’s brand, to two tests. Th e fi rst investigated the defl ection of the body from the cylinder when tipped on slopes of diff ering heights. In this test the Edbro cylinder showed less defl ection at varying body tip angles and in varying fl oor angles, proving the stability off ered by the laser welded one piece tube design of the Edbro CS which has thick section overlaps that resist side load.

Th e second test investigated the impact of cross-twisted steering and tandem axles. Once again

the Edbro cylinder proved more eff ective than the competitor’s product, completing both tests with no cylinder damage. Th is demonstrated the ability of the CS range to tip and lower in even the most arduous conditions.

On the third selection criteria speed of tip, once again Edbro were able to provide a clear advantage since the one piece laser welded tube design allows high speed tipping and when used in conjunction with the EBA090 piston pump and the CT200 valve the CS15 recorded an impressive tipping time.

“Th ese test results prove that the Edbro CS is the optimum choice for all applications providing the lowest weight solution yet achieving the highest standards of performance in terms of stability, reliability, safety and tipping speed. Th ese features all come as standard with any Edbro cylinder.” Peter Smith, Edbro Sales & Marketing Director explains the signifi cance of these results. “Th e positive outcome of these tests will help to cement our relationship with DAK for the foreseeable future and has secured yet another major new account for Edbro.”

Company Profi le

Edbro have been leading the market with product developments ever since 1916 when the company’s founder Maurice Edwards developed the fi rst ever hoist to be powered by a truck engine. Based on a long-standing tradition of cutting-edge innovation and with over 90 years of industry expertise behind them, Edbro products remain at the forefront of the tipping market, increasing payloads, reducing tipping times and providing “fi t and forget” solutions.

Located in the Northwest town of Bolton since its very beginnings, Edbro considers its local roots very important. However, with over 75% of cylinders exported around the world, Edbro’s global reputation is unrivalled.

Locations

With an extensive manufacturing plant in Bolton in the UK and a smaller facility near Dublin, Edbro manufacture all of its products within the British Isles and Ireland. However, with subsidiary offi ces in both France and Germany, providing centralised European operations, and further partnerships throughout the world, the Edbro network stretches across Europe to the Middle East, Korea and Australasia. A full list of international Edbro offi ces and agencies can be found at www.edbro.com with full details of the extensive service network, providing essential backup wherever the application.

Product Range

Edbro is a market leader in on-vehicle hydraulic systems including front end, underbody and ejector cylinders, waste handling equipment and customised hydraulic kit solutions.

Cylinders: Th e Edbro range of tipping cylinders includes front end CS for trailer applications, CX and LN combined ram and tank for rigid truck applications from 7.5 tonne, TS twin ram underbody hoists for crane and tipper applications and UB single ram cylinders for underbody tipping & 3-way applications. Th e RK range of cylinders applies Edbro’s hydraulic cylinder expertise to waste handling ejector operations.

Waste Handling: Edbro’s range of waste equipment includes telescopic arm skiploaders, the Rolatip hookloader system for 26 and 32 tonnes chassis and the Rolatarp Hydraulic Sheeting System.

Kit Solutions: Edbro offers customised kit solutions for a wide range of hydraulic applications, from tipper and walking fl oor to ejector and car transporter. Combining specially designed components including hydraulic valves, pneumatic controls, piston and gear pumps, PTOs, oil tanks and all other fi tt ings required for any hydraulic application, Edbro kits are designed to optimise the performance of Edbro equipment but also work eff ectively with all other equipment.


Edbro Success in Tilt Test Trials


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

Albania ALL 133.00 - 126.00 Latvia LVL 0.707 0.737 0.657

Andorra EUR 0.995 1.045 0.835 Lithuania LTL 3.72 3.86 3.04

Austria EUR 1.091 1.257 0.992 Luxemburg EUR 1.078 1.097 0.864

Belarus EUR 0.680 - 0.550 Macedonia MKD 61.00 62.50 48.00

Belgium EUR 1.352 1.372 1.039 Montenegro EUR 1.090 1.110 0.970

Bosnia-Herzegovina BAM 1.91 1.95 1.85 Netherlands EUR 1.427 1.480 1.064

Bulgaria BGL 1.92 2.11 1.82 Norway NOK 12.21 12.52 10.79

Croatia HRK 7.65 7.71 6.98 Poland PLN 4.39 4.63 3.74

Czech Republic CZK 28.30 30.00 26.20 Portugal EUR 1.286 1.404 1.026

Denmark DKK 9.99 10.33 8.61 Romania RON 3.82 4.27 3.60

Estonia EEK 15.85 16.35 15.20 Russia RUB 24.09 25.04 19.99

Finland EUR 1.319 1.353 0.996 Serbia RSD 102.70 - 99.60

France EUR 1.267 1.304 1.039 Slovakia EUR 1.180 - 1.112

Georgia GEL 1.75 1.85 1.60 Slovenia EUR 1.117 1.139 1.043

Germany EUR 1.291 1.373 1.066 Spain EUR 1.060 1.170 0.940

Greece EUR 1.102 1.312 1.017 Sweden SEK 12.09 12.49 11.59

Hungary HUF 297.00 - 277.00 Switzerland CHF 1.584 1.636 1.618

Ireland EUR 1.169 - 1.079 Ukraine UAH 7.75 8.50 6.50

Italy EUR 1.280 1.397 1.102 UK GBP 1.061 1.130 1.069

Kosovo EUR 1.05 - 1.00 USA USD - - 0.696

FUEL PRICE UPDATE IN ASSOCIATION WITH CASTROLThe price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 39).


REVIEW

The immense popularity of the National Ploughing Championships was once again demonstrated as huge crowds fl ocked to this year’s

three day event held in Athy, Co. Kildare. On what is recognised to be Europe’s largest annual outdoor event, there were signs though of the impact of the downturn in the economy with noticeably fewer trade stands than in recent years. In particular many of the motor distributors chose to stay away this year, although those that did att end reported lots of genuine interest from the visitors to their stands. Not that the crowd were shortchanged though; with nearly one thousand exhibitors presenting, there was plenty for everyone to see and do. Below are just a small selection of what was on show.

Land RoverLand Rover Ireland was delighted to have an example of the new Discovery 4 (which goes on sale in October) on its stand.Meeting and greeting the crowds were General Manager for Land Rover Ireland, Eddie Kavanagh, and Marketing Manager Melanie McCourt.

KIAKia Sorento’s were a familiar sight around the grounds this year as the Korean manufacturer supplied twelve passenger and commercial versions for use as courtesy cars. Also on display was the cee'd SW, which is proving very popular with buyers in Ireland. Pictured is Brendan Nicholson, Regional Business Manager for the brand.

ESB NetworksTh e ESB is currently evaluating a number of alternative fuelled vehicles in its fl eet and displayed two all-electric vans at the Ploughing Championships, a Ford Transit based Smith Edison, and a Peugeot Expert converted to electric power by Allied ZEV.

Dennison TrailersDennison demonstrated the practical side of their trailers by using a curtainsider to good eff ect as an improvised mobile shop well stocked with an extensive supply of parts for sale.

Moff ett Truck mounted fork lift specialists Moff ett had three of their products on display this year including this M8 25.4. Pictured are Area Sales Manager Steven Russell and Produt Manager Michael O’Reilly.

National Ploughing Championships

Text & Photos: Cathal Doyle – cathal@fl eet.ie FLEETTRANSPORT | OCT 2009 33

REVIEW

Ashbourne Truck CentreA selection of trailers on the Ashbourne Truck Centre stand included this four-axle Faymonville carrying a triple axle Schmitz Cargobull artic tipper.

Dempsey Water Well DrillingTh is imposing Mack Granite is the transporter for a Reich T650W drill. Operated by Rathdangan, Co. Kildare based Dempsey Water Well Drilling, it is capable of drilling to a depth of 1200 feet. Pictured are Larry Dawson, Peter Dempsey and Mark Dempsey.

SkodaOne of the busiest stands at the Show was the Skoda display where visitors fl ocked to see the latest Superb and Octavia, while centre stage went to the new Yeti cross-over vehicle.

AutoglymTh is gleaming Austin Healey 3000 Mark III was the subject of much love and care as the Autoglym staff demonstrated their range of car polishes.

ManitouAmong the selection of high rise cranes on show on the Manitou stand was this TMT 2520SR Truck Mounted Forklift . It has a lift height of 3.35 metres, a 2500 kg load capacity and a 1.38m forward reach. Looking aft er customers were the Stand Manager Nick Fry and Eamonn Bolger of MEB Equipment Ltd.

McCauley TrailersBefi tt ing the occasion, Northern Ireland based MacCauley Trailers had a large selection of agricultural trailers on their stand, as well as this stepframe lowloader.

