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IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINEInside!

SEPT 11

€4.50STG £3.75

inc.V.A.T.

TRANS-EURO DRIVE – from Eindhoven (NL) to Thame (UK) in a DAF XF 105.510 6x2 Drawbar

• FIRST DRIVE: New Mercedes-Benz Actros• FIRST DRIVE: New Mercedes-Benz Actros• ANALYSIS: Commercial Vehicle Sales• ANALYSIS: Commercial Vehicle Sales• SECTOR: Truck & Trailer Hire• SECTOR: Truck & Trailer Hire• EDUCATION: Driver CPC Update• EDUCATION: Driver CPC Update

INSIDE:Fleet Transport Awards 2012• Irish Haulier of the Year• Irish Truck of the Year• Green Commercial of the Year• Truck & Trailer Innovation Awards

Finalist

s

Announ

ced

The Market Leader For Your Trailer Solutions

contentsSEPT 2011 www.fl eet.ie

FLEETTRANSPORT | SEPT 11 3

4 NewsRSA’s Vehicle Roadworthiness Guide • Truck Innovation Award – entries open • TATRA thinks big! • Renault CV brand excels • DHL lends a hand to FC Porto • Finol & Actioil solve fuel storage problems • VW CV presented with Pick-Up trophy • Latest Iveco Daily evolves• Northgate’s Best Branded Vehicle contenders.

8 CoverSpecial Delivery: DAF XF105.510 6x2 Drawbar from NL to UK.

10 InterviewWith Stefano Chmielewski, Renault Trucks President & CEO.

12 New Fleet Two pages of recent new purchases

14 First DriveOn board the all-new Mercedes-Benz Actros

16 AwardsAnnouncing the shortlist for the Irish Haulier of the Year Awards plus details of the Fleet Transport Awards Dinner, Fleet Truck & Bus Forum and Irish Truck of the Year contenders.

20 SectorFocus on Truck & Trailer Hire.

22 Fleeting ShotsFeaturing Silk Way Rally, CP Commercials & Mazda.

24 AnalysisEuropean CV Market

26 ComponentsFrom Zeppelins to AS Tronic @ ZF

27 EducationUpdate on Driver CPC

31-40 Fleet Trailer & Body Builder

41 Profi leHi-Power Ltd – Specialist Vehicle Equipment Supplier

42 Fund RaiserCycle Madagascar with Transaid.

44 PictorialIrish Commercials’ Event in Galway & Naas.

46 Fuel Price Update/Legal ExpertLatest Fuel Retail Prices & Legal Advice.

48 WarehousingUKWA Awards 2011

50 Bus & CoachVolvo’s position in market plus PSV Industry news.

52 CommentFrom where Howard Knott is sitting!

54 LegalCrossing Borders

56 Times PastAirport Shuttles

59 FinanceManaging Accounts

60 Fleet MaritimeShipping & Freight Newsletter

64 SafetyVolvo Trucks & EU HAVEit

66 SoapboxRights and Responsibilities

Fleet Transport Magazine,

D’Alton Street, Claremorris,

Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826

Fax: +353 (0)94 9373571

Email: enquiries@fl eet.ie

Subscription Hotline: 094 93 72827

Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Gerry Murphy, Cathal

Doyle, Paul White, Jonathan Lawton, Donal Dempsey,

Howard Knott, Jerry Kiersey, Michael Corcoran, Rob Van

Dieten, Brian Weatherley, Gianerico Griffi ni

Photography: Jarlath Sweeney, Gerry Murphy,

Cathal Doyle, Paul White, Michael Corcoran, Rob Van

Dieten,Brian Weatherley, Ian Roman, Brendan Moran /

SPORTSFILE, www.freeimages.co.uk

Administration: Orla Sweeney, Denise Vahey,

Helen Maguire

Advertising: Mary Morrissey, Orla Sweeney

Design: Eamonn Wynne

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

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

Management are published by JJDS Publications Ltd.

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

Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

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

Fleet TransportOffi cial Irish Jury

Member of the International Truck

of the Year Award

P 17

P 14

P 12

Elsa Jones, Nutritional Th erapist & TV3 celebrity, pictured at the launch of the Fleet Drive to Fitness Campaign in association with Ford. Check out her advice on www.drivetofi tness.ie.

Cover picture: Paul White - paul@fl eet.ie

NEWS 1

4 FLEETTRANSPORT | SEPT 11

RSA’s Guide To Keeping Your Commercial Vehicle Roadworthy

The Road Safety Authority (RSA) published the "RSA Guide To Keeping Your Commercial Vehicle Roadworthy’"

in 2010, to aid commercial vehicle operators and drivers to make sure their vehicles and trailers are compliant, safe, roadworthy and reliable. Th is is a very handy A5 - sized booklet, which encourages operators to introduce a ‘preventative maintenance programme’ which includes vehicle maintenance and safety inspections. Th e Guide is now available for FREE from all Commercial Vehicle Test Centres throughout the Country. Th e Guide covers a number of areas such as; management and drivers' role and responsibilities, preventative maintenance, planned routine maintenance, drivers’ walk-around check, reporting and recording systems and assessing maintenance system. Th e Guide also contains three posters

outlining the required checks on a walk-around on a van, HGV and a bus. It is also equipped with a small windscreen sticker to remind drivers of the walk-around checks. It is important to keep your vehicle and trailers in a roadworthy condition all the time and not just when you are preparing for an annual test. Key steps to maintain your vehicles If you follow these few simple steps, your goods vehicle, trailer and bus will always be reliable and roadworthy:

Give someone in your organisation overall • responsibility for making sure your vehicles are roadworthyMake sure your drivers always carry out daily • walk-around checks

Fix defects in your yard before vehicles go • on the roadPut in place an effective maintenance • programmeMonitor all vehicle maintenance, defects • and repairsMake sure you have the facilities and expertise • to maintain and repair your vehiclesMake sure all staff involved with the • roadworthiness of vehicles are trained in their duties and know their responsibilities

If you are an operator you must know your legal obiligations and fulfi l them. Th is includes making sure your vehicles and trailers are always roadworthy and safe. For further information, visit www.rsa.ie or fi nd us on Facebook and Twitt er.

For the third occasion, the Fleet Transport Awards 2012 programme includes a Truck Innovation Award. Sponsored

by Texaco Lubricants, this honour goes to the truck manufacturer or body builder that creates ‘a new method, idea or product of a technological nature designed to enhance operations by the company or their customers’. Th e product that contributes to the effi ciency of the transport of goods by road must incorporate signifi cant technical improvements to an existing product. Innovations of any kind and size can be entered under Concept, Chassis, Body, Components or Safety.

Th e product innovation must be new or be in operation no longer than two years and on sale in the Republic of Ireland. Entries must be submitt ed by completing an application form and accompanied by two photos or drawings (300dpi). Contact 094 9372826 or email marian@fl eet.ie for further details.

Th e overall winner will be announced at Fleet Transport Awards Gala Dinner on 3 October 2011 at Johnstown House Hotel, Enfi eld, County Meath.

Media AccreditationMembers of the Press who wish to att end the Fleet Transport Awards 2012 events must apply for media accreditation. Th e Application Form can be downloaded from www.fl eet.ie. Samples of work published in relation to the Fleet Transport Awards is required. Please send the completed form, copy of Press Card and sample of work to: Marian Kelly, Fleet Transport Awards, Fleet Transport, D’Alton Street, Claremorris, County Mayo.

TATRA – Aiming for new heights with Phoenix

Tatra’s collaboration with DAF Trucks has resulted initially in the launch of a new

product line for the Czech Republic manufacturer called the Phoenix. Th e oldest Czech automaker, named aft er a mountain range, has over the years made its name off ering tough, robust vehicles for heavy-duty on/off road applications and military operations. Not to mention its exploits on cross-country vehicles.

With the Phoenix, Tatra seeks new markets on a world scale and is geared up for global success.

Added to the unique Tatra chassis is a DAF CF 85 cab, PACCAR MX engine 360/510 hp (265/375 kW) and ZF AS-Tronic auto or Ecosplit manual transmission.

Phoenix maintains the tradition of an all-wheel drive, with the option to engage or disengage the front-wheel drive at any time while driving. Th e rigid trucks are available in the following confi gurations – 4x4, 6x6, 8x8 and now 8x6.

DAF Distributors Ireland’s Simon Teevan looks forward to the availability of Tatra products in RHD, as the Dutch brand has been out of the specialist

heavy duty sector for many years, and especially since DAF Trucks has now taken a minority shareholding in Tatra.

Call for Truck Innovation Award candidates CC Lubricants Ltd, proud Sponsors of the Fleet Transport Truck Innovation Award 2012

CC Lubricants Ltd, established in 2003, is strategically based in Portarlington, County Laois, a central location with nearby access to all major arterial routes allowing for easy servicing of all areas of the country.

It off ers reliable and eff ective lubricating solutions for a wide range of applications.Th e staff is happy to provide technical advice on customer product requirements.

CC Lubricants Ltd takes pride in sourcing and supplying only quality products at a fair price. Excellent customer service is its priority, and a happy repeat customer is its motivation.

Join them at the Texaco stand to learn of the ‘Awards Specials’ on off er. CC Lubricants will help to keep your business moving. For more information email: [email protected] or call: 057 8684500

NEWS II


DHL Global Forwarding undertook an unusual contract recently, calling to the Aviva Stadium in

Dublin to collect a set of goalposts for FC Porto. Th e winners of this year’s UEFA Europa League Final at the Aviva Stadium, decided to commemorate the win in a unique way. Th ey purchased the goalposts from the end of the ground in which their striker, Falcao, scored his 44th minute winning goal in their victory over fellow Portuguese side Braga. Th e goalposts will feature in a new museum currently being developed by Porto.

DHL Global Forwarding moved the goalposts from Dublin to Portugal directly by truck. “We were delighted to be selected by FC Porto to transport the goalposts which are clearly very symbolic for the team and their fans. Our Road Freight team is highly experienced in handling special shipments and the goalposts are in good hands,” commented Maurice Meade, Managing Director of DHL Global Forwarding in Ireland.

Renault Commercial Vehicles gains substantial market share

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

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

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

With diesel fuel composition containing up to 7 percent biofuel (FAME) allied to the extremely cold temperatures

in recent years can lead to contamination of an increasingly expensive product within the storage tank. Bacterial growth, lubrication issues, fi lter clogging and rust are just some of the consequences. How can this be counteracted? Let Actioil A550 PI come to the rescue! 400g of Actioil A550 PI per 1m3 of diesel fuel, poured into the tank before fi lling, is the initial part of the regular action required. For storage tank action, pour 1kg of Actioil F550 PI per 1m3 of

diesel fuel into the tank before fi lling. For stock treatment, if required, add 2kg or 1m3 of diesel fuel into the storage tank before fi lling.

Immediately, the product eliminates micro-organisims, increases lubricity and forms a protective fi lm to stop the development of metallic corrosion. It also prevents clogging from FAME.

Actioil is made in Switzerland and distributed in Ireland by Finol Oils Ltd. Over the past 10 years, Actioil has collaborated with Volvo Truck

& Bus, with over one million litres successfully used. “Actioil knows by now how to solve storage problems of diesel fuel in total compliance with end-user and environmental requirements,” said Sean Holland, Finol Oils Ltd.