Last month Times Past looked at some of the single-deck buses that were around in the 1950s and the arrival of underfl oor

engined vehicles. A glance at how double-deckers developed up to and during the same decade is also worth a recall. To see how the double-decker evolved it is necessary to travel back more than 150 years. Th e fi rst box-like horse buses att racted so many passengers that some time in the 1840s eager travellers began climbing onto the roof, a very dangerous practice guaranteed to give multiple heart att acks to any present-day safety offi cer. Somebody obviously thought about the dangers facing those who became known as outside passengers and placed a ladder at the rear, later adding a long seat on the centre line of the roof, an arrangement known as the knifeboard.

Th ree further developments then took place. To prevent upper-deck passengers from falling off the bus, a perimeter railing became a welcome safety device, but there was a further problem. When women wanted to travel outside, there was very serious concern about their ankles being exposed to vulgar gaze – and even worse as they climbed the ladder. Th e solution was to place panels

known as decency boards along the sides of the upper deck and replace the ladder with a curved staircase which could have side panels. A bonus delivered by the decency boards was the great amount of advertising material a bus could carry, a concept still with us today.

In time, the upper deck knifeboard gave way to double seats (originally called garden seats) at each side of a central gangway, the layout that we are all familiar with. When the fi rst motor buses appeared around the beginning of the twentieth century, the bodywork was clearly derived from the horse era – and some early motorbuses actually carried bodies from horse-drawn vehicles. During the fi rst two decades of the new century the open-top solid tyred double-decker usually seated about 34 passengers. It was followed in the twenties by serially improved vehicles that featured lower fl oors, covered top decks, pneumatic tyres and forward control, which placed the driver beside the engine in an enclosed cab. And, by 1939, diesel engines were progressively replacing petrol power.

During the 1920s, an increasing number of double-deckers saw service in Ireland, and a dramatic contrast is visible between two

of this month’s pictures. By the time the Cork trams were replaced in 1931, design had progressed further with the Leyland Titan which, continuously improved, became a standard vehicle in Ireland for more than fi ft y years. Th ere were also AEC Regents as operated by the Great Northern Railway and the highly distinctive Daimlers of Belfast Corporation. All of these buses shared a common layout having a single-step entrance and a further step into the lower saloon.

In the 1930s most double-deckers, according to body design seated between 48 and 56 passengers. Height, normally about fourteen feet and six inches (4.4 metres) could be a problem on some routes with low bridges or overhanging trees and to help with overhead clearances, there was the low-bridge type of bus, usually thirteen feet and six inches (4.1 metres). Th is was achieved by placing the upper deck passegeway on the right or off side of the bus. It was dropped a foot into the lower deck and featured a step up to the upper deck rows of four seats. Th e roof was a foot lower than in conventional double-deckers and both upper deck passengers and those on the right side of the lower saloon needed to avoid standing up to full height, banging their heads. Th ere were twenty lowbridge buses in Cork and the Northern Ireland Road Transport Board and its successor the Ulster Transport Aurthority had substantial fl eets.

TIMES PAST

BEFORE THE DOUBLE-DECK REVOLUTION

HU 8158 was a London-type AEC working for the Irish General in Dublin in 1929

Dublin United Leyland Titan R38 of 1938, one of a fl eet of 242 diesel-powered 56-seaters

A solid-tyred Karrier that worked in Galway in the 1920s

Llowbridge Leyland Titan in Cork in the early thirties


Th ere were about ten British builders capable of turning out double-deck chassis before World War Two and when peace was restored the number was similar. Th e most prolifi c builders were AEC, Bristol, Daimler, Guy and Leyland, all of whom brought out new models in the 1940s. Legally permissible length increased, length going in stages from 26 feet (7.9 metres) to 30 feet (9.1 metres), enabling seating capacities to go to 76. Th ere had been some 30-foot buses in Britain before the War but these were of tri-axle layout. Now designers were keen to fi nd something bett er than the basic chassis layout that had dominated the scene for nearly a quarter of a century.

Bristol became the standard bearer for innovation in the early 1950s with the Lodekka, a low height bus with central gangways and full headroom on both decks. Th is vehicle had an off set drive shaft and a lower deck gangway dropped to fi t between the chassis side members. It was hugely successful but there was a commercial problem. Bristol was a nationalised company and could sell vehicles only to the nationalised group of bus operators then an important sector of the British bus world. A solution was found in licensing Dennis to make a similar chassis - the Loline- for general sale and a bus of this type was one of Belfast Corporation’s experimental purchases around 1958.

Th e Lodekka and Loline had imitators in the AEC Bridgemaster and the Albion Lowlander which had similar mechanical layouts. Despite all this, the normal height double-decker was not dead yet; some operators bought traditional double-deckers as late as 1969 and in the mid-1950s London Transport’s indestructible AEC

Routemaster burst on the scene. Th is remarkable chassisless vehicle, intended to replace the huge London trolley bus fl eet, has been the subject of innumerable books and the last examples in normal service were not withdrawn until well into this century.

Ingenioius as were the Routemaster, the Loline and its clones, however, few in the bus world were prepared for the arrrival of the vehicle that turned bus design back to front and will feature in a future off ering.

TIMES PAST

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

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

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

Lough Swilly post-war Leyland Titans 60 and 61

CIE’s RA 35 was one of 152 Leyland Titan 74-seaters dating fr om 1959-61.

Rears of three buses in the Museum collection. GNR AEC on left has platform doors . Compare full width window on Leyland R1 (right) with narrower one on R389 (centre) which has a modesty panel to blank off the stairs.

Belfast Dennis Lolione No. 552 in Falls Road depot.

O’S Coaches 405 RIU was one of two Albion Lowlanders operated by O’S Coaches in Hospital, Co. Limerick

T h e Tr a n s p o r t Museum’s GNR AEC Regent No. 438 with two special visitors – Belfast Daimler No. 4 4 6 and London Transport Routemaster RM406.

Text & Photos: Michael Corcoran - enquiries@fl eet.ie FLEETTRANSPORT | OCT 2009 35

Technician of the Year Award sponsor uses industry infl uence to assist maintenance professionals

Continuing its drive to uphold comprehensive and rigorous maintenance regimes, the IRTE (Institute of Road Transport Engineers) has produced the Maintenance Supplier Assessment, a crucial, FREE guide for those who contract out maintenance of their fl eet.

Produced in conjunction with the North West Goods Vehicle Maintenance Liaison Committ ee (NWGVMC), the guide advises on best practice procedures to ensure workshops’ maintenance facilities are adequate for the type and number of vehicles undergoing work.

Whilst actively using its infl uence to nurture tomorrow’s talent and working with training providers to add value to apprenticeships, IRTE supports the careers of engineering professionals and the competency of technicians. To complement these aims, IRTE is now proud to sponsor the Technician of the Year award at the 2010 Fleet Transport Awards. IRTE forms part of SOE (Society of Operations Engineers), an organisation representing and developing engineers throughout their careers. Th rough membership, IRTE supports the careers of new and experienced engineers. Members receive

industry-leading journal Transport Engineer, post-nominal lett ers, training and career support, free technical events and networking opportunities, as well as the opportunity for ECUK (Engineering Council UK) registration at EngTech, IEng and CEng level.

On the need for the guide, SOE President Chris Grime said: “Eight out of ten operators use contracted-out maintenance and there is the principle that although you can sub-contract

maintenance you can never sub-contract your responsibility for maintenance – as far as the Operator’s Licence is concerned. If you put these two facts together, you soon see the need to audit your maintenance providers’ facilities. Our assessment is a way of turning that theory into a practice.”

IRTE also operates the technician-licensing scheme, irtec, which technicians and companies can use to exhibit their competence against a highly respected industry benchmark. An irtec licence not only demonstrates skill, but also rewards those engineers who keep the industry moving.

To download your free copy of the Maintenance Supplier Assessment, please visit www.soe.org.uk/publications.

For more information on irtec, or to fi nd out how IRTE can work with you to develop your career or technician training programmes, please call 0044 (0) 20 7 630 1111.

ADVICE

IRTE Maintenance Guide cuts outsource risk

SOE President Chris Grime


COMMENT

In my column in October 2008 I took the opportunity to tell you a litt le about my experience as one of the jury members for the

Fleet Transport Irish Haulier of the Year Awards. In this piece I will bring that experience up to date having spent a couple of days recently interviewing representatives from a unique cross-section of the Irish haulage industry that had been shortlisted for the 2010 Awards.

Yes, the categories under which the transport operators had entered were very similar to last year and a number of the fi nalists had been there last year also, but there were many new names displacing others that had previously starred.

As the interviews progressed it became clear that these replaced fi rms were not doing anything wrong, but rather Recession or no Recession, there are businesses in the industry that are driving forward and becoming the new leaders in their chosen niche.

Was there a common thread among the short-listed fi rms? When you think about it, it would be that, at the very least, every one of these businesses knew all about the Recession and the dangers that failing to cope with it properly carried for the business. Almost without exception each one of them had to reduce prices and improve their customer service level, but equally every one of them had embraced the challenge with enthusiasm and in many cases this had propelled them into new business areas and expansion.