Finol solves fuel storage problems with Actioil

10 August 2011; Stadium Director, Martin Murphy, was on hand to supervise the collection of the posts. Pictured are Deputy head groundsman Paddy Newman, right, and DHL driver Owen Hanlon loading the goalposts for transportation. Aviva Stadium, Lansdowne Road, Dublin. Picture: Brendan Moran / SPORTSFILE

The Renault Commercial Vehicle brand name has made most progress in Ireland despite these recessionary times.

Although no longer connected, both Renault Trucks and Renault Light Commercials have, in parallel, gained substantial market share in their respective sales league tables. Now under Volvo AB parentage, Renault Trucks has moved up to the number three slot with almost 11 percent market share overtaking DAF Trucks and Mercedes-Benz, which follow close behind.

In the LCV segment, Renault Vans has caught the interest from the buying public and gained at least four places with Toyota, Nissan, Isuzu and Opel making way for the French marques' 14.15percent share, which is still dominated by Ford (19.74%).

Th e availability of fi nance along with aggressive marketing is cited as the main thrust of the success, but for Renault Vans the benchmarking 5-year warranty has made a particular impact and has left all others playing catch up.

Fiat Professional (10th place – 3.78%) is about to launch a new dropside version of the award winning 1 tonne GVW Doblo Cargo called the Work Up. More details in the next edition.

See page 24 for full analysis of the Irish and European Commercial Vehicle market place.

DHL moves goalposts for Europa League winners FC Porto

NEWS 111


Volkswagen Commercial Vehicles Ireland presented with International Pick-Up Award for Amarok

To mark the arrival of the highly anticipated Volkswagen Amarok into the Irish marketplace, Jarlath

Sweeney, Editor Fleet Van & Utility magazine and the Irish Jury member for the International Pick-Up Award, made a special presentation of the replica trophy to Niall Phillips, newly appointed Sales & Marketing Manager at Volkswagen Commercial Vehicles (left ) and Paul Burke, Sales Manager.

Th e all-new Volkswagen Amarok won the title aft er taking an extensive test trial held in Ireland against six other candidates by the International Pick-Up Jury members last year. Available initially in Ireland at VW Dealerships nationwide, the 4-door, double

cab Pick-Up combines utility applications and leisure pursuits in one. With a payload of 1.05 tonnes, a maximum towing limit of 2.8 tonnes and a cargo area of 2.52m2, the Amarok is a

leader in its class. Powered by a choice of two 2.0 litre Euro 5 TDI engines – a 163bhp bi-turbo and the other producing 122bhp. Both units are mated to a 6-speed gearbox. 4MOTION selectable 4WD system and a host of safety features come as standard. Pricing starts at €31,650 (inc. VAT/VRT). Trendline and Highline trim levels come in above the Entry version. On receiving the IPU trophy, Niall Phillips said, “We are extremely excited with the arrival of the Amarok, which has been eagerly awaited. It off ers dramatic on- and off -road technologies together with a beautifully styled interior and exterior

at a very competitive price.” He was also keen to mention the att ractive Hire Purchase Plan available from Volkswagen Bank.

Sporting a new look inside and out, the latest evolution of the hugely popular Iveco Daily will soon

arrive on European markets. While the new Daily retains its latest body shape from 2009, its core values include more effi cient engines which off er more power, while being more environmentally friendly. A new 3.0 litre Euro 5 diesel twin-turbo unit boasting 205hp and an impressive 470Nm of torque is to be introduced while the 2.3 litre Multijet II engine has increased torque to 370Nm. Natural Gas

and electric drive confi gurations will also be introduced in the drivetrain range.

Gross vehicle weight from 3.5 to 7.0 tonnes remains, allowing for a payload for up to 4.7 tonnes with a load volume of up to 17.2 m3. Safety improvements include the fi tt ing of DRLs (Daytime Running Lights) and a new fog light cornering feature. On-board comfort enhancements have been made, such as the addition of an adjustable steering column, and increased adjustment range for the driver and passenger seats. To date,

the Iveco Daily has sold in excess of two million units worldwide.

Latest evolution of Iveco Daily due soon

Leading commercial vehicle hire company, Northgate Vehicle Hire Ireland, recently launched its Vehicle Branding Awards,

to fi nd the most innovative, best liveried and funniest designed vans on the road.

Th ose driven to distraction by vans with eye-catching designs have been asked to submit pictures of the best branded vehicles on the road for a chance to win €1,500 of workshop vouchers or a satellite navigation system, samples of which are featured here. Judging has taken place with the winner to be announced.

Lee Saunders, Sales Manager for Northgate Ireland, explains: “We work regularly with businesses across the country to customise their vehicles and apply liveries. We are oft en impressed by the range of visually striking and

inventive designs that companies use to capture the public’s att ention, so we launched the Vehicle Branding Awards to celebrate this creativity.”

Northgate Seeks ‘Best Branded Vehicles’

About NorthgateNorthgate Vehicle Hire has been trading across Ireland for over a decade and is the market leader in commercial vehicle hire.

From the humble beginnings of operating out of a portacabin with only four vehicles, Northgate expanded its fl eet to 300 vehicles within a year, opening the doors to its depot in Rosemount Business Park, Dublin in 2001.

Ten years on, Northgate has grown from three to 32 staff members to become the country’s leading commercial vehicle hire company with a fl eet of 1,300 vehicles.

Although based in Dublin, Northgate operates throughout the country, off ering a range of fl exible solutions to benefi t small to medium-sized businesses. Visit www.northgatevehiclehire.ie for details.

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COVER

“Y our mission gentlemen: bring a DAF XF105.510 6x2 Drawbar from Eindhoven to Th ame.” That special request came

from Richard Kingston, DAF Trucks UK Press Fleet Chief, via Jan van Kan from DAF Trucks Headquarters in Eindhoven, Th e Netherlands. Needless to say, the opportunity to carry out this task was welcomed with great enthusiasm as test drives such as this don’t come by too oft en. Particularly with the specifi cation of the vehicle presented to us. Th is DAF XF105 6x2 rigid with close-coupled drawbar trailer has a similar confi guration to transport operators involved in fl ower and plant distribution. Grossing at 40 tonnes, the load volume of the 18.75 metre combination length off ered has come to light in relation to the recent debate on increasing the length of tractor unit semi-trailers happening across Europe. Th is twin-box-bodied unit @ 7.825m in length, has a total carrying capacity of 38 Euro pallets at fl oor level. (Depending on the load type and weight, more pallets can be placed on top). Th at compares to 34 Euro pallets that are normally carried on a 13.6m semi-trailer. Pros and cons of the ‘truck ‘n’ drag’ as it is called in the business, include the fl exibility of dropping the trailer if a split delivery is required, or to beat HGV restrictions that are continuing to increase in numbers around European towns and cities. Another advantage is that the trailer follows the truck tightly, easing the burden on the driver when having to manoeuvre cities, narrow roads or congested Industrial Estates. Th is centre axle drawbar att achment diff ers from what is traditionally used over here. Most truck ‘n’ drags use an ‘A-frame’ dolly type coupling system, as seen with livestock haulage for decades. One thing for sure, this combination is less cumbersome to drive with the trailer following the line more in parallel

to the rigid truck. We did notice however that with the single steer rear axle on the truck does lend the trailer turns in a bit quicker at roundabouts, etc.

Th e fact that we had the SuperSpace Cab specifi ed (described at one time by a DAF representative as the ‘cathedral of truck cabs’) ensured that claustrophobia was not an issue. With a host of extras (mostly safety enhancements), the long distance journey was carried out with considerable ease and comfort. Due to the severe headwind and sharp, constant rain, opportunities to check out the scenery along the route were sadly missed.

Aft er DAF Eindhoven’s Jan waved us off from the factory vehicle park, we got a good insight into the plight of the International haulage driver. Exiting the narrow lanes with cars parked everywhere had us adapting to the XF105’s full dimensions very quickly, but soon onto the E40 west to Antwerp, the Adaptive Cruise Control was set at 85kp/h at roughly 1,200 rpm. Jan estimated that we would cover Leg 1 from Eindhoven to Calais comfortably within 4½ hours – “depending on the amount of coff ee stops you take,” he said. Our fi rst stopping point was at the Motorway Services at Lokeren. Paul White, F leet Tra nspor t correspondant, accompanying me on this trip has past knowledge of this facility, which in reality

is like a small town such is the range of services available in the facility. We parked at the PB Tank Terminal where a high quality tank wash depot is situated to the rear of the restaurant/fuel station building. Parking for up to 150 trucks is allowed and there is even a 38-room hotel adjacent. As Jan had supplied us with a lunchbox, all we needed was some tea to wash down the ‘sambos’. Yea, the last of the big spenders, I hear you say! We picked up a promo-leafl et featuring a big Truck & Tractor Pulling Festival at nearby Zele, just off the E17. Th is ‘sport’ is big business here. While heading out onto the motorway again, we met a few Irish trucks, proving the point that this spot is popular with our International hauliers. Still on the E40 but in the direction of Ghent, the stiff headwind was felt in the steering, not helped either by the constant rain. Apart from a few wayward cars coming onto the motorway (which was ably dealt with by the ACC), the passage continued without incident. Th e Lane Departure Warning, reminded

DAF XF105.510 Super Space Cab 6x2 Drawbar

Eindhoven (NL) to Thame (UK)

• Special Delivery: Long Distance Drive:

Text: Jarlath Sweeney - editor@fl eet.ie Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | SEPT 11 9

COVER

the driver to keep between the lines while the side camera system interjected into the Sat-Nav screen to warn of any blind spot issues, especially when turning right.

As with Antwerp and Ghent, we looped Oostende with litt le or no delay. We met lines and lines of trucks heading the other way as we formed part of a long convoy destined for the Northern French Port or, as in our case, the Eurotunnel/Le Shutt le. We also passed Verne and Dunkerque (Dunkirk) along the A16/E40, but before reaching Calais, Paul recommended stopping at another Irish resting point at All4trucks. Here in Transmarck, this modern facility has everything including strict security - to keep out unwanted stowaways. True to his word some well-known Irish names in the International transport scene had come in for a stopover. At the entrance to the main building an information screen detailed time schedules for the Eurotunnel and the Port of Calais. Drivers upon purchasing 800 litres of diesel are off ered free 24-hour parking, and discounted rates for food and other amenities. An impressive place indeed.

Next step; Eurotunnel, which is situated 13 kilometres beyond the Port. En route, directions to the ‘Fret’ meaning ‘freight’ guided us to the check-in station, where an automated push butt on screen required our trailer registration number to verify its presence, along with the pre-registered truck number plate that was scanned by remote camera. Surprisingly only one other check was necessary. Th e UK Border Agency took a look at our passports and from then on all we had to do was to wait in the queue. I noticed while waiting to check-in that screens were positioned favourably for both RHD and LHD trucks. With departures practically every 10 minutes, speedy passage is assured, and all it takes is 35 minutes from Calais to Folkestone. Observing, this is one giant infrastructure, there is the freight train, the separate car train and, of course, the Eurostar, which takes passengers from Central London to Paris and Brussels at high speed. Th e ‘open-ticket’ for this unit cost €239 one-way.