I have always been fascinated by the realisation of how simple many of the very good ideas are. One haulier was, in his keg delivery business, using cork fi lled bags on which to land the 50 litre barrels on the street outside the pubs to which they were delivering and these bags cost a small fortune. Th e same haulier was sending his life expired truck tyres for at least partial re-cycling to a specialist in that business. Th e question was asked “What about fi lling these bags with recycled tyre rubber rather than expensively imported cork?” Th ey tried this out, it did work perfectly and big fi nancial and environmental savings resulted.

Another ‘litt le gem’ of an idea that might appeal to the Accountants but would not do much for the Environmentalists was the discovery by one fi rm that they could save hundreds of thousands of Euro a year by avoiding the tolled Motorway sections at ‘off -peak’ times. Th is particular company uses the M1 many times during a 24 hour period and has found that running through Drogheda at night time takes very litt le extra time but saves serious money. It operates in a similar way on other toll routes. But, of course, this is “shock - horror” stuff for the Greener elements of society. Surely, begs the question as to why all other tolled routes do not adopt the model used by Dublin Port Tunnel for car traffi c, of giving substantially discounted rates for off -peak use of the full motorway.

We have said it before in this column that the National Roads Authority (NRA ) and similar organisations constantly extol the environmental and accident prevention benefits of use of Motorways, but do not price the same Motorways to draw traffi c out of Cities and Towns and onto these new roads. Recent ‘explanations’ as to why large scale users of tolled facilities cannot be off ered discounts seem to me to be as fatuous as those as to why integrated ticketing for Irish Public Transport cannot be introduced.

“Off -peak” pricing is a major weapon in one short listed International haulier’s arsenal. Th is was, of course, negotiating deals with Ferry Companies for substantial discounts for use of morning and other undersubscribed sai l ings and then re-negotiating with c u s t o m e r s t h e i r production scheduling to enable him to avail of these sailings. Th e Exporter can thus, get a discount without busting his haulier. Th e same fi rm told of putt ing more and more of his trailers on board Ferries unaccompanied and being picked up on arrival by locally based tractors. For some traffi c he was even switching from use of Lo-Lo containers which he could strip out at his Depot prior to delivery in Tautliner to the fi nal customer.

All of these clearly reduce the shipping company invoices coming into his offi ce, but there is a hidden cost, because each of them requires meticulous operational management if the service level is not to suff er.

On the various shortlists there were a number of family fi rms and we had some opportunities to quiz two generations of family management. It became very clear that tightly focussed management well served by IT and other tools was going to be no problem for any of these businesses.

One unique idea that I really liked, though it did give rise to some discussion with fellow Jurists who had reservations, was a haulier who specifi ed for his fl eet that the mobile phone in the cab should

be disabled once the handbrake was released. How many of us have missed a turn or got a small fright when driving and being distracted by a conversation on the ‘hands-free’? I was also surprised to read recently that the majority of penalty points now being handed out were for use of hand held mobiles while driving. It has always struck me that we appear to be totally intimidated by the ringing of a phone. As long as that is the case, I would be all in favour of disabling phones for drivers of any vehicle.

Th e ideas poured out across the table and I think that I and my fellow Jurists felt very privileged to meet and talk with the dynamic and progressive cream of a resilient Irish haulage industry.

Text: Howard Knott – howard@fl eet.ie FLEETTRANSPORT | OCT 2009 37

Recession can drive business forward

Marriott Johnstown House Hotel, venue for the Fleet Transport Awards Gala Dinner

Text: Jonathan Lawton – jonathan@fl eet.ie FLEETTRANSPORT | OCT 2009 39

LEGAL

As and from the 10th of September 2009 all professional commercial vehicle drivers will be required to have a ‘Driver

Certifi cate of Professional Competence (Driver CPC) as the result of recent EC Regulations.

Th ese regulations have been with us for some litt le time but, as with other similar legislation, the provisions have been largely ignored. In the context of operations within this country it is possible that some operators feel that, until the level of enforcement can be increased, the risk of continuing to employ drivers who do not hold a Driver’s CPC is worth taking.

It should be remembered, however, that so soon as a vehicle moves into another Member State, any relevant EC regulations will be enforced. Unhappily, as this is written, substantial publicity has been given to the fact that a high proportion of vehicles visiting the UK do not meet EC standards either in relation to the condition of the vehicle, or to the keeping of Driver’s Hours. Th e result, predictably, is that there is greater roadside enforcement with penalties that can include the impounding of the vehicle.

Latterly it has become clear that the Irish Authorities are no less determined to improve the standards of the road haulage industry in this country and, of course, checking a driver’s licence to see whether or not he or she holds a Driver’s CPC is a simple operation taking very litt le time.

As the Regulations do acknowledge ‘acquired rights’, there can be no excuse for a driver holding a current full licence, in the truck licence category, who failed to apply for the new Driver CPC before the 9th of September. A driver applying for a Truck licence aft er the 10th of September will, of course, have an additional theory and practical test in addition to the existing test requirements in order to obtain a Driver CPC.

It is perhaps worth remembering that the requirement for bus drivers to hold a Driver CPC has been in place since September 2008.

Th is simple process is yet another part of the EC’s drive to improve road safety.

Th e eff ect of this increasing regulatory control of the transport industry has to be assessed in the light of the knowledge that the media, rightly or wrongly, will always report traffi c accidents involving a commercial vehicle emphasising the size of the vehicle – the ‘juggernaut’ - reinforcing the common public view that those who operate

and drive these “dangerous” vehicles have litt le regard for the law.

Th is publicity ensures that the public support for enforcement action will increase, and the regular publications issued by the Road Safety Authority (RSA) make it clear that enforcement is being given a high priority. Th is approach is consistent with the European intention to substantially improve standards in the road transport industry, and no doubt each successful prosecution will be well publicised.

To an outsider it may appear that the Irish t ra nspor t i ndust r y feels largely untouched by European legislation, paying it scant regard. W hether or not this view is correct, however, only an operator with an ‘ostrich’ approach can continue to ignore the clear evidence that operating standards are going to have to meet those set by the EC.

It is, for all these reasons, vital for an operator to be informed about the current standards and legal requirements. Technical standards, such as those relating to Driver’s Hours or the depth of tread on a tyre, can, and do, change overnight, and convictions will aff ect the right to hold an Operator’s Licence. Th e information about the legislation is readily available. The RSA, this magazine, and the internet all publish the

details of, and articles about, current legislation. Details of the existing legislation have, of course, been available since the law came into being.

Finally, the performance of a transport undertaking depends upon the working of a team. Poor standards of maintenance will let both the operator and the drivers down. Poor driving standards will aff ect the operator, not only by the possibility that convictions will be att racted if, say, the Driver’s Hours rules are not obeyed, but also by alienating customers by mishandling

goods or by bad behaviour. Th e duty of the management is to obtain work for the company that can be done legally, to ensure that drivers are aware of the legal requirements that aff ect their work, and, no less importantly, to ensure that the vehicles are kept in good condition.

How relevant is the Lisbon Treaty to the transport industry?

NEW FLEET


Award winning International hauliers O'Toole Transport (Moycullen) has switched its

allegiance from one Swedish truck brand to another. It is obvious that father and son team of Larry and Laurence were infl uenced by their decision having visited Galway Docks for the successful Volvo Ocean Race Stopover. One of the Volvo trucks on display in the exhibition area was an FH16.580 6x2 (mid-lift ) and both agreed that this truck would look good with their company name on it!

So they went to local (and newly appointed)

dealer Murphy Commercials and bought same and another one along with it! As per the picture, the truck on the left is O’Toole Transport’s new fl agship model in the FH16.660 6x2 (tag-axle), which has many optional extras fi tt ed. Here-to-fore O’Tooles ran a strong Scania fl eet.

Pictured at the handover were John McNamara (Salesman, Murphy Commercials), Larry O’Toole, Des Murphy (Dealer Principal, Murphy Commercials) and Laurence O’Toole.

JC Breen Transport Ltd., Ferns, County Wexford, has just taken delivery of two new Hino 300 Series 715 rigid trucks from Gethings Garage

(Enniscorthy). Th e new 6.5 tonners feature 15ft curtainside bodies built by Cahills, Graiguenamanagh, County Kilkenny. According to Clive Gethings, dealer principal, "the two new Hinos are additions to an ever expanding fl eet at JC Breen and were chosen for their handy size. Th ey were looking for a vehicle between a van and a truck that can be used for small deliveries in urban areas."

A new Renault Midlum with a diff erence has been sold by Renault Trucks Ireland to Maurice Ward & Sons. Th e Midlum 190.12 Crew Cab fi tt ed with refrigerated body built by Quinns of Athenry, Th ermo King Cooler Unit and Dhollandia tail lift supplied by Ballinlough Refrigeration will be used by the Swords based company to transport fragile freight.

Westward Scania, the Irish Truck and Bus Importer based in Strokestown has supplied six new Scania tipper trucks to Roscommon County Council, which will be used in a range of road maintenance operations throughout the County including surface dressing works and the salting of National routes. Fitt ed with Th ompson bodies, Romaquip snow plough attachments and special snow plough lighting, the new Scanias are equipped to cope with the worst winter conditions.

Th e new trucks are being leased by Roscommon County Council and replace nine year old Council-ow ned t r uck s . West wa rd ’s lease arrangements guarantee Roscommon County Council a fi xed and predictable cost over the life of the trucks. According to Patrick Kenny, Managing Director

for Scania in Ireland, this type of arrangement is proving more popular for operators, as they want a premium product, but with the lowest

“whole-life” cost. In this type of agreement, there is no capital outlay up front and the operator can accurately budget all the vehicle costs, including

depreciation and maintenance, for up to seven years. Already popular with commercial hauliers, leasing is a new departure for Local Authorities. However, with increased budgetary pressures on County Councils, this method of keeping plant and machinery updated is likely to gain popularity.

Pictured at the handover of the new trucks to Roscommon County Council are (L to R), Joe Crann, Sales & Marketing Director, Eric Treacy, Scania Sales Executive, Christy Tarmey, Driver, Greg O’Donnell, Senior Executive Engineer, & Ann Conneally, Health & Safety Offi cer, Roscommon County Council.

O’Toole Transport switches to Volvo

Handy Hinos for JC Breen Midlum Minder

Roscommon County Council lease six new Scania tippers

FINANCE

The fi ve major stakeholders that need to be continuously updated on present and future business developments can

be classifi ed as follows.

Shareholders/Directors• Customers• Staff • Financial Institutions• Suppliers•

Many companies, even small to medium sized enterprises, are run by individuals who are not the majority shareholders. In order to move the business forward they either need to control a majority of the shareholding or be in a position to communicate current and future fi nancial plans to shareholders so that they can carry out their business objectives. Holding a directorship in a company is now more onerous with regard to company law compliance than it has ever been in the past. You as a Director need to know the business is not trading recklessly and that all returns are completed and fi led on time. If you are not involved in the day to day running of the business you need to be assured with the relevant information that decisions made now are in the long term benefi t of the business, that short term gains are not being exploited with the eff ect that the business cannot trade in the future.

Communication with customers in the current economic climate is now crucial to business survival. Customers need to know that your business is fi nancially sound, will continue and can off er competitive services in a compliant manner. Most transport fi rms feel they are at the complete mercy of their customers' whims. However, many customers in order to reduce costs or simply become more specialised have outsourced all their logistics and transport requirements to third party hauliers. While in the medium to long term the haulier can be replaced in the short term, your customer has a vested interest in your survival and development. Customers need to be assured that the same friendly and effi cient service will still exist as your business grows, if you are bringing in a business partner or the next generation into the business. Customer understanding of your business can be very limited. Th eir priority is the cost effi cient delivery of their goods, but communication with customers is crucial to assure them of service and value and also address any issues they have in order to retain customer business.

In the past, management communicated with staff by simply telling them what to do and they did it! Now there is a need to utilise staff to their maximum in order to stay in business. Staff need to know they have a secure job (or as much assurance we can give bearing in mind current economic changes). Likewise staff need to be aware that they are the key ingredient in the business surviving and being successful in the future. Staff actions will raise the service level of the business or be a contributory factor in loosing customers, as currently pressure is being

exerted to do the job cheaper and bett er than your nearest competitor. In transport, drivers tend to propagate rumours at an alarming rate, and we all know bad news travels fast. Idle gossip by drivers travels back to our customers and even bankers so communication with staff on where the business is at, where savings and cuts are needed, plans for the future and in return communication from staff on where new business can be gained, where savings and greater effi ciency is possible and a realisation that we are all in this business together is vital for survival.

When transport fi rms were profi table banks and leasing companies used the opportunity to expand their loan books and overdraft s and earn high interest rates from an industry that was always viewed as high risk. Communication between banks and hauliers was poor, once the audited accounts

were received most bankers did not really want to understand clients business issues and time was only spent with a client if they wished to start a property portfolio from cash generated in the business. Now banks and leasing companies will not loan money and are looking at curtailing credit if all information is not on hand to show clear fi nancial management of your business. How you manage your business and communicate with banks now dictates if they will continue to support your fi rm. Banks are now working to understand each sector of industry they operate in so mis-information quickly comes to light. Banks realise that they will have to work harder for real profi t in the future and need good customers in all sectors of industry. Clear lines of communication with banks has never been so important.

As our customers extend payment terms with us we naturally tend to drag payments to suppliers, however if this is done in an ad-hoc way, suppliers assume the worst and quickly 'stop supply' is put on accounts and the business gets a bad name. Pay small balances outstanding on time (of your 30 creditors, 20 may only make up 10% of the total amount due). Of the remaining balances tell your creditors when you will pay them and stick to your word. If your supplier knows when payment will be made and why payment terms are extended this allays fear of non payment.

Communication

Text: Donal Dempsey – donal@fl eet.ie FLEETTRANSPORT | OCT 2009 41

34 FLEETTRANSPORT | MARCH 2009

FLEET MARITME

The current Recession may be easing in the world at large but its eff ect on the Irish Maritime Industry is becoming

clearer with each Shipping Line decision on how they re-organise their Irish services. In this issue of Fleet Maritime we discuss, particularly, the changes in services through Rosslare which will gain some traffi c but also lose some as Cobelfret moves its Ro-Ro services to Dublin.

Th is particular move will facilitate the Cobelfret Group in consolidating all of its Irish business through Dublin Port with both Waterford and Warrenpoint losing traffi c to the Capital City. In a similar way it seems unlikely that Stena will split its central corridor business between Dublin and Dun Laoghaire for very much longer, while the closure by DFDS Lys Line of its long standing forest products liner service from Scandinavia

will result in a further loss of vital business for the Ports of Drogheda and Waterford.

Ireland lives by foreign trade and over 95% of goods exported and imported travel through Irish Ports, North and South. Yet, the Irish Government has no eff ective Ports Policy. In recent times the Department of the Marine was absorbed into the Department of Transport and then the energetic Junior M i n i ster M ic h ael Ahern T.D. was one of the small number of such Ministers chosen for the ‘snip’.

T he Por ts Pol ic y vacuum appears to be being filled from the Boardrooms of Antwerp, Gothenburg,

Copenhagen, Rott erdam and further afi eld. Th e Shipping Lines concerned service Ireland in what is for them the most economical way. Th is has to mean less Ports and higher service frequency so as to minimise the overhead element in their unit costs.

While high frequency may be att ractive for Irish fi rms trying to make a living out of making and exporting goods, the scenario where all unitised traffic passes through Belfast, Dublin and Cork Ports certainly is not great for most of them. A

Wexford based exporter could have to ship everything through Dublin rather than the nearby Rosslare and Waterford Ports. The Shipping Line will have no interest in subsidising his extra haulage costs and loss of time, so, his competitiveness takes a hit!

What does this do for Government Spatial Strategy policy and the need to support business and employment in areas away from the main Cities? Surely the day is long past when Port development is left to and funded by, the Ports themselves. Th e State will have to take a more active role. In the meantime every eff ort will have to be made to minimise the extra costs to Exporters and Importers that the consolidation of shipping corridors is bringing.

Th ere is a further, more diffi cult, issue in which the larger International Lines seek to do a Ryanair on their local competitors and drive them out of the market. How can Irish owned and based Lines be protected from this? Many in the shipping industry locally will recall the doomsday scenario of September 1939 when this country suddenly discovered that it had no merchant marine with which to bring the necessities of life from abroad, and Irish Shipping Ltd. had to be scrambled into life. Th is might not be repeated – but it just might, if no action is taken.

Shipping Lines restructure Irish Services

fl eetMaritime: IRISH SHIPPING & FREIGHT MARITIME I

Volume 4, No. 4 Winter 09

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


36 FLEETTRANSPORT | MARCH 2009

MARITIME II

Cobelfret Group consolidates Irish activities

44 FLEETTRANSPORT |OCT 2009

The Zeebrugge based Cobelfret Group has announced the consolidation of its Irish

operations and those of European Container Services (ECS) to a new Dublin hub. Th is will be at Alexandra Quay, the Terminal operated by the Burke Group and which has been extensively developed over recent years.

Cobelfret and ECS are both family owned companies and are closely related. The two companies have operated a twice weekly container service between Zeebrugge and Waterford for a number of years under the C2C banner. Th e Company was an early adopter of the 45 container which matched the capacity available in 13.6 metre Ro-Ro Trailers and has only off ered 45 foot equipment from the outset. Since inception of the Waterford service both ECS and Cobelfret have introduced curtain side containers to the service, while ECS has built up a substantial Reefer Container based business.