At its peak, 19.6 million tonnes were transported in this way across the English Channel in 2007. Last year’s figures reached 15.3 million tonnes. For the fi rst six months of 2011, Eurotunnel, the operator, reported a 21 percent increase in freight traffi c. In its 17-year history, the ‘Chunnel’ as it is affectionately known, has had many fi nancial upheavals, having to seek new backers on a regular basis. Up to 700 cars and

115 HGVs can go through per hour. Guided to our drive-on carriage, negotiating into the cage was done carefully, heeding Jan’s comment on reaching our fi nal destination without any incident or damage. Once parked, we were picked up by a Mercedes-Benz Vario bus and dropped off at the train carriage that would transport us to Folkestone. Drivers gett ing their timing right can use this 40 minutes or so as a rest break. Th is helps bring them well up the road to Holyhead before taking another required break.

At Folkestone, the M20 was taken without delay – there was no security checks but VOSA was out in force stopping trucks at random. It seemed that the rain was att racted to our dark silver dream-machine, maybe it was the bright yellow fl ashes on the livery! Paul, who had taken over the driving at this juncture, said that the headwind had died down substantially. As it was past 6.30pm at this stage, our travels up the M26/M25/M23 through the Maidstone and Leatherhead regions was congestion free. Th is led us to stop at a the newly constructed motorway services at Beaconsfi eld on the M40 (J2) – impressive to say the least. Shell is the anchor fuel provider while KFC, McDonalds, Starbucks, Marks & Spencer Food Hall, W.H. Smith and an Etap Hotel look aft er every other need. Opened in 2009, there are 675 car parking spaces, 60 HGVs, 12 caravan pitches and 15 spots for coaches. Th e fi rst two hours of parking is free for all vehicles.

Th e fi nal section of the journey took us past High Wycombe before taking the A418 to Th ame. Paul had high praise for the powerful engine retarder fi tt ed, which provided excellent control in the long descents along the M40. Th e well-balanced weight distribution of the 40 tonne gross on board was also appreciated. Both of us were satisfi ed with the good visibility all round despite the trademark horizontal bar that divides the quarter light with the mainframe side window. With regard to security, DAF’s Night Lock on the passenger side ensures that unwelcome guests are thwarted.

Upon arriving at DAF Trucks UK Headquarters in Th ame, Richard Kingston welcomed us and we parked up for the night. Next morning Tony Pain, Marketing Director outlined the plan for the rig over the next three weeks. It will be doing a test run with the trade press and then demonstrated to a few interested customers.

Despite the weather a most enjoyable trip was had. For us journalists it was diff erent from the norm, a real long-distance drive in a real-life situation. And no, the truck did not self-destruct aft er the successful mission was accomplished.

Check out journey pictorial on www.fl eet.ie

Route Leg 1: Eindhoven A67/E40 – Antwerp A14/E17 – Gent A10/E40Oostende A18/E40 – Veurne A16/E40 – Dunkerque – CalaisLeg 2: Folkestone M20 – Maidstone M26/M25/M23 – Leatherhead M25 – Beaconsfi eld M40 – High Wycombe M40/A418 – Th ame

Spec CheckMake/Model: DAF XF105.510 6x2 Rigid SuperSpace CabEngine: PACCAR MX 375 12.9 litre 6- cylinder Euro 5 EEV SCRPower: 375kW/510hpTorque: 2,500Nm @ 1,000 to 1,410rpmTransmission: 12-speed ZF AS-Tronic Automated gearbox + Hill Start AidBrakes: Discs front/rear ABS MX Engine Brake/Exhaust Brake plus ZF Intarder (500 kW) EBS/ABSSuspension: Front: Parabolic Rear: AirOverall Length: Truck: 10.175m, Trailer: 7.825m, Total: 18.75mTyres: Truck 315/70 R22.5Fuel Tanks: Diesel: 620 litres AdBlue: 60 litresEquipment: Electrically operated roof hatch, electric door locks with passenger dead lock, double bunks, air-con, fridgeExtras fi tt ed: Lane Departure Warning System, Reverse Warning, Front & Side Camera System, Adaptive Cruise Control, Front Fog Lights, Skylights, Eurovignett e/ Maut toll transpondersTotal Weight: 40 tonnesTotal Height: 3.97mTotal Width: 2.55m


GG. What are the main features of the market just now? Is the market recovering? Is it recovering too fast?

SC. Well, the market is not really recovering fast. Contrary to all my colleagues at the end of 2010 when they were forecasting a market increase of 10 percent. I did always say that the market would recover very slowly in the beginning of the year and we have proof that at least in Europe, the markets are recovering at two speeds. First of all there is Germany, which is recovering quite a lot, and then the rest of Europe, without Spain and Portugal of course, that are still under heavy constraints. Th e rest of Europe, besides Germany, is slowly ramping up. Of course, all the news in the media – earthquake, wars, revolutions etc. does not really help the confi dence of the buyer. Nevertheless, we will expect a second half of the year a litt le more buoyant than what it is today, because of course, there is the need of replacement.

GG. What is your forecast for 2011?

SC. 2011 might be 5-6 percent above 2010 and this is the trend for the coming years. We do not expect more than that every year.

GG. You mean in all segments – medium, heavy duty, construction?

SC. Yes. Construction is not really recovering yet. We did not see an increase of the demand for construction steel. We do not see very much depletion of the inventory of private housing. Governments are under heavy constraints to meet their Budgets, so it is going to take time.

GG. Do you think the main problem now is still fi nancing a new truck?

SC. Financing by itself is not a problem, because banks are sitt ing on quite a lot of cash. Th e problem is that the appetite for risk in the banking system is very, very litt le. Th erefore in order to get fi nancing, you need real eff ort. It’s bigger than selling a truck!

GG. Some competitors say there should be a problem on the component side because the component suppliers have slowed down production during the crisis. Do you agree?

SC. Yes, I do agree, and on top of this, the earthquake in Japan will show us that at least sub-suppliers of our sub-suppliers are in extreme diffi culty for certain key strategic elements of the components we assemble on the truck. So we will see for sure a shortage of vehicles prett y soon.

GG. And so the price will go up?

SC. When there is a shortage, it means that the goods you want to buy have a bett er value, which is long expected by the industry.

GG. What about the integration process between Volvo AB, Volvo Trucks and Renault Trucks?

SC. We are two companies within the same Group and Volvo Trucks doesn’t need to integrate. It was already integrated. We have practically 80-90 percent of the integration aft er ten years. It’s never fi nished and now the Group is integrating Visal Visal, which is now called VV, and there is always a process. Th e Group is more a multi-brand group rather than a mono-brand like it was before.

GG. Let’s talk of Euro 6 – what is the situation in Renault?

SC. Th e situation in Renault is the following: If it weren't for the President, I would introduce the Euro 6 engine at the mandatory date, which is 31 December 2013. Th ere are some countries that are pushing for incentives, but I do not think

that the trade-off between cost, reliability and incentives put on by the States will be favourable for the customers. Engines will be available in a very limited amount and will be very expensive. A huge increase compared to Euro 5. I am under constraints because whatever I declare on the price now, I am liable for an investigation of the EEC, so I cannot give my answer or message to my competitors, otherwise I infringe the Competition Law.

GG. Yesterday evening you told me about diff erent arrangements for the Euro 6 engine.

SC. Th ere are diff erent technologies. First of all there is the technology that is called the turbo compare +EGR and SCR, then there is extended SCR, and then there is a new engine that is under development that might give very good results in terms of consumption and compliance. Th is engine will be very expensive even though the data is showing there will be a signifi cant fuel consumption reduction.

GG. What kind of technology will you follow as Renault Trucks?

SC. We will have the three of them.

GG. Renault Trucks is one of the most active players in the market. Will you continue in this way? Are you concerned about dealer networks, or service networks?

SC. We are trying to build and expand our network. We are far from being in a position of saying that we have a very dense network in Germany. We are going to invest further in the network development there, in Eastern countries and in Russia. Wherever we can we will open either a direct dealer or we will fi nd a private investor who is willing to risk his money with us. Th is goes without saying. However, nowadays the eff orts in investments are concentrated in the new technology because it is a very expensive exercise.

GG. When will we see the new Magnum?

SC. You will see the new Magnum when I invite you to see it!

INTERVIEW

One-to-OneStefano Chmielewski, President & CEO,Renault Truckswith Gianenrico Griffi ni,Chairman ITOY - International Truck of the Year Jury

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NEW FLEET 1

Tierney International tops the Power table

VMS has the Fleet Management KnowHow for Dixons!

STL make the Renault Premium choice

One way to make a new Scania R620 appear like an ordinary truck is to park it beside your new R730

Topline. Tierney International’s R730 is the fi rst to be registered in the Republic of Ireland and will mainly operate on fridge work to Italy for the County Off aly fi rm’s HQ. Th e smart livery gives a nod to the recent visit to Off aly of another powerful world leader with the now infamous ëIs Féidir Linní quotation on the side-skirts. Th e big 4x2 tractor comes with Scania’s two-pedal 12-speed Opticruise, and some of the extras include leather seats, wood trimmed

steering wheel and dash, and a fridge/freezer under the extendable bunk. Tierney International can always lay claim to having the fi rst R730 in Ireland, but it’s unlikely to be the only one we will see, as supplier, Scania Dealer in Naas, John Delaney has received a lot of interest in the Swedish fl agship.

(Pictured with John Delaney of Delaney Commercials Naas, are John and Rory Tierney of Tierney International taking over the new additions to their fl eet).

Text & Photos: Paul White

VMS Fleet Management has taken the fi rst step in expanding its services into Ireland with the supply of a batch

of new Iveco Daily 35S13CC box vans to KnowHow, the home delivery providers on behalf of Dixons. Th e deal is part of a substantial new contract between Dixons and VMS, which is an established contract hire and f leet/accident management services specialist.

“We are very much looking forward to building a long-term relationship with Dixons and expanding our full fl eet management services in the Irish market,” said Nick Walker, VMS Fleet Management. He continued, “Th ese

vehicles will be managed in line with the operator licence regulations that Dixons conforms to in

the UK, which includes an 8-weekly vehicle inspection schedule. Th is is seen as a very

important step to ensure legality and safety of the vehicles on the road, and to minimize the potential for accidents for those vehicles and drivers. It will also ensure that the vehicles are maintained and in good condition to enhance the KnowHow brand in Ireland.”

Specifi cation on the new Daily 3.5 tonne vans includes the ZF Agile automatic transmission with a BAR Cargolift Tail Lift fitted onto the Cartwright Dry Freight Box body.

STL Logist ics Limerick (formerly known as Shannon Transport & Warehousing)

has taken delivery of three new Renault Premium Long Distance trucks from Renault Trucks Distribution Setanta Ireland. Spec on the new tractor units include 460hp Euro 5 DXi engines with ZF automated transmission. Liam O’Flynn, Transport Manager at STL Logistics, stated to New Fleet on the deal, “We are very pleased with the performance of the two Renault Premiums purchased in 2008, both from a reliability and fuel consumption perspective, and hence our reason to buy more for our fl eet.”

Neil Francis (Renault Financial Services) and Sean Loft us (Setanta Ireland) conducted the sale. Th e new vehicles will operate on STL’s 3PL division, which covers Ireland, the UK and the Continent. Established over 35 years ago, STL recently added to its Port Services facility at their Annacott y Business Park in Limerick.

Pictured at the recent handover include from left, Michael O’Riordan, STL Logistics, Munster Rugby’s Damien Varley and Limerick golfer Cian McNamara with staff at STL Logistics. Also in the picture are Neil Francis and Sean Loft us (far right).