Th e C2C service also called to Warrenpoint, with the main focus there on ECS cargo and introduced a Waterford and Warrenpoint to Radicatel (Rouen) service. In March 2009, in response to tougher economic conditions the Line switched this service to a once-weekly operation to and from a single Irish Port, Dublin. Th e vessel sails from Radicatel on Saturday at 18.00, arriving at Alexandra Quay on Monday at 06.00 with the sailing ex-Dublin on Th ursday at 19.00. Th e Line has confi rmed to Fleet that this arrangement will continue.

Cobelfret introduced a weekly Ro-Ro service linking Rosslare with Rott erdam and Zeebrugge

in October 2008. Th e primary cargo focus was on the fast growing unaccompanied trailer traffi c moving through the Co. Wexford Port and on trade cars. Over the past year, while the car traffi c has faltered, the Line has rapidly developed the fl ow of container through the service. Th e Port of Rosslare facilitated this development with the acquisition of Reach stackers to load and discharge the Mafi -trailers on which the containers can be double stacked and rolled on and off the vessel. Th is service, together with the Ro-Ro services running to French Ports, contributed to a 46% increase in such traffi c direct to and from the Continent through the Port in the fi rst half of 2009.

On 1 September Cobelfret announced a radical revision of its Irish services.

From 1 October, the vessel currently operating the Rosslare service will switch to Dublin and its only Continental Port will be Rott erdam. She will sail from the Dutch port on Friday, arriving Dublin on Sunday morning, sailing later that day to discharge in Rott erdam on Tuesday.

From early November 2009 the C2C LO-LO service from Zeebrugge to Waterford and Warrenpoint will

be discontinued and containers normally carried on those services will be carried aboard a brand new and much larger Cobelfret Ro-Ro vessel from Zeebrugge to Dublin. Th ere will be two sailings a week accommodating this cargo and the Ro-Ro cargo currently moving on the Rosslare service.

Th e vessel, christened, ‘m.v. Palatine’, that will operate the new service is currently being completed at the German Flensburger yard and is the second of a series of six new-buildings for the Belgian company. She is a ConRo vessel with a capacity of 366 x 45ft . Containers or 186 x 13.6 metre trailers. She has accommodation for 12 drivers and will operate a twice weekly schedule with sailing times between Zeebrugge and Dublin of approx. 40 hours. Sailings ex-Zeebrugge will be on Tuesday and Friday evenings and, from Dublin on Sunday aft ernoon and Th ursday morning.

C2C Shipping Lines will market all containers on the Zeebrugge and Radicatel to Dublin Lines while Cobelfret will market all Ro-Ro movements. Th e line advises that all existing customer contracts will remain valid. In addition to normal Ro-Ro and container cargo the new vessel will accommodate High and Heavy machinery as well as Project cargo and abnormal loads.

Cobelfret has signed a long term Terminal handling contract with the Burke Group while Dublin Port has facilitated the new service and the RMR service by installing a new Ro-Ro ramp at the Alexandra Quay Terminal. Fleet understands that the ECS switch out of Waterford to Dublin is subject to review in 12 months time.

The Lancia Powerboat

Lancia’s fi rst powerboat made its debut in Venice, a city where roads and cars are

replaced by canals and boats - or launches (lance) as the Venetians prefer to call them. Th e new boat has been developed jointly by four Italian companies, each leader in its own sector: SACS, who produce luxury RIBs; FPT, a company in the Fiat Group and manufacturer of the “best in class” engines and Martini, regular partner of Lancia in the fi eld of motorsport. Remember the Lancia Martini Team’s dominance of the World Rally Championships in the 1980s and early ‘90s?

Th e modelling and fi nish of the exterior surfaces faithfully refl ects Lancia style. Designed by Christian Grande, the Lancia Powerboat is

characterised by an aggressive yet balanced profi le, with perfectly proportioned bow, cockpit and stern. Th e hull is 13.10 metres in length, with a broad beam of 3.83 metres. Th ese fi gures give a moderate coeffi cient of fi neness, in search of balance between performance and comfort on

board. A limited draft of only 0.80 metres permits navigation even in shallow waters. A weight to power ratio of about 7.5 kg/HP establishes the boat as one of the most powerful available. Th e two N67-560 diesel engines were developed by Fiat Powertrain Technologies.

Th e Lancia Powerboat is the ideal choice for owners of character, lovers of speed who would never think of giving up the wheel because that would mean losing control over so much power. 1120 horsepower, delivered at 3000 rpm, propel you at up to 55 knots, Cruising speeds range from 15 to 45 knots. Th e fuel tank has a capacity of 1000 litres, giving suffi cient autonomy even for long crossings. Th e Lancia Powerboat can carry up to 11 persons, and has a cabin to sleep two. J.S.

FLEETTRANSPORT | MARCH 2009 35

MARITIME I1I

• Van Uden Ro-Ro Service Docked

The Van Uden Line Ro-Ro service which was launched by local Agents Johnson Stevens,

in May this year and which off ered sailings ex-Dublin to a number of Mediterranean ports including Tripoli and Bengazi, ceased in early September. Industry sources suggest that the twin problems with the service were that the volumes of traffi c, particularly second hand construction machinery being shipped into that region were not as expected and that the second ship that would have facilitated a second monthly sailing did not materialise.

RMR Shipping Agency has launched the fi rst direct Ro-Ro service linking Ireland with Nigeria and Liberia. Th e fi rst sailing ex-Dublin was on 28 September. RMR’s Irish agents, Trinity Shipping, advised that the vessel Udine, aft er fi rst calling to Antwerp, will reach Lagos on 15th October and Monrovia, three days later. Th e vessel, a sister ship of the Equine which operated on the P & O Dublin to Liverpool service for a period in 2008, has a capacity of over 1800 lane metres and can carry unaccompanied Ro-Ro cargo, high and heavy machinery and containers loaded on Mafi s.

Th e service operates from the burke Group Alexandra Quay Terminal.

• Celtic Link Ferries take over LD Lines vessel and opens new route

On Saturday evening, 19 September, shortly aft er LD Lines sailed its vessel Norman

Voyager out of the Port of Rosslare to open the Line’s new, three times weekly service to Cherbourg, replacing the once weekly, Le Havre run, the Celtic Link Ferries vessel Diplomat sailed for the same destination and a serious head to head competition between the two lines appeared to be in prospect. Later that evening, however, LD Lines issued a press release advising that;”as part of the re-organisation of its Ireland-France ferry services, LD Lines has announced a new ship charter arrangement with ferry operator Celtic Link Ferries”. Under this charter the Norman Voyager will pass into Celtic Link operation from 29 September. Th e LD Line statement continued; “We are totally committ ed to developing the new Rosslare-Cherbourg service,

but to ensure that the Norman Voyager is utilised to maximum effi ciency, we are pleased to have reached agreement with Celtic Link Ferries”.

Willie O’Leary of Celtic Link Ferries informed Fleet that the acquisition of the new vessel will not only facilitate the previously announced opening by Celtic Link of a daily, Portsmouth to Cherbourg route, but will also give the Company greatly

increased capacity on its Rosslare – Cherbourg route. Th e Norman Voyager has almost twice the trailer capacity of the Diplomat and the two vessels will be interchanged between routes to meet customer demand. He confi rmed that

LD Lines will continue to secure traffi c for the route, thus, meeting its contractual obligations with customers.

Th rough the charter of the second vessel, Celtic Link Ferries can guarantee International Transport Operator customers a 365 day a year, three times weekly service which will not suff er the disruption that Irish Ferries faces when its Oscar Wild goes for annual refi t. Celtic Link further advises that, “for both passenger and freight customers, Celtic Link Ferries will be the cheapest of all operators on the Western Channel and Irish- Continental routes.” Unlike the French competitors on Continental schedules, neither Irish operator is in receipt of State or EU subsidies.

LD Lines will replace the Norman Voyager on its Portsmouth – Le Havre route with the “Cote d’Albatre” which has been displaced from their Dover Straits routes.


Dublin loses one Ro-Ro service but gains another

Emirates Team New Zealand has won the fi nal regatt a in the Audi MedCup circuit

and taken the 2009 Series title.

NZL380 won the season title convincingly. Aft er winning four of the fi ve regatt as NZL380 was well clear on 128.5 points. Second-placed Quantum was 74 points behind on 202.5 points, with Artemis (Sweden) third on 208.5 Matador (Argentina), which won the fi rst regatt a at Alicante, fi nished fourth on 209.5 points.

Having accomplished a goal set more than a year ago, Emirates Team New Zealand now shift s its focus to the fi rst Louis Vuitt on World Series regatt a at Nice, France, in November.

Skipper Dean Barker said, “We have really enjoyed this year’s Audi MedCup season and now we are going to do everything we can to come back next season. But now we have to switch our focus from fl eet racing back to match racing and start preparing for Nice.”

For Grant Dalton, the most telling aspect of the season has been the team’s steady improvement race by race, regatt a by regatt a. “We wanted to improve incrementally as the season progressed. Th at was the objective.”

Ironically, Emirates Team New Zealand has Toyota as one of its main sponsors. J.S.

NZL380’s Mission Accomplished - Emirates Team New Zealand wins Audi MedCup

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

MARITIME IV

Port of Cork sponsors award

Th e Irish Exporters Association has announced that the Port of Cork will sponsor a new addition to its series of annual Exporter of the Year awards. Th e new accolade will be for the 'Deep Sea Shipping Company of the Year' and will be presented for the fi rst time at the Association’s award ceremony on 26 November. Other honours in the programme include the IMDO sponsored, Short Sea Shipping Company of the Year and the Dublin Port sponsored, Logistics Company of the Year.

P & O Line may return Irish Continental Group Vessel

Trade Press reports indicate that P & O Ferries will shortly return the ferry Pride of Bilbao to owners, ICG. Th e Irish company bought the 1986, Finnish built Ferry from the receiver for Viking Line in 1994 and she has operated the Portsmouth – Bilbao service for P & O since then. Th e route has recently come under serious competition from Britt any Ferries which has opened a Poole to Santander route with the recently built Cotentin.

ICG’s other ferry on charter to P & O, the Isle of Inishfree continues to operate on a sub-charter to Inter Islander Ferries of New Zealand, operating across the Cook Strait.

P & O has, in the meantime, announced the keel-laying of a pair of new vessels for its Dover-Calais route and is due to come into service in 2011.

Stena names new Northern route vessel

Stena Line is completing the refurbishment work at a yard in Dunkerque on the recently purchased “Seafrance Manet” She has been re-named Stena Navigator and will take up service on the Belfast – Stranraer route in November. It is expected that her addition to the fl eet will facilitate the reduction of the daily rotations of the HSS Stena Voyager.

Stena advises that no decision has yet been reached concerning the Fast Ferry situation at Dun Laoghaire. Meanwhile, at the County Dublin Port, the demolition of the superstructure on the old Mail Boat pier is nearing completion.

More options for Spain bound truckers

Following the delivery of a further vessel, Transfennica has increased sailings on its Zeebrugge to Bilbao Ferry route to fi ve sailings each week with a 38 hour transit time. Th e service links in at Zeebrugge with the Company’s Scandinavian services.

Wallenius Lines and NYK, jointly owned UECC Lines have now opened a three-time weekly ferry service linking Zeebrugge with Santander. Th is is the fi rst ‘freight all-sorts’ service operated by the company and refl ects the downturn in the new car business and the need to re-deploy tonnage. Th e service is a joint project with the Port of Santander and a consortium of trailer operators led by Transfesa’s road division who put the project out to tender. Th e promoters hope to secure EU funding to support the service.

“Queen Mary 2” and “Innisfallen” due in Cork

Th e Cunard Line M/S, Queen Mary 2 will make her fi rst call alongside the Cobh Cruise Line Terminal on October 21. Th e vessel is 345 metres long and has a passenger capacity of over 3000. She will be the largest ship to come alongside the Terminal and her call will mark the completion of a very successful Cruise season for the Port. She sails, that evening, for Cherbourg.

Another October arrival in the Port will be Fastnet Ferries Company’s Innisfallen. Th e previously Finnish owned ferry had been due to arrive at her new home Port some months ago and now work will commence to have her fully ready to re-open the Cork to Swansea Ferry route in March 2010.

She has capacity for approximately 440 cars and 30 trucks and will mainly focus on the re-development of tourist traffi c between south Wales and the Munster region.

Do Deep Sea Ports such as Antwerp and Hamburg have a long-term future?

At the recent Coastlink Conference held in Dunkerque, many speakers expressed reservations about the wisdom of maintaining Ports such as Antwerp and Hamburg as major Deep-Sea hubs. Aad Koolard of Samskip Logistics stated that; “the case for continually dredging deeper approaches to these ports is becoming harder to justify both on fi nancial and environmental grounds....... the Deep Sea Lines are increasingly choosing Rott erdam rather than Hamburg as a transhipment centre for their Baltic traffi c, a trend that will continue as Rott erdam expands its capacity and off ers more dedicated berths to the major carriers.”

Dublin Port Company Speeds Up Emergency Communications

Dublin Port Company, which manages Ireland’s largest port, has implemented SMS technology from Irish owned soft ware company Saadian to boost speed of communications and improve emergency response times. Dublin Port, the largest port in Ireland, has almost 15,000 ship movements carrying over 25 million tonnes of goods as well as almost 1.3 million ferry and cruise passengers annually.

Saadian’s PagerSMS application will help Dublin Port Company to alert its 160 staff and other security and harbour personnel in the event of an emergency in a highly effi cient way. It is also used for day-to-day communications on weather reports or sea tides.

John Fairley, Head of Security, Dublin Port Company explains, “In the past we needed to phone a large number of emergency management personnel individually whereas now one text message is relayed to all staff who receive it simultaneously. Th is means that response times to emergencies will be decreased automatically and phone lines are freed up allowing essential calls to come through. It also saves us hugely on administration so we can concentrate on more critical work.”

Wave L e n g t h s


48 FLEETTRANSPORT | OCT 2009 Text: Cathal Doyle – cathal@fl eet.ie

TYRES

They say when times are tough, that is the time to plan ahead and look to the future. Few will disagree that the transport

sector is currently undergoing one of the most severe downturns in living memory and while most companies are in survival mode, reducing costs wherever they can, it is encouraging to see one tyre company at least looking towards an optimistic future.

Fleet Transport caught up recently with Arthur Gregg, Sales & Marketing Manager for Continental Tyres Commercial Vehicle Tyre Division for the UK & Ireland. He revealed that the company has plans to expand its successful ContiNetwork chain of service providers to Ireland next year.

“We’ve been operating for years using Advance Pitstop who have seven truck service centres across Ireland, but we recognise that we need to put more dedicated service providers in diff erent parts of the country. Since 2001 we’ve operated ContiNetwork in the UK which is a soft franchise consisting of 58 independent companies with 204 depots and 560 vans. In 2010 we will look to try and fi ll some of the gaps in the market with some service providers in Ireland under the ContiNetwork brand who will stock, sell and fi t Conti products, maybe off er a breakdown service, and give a very high level of service to the end users.”

As one of the UK and Ireland’s largest supplier of commercial vehicle tyres, Arthur says that despite depressed market conditions, Continental is in good shape. “Overall the European market for new truck tyres is about 30% down. Th e UK is faring slightly bett er and is down about 22%. However the Irish market is 40% down this year.

From Continental’s perspective we are keeping our share of the market although production in our factories is currently running at about 80% capacity.” Th e company has been busy recently, launching its new range of Regional and Long Distance tyres. “We launched the trailer tyre last year, and that has quickly been seen as the market leader. In June we launched the steer and drive tyres. Th ese off er an improvement of 15-20% mileage on all axles.”

Of course the Continental family is a broad one encompassing a number of brands including Semperit and Barum. I put it to Arthur that in the current economic environment there must be a trend towards opting for cheaper tyres?

“We can see some pressure to go down to cheaper brand levels. Although we are the only company that can off er brands across the Premium, Quality and Budget sectors, we try to focus on the whole life cost of tyres, and ensure that customers pick the right tyres and manage tyres correctly.” He points toward the ContiCostCalculator, a sophisticated database for comparing diff erent tyres amongst all the main tyre brands that has been certifi ed by DEKRA , as a useful tool for operators to select the tyre that best suits their needs. “It helps make what is a complex decision for calculating whole life costs as easy as possible.”

One area where Arthur sees potential growth in the Irish market is for retreads. “Only about one third of tyres are retreaded in Ireland, whereas in the UK, it's about two thirds.” Arthur puts this down to a

combination of the road network, the fact that tyres need to be sent to the UK for retreading (although he notes that Continental will collect tyres around the country), and perhaps a certain lack of knowledge about the benefi ts of retreading. It certainly seems to make sense economically - he notes that a ContiRe retreaded tyre will return the same mileage and performance as a new tyre for 70% of the cost.

"Making fuel effi ciency the selling point of Continental Tyres is the message looking forward," says Arthur, noting that the new family of Regional and Long Distance Tyres off er the lowest overall driving costs compared to their competitors. With operators becoming more and more aware of the impact tyres can have on their bott om line, it’s an appropriate message for these times.

Continental Tyres to set up ContiNetwork in Ireland

Arthur Gregg, Sales & Marketing Manager for Continental Tyres Commercial Vehicle Tyre Division for the UK & Ireland.


FLEETING SHOTS

SPECAUTOTRA NS has considerable expertise in building heavily modifi ed off -road vehicles, including those for local and international

hunting enthusiasts. Highly capable vehicles are needed to navigate the uncompromising terrain of the Ural Mountains; most customers specify a manual transmission in the belief that it is bett er suited to the arduous conditions.

SPECAUTOTRA NS decided to challenge this preconception by experimenting with a fully automatic transmission for one of their vehicles. A 4x4 UR A L Truck 48072V was equipped with an A llison 2000 Series, making the Ural Truck completely unique in the region.