NEW FLEET 11




Mitsubishi Fuso Canter for Wexford County Council

Madden’s mad about Avia!

ESB Networks line-out with DAF Trucks

Irish Commercials go the extra mile for Lonergan Transport

K.D. (Garage) Services Ltd. of Drinagh, Wexford, Main Mitsubishi FUSO Dealer, has recently supplied a total

of 26 new Mitsubishi Fuso Canter 7.5t Crew-Cab trucks to Wexford County Council.

Th e Council att ributed the successful tender to K.D. (Garage), and the new Euro5 Canter for its unrivalled payload and the superior specifi cation of the vehicle. In addition, the new Canter’s excellent fuel economy and low emissions delivered by the Euro 5 (EEV compliant) engine were also important factors in the awarding the contract.

Pictured accepting delivery of the fi rst four vehicles to Wexford County Council

are: Keith Deacon, Dealer Principal of K.D. (Garage), and Hugh Russell, Technical Services Supervisor for Wexford County Council.

Dublin wholesale fruit and vegetable merchants Madden Stores was so satisfi ed with their Avia D75 7.5 tonne truck that

they went out and bought a new one four years later. Supplied by Avia Truck Ireland, Tullamore the replacement 4x2 rigid features a remounted McClean curtainside body and Zepro tail-lift from the ’07 Avia traded in. It will operate out of the Corporation Fruit Market in Dublin 7.

According to Madden Store's John Madden, “Th e 2007 Avia that we just traded was a bullet-proof truck and the fuel effi ciency is absolutely incredible, even more economical than some vans we have run.”

Pictured at the handover of a new DAF CF85.410 6x4 tractor unit to ESB Networks, Portlaoise is Simon Teevan,

General Manager, DAF Distributors Ireland Ltd and John Seale, Investment Manager, Fleet & Equipment, ESB Networks.

Not only did Irish Commercials supply these two new Volvo FH13.460 6x2 Tractor Units to Mark Lonergan

Transport, but the Naas-based Volvo Truck Dealer provides an area in their yard as a base for his fl eet. Th is means that the Lemybrien, County Wexford container haulage operator can avail of parking, fuelling and truck washing facilities at Irish Commercials. Truck and trailer maintenance is also availed of while there. Spec on the new Volvo FHs are 460hp Euro 5 engines, 14-speed manual gearbox and Globetrotter cabs. Jim Bergin conducted the sale with Mark Lonergan, which was done through Volvo Financial Services.

Pic t u red i n t he contents section page 3 alongside the new Volvos is a 1966 AEC Mandater, which is a replica of Mark’s late father’s cattle truck

from which his transport business began.

“It’s a very good package that suits us down to the ground,” said Mark to New Fleet. “We are very happy with the arrangement as it also off ers safe and secure parking for our trucks and trailers.”

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


FIRST DRIVE

I n some instances, actions speak louder than words. Th e all-new Mercedes-Benz Actros does combine ultra low exhaust emissions with frugal fuel consumption.

Aft er a 10,000-kilometre long-distance comparative test-drive (supervised by Dekra), the new Actros in Euro 6 guise used 4.5 percent less diesel than the current model with the same engine emission controls. To top that, the new version 1845 BlueTec 5 Actros ran on 7.6 percent less diesel in the Rott erdam-Stett in-Rott erdam east-west route than the current Actros 1844 BlueTec 5 model. Over the 10,000 km trial, the tried and tested Actros 1844 BlueTec 5 returned 27.1 litres per 100 kilometres. Th e follow-up Actros 1845 BlueTec 6 undercut this established benchmark by 4.5 percent recording 25.9 L/100 km.

In addition to the lowered diesel consumption, AdBlue usage was also lessened in the new Actros – 1.55 litres per 100 km in the Euro 5 compared to the 0.86 L/100 km with the new Euro 6 variant. For the record the Euro 5 version of the current model used on average 1.11 L/100 km. Th e comparison test drive with the three Actros had a 40 tonne gross combination weight each. Th ey covered the 10,000 km in seven 24-hour shift s with two drivers on board.

Th is major breakthrough was only possible by the total redesign of the Mercedes-Benz fl agship model. Starting with a clean sheet of paper, all the main ingredients had to be mixed together to achieve the ultimate goal – lower emissions without increasing fuel consumption. Obviously the new powertrain was crucial to the fuel consumption objective, so the new OM 471 generation engines allied to enhanced transmissions and drive axles work hand-in-hand with a totally new cab design that sets aerodynamic benchmarks.

In addressing members of the European Parliament and invited press at the new Actros launch in Brussels, Andreas Renschler, Daimler AG’s Truck & Bus boss, said that 10 years of work went into the new Actros, carried out by a team of more than

1,800 experts at Mercedes-Benz. “We invested over €1 million in its development alone,” he stated. “We did all this with one goal in mind: To off er our customers the best truck on the market.”

Mr. Renschler went on to say that Mercedes-Benz’ customers in particular expect and deserve bett er vehicle handling, safety and comfort. “However,” he stressed, “they also want greater fuel economy, lower emissions and operating costs.”

“Th is vehicle is the result of the most sophisticated project in the 11-year history of Mercedes-Benz Trucks. It’s got a completely new engine with output ranges from 421 to 510hp – a completely new chassis, a completely new range of cabs and a completely new design,” Mr. Renschler explained.

“I’d like to focus now on the three main aspects that shaped the development of the new Actros: comfort, handling and economy. We all know that increasing traffi c density and transport volumes are placing greater demands than ever before on drivers. Th at’s why cab comfort is so important. Aft er all, only a relaxed driver can be a focused, and thus a safe driver. Th at’s why we designed the new Actros with the driver in mind from the very beginning.

The Actros driver’s ‘mobile home’ is almost like a real three-room apartment with a work area, living room and bedroom. Th e truck has an inviting and friendly interior that’s cosy and spacious; and even a very tall guy like me can stand comfortably in the new Actros. Nevertheless, the best place to be in the truck is still behind the steering wheel because the second big highlight of the new Actros is its handling.”

Mr. Renschler continued: “To put it in another way – the new Actros has an optimal powertrain, off ers superior handling and comes with advanced safety systems that ease the burden on drivers in a meaningful way. Th e result is a truck that drives as smoothly and safely as a passenger car, and when you hear that from a Mercedes man you can believe it.”

“And that brings me to my third and probably most important point: economy. Our focus here is always on the overall result, and by that I mean the total cost of ownership. We have therefore done all we can so that the new Actros will have an even stronger benchmark position than the current model. Th e things we’ve improved include the powertrain, the vehicle’s aerodynamics, the ancillary components and the rolling resistance. Under similar driving conditions, the new Euro 5 Actros consumes six to seven percent less fuel overall than its predecessor and also less fuel than any of its competitors on the market.”

“But even more importantly, we have more than off set the additional fuel consumption brought about by the use of Euro 6 technology. Th e fact is that the new Actros enables Mercedes-Benz to

New Mercedes-Benz ActrosNew Mercedes-Benz Actros“Fortress outside – Palace inside”“Fortress outside – Palace inside”

The vehicles provided for the ITOY exclusive fi rst drive of the new Actros were part of the fl eet used in the Actros pre-production summer test.

More details and photos on www.fl eet.ie.


FIRST DRIVE

reduce fuel consumption by three to four percent compared to the Euro 5 predecessor, while at the same time meeting the tough Euro 6 limits. In spite of all the scepticism, both of these goals can be achieved: less fuel consumption and fewer emissions,” stressed Mr. Renschler.

Andreas brought home the environmental benefi ts of the powertrain: “To give you a specifi c example, over the vehicles’ lifecycle, the Euro 6 trucks we produce at our Wörth plant in one year would reduce the amount of nitrogen oxide emitt ed into the environment in Europe by more than 112,000 tons – that’s equal to all of the NOx emissions in Ireland during an entire year.”

“It was exactly 115 years ago that Gott lieb Daimler built the world’s fi rst truck. I’m confi dent that he would be proud if he could see what has become of his invention today. I think it’s quite fair to say that the inventor of the truck has reinvented it,” he concluded.

Test DriveSplendid sunshine with temperatures in excess of 300 C in the heart of Andalusia, Spain provided one aspect of the exclusive fi rst drive of the new Actros in Euro 6 form provided by Mercedes-Benz. With a tight and twisty route mixed with motorway on the fi nal leg, the 40 tonne gross 4x2 tractor-unit and semi-trailer was sternly challenged. Everything stated at the gathering in Brussels turned from virtual to reality. Yes, it’s all change at Actros as the new model is improved in every way. Body-hugging seating brings in the comfort element straightaway, and along with the multi-adjusting steering column provides a perfect driving position. For once you press the Stop/Start butt on (as per Mercedes-Benz cars) engage D for drive on the stalk to the right of the steering wheel and release the handbrake, it's all systems go. Power from the 450hp 1845 Mega Space version driven was no diff erent from the Euro 5 version, but it was in the manner that it performed that the main diff erences were evident. Gearshift s from the redesigned 12-speed PowerShift 3 automated transmission worked seamlessly, and is on a par with Volvo I-shift – the longtime leader in this fi eld. Steering feel was both instant and positive, while vision from the large windscreen and well-placed mirrors was excellent. For the fi rst part of the drive the 3-phase engine brake was used oft en while in the presence of Dr. Georg Weiberg, Vice President Truck Product Engineering - Daimler Trucks,

it was agreed that an Engine Brake Retarder was a bett er solution for this motorway-specifi ed unit. Brake use was minimised as much as possible, although unpreventable on the long descents. Adoptive Cruise Control was engaged, which was allowed to over run to 90kph at times. All under perfect control of course. Th e 5kph extra was pre-set through the multi-function steering. Control for audio and driver/trip info is operated on this wheel also. To the right in the centre of the driver-facing curved dash lies the radio/Sat-Nav/FleetBoard system. Th e door pockets provide storage for drink bott les and large documentation, while the dash holds the smaller but necessary items. Under the bunk are two sliding boxes for the fridge etc. Th ere is more storage overhead and on the passenger side if required. A pull-out shelf provides a desk for a laptop or a table for meal breaks etc. Size wise there is no diff erence between the MegaSpace from old to new Actros. Th e GigaSpace off ers 1 cu. m more however. Visually the colour-coded grille enhanced its look as the basic version has a matt black grille and bumpers.

Andreas Renschler summed up the new Actros superbly: “It’s a fortress outside, palace inside” while making a comparision to the many historical buildings in the Granada region. Th ere was no doubt that the summer conditions were perfectly suited to the Actros test. Engine, brakes and coding systems proved well up for the challenge, the whole ambiance blended with power and control to guarantee a pleasurable and memorable drive.

Comfort & DesignDynamic new cab design with optimised • aerodynamics7 new cabs – more space – 2 metres standing • headroomSolo Star concept styled as 3-room apartment• Two-tone interior colour concept – 172 seat • variantsNew cockpit – more ergonomic innovations• More storage space & freedom of movement•

Reduced Cost of OwnershipFuel reductions of 6% (Euro 5) & 3% (Euro 6)• Maintenance intervals increased to 150,000 km• Reliable – over 20 million kilometres test driven• FleetBoard telematics fi tt ed as standard•

Driving Dynamics & SafetyNew generation of engines – BlueEfficiency • OM41712.6 litre – six in-line cylinders from 421hp to • 510hpRevised PowerShift automated transmission• Improved steering control• New 4 bag suspension system & damping concept• Secondary Water Retarder with bett er braking • powerProximity warning system with Stop & Go function • & Att ention Assist to further enhance safety

New Mercedes-Benz Actros' Plus Factors:

Irish Haulier of the Year 2012 sponsored by TOTAL

FLEET TRANSPORT AWARDS 2012


• Th e winner of this category will be announced on the night.