Innovative camera system improves safety for seeing around corners, manoeuvring, lane

changing and parking.

A device to see around blind corners and provide a “top view” will help drivers to manoeuvre trucks and buses more safely. Alpine’s Multi Camera technology is linked with a navigation database off ering the ability to see all aspects of the vehicle and its surroundings, eliminating dangerous blind spots.

A t b l i n d intersections, for ex a mple approaching a t-junction, a front mounted camera shows the view to the left and right as well as straight a head. T h is information is displayed on a screen in the cab. For lane changing, cameras on the side of vehicle eliminate blind spots that have been a particular problem for left hand drive trucks in the UK. “According to insurance data, the vast majority of accidents involving lorries happen on motorways and many are a result of the HGV being left -hand drive and this causing a blind spot on the right of their vehicle,” says Alpine’s OEM Business Manager, Keith Price.

A further innovation of the system is the “Top View”. Th e array of cameras can be combined to provide, in real time, a plan view of the vehicle in its surroundings, and enables the driver to park or manoeuvre safely, seeing all four sides.

Th e technology works by processing multiple camera views together with road information from a navigation database. Complex processing ensures the information is presented in real time,

even for larger vehicles such as articulated lor r ie s or buses. Th e fi rst prototypes have been tested on cars but A lpine believes the safety aspect is much more relevant t o l a r g e r commercial vehicles. “Th is

technology could help eliminate being sideswiped on the motorway or just avoid damage when backing into a loading bay,” adds Price. “It could also be useful for bus applications to see passengers as they dismount or cross the road.”

Likely to be a factory fi t, Alpine suggests that the technology could be on the road in less than three years.

Leading Irish importers, wholesalers and distributors of fresh produce, K & K Packs Ltd is going through a rebranding exercise with its vehicle

fl eet. “At present, four of our trailers and some of our vans have been reliveried to bring our company to the forefront of our industry,” explains Michael Kennedy, K & K Ltd.

Based at Th e Ward, County Dublin, K & K Packs is entering its new look corporate identity in the Bord Bia Food & Drinks Industry Awards 2009.

As a sure sign that the truck manufacturing industry is over its worst downturn since

the last World War, Scania has announced that its Young European Truck Driver Competition returns next year. Due for running in 2009, the bi-ennial event was cancelled earlier this year due to the fi nancial crisis.

When last held Irish driver Tom Sharkey from Rooskey fi nished runner-up to Mazek Szereros from Poland.

Th e Scania Young European Truck Driver of the Year established in 2003, is endorsed by the European Commission and the International Road Transport Union (IRU). It has won the European Excellence Award 2007 for drawing att ention to the truck driving profession.

Exceptional Loads Services Ltd.Specialist Services to the Heavy Haulage Industry

• Permits • Escorting • Route Planning • Route Surveys

Tel: 0402 31229 Fax: 0402 31257 Mobile: 087 2549601 Website: www.wide-loads.com

Hunters explore the benefi ts of Allison Transmissions

All seeing commercial vehicles improve safety

K & K Rebrands

Scania Young European Truck Driver of the Year returns in 2010

AWARDS


FLEET BUS & COACH AWARDS 2010 – FINALISTS COMPANY PROFILES

Anchor Tours (Louth)Finalist: Safety Award – Care for the Environment

Established in 1963 by Patrick Keenan, Anchor Tours started with one bus, taking locals and football teams to matches. What started as a Sunday hobby became a growing business and when son, Seamus, took over the company in 1982 there were 5 tour buses. Anchor Tours is contracted by schools for student travel along Bus Eireann and also provides the general public with a private hire service. Th e business has grown over recent years and Anchor are proud to have added three new vehicles this year, 2 Volvo 9700s and Scania PB.

Callinan Coaches (Galway)Finalist: Inter-City – Bus Operator of the Year - Livery

Callinan Coaches have enjoyed a very successful year to date and generating considerable new business. Callinan Coaches is now selected operator for National Express as well as operating a number of Eurolines services including London – Paris services, London – Amsterdam services, Dublin – London services. One of Callinan’s most recent contracts is from GoBus and involves operating a direct service between Galway and Dublin 14 times a day, seven days a week. Th is is a very successful route and passenger numbers are increasing signifi cantly. Callinans also successfully operated for Galway City Council’s Park & Ride Service and for the Volvo Ocean Race stopover in Galway.

Bluezone Media Ltd (Wexford)Finalist: Innovation Award

Set up in 2008, BlueZone Media provides bluetooth marketing and internet access solutions to businesses including coach companies, retailers and restaurants. Clients benefi t by att racting customers with free and easy access to internet services without the need for a computer. Th e service also allows businesses to broadcast coupons, advertisements and other information directly to customers over an 80 metre radius. With most mobile phones equipped with bluetooth and the majority of the population now owning their own mobile phone, the service is an eff ective and cheap way for businesses to communicate with all their customers as well as off ering them an incentive to be in their shop, restaurant or bus. Th e company is headed up by Kevin O’Connor, an experienced marketing and technology specialist. More information can be found at www.bluezone.ie

Collins Coaches (Monaghan)Finalist: Commuter

Collins Coaches was founded in 1977 and has since then grown to become one of the most reputable and respected road passenger transport companies operating in the Republic of Ireland. Its ongoing mission is to exceed the expectations of customers at all times. Th is is achieved by pursuing the following strategies: Operating vehicles of the highest quality; delivering the highest standards of training to all staff ; putt ing the customer fi rst; benchmarking itself against the highest service standards in the industry.

AWARDS


Farrellys Coaches (Longford)Finalist: Commuter

Farrellys Coaches is the largest private coach company in the Midlands. Th e fi rm has grown rapidly over the years and in 1997 Farrellys Coaches was one of the fi rst coach companies in Ireland to introduce "PHC", a computerised booking system. In 2002 it built large new workshops and an administration building in Kenagh and in 2003 Farrellys took over the operations of Athlone Coaches. Also in 2003, Farrellys were the fi rst Irish company to introduce "VMS" which is a VOSA approved vehicle maintenance system. Th ese aquisitions and investments were matched by parallel investment in new coaches with the fl eet now standing at thirty.

J .J. Kavanagh & Sons Ltd (Kilkenny)Finalist: Inter-City – Tour – Bus Operator of the Year – Innovation Award

J.J. Kavanagh & Sons, established in 1919, has developed from being one of the fi rst private providers of public transport, into the largest privately owned Coach Company in Ireland today. With ownership spanning over three generations, the company has become a nationally recognised and trusted operator. Each year, new coaches are added to the fl eet, making it one of the most modern and reliable in the country. Th e company is at the leading edge of technology having trialled an online ticketing system over the past 2 years. J.J. Kavanagh & Sons is characterised by a total commitment to quality and att ention to detail, with customer satisfaction at the forefront of their business ethos. Recently, Kavanagh’s introduced WiFi communications on its Setra coaches.

Corporate Elite (Wicklow)Finalist: Innovation

Corporate Elite, part of Tony Doyle Coaches, has been operating since 2007. Designed with the corporate customer in mind, vehicles are fi tt ed to a very high standard, with leather seats, tables and Wi-Fi available across most of the fl eet. Th e Corporate Elite fl agship 38-Seater VIP coach was the fi rst vehicle in Ireland to have Wi-Fi broadband onboard, and is also distinguished by its seven-screen presentation system (with laptop connection points) and a freshly-brewed coff ee machine. Th e coaches in Corporate’s fl eet today range in size from 15 to 49 seats, and all feature our metallic grey livery and blackened windows.

Dublin Mini Coaches (Dublin)Finalist: Tours - Livery

Dublin Mini Coaches is an Irish owned family business which is part of the Dorgan’s Travel and Property Group which was founded in 1961, the business is now run by the second generation of family members: Stephen Millar and Brenda Mackin. Th e name of the company was changed at the end of 2004 to accurately refl ect the speciality of their business i.e small group transport throughout the greater Dublin area. While the company name changed, the colour of the vehicles, the staff and the reliable service remained the same. Whether a trip is business or pleasure, Dublin Mini Coaches uniformed drivers will collect and drive to the destination in style – on time – any where – anytime.

Cronins Coaches Ltd (Cork)Finalist: Tour

Established in 1957, Cronin's is proud to be one of Ireland’s longest-running and most recognised premier coach companies. Operating a fl eet of over 50 deluxe coaches along with a professional team of driver/guides, Cronin's is dedicated to providing the optimum transportation package to its customers on every level. Cronins off er the very best services for all travel needs whether School and College Groups, Corporate Groups, Tourist Groups or small Executive Golf Groups. Cronins also provide international coach hire and associated services. In recognition of the quality service provided, Cronin's Coaches has been awarded the ISO 9001:2000 Quality Certifi cation.