National Haulier of the Year – sponsored by Volvo• Alltrans (Dublin) • Independent Express Cargo (Dublin) • JMC Vantrans (Dublin) • Johnston Logistics (Dublin) • Target Express (Dublin)

• Michael Dixon International Transport Ltd (Dublin) • Tierney International (Birr, Co. Off aly) • Virginia International Logistics (Virginia, Co. Cavan)

• BOC Gases Ireland Ltd (Dublin) • Celtic Linen Ltd (Dublin) • Pallas Foods (Newcastle West, Limerick)

• Brian Cunningham Transport Ltd (Castlebar, Co. Mayo) • David McEntee Transport (Ashbourne, Co. Meath) • MTS Services (Westport, Co. Mayo)

International Haulier of the Year – sponsored by Th ermo King

Owner/Driver Haulier of the Year – sponsored by MAN Truck & Bus

Own Account Transport Operator of the Year – sponsored by Mercedes-Benz

• Noel Flanagan Refrigeration Ltd (Monaghan) • Sligo Haulage & Distribution (Sligo) • South Coast Logistics Ltd (Fermoy, Co. Cork)

• Michael Dixon International Transport Ltd (Dublin) • Kerry Foods NDC (Dublin) • Noel Flanagan Refrigeration (Monaghan)

• Brigid Derry – Derry Bros Shipping • Deirdre Flanagan – Noel Flanagan Refrigeration • Nicola Finnegan – Independent Express Cargo

• BOC Gases Ireland Ltd (Dublin) • Celtic Linen Ltd (Dublin) • Irish Commercials (Naas & Galway) • JMC Vantrans (Dublin) • Johnston Logistics (Dublin)

Regional Transport Operator of the Year – sponsored by Bord Gais Networks

Livery of the Year – sponsored by Scania Finance Ireland Limited

Women in Transport – sponsored by Volkswagen Commercial Vehicles

Customer Service Excellence – sponsored by eFlow

• eircom (Dublin) • Glanbia (Dublin) • South Coast Logistics Ltd (Fermoy, Co. Cork)Safety Award – sponsored by Goodyear Dunlop

• Fleet Solutions (Dublin) • JAC Commercial Services - Th e Extra Foot (Lisburn, Co. Antrim) • Tranzaura (Limerick)Innovation Award – sponsored by Team CV

• Celtic Linen Ltd (Dublin) • eircom (Dublin) • Glanbia (Dublin)Environment Award – sponsored by Michelin

• East West Express (Charlestown, Co. Mayo) • Roche Logistics Group (Rosslare Harbour, Wexford) • Transland Group (Naas, Co. Kildare)

• John Joe Murphy – Roche Group Logistics • Peter Mills – Independent Express Cargo • Willie Garbutt – eircom

• David Savage (Beacon Automotive) • Pat Walsh (Irish Commercials) • Chris Cox (Tara Mines, Navan)

Pallet Network Member of the Year – sponsored by All Ireland Warehousing Association

Transport Manager of the Year – sponsored by Iveco

Technican of the Year – sponsored by Sortimo & Cafco

Service to the Transport Industry – sponsored by Mike Murphy Insurance Group

Finalists AnnouncedAwards Presentation & Dinner: Monday 3 October 2011

• Venue: Johnstown House Hotel, Enfi eld, County Meath.


Fleet Transport Awards 2012 – 3 October 2011BOOK NOW

Irish Truck of the Year – Sponsored by Texaco Lubricants

Irish Haulier of the Year – Sponsored by Total

Business associates, clients, partners and friends are all welcome to att end the Fleet Transport Awards 2012 which will take place on 3 October 2011 at the Johnstown House Hotel, Enfi eld, County Meath.

Book your place now at the most important event of the year by emailing or telephone 094 93 72819. Early booking is advised.

A table of 10 is €750.00 + VATFee includes pre-Dinner drinks, 4-course Dinner & Awards presentation.

A single ticket is €80.00 + VATFee includes pre-Dinner drinks, 4-course Dinner & Awards presentation.

Please reserve @ €80 or table(s) of ten places @ €750 at the Fleet Transport Awards 2012 in the Johnstown House Hotel, Enfi eld, County Meath on Monday 3 October 2011.

Name of Company: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Dress Code: Lounge Suit. Ladies: Cocktail Dress.Th e above prices are plus VAT and will be shown as such on the offi cial receipt.Th is booking can be posted or faxed back to Fleet Transport Magazine, D’Alton Street, Claremorris, County Mayo. Fax: 094 9373571




Irish Truck of the Year 2012

Iveco EcoStralis

MAN TGX Effi cient Line

Renault Premium Long Distance OptifuelIsuzu N-Series Euro 5

Fuso Canter Euro 5

Prize presentations to be made at the Fleet Transport Awards Gala

Dinner, to be held on 3 October 2011 at Johnstown House Hotel,

Enfi eld, County Meath.

Also announced on the night will be the winners of the Truck

Innovation of the Year and Trailer Innovation of the Year Awards.

The Contenders:

sponsored by Texaco Lubricants


AA recent conversation with a well- known haulier further confi rmed the diffi culties of operating a transport business in the current climate. Some of

his customers are fi nding their markets increasingly diffi cult, which has had a further eff ect on his business. With the volume of work reducing, he decided to sell two of his vehicles, and was satisfi ed to get what he felt was a good price on the open market. Th is allowed him to reduce costs, concentrate on the core customer base and reduce his exposure to bad debts.

All was fi ne until one of his key customers was successful in securing a new contract, increasing their demand for transport and posing problems for an operator who just reduced his fl eet. His dilemma, he was fi nancially sound and he did not want to take on more fi nance to purchase new vehicles; he was not keen to sub-contract the work; and he defi nitely did not want to refuse the off er and create a readymade opportunity for another operator. He decided to research the possibilities of Contract Hire and was surprised by what he found.

Unlike our European cousins, Irish operators have always preferred to own their vehicles. Hiring equipment is seen as something that is only done short term and only when there is no other alternative. However that may be about to change. One factor driving this change is the diffi culties companies have on obtaining fi nance. Nevertheless, others are realising there are advantages to not owning a fl eet, and in the present climate, hiring can off er an amount of freedom and fl exibility.

Th is fl exibility allowed the previously mentioned transport operator to say yes to his customer, taking

on the work and obtaining vehicles instantly without any immediate impact on company fi nances. Truck and Trailer Hire allows the haulier to keep his part of the bargain, and if his customer’s demands suddenly shift or cease, the vehicles can be returned. Th erefore the cost of fulfi lling the contract is directly proportional to the revenue earned, an important point with seasonal traffi c levels.

With all maintenance, testing and road tax included in the hire charges, important savings can be realised in the administration department, as just one invoice covers all related charges. In addition, further savings on repair staff , facilities and consumables can help reduce overheads. Oft en a company’s profi le is enhanced by the fact that hire vehicles are invariably newer, and if service is interrupted by the unfortunate breakdown, the hire company repairs or replaces the vehicle as soon as possible.

Th ere is no doubt that spot hire is expensive for long-term rental, or full Contract Hire, off ers more acceptable rates. Previously taking a vehicle on fi nance was viewed as an investment that could be traded-in or sold-on at the end of service life. However, this business model now needs a radical rethink to account for the change in market conditions. Before, it was possible to reasonably estimate the depreciation of a vehicle over the fi nance period and most guesses would not be too far off the mark. Unfortunately that is no longer possible, as the standard methods of depreciation are no longer relevant when compared to the real market value. Regulation of vehicle emission standards, the ever increasing rate of new technology, and possible changes to permissible weights and dimensions all aff ect residual values. Th is decreases the willingness of transport operators to invest and increases the diffi culty of obtaining fi nance with institutions that are currently sceptical of all businesses, not just transport companies.

Taking the ‘Hire’ RoadSECTOR

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | SEPT 11 21

SECTOR

In addition, regulation implementation does not help operators plan for the future. For example, we still have no defi nitive decision on the maximum permissible weight for 5 axle artics, and depending on what is fi nally decided the market value of both two- and three- axle tractor units will be aff ected. Contract Hire helps ease any possible issue arising from pending regulation changes.

Vehicle hire companies quickly refl ect changes within the industry, so they are a good barometer of current trends. ‘Fleet Transport’ spoke to a number of the well-known names in the business, and they confi rm similar patt erns. Bob O’ Shea, of Dan Ryan Truck Rental, says, "While there is no obvious increase in business, the number of enquiries is defi nitely up." He also notes: "As volumes are down, some operators are reducing the size of their vehicle from 8 metre rigids to a 7.5tonner or even to large vans."

With existing hire rates highly competitive, Seamus O’ Grady, of Murphy Truck Rental, noted another trend: "Some small businesses are now hiring vehicles themselves to reduce costs rather than dealing with a transport operator." It is also possible that hire rates could reduce further, as some main dealers are now viewing vehicle hire as a means to boost revenue in the face of sluggish new vehicle sales, all of which could prove beneficial for transport operators.

While the increasing levels of interest in equipment hire is by no means a major shift in ownership patterns, it does indicate that operators a re i nvest igat i ng every possible avenue to reduce costs and streamline their f leet to match the volume of work.

However one County Meath-based haulier we spoke to is convinced that outright purchasing remains the way forward. He says, "A rental skeletal trailer costs €168 per week, whereas a new purchase costs €400 per month over fi ve years"*. "In my type of work the vehicle should be maintenance-free for two years, and once paid for there is another asset on the books." In this case, ownership is the most viable option because for operational reasons, a number of trailers can only be on the road three days a week.

As with most questions in transport there is no one-size-fi ts-all solution; Contract Hire cannot meet everyone’s operating requirements. However, in the

current climate, it may be worth taking another look to see if equipment hire could help to reduce costs, or help protect the business from any diffi culties your customers have. Recent events in the retail food sector have shown that while you may believe your customer is secure, you must also account for the fi nancial stability of their customers. Having the capacity to instantly increase or decrease the vehicle fl eet, and therefore costs, could provide a level of fl exibility that enables your company to weather the storms.

*Figures quoted exclude VAT.

22 FLEETTRANSPORT | SEPT 11 Text: Jarlath Sweeney - editor@fl eet.ie

FLEETING SHOTS




Mitchells celebrate 1st anniversary on paper!

Mazda teams-up with Connacht Rugby

BMW & Tatra dominate Silk Way Rally

Congratulations to Adrian and Angela Mitchell from CP Commercials

on celebrating their fi rst year of wedded bliss. Th e Dublin-based couple who run the prominent roadside recovery and commercial vehicle repair business got married on 18 September last and as a surprise to his wife, Adrian asked to

include a photo from the wedding and reception.

Fleeting Shots wishes them continued good health and happiness. Most recently, Adrian had the task of removing President Obahma’s ill-fated Cadillac from the gates of the U.S. Embassy.