Collins Travel (Monaghan)Finalist: Care for the Environment

Collins Travel, based in Monaghan and Dublin, provide executive and corporate coach hire to the incoming tourism sector. Collins Travel was one of the fi rst private coach operators to ‘turn green’ in 2008 and has introduced a comprehensive energy policy to reduce its carbon footprint on the environment. Providing high specifi cation coaches to enhance tourists’ holidays, Collins Travel has earned an unparalleled reputation for top class vehicles, highly trained drivers, and an on time record for all clients. Collins Travel work in partnership with two of Ireland’s leading Tour Operators, Abbey Tours and CIE Tours International.

AWARDS


J O'Callaghan & Sons (Kerry)Finalist: Tours

J O’ Callaghan & Sons are a truly family run company since its foundation in 1969 by James and Lena O’Callaghan. J O’Callaghan & Sons is now owned, run and managed directly by four of their children Eamon, Philip, Seamus and Catriona and has grown in the past 10 years into Ireland’s most respected and major supplier of custom built luxury VIP passenger transport vehicles. O'Callaghans cater for all size groups with their diverse custom fl eet of luxury limousine vehicles.

Mangan Tours (Donegal)Finalist: Commuter - Livery

Based in Donegal, Mangan Tours offer a comprehensive range of escorted tours throughout Ireland, Britain, Europe and America, together with a local scheduled service and private hire. Mangan Tours puts the customer fi rst, designing each tour with their comfort and enjoyment in mind. Ongoing investment in top quality touring coaches has proven its commitment to off ering an unrivalled level of comfort and service. It is the unique combination of personal service and quality tours that has been the cornerstone of their success, and the growth of its business is att ributed directly to the number of repeat customers travelling year aft er year.

McElligott Coaches (Limerick)Finalist: Livery

Patrick and Bridget McElligott established McElligott Coaches in 1975, since then the family run business has gone from strength to strength. Th e knowledge and experience that has been gained over the years has been utilised to provide and maintain the highest quality service, with the result that their clients return again and again. Th e company employs on site technicians in its garage to ensure that the fl eet operates at the highest standard. McElligott s are highly committ ed to providing their clientele with the highest quality vehicles, drivers and offi ce system to ensure that your journey be it a tour, day trip, sporting event, pilgrimage or wedding is to your utmost satisfaction.

Matt hews Coach Hire Ltd (Monaghan)Finalist: Inter-city – Bus Operator of the Year – Innovation Award

Managing Directors Paddy & Mary Matt hews founded Matt hews Coach Hire Ltd, in 1995. Together with the help of their three sons and their team of employees, Matthews Coach Hire Ltd, is providing an excellent and effi cient service to its customers both in private hire and daily commuter services. Matt hews off er services between, Dundalk – Drogehda – Dublin, Bett ystown – Laytown – Dublin. Th e RDS, O2 and more recently direct service daily to the IFSC are part of its schedules. Matt hews also off er guided tours of Ireland and abroad with a fully qualifi ed Bord Fáilte Tour Guide on all tours. Matt hews also cater for groups and design a tour programme around their needs.

Th e Dualway Group (Dublin)Finalist: Tours – Safety Award – Livery – Care for the Environment – Innovation Award

Since 1979 Dualway has been leading the way in passenger travel. Att ention to detail and a personalised service have ensured that Dualway has grown to be one of the most established and respected transport companies in Ireland. 30 years on the Dublin based Dualway Group and its team of 100 employees have been recognised through awards for innovation and service excellence on its sightseeing tours and transport services. Looking to the future Th e Group is working towards becoming a preferred employer, a low emissions transport operator and a Best Business Practice Company by remaining true to its core philosophy that “we care how you get there”.

Tony Doyle Coaches Ltd (Wicklow)Finalist: Care for the Environment

Tony Doyle Coaches, based in Enniskerry Co. Wicklow, have been transporting clients for over 25 years. A family run company, they off er a professional and friendly service to all their customers. Doyle’s continuous investment and upgrading policy guarantees that its fl eet consists of young, modern vehicles, ranging in size from 15 to 59 seats. Facilities such as air conditioning, toilet and fridge are available on most coaches. As members of the Coach Tourism and Transport Council (CTT C) Doyle’s fl eet is inspected annually and all their vehicles have been awarded 4 or 5 star Failte Ireland/CTT C classifi cations.

SOAPBOX

My first Road Haulage Association meeting att ended recently in Newry, was in many ways like a meeting of our

own Irish Road Haulage Association (IRHA). Issues on the table seemed to parallel ours most especially the role of Vehicle and Operator Services Agency (VOSA) in whose eyes Hauliers from the island of Ireland are all termed “Foreign Vehicle Operators” and on which International Hauliers North and South are united.

Two issues dominated the agenda, VOSA and a presentation from the Driver and Vehicle Licensing Agency (DVLA) on proposed changes to Operator Licensing. It seemed to me that the Northern Irish operating environment is one of standards far higher than ours from an enforcement point of view. Amongst the major changes to Operator Licensing will be the licensing of Own Account operators, something the IRHA has been looking for for many years and consistently opposed by the Department of Transport and IBEC. In terms of what constitutes a professional Heavy Goods Vehicle operator, the diff erence between what the DVLA seeks to enforce and the Department of Transport is a tale of two diff erent cultures.

Th e recent lett er to Irish licence holders from the Department of Transport asking them to own up to being Drug Runners, Sex Fiends and other forms of nasty behaviour comes under the heading of ‘Good Repute’ and completely ignores ‘Professional Competence’. In the North, the haulier will be required to be of Good Repute but will also have to maintain a standard of ‘Professional Competence’ and operate to a system very much in line with the British system. An Operator Compliance Risk Score (OCRS) will assess all aspects of an operator’s life on the road allocating points for events such as driver speeding and the level of seriousness of a Vehicle Test failure, convictions for overloading, tachograph infringements, poor maintenance and lack of maintenance records. As your penalty points mount up, you move from green towards red. If in the red an operator can expect restrictions or loss of licence. Th e Certifi cate of Professional Competence in Road Transport is, in complete contrast to the proposal from our Department of Transport, to minimise or reduce the requirement to have a CPC holder in the business. Th e DVLA will require Own Account and Hauliers to have a full time CPC holder employed.

The contrast between Northern and Irish regimes is not apparent when comparing the professional Haulier of either jurisdiction in that for most professionalism and profi tability go hand in hand. Many of the Hauliers at the Newry meeting complained of the standards adopted by some of their fellow operators and indeed the acknowledgement by some that VOSA activities at Ports was a consequence of this.

However, nowhere in Northern Ireland will one

fi nd what I saw on a recent visit to an HGV auction in Ireland. Amongst the vehicles for sale were two fl eets of seven trucks, both of approximately similar age profi le. One fl eet you could eat your dinner off whilst the other was incapable, even of ’07 vintage of passing a DOE test. Th at both are allowed to co-exist on our roads is an indictment of both the Department of Transport and the role to date of the Road Safety Authority (RSA). As the RSA is the Irish equivalent of VOSA, its role seems to be in a sort of twilight zone in comparison, lots of fi ne words but litt le change as a consequence. Having had vehicles stopped by VOSA and passed muster with only a minor infringement, I know the professional haulier can meet any fair enforcement criteria. At the Newry meeting a large amount of l iterature from both VOSA and the DVLA was available on issues ranging f rom ma i nta i n i ng roadwor thiness to the use of agricultural vehicles. There was nothing there to which a professional road user could not subscribe in the interest of both others and their own safe passage on the roads. It would be good to see more clarity on the same issues from the RSA.

Th e one issue that both the IRHA and RHA can unite on is what appears to be “unfair and prejudiced actions” from VOSA at the Ports to Ireland. I know from many years in the industry that a certain ‘laissez faire’ attitude to cutt ing corners with tachograph hours has existed in International haulage to and from the island of Ireland. Th is has largely died away due no doubt to higher levels of enforcement but also as a social change just the same as our att itude to tobacco smoking. But to claim as VOSA has done in that the majority of vehicles using the Ports from the UK to Ireland are defective or breeching the tachograph is a nonsense. Common

ground exists between North and South in what I believe amounts to discriminatory action by a certain sector of VOSA. It is quite clear to me from my last Council Meeting of the IRHA and the Newry RHA meeting that directing a driver into an inspection queue fi ft een to twenty minutes away from the Ferry Port, then taking two hours to inspect the truck which may lead to grounding the driver for running out of hours is unacceptable. I believe a joint approach by both RHA and IRHA on an agreed platform to VOSA can bring results. Th e overall goal of the three organisations is one and the same; therefore they should be able to agree what is a fair and acceptable practice.

54 FLEETTRANSPORT | OCT 2009 Text: Jerry Kiersey – jerry@fl eet.ie

THE UNITED IRISHMEN and THE TALE OF TWO CULTURES

fleet transport october 2009

Documents

fleet transport management

fleet bus coach awards

iefleet transport magazine

orla sweeney

editorial material

new scania rseries12

midlands bus company

cathal doyle