For Connacht Rugby it’s the dawn of a new era – Heineken Cup participation and a new

title sponsor in Mazda. At a joint announcement by Mazda Ireland and Connacht Rugby at Th e Sportsground, Galway, Mazda will invest over €1.5m in Connacht Rugby over the next three years as part of a major sponsorship deal that will facilitate the development of both brands.

Commenting on the announcement, Eric Elwood, Head of Coaching, Connacht Rugby, said: “Th is is a very exciting year for Connacht Rugby with the Heineken Cup coming to Galway, the newly branded RaboDirect PRO12 and now our new sponsor Mazda joining us as our offi cial title sponsor. Mazda and Connacht

share a lot of common values in terms of drive, passion and performance, and there are huge

opportunities for us to work successfully together over the next three years.”

According to Michael Howe, Country Manager, Mazda Ireland, “Mazda, like Connacht, is beginning an important new chapter, as we prepare to launch our sixth generation of cars with SkyActiv Technology. This technology will deliver major fuel savings and emission reductions, whilst retaining Mazda’s fun-to-drive characteristics. The sponsorship of Connacht Rugby provides an excellent platform for new customers to experience our cars. Th e passion and ambition of Connacht’s management and supporters is immense. We are thrilled to support

this exciting new chapter in Connacht Rugby’s proud history.”

Thousands of enthusiastic fans greeted 76 of the 130 crews that fi nished the 3rd running of

the Silk Way Rally at Sochi, Russia, the host city of the 2014 Winter Olympic & Paralympic Games. Biggest cheers were given to Polish driver Krzysztof Holowczyc (Monster Energy X-Raid BMW X3 CC) and Czech Republic’s Alex Loprais (Tatra T815-2) who completed the 4,000 kilometre cross-country route in fi rst place in their respective car and truck classes.

Holowczyc fi nished ahead of team-mate Stephane Peterhansel (Mini A LL4 Racing) and Russian Andrey Rudnitskiy (Frontier Nissan). Loprais, a three-time special stage winner on the Dakar Rally,

secured his first-ever International victory, beating the all-conquering Kamaz racing trucks in the process. Th e nephew of six-time Dakar winner Karel Loprais also prevented the ‘Blue Armada’ from snapping up all of the ‘Specials’ by taking the fourth stage. Hans Stacey (Netherlands) on his return to the De Rooy Team missed out on a podium position in the Iveco Trakker by 25 minutes.

Organised by the Dakar Rally hosts ASO (France), the Silk Way is the next biggest cross-country event and is seen as a warm-up for the South American marathon to be held next January.

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24 FLEETTRANSPORT | SEPT 11 Text: Jarlath Sweeney - editor@fl eet.ie

J ust when the commercial vehicle market was showing a continuous positive trend, the ongoing uncertainty over the Euro currency looks like pulling the industry down again.

As the majority of manufacturers of heavy-duty trucks continue to develop the next step in engine emission controls (Euro 6), current sales in the main markets are their collective immediate concern. Th ey will be buoyed by the 13.5% increase in new commercial vehicle registrations so far this year. With 1,001,579 units sold over the fi rst six months of 2011, according to ACEA, Spain was the only major market to decline (-8.4%) while France (+8.5%), the UK (+23.8%) and Germany (+24.5%) all saw their markets expand. ACEA, the European Automobile Manufacturers' Association (based in Brussels) also revealed that the light commercial vehicle marketplace is up – 9.4% more than in the fi rst six months of 2010. Again, France and Germany had the most signifi cant growth markets. Ireland too can take its share of the pan-European confi dence with 24.94% and 27.91% increase recorded for new light commercial and bus/coach sales respectively. However, the heavy commercial vehicle sector is

still stagnant with only a 1.39% upturn in sales at the end of Quarter 2 2011.

Truck manufacturers will be pleased to see the 56% increase in sales orders (which will someway off set the €1 billion estimated investment required by each brand to develop the Euro 6 drivetrains) over the fi rst six months this year. Registrations totalling 119,745 were up in all markets, except Greece (-53%), increasing in Spain by 37.2%; 42.8% in Germany; 62.3% in France and 64% in the UK.

New bus and coach registrations performed diversely across EU markets, resulting in an overall 2.4% contraction with a total of 16,364 new units. While demand for new buses and coaches were up 3.6% in Germany and rose by 41.6% in Spain, it slipped by 2.1% in France and fell by 30.4% in the UK.

Of the 656 new heavy commercials registered in Ireland over the fi rst six months of 2011, the two Swedish brands Volvo and Scania continue to

dominate the marketplace, together taking over 35%. As mentioned in the News Section, Renault Trucks has made the biggest market share gain so far this year. Jumping to 10.98% from 3.58% recorded at this time last year. Scania was another big gainer moving from 9.66% to 16.92%. Among the market share droppers were DAF 15.58% to 10.21%, Mercedes-Benz 16.36% to 10.06% and MAN 9.35% to 6.71%.

Th e availability of in-house fi nance direct from the manufacturer has not only ensured customer loyalty, but also enabled dealers to achieve conquest sales. Volvo, Scania and Renault Trucks have been most successful in this regard. Product wise, Mercedes-Benz will have the all-new Actros on sale here early in the New Year. Isuzu, which leads the lower-weight truck sector plans to launch the F-Series, its mid-weight range soon. DAF and Volvo will have their LF and FE Hybrids available to order. Regarding the other makes it will be well into 2012 before anything new will be presented here as it is likely that a range of new models is under development in preparation for Euro 6.

ANALYSIS

CV Market gains 13.5% across Europe

EU + EFTA Countries Registration Figures by Market - Total New Commercial VehiclesCountry June ‘11 June ‘10 % Change Jan-Jun ‘11 Jan-June ‘10 % ChangeAustria 3,398 3,025 12.3% 20,386 16,439 24.0%Belgium 6,127 5,996 2.2% 41,985 35,121 19.5%Bulgaria 337 382 -11.8% 1,788 1,699 5.2%Czech Republic 2,046 2,167 -5.6% 10,143 8,590 18.1%Denmark 2,327 1,807 28.8% 13,176 8,882 48.3%Estonia 214 134 59.7% 1,298 620 109.4%Finland 1,597 1,369 16.7% 8,920 6,893 29.4%France 43,455 46,609 -6.8% 251,682 231,928 8.5%Germany 26,848 24,696 8.7% 160,696 129,072 24.5%Greece 712 1,142 -37.7% 4,012 7,645 -47.5%Hungary 1,138 969 17.4% 6,754 4,799 40.7%Ireland 951 810 17.4% 8,881 7,230 22.8%Italy2 15,552 15,519 0.2% 114,869 113,786 1.0%Latvia 264 74 256.8% 1,305 318 310.4%Lithuania 217 142 52.8% 2,157 686 214.4%Luxemburg 446 426 4.7% 2,551 2,151 18.6%Netherlands 6,012 5,765 4.3% 41,071 31,279 31.3%Poland 5,391 4,314 25.0% 28,653 21,802 31.4%Portugal 3,019 4,341 -30.5% 19,163 23,540 -18.6%Romania 1,287 1,058 21.6% 6,022 4,077 47.7%Slovakia 942 855 10.2% 4,899 5,279 -7.2%Slovenia 757 501 51.1% 4,294 3,003 43.0%Spain 11,804 13,520 -12.7% 66,421 72,530 -8.4%Sweden 4,624 4,452 3.9% 26,717 21,108 26.6%United Kingdom 26,302 23,323 12.8% 153,736 124,184 23.8%European Union 165,767 163,396 1.5% 1,001,579 882,661 13.5%

(2) Due to the unavailability of data from Italy since January 2011, fi gures reported for that country are an extrapolation made by data provider AAA. Th ey are not actual market fi gures, hence the possibility of an error margin with regard to the EU totals.

Total New Commercial Vehicle Registrations in the EU

0

50,000-12.2

-3.1

+11.2+7.0 +6.3

+10.8

+5.4+10.1

+13.7

+12.0

+16.3+12.5

+20.0+16.8

+9.7 +9.5

+25.1

+1.5100,000

150,000

200,000

250,000

Units

-20.0

-10.0

+0.0

+10.0

+20.0

+30.0

Percentage

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun

09-10 09-10 09-10 09-10 09-10 09-10 09-10 09-10 09-10 09-10 09-10 09-10 10-11 10-11 10-11 10-11 10-11 10-11

Total CV registrations in 2009 Total CV registrations in 2010

Total CV registrations in 2011

26 FLEETTRANSPORT | SEPT 11 Text & Photos: Paul White - paul@fl eet.ie

A lmost anyone who has ever sat behind the wheel of a truck or bus has heard of the ZF, and is well aware

that the German company is famous for making gearboxes for most vehicle manufacturers. Th e company originally began developing components for the Zeppelin airships in 1915. Today the ZF group has grown to be one of the leading vehicle component manufacturers worldwide and everything points to further growth.

ZF of Friedrichshafen designs and assembles major driveline components for the automotive industry, from transmissions and axles to power steering pumps and intarders. It is an extremely dynamic and fl exible company that has managed to grow from strength to strength to a point where its competence in component development and manufacture is the benchmark for the industry. However the people at ZF are not the type to rest on their laurels lodging over 900 patent applications with the German authorities in 2010.

Th e trend towards Automated Manual Transmissions (A MT’s) and the increased use of fully automatic torque convertor transmissions in goods and passenger vehicles has at this stage reached tipping point. A number of manufacturers have decided to off er only two pedal transmissions in their heavy commercials, and the same is true for the passenger transport sector, all of which can only be good for ZF. As an example, three of the six fi nalists for the International Coach of the Year were fi tt ed with ZF’s 12-speed AS Tronic transmission.

Since their AMT’s have captured the heavy vehicle market ZF is now sett ing their sights on the light-vehicle sector, building on the small, but signifi cant success already achieved there. Iveco’s ZF ‘AGile’ transmission fi tt ed to the Daily is fi nding favour with some high-profi le customers in the light delivery sector and returning some remarkable fi gures. Although there is an increased initial cost when specifying the vehicle, fi eld tests are producing quantifi able savings in fuel consumption of up to 4 percent, in addition to reduced maintenance costs, which speeds up the return on the extra investment.

There is some resistance to the adoption of AMT’s in the lighter sector, which is generally seen as more cost sensitive. Th erefore, the initial extra cost for an AMT can seem proportionally bigger when compared to a manual version. However, it is the light multi-drop van sector that can arguably benefi t more from AMT’s due to the nature of the work. Although it appears that once a company tries the transmissions the ‘ facts speak for themselves’ and few revert back to manual.

A recent visit to ZF’s assembly plant at Friedrichshafen provided an insight to the enormity of the task involved when assembling transmissions on such a large scale and ensuring that every transmission is exactly as the customer ordered. ZF was quite honest about their failure rate, which at the last audit was 77 mistakes in an assembly run of 120,000 transmissions. A mistake can be defi ned by something as simple as a transmission moving to the next stage with a blanking plug left in place. Finally, transmissions are fi lled with lubricant and undergo a ten minute test run to check the ZF soft ware and any additional customer-specifi c programmes. From start to fi nish it takes one and-a-half hours to assemble the average 700 parts needed to produce the fi nished transmission ready for shipment.

In the fi nancial year 2010, ZF’s sales reached a record €12,907 million with net after-tax profits at €443 million. Projected sales for the year 2011 are expected to improve on the 2010 fi gure by 10 percent. ZF's immense success arises from great att ention to detail and its ability to always be at the forefront of research. Close to every major evolution in the automotive industry you will fi nd the lett ers ZF stamped on numerous vehicle components - on all manner of machinery, in all corners of the globe. Alot can be learned from their work systems at the Friedrichshafen plant, and from their research and development in cooperation with customers. It ensures success for all.

COMPONENTS

ZF Friedrichshafen from Zeppelins to AS Tronic

Summary of ZF Group, Annual Report 2010Number of Plants Worldwide 117 Millions €

Workforce Employed 64,600

Sales Worldwide for the Year 2010 12,907 Investment in Property, Plant & Equipment 582 Investment in Research and Development 646 Net Aft er-Tax Profi t 443

ZF AS-Tronic-Family

ZF Assembly

ZF Assembly

Text: Paul White - paul@fl eet.ie FLEETTRANSPORT | SEPT 11 27

EDUCATION

Driver Certifi cate of Professional Competence (CPC) An Update on the Update

W hen fi rst introduced the ‘Driver Certificate of Professional Competence’ (CPC) by the Road Safety Authority (RSA), it was

generally welcomed as a step towards promoting a more professional image of the transport sector. However many drivers were apprehensive and some operators were concerned about the cost implications, and as is always the case, others viewed it with derision, believing it to be another money-making scheme imposed on an already hard-pressed industry.

While September sees another CPC deadline pass with some drivers now nearing the end of the programme, there remains a surprisingly large number of drivers who have yet to complete their fi rst Module. Despite the Road Safety Authority’s high-profile media campaigns, many drivers are unaware that it applies to them, believing that CPC only aff ects ‘new’ drivers – those moving from the Class ‘B’ car licence to the commercial truck and bus licences. In addition many drivers who fi nd themselves out of work due to the downturn have found it diffi cult to cover the cost of the training courses.

Although reaction to the training material was generally positive at a number of information meetings, representations were made to the RSA regarding the need for regular updates. Remarks on the drivers’ questionnaires and feedback from Trainers also underlined certain areas in need of att ention.

Based on these fi ndings the RSA invited interested parties to apply for a position on a voluntary review panel to update the course material. Th e panel was to represent as many facets of the industry as possible

allowing everyone to have an input. Th e review group comprised of company owners/operators from the goods and passenger sectors, drivers, trainers and members of the RSA’s CPC Unit. A separate review group was to be established for each of the subsequent Modules.

Th e fi rst Module to be reviewed was ‘Control of Vehicle and Eco Driving Techniques’ (CVEDT), what is generally referred to as Module 1. Comments from drivers who att ended the training showed that while the vast majority were satisfi ed with the material, some found this Module too technical, while others felt it was not technical enough. Th is highlights one diffi culty with delivering CPC to such a wide range of drivers. Any one group can have a mix of people, with those operating D1 and C1 class vehicles on local work, sitt ing beside long haul E+C and E+D drivers.

Drivers have also stated that a more practical ‘hands-on’ training would be preferred to the static slide presentations. Th e RSA recognises the benefi ts this would bring and has no objections to the training programme lasting longer than the stipulated minimum of seven hours. However to correctly assess and train an average class of 10 to 12 drivers would demand more than one day. It would also dramatically increase the resources needed to deliver the training, and therefore the costs. For example, a mixed group of bus and truck drivers would need either an appropriate vehicle to represent each licence category, or a suitable driving simulator.

Th e objective of the review process is to ensure that all training Modules are up to date, informative, and refl ect current thinking and legislation. Ensuring that the syllabus correctly informs those new to the

industry, while remaining relevant and interesting to those who have spent their working lives in the business, is a complex task. Nevertheless the working group and the RSA feel that the review of Module 1 has achieved its objectives, and initial trial runs of the training material has proved valuable in refi ning some minor details.

It is expected that the new text will be available towards the end of September, aft er which a changeover period will begin to allow time for printing and for trainers to become familiar with delivering the syllabus. Th e RSA will be actively seeking the views of drivers and trainers about the new material, and their opinions will be taken onboard when updating the remainder of the Modules.

Based on comments already received from operators and drivers, a review of Module 4 - ‘Th e Role of the Professional Driver’, has already begun. A large section of this Module deals with Tachograph Legislation and many have expressed opinions that the whole question of Driving Hours Regulations needs urgent clarifi cation.

As each Module of the six Modules series is reviewed and updated, they will be circulated to all training providers to replace the existing material. It is hoped that the review of all six Modules will be completed by the end of 2012.

Dennison Commercials Ltd Ballyclare, Co Antrim

Tel: 00 44 28 9335 2827

Coleraine, Co Londonderry

Tel: 00 44 28 7032 1155

Dungannon, Co Tyrone

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Newry, Co Down

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Irish Commercials Ltd Naas, Co Kildare

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McCarthy Commercials Ltd Clonlara, Co Clare

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Ring Road, Kilkenny

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Watergrasshill, Co Cork

Tel: 00 353 21 488 9700

McDonnell Commercials Ltd Monaghan, Co Monaghan

Tel: 00 353 47 83588

Murphy Commercials Ltd Galway, Co Galway

Tel: 00 353 91 739700

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FLEETTRAILER & BODY BUILDER | SEPT 11 33

2

contents AUTUMN 201134 News

• Entries open for Trailer Innovation Award 2012 sponsored

by Texaco Lubricants

• Thermo King honoured again

• Golfhofer moves it!

• SAF-Holland at Tip-Ex

• BPW’s Eco Wheel plus Body & Builder.

36 Interview

With Gero Schulze Isford, Krone Group.

37 Events

Previewing Trailer 2011 and Temperature Controlled Storage

& Distribution and Frozen & Chilled Foods Show.

38 Product

Feature on Iveco & Magirus

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MAN Importers Irl, Dublin 12. Tel: 01 419 1300Dennehy Commercials, Limerick. Tel: 061 229900 Cork. Tel: 021 488 3344MS Commercials, New Ross. Tel: 051 422277

O’Reilly Commercials, Ballinalack. Tel: 044 93 71360Newtown Trucks, Newtowncunningham. Tel: 074 91 56666Athenry Truck Centre Ltd., Galway. Tel: 091 849 375

Call to your nearest MAN Dealer for further details:

NEWS 1

Abhann invests in fi rst Fitzgerald Double-Deck Trailer

A bha n n L og ist ics , Limerick, which has been involved in the transport business for over three decades has put into operation its f irst double-deck cur ta inside tra i ler. Ma nu fact u red a nd supplied by Fitzgerald’s Vehicle Body Builders, Mallow, County Cork, the trailer will be used to increase Abhann’s effi ciencies in its UK Express Service. Affi liated with TPN – Th e Pallet Network, Abhann Logistics, located at Raheen Business Park, Limerick has just ordered another example of same, according to Gary Fitzgerald, for delivery in October.

Westward Scania’s success in specialist vehicle sectors

With over 90 years of experience building chassis for fi re-fi ghting vehicles, Scania has achieved increasing success in markets around the world, working with many of the leading bodybuilders and equipment suppliers. No more so in Ireland as Westward Scania, the importers for the Swedish Truck & Bus brand here, has made great strides in this specialist area in recent years. Two of these customers, which have been purchasing fi re tenders from them since 2002, have acquired new additions to their fl eet this Summer. Mayo Fire Service and Monaghan County Council Fire Department have put into operation two similarly specifi ed Scania P-Series CP31 Crew Cab versions.

In the case of the Mayo appliance the 280hp 4x2 rigid is fi tt ed with Xenon lights, bumper and visor spots, and electric windows. Th e Monaghan unit is powered by a 320hp engine, with the Crew Cab accommodating eight fi re-fi ghters. Both bodies were built by Browns Coachworks, Lisburn.

Speaking to Fleet Trailer & Body Builder on the success of the brand in specialist sectors, Joe Crann, Managing Director, Westward Scania said, “ Westward Scania has a long tradition with specialist vehicles including the sale of Fire appliances. Many of the County Councils who run fi re appliances became acquainted with Scania quality and longeviety in the early 1990’s. At that time many Councils changed over to Scania, which was a break with the tradition of buying based on price alone. Many of those trucks and fi re appliances sold in the early '90s are still in operation, the “total operational economy” that Scania focuses on has paid off in the long run. He added, “Scania fi re appliances are regarded as having one of the safest cabs around and the Scania Crew Cab, built in-house to tough Swedish standards, is well liked by crews as a very safe place to be travelling at speed. Th at together with the strong driveline off ering comparatively large engines (9.3 litres minimum!) with high torque and no Ad Blue, means that the Scania fi re appliance is an operators' favourite.” “While all Scania Specialist Vehicles are sold centrally from Westward by Eric Treacy, the Scania dealer network supports their local appliance,” he concluded.

BODY & BUILDER Entries Open for Trailer Innovation Award 2012 in association with Texaco Lubricants & Fleet Transport Awards 2012

For the third occasion the Fleet Transport Awards 2012 programme includes a Trailer Innovation Award. Sponsored by Texaco Lubricants, this honour goes to the trailer manufacturers or body

builder that creates ‘a new method, idea or product of a technological nature designed to enhance operations for the company or their customers’. Th e product that contributes to the effi ciency of the transport of goods by road must be new or incorporate signifi cant technical improvements to an existing product. Innovations of any kind and size can be entered under Concept, Chassis, Body, Components or Safety. Th e product innovation must be in operation no longer than two years and be on sale in the Republic of Ireland. Entries must be submitt ed by completing an application form and accompanied by two photos or drawings (300dpi). Contact 094 9372826 or email marian@fl eet.ie for further details. Th e overall winner will be announced at Fleet Transport Awards Gala Dinner on 3 October 2011 at Johnstown House Hotel, Enfi eld, Co. Meath. As a follow-on to this initiative the winner will go forward to represent Ireland at the Trailer Innovation Awards to be held at the 2012 European Commercial Vehicles Show from 20-27 September in Hanover, Germany.

34 FLEET TRAILER & BODY BUILDER | SEPT 11

O’Brien Oil Products Ltd, proud sponsors of the Fleet Transport Trailer Innovation Award 2012

O’Brien Oil Products Ltd is a family run business selling Texaco lubricants for over 26 years.

Th e business is based in Newport, County Tipperary just minutes from the M7 allowing service to customers across all sectors nationwide.

Its success to date can be att ributed to:Strong reputation• Professional, dedicated, educated and friendly staff • Provision of quality products, on time and at the right price• Additional services including product information and technical • supportContinued appreciation of its customers and their loyalty over • the years

Look out for their advert in this edition with a special off er that you won’t want to miss…

Contact Details:

P: 061 378399F: 061 378404E: [email protected]: www.obrienoil.ie

NEWS 11

Thermo King’s continuous efforts in driving greener transportation solutions have been recognised by a

Readers Poll for the seventh consecutive year. Readers of three German trade magazines have again recognised Th ermo King as the top brand in the refrigeration units category in the 2011 annual ‘Best Brands’ readers poll conducted by DEKRA , based in Stutt gart. More than 7,500 readers, representing Germany’s commercial vehicle professionals, responded to this year’s poll, which was organised by three trade magazines – Lastauto Omnibus, Fernfahrer and Trans Aktuell.

“We are honored that commercial vehicle professionals have recognised our commitment to providing services focused on increasing operational and energy efficiency,” said Alexander Zankl, Director of Aft ermarket for EMEIA for Th ermo King, aft er accepting the award at a ceremony in Stutt gart, Germany. “Th ank you to our sales and service team and to our dealers and workshops for their commitment to service and our success.”

Th ermo King, the leading manufacturer of transport temperature control systems for a variety of mobile applications with its European

manufacturing headquarters in Galway, was fi rst recognised in 2005 when DEKRA (Germany’s automotive governing body) extended the survey from the truck and bus industry to cover markets supplying commercial vehicles.

Today, Th ermo King’s main focus is about developing customer driven solutions such as 1) increasing energy and operational effi ciencies 2) improving sustainability, and 3) helping steer through the current diffi cult economic climate.

Goldhofer – shaking that tree!

BPW’s shining bright with ECO Wheel

It was a momentus, monumental occasion. Goldhofer trailers and Berard Transportation wowed

television viewers and onlookers as the heavy-haulage experts moved a 150-year-old oak tree weighing over 400 tonnes and measuring more than 20 metres high. Two self-propelled, parallel coupled PST/SL-E 12 heavy-duty transporters, which are usually used to transport ships or oil platforms, carried the giant over a distance of about two kilometers near the city of New Liberia, Louisiana (population 33,000). Moving the tree took an hour and-a-half. Th is meant closing the route to through traffi c. For the massive tree, named “Big Al” by locals, to be positioned on the Goldhofer module to an accuracy of millimeters, and lashed down so the “tour de nature” could start, another three hours

were expended. Unloading took as long again.

“Th is was a spectacular undertaking, where the combination of man and state-of-the-art

technology again worked together perfectly. All those involved put in an awesome performance,” said Johnny Berard, head of the eponymous U.S. transport specialist.

Th e giant oak, had to give way because it was preventing construction and road extension work near a highway service road. In addition, drivers previously had to put up with a detour of over two kilometers. In the State of Louisiana, the work was seen as a symbol for environmental protection, as the original intent had been to fell the tree. However, a petition from a local resident ensured that lots of people would witness one supersize

tree transplant, and gave Goldhofer and Berard a unique logistical task of gigantic proportions.

Among the vast array of new products and services on display at Tip-Ex 11 was from SAF-Holland with its unique SAF 80 one-wheel end brake systems that off ers weight savings of up to 201kgs on

a three-axle semi-trailer chassis. In eff ect, 20kgs is shaved on each side; 27kgs due to the smaller wheel, minus 7kgs due to the larger rim. Also new from SAF-Holland is the SAF Titan landing gear that has a 55,000 kg maximum coupling load and a 25,000 kg lift ing capacity.

Another development is the new low maintenance fi ft h-wheel SK 36.20. Using NoLube ‘No Lubrication’ technology, it is light, clean and effi cient. With an overall weight of 116kg, it is considerably lighter than comparable products for standard applications in the 20 tonne category. In addition, the SK 36.20 NoLube has a special performance guarantee over a period of three years for up to 500,000 km.

SAF-Holland’s Tire Pilot tyre pressure monitoring system for trailers can be retrofi tt ed. Th e system continuously monitors pre-set pressures and when pressure reduces it utomatically raises to pre-set pressure levels. A warning light on the trailer automatically alerts the driver if a tyre is severley damaged.

SAF-Holland products and services are provided by IMS limited for the UK and Ireland.

Did you know that there is a link between trailer component manufacturer BPW and Porsche? Well, now there is, in the shape of a big shiny alloy wheel. BPW has launched its own lightweight

aluminium wheel, the ECO Wheel. It has been developed and produced in partnership with OTT O FUCHS KG, a company long established in the hand and die-forging sector and known above all for the iconic Fuchs wheel developed for Porsche in the 1960s.

M a nu f a c t u r e d i n Germany, the robust, forged alloy, compared to a steel wheel, is around 50 percent lighter. For a tri-axle trailer this leads to a weight savings, of around 120kgs. ECO Wheel, in all standard sizes, is available with either a brushed or polished finish, and requires no further surface treatment.

FLEETTRAILER & BODY BUILDER | SEPT 11 35

SAF-Holland at Tip-Ex

Thermo King recognised again as ‘Best Brand’

36 FLEETTRAILER & BODY BUILDER | SEPT 11

Let’s start by talking about what the fi rst quarter of this year is compared to last year. Do you see the market improving now?

GSI. First of all we are back to more than 50 percent of our workload in our factory so we have in-store capacity over the year of a maximum of 220 units per day with external painting support. Our painting system can do 200 units per day, which we did produce at the beginning of 2008. Th e lowest point in October 2009 was 15 per day and now we are back to 105 per day, which is more than 50 percent. So the answer is ‘yes’, only talking about this plant now. With an in-store capacity of 50,000 units, we are back to 50 percent workload at this factory. So that means compared to the situation then we only have 50 percent of the work force we had in 2008, we were 1,254 people and we are 638 now. So this is exactly half; this is not bad at all.

What do you expect for the end of this year 2011?

GSI. Th is is the one million dollar question, which you would have to ask everybody. Currently we have an order book, which is far more than four weeks, and we are very lucky that is the case. We need to do everything so that the lead-time for our products is not going to increase more than we have today, but we are reluctant to increase the capacity because we are not 100 percent sure if the growth rate we are currently having is that sustainable. We have high diesel prices; we have diff erent systems between Russia and Poland. Now Russian drivers can do more than they could do in the past. So there is a lot of movement in Europe and we still have some markets, that have still not really recovered, especially Spain, France and Portugal, so there are still some reserves even in Europe. So my personal conviction is ‘yes’ the markets are going to increase further, but we are very careful and we are prudent so that we are not doing the same mistake as we may have done in 2008. We thought that everything was moving up again and again and again, and we thought the sky was the limit – it was not. We had the situation like someone cut off the cable in the elevator, we were falling down from fl oor number 10 to ground zero.

So do you see a ‘two speed’ recovery in Europe, diff erent countries with diff erent behaviour?

GSI. What happened in Eastern Europe, Russia especially, Poland and Russia peaked up

very fast. Th e markets have increased very quickly and we are enjoying good activities over there, but there are still some other markets that have to recover.

Do you think that the key factors that led to the crisis are completely over?

GSI. Yes, the problems are still there. It has slightly changed compared to a year ago. Th e banking system is gett ing a litt le bit more fl exible, but they are as well reluctant and prudent. Th ey turn the paperwork of their customers three times before they make a decision. Th is is clear. Th e answer is ‘yes, this problem is still there’. Money is available, that is not a problem, but the interest rate is increasing and it still takes a relatively long decision-making process to fi nalise.

Do you think in the future when the market recovers you will face a shortage in the component supplies or an increase of the prices?

GSI. We are currently facing this now. Th is is a disastrous situation that we currently are in, so we are between a rock and a hard place. Th e customers, in many cases, don’t get signifi cantly more monies from the companies loading any goods to their vehicles. Th ey’re still fi ghting. Th e most diffi cult situation we have for the time being is the tyres. Th e steel market, the steel price increase – we are not sure if that is sustainable. It may be that all of a sudden the steel prices are going back again, but who knows this? For the time being, no, all the indicators are going up, but it could be that later in the year this is decreasing as well. So this is speculation.

What kind of product line gives you most satisfaction now and what is still in trouble – curtainsiders, reefers?

GSI. Well, the container chassis market is dead. Th ere is no need for container chassis, not for the time being, but it will come back. As soon as the volume of the containers going to Hamburg or Bremen is going up again then, one year down the road we will have a market for container chassis again. So this is the segment that is dead. What is extremely good, extremely positive, is the swap poly market. So whatever its distribution, parcel distribution we are talking about DHL, UPS,

FedEx – all the big ones, their business is growing and really we can say in a very short period of time the year 2011 will be sold out. So the swap poly segment is the opposite of the container chassis market. Aft er the swap poly market is the reefer trailer market. Food transport and food distribution is very good and it’s very good all over Europe. It is good in Spain and it is good in Russia, without any diff erence. Even in France, Lamberet is doing a good job, so that is the next segment, and then I think it is general cargo of course. Curtainsider is general cargo too.

In the reefer sector you have two solutions – steel and fi bre-glass. Why did you choose to have two diff erent solutions?

GSI. It is the customer that decides what is going to happen. So if you try to sell a steel-sided, covered reefer trailer or steel-coated reefer trailer to your friends in Italy, most likely they will say no we don’t want it, we don’t need it. If you go to Portugal and try to convince a customer in Portugal, they say it is diffi cult to repair and I don’t want it, they say because it’s metal it is gett ing too hot because of the sun and so on. Th is is a philosophy. Th ere are people who drive a diesel engine, they prefer a diesel engine. In this position we can supply whatever the customer wants, so if the customer prefers, like the Italians they prefer a GRP trailer – we’ll get it, we’ll make it.

Finally in which countries are you market leader and in which regions do you want to still improve your market share?

GSI. We are the market leader in many markets, especially with the curtainsider. We are extremely strong in Scandinavia with the reefer trailer. We are not strong enough by far in France and the UK. In Holland it depends whether we have rental companies buying from us or not. If the big rental fl eets are buying from us, we are number one in Holland. If they are not buying, we are not number one because we deal with the big ticket items there, but not the many existing smaller customers. So as far as the distribution is concerned we are hemorrhaging heavily, especially in Italy. Because my Italian friends are here today, I need to sell more!

INTERVIEW

One-to-OneGero Schulze Isford, Managing Director, Sales & Marketing, Krone Group with Gianenrico Griffi ni, Chairman ITOY - International Truck of the Year Jury

Text: Rob Van Dieten - rob@fl eet.ie FLEETTRAILER & BODY BUILDER | SEPT 11 37

A new exhibition to showcase solutions designed to improve efficiency and reduce costs in the cold supply chain is to

be staged in Peterborough from 14-15 September. Jointly organised by Quartz Publishing & Exhibition and Sherwin Publications, over 80 of the industry’s major players will exhibit a broad range of products and services from forklift truck manufacturers such as Doosan Industrial, Jungheinrich, Crown Lift Trucks, Translift Bendi and Toyota Material Handling UK.

Irish Telematics specialists Blue Tree Systems Ltd has supplied this comprehensive solution to AF Blakemore, one of the UK’s leading transport companies, which distributes for SPAR supermarkets.

Several exhibitors will demonstrate solutions for product protection and cargo security, while many stand holders will be focusing on the potential savings in the cold supply chain. Other exhibitors include refrigerated vehicle manufacturers, bodybuilders and converters such as Schmitz Cargobull (C9), Krone Trailers UK (C21), Gray & Adams (C17), Montracon (A20), Th ermo King (E9), Paneltex (D17) and Th e Cold Consortium (A21).

Th e aft ernoon Seminar programme will feature a range of speakers on hot topics in the cold supply chain. Complimentary refreshments will be provided to the audience between

speakers on both days.

Taking place at the end of the fi rst day of the show, the TCS&D Dinner will make a welcome return aft er a break of some 15 years. Exhibitors and visitors are invited to enjoy a three-course meal with entertainment and the opportunity for some valuable networking. For more details, call Richard Cogan on 0044 1732 868 288.

EVENTS

Awards galore at Trailer 2011 Kortrijk, Belgium 25-29 November The Future of Trailers & Equipment exhibited

F or the fourteenth running of the bi-ennial International Trade Show in Kortrijk, Belgium, Trailer 2011 will appeal to a

broader audience featuring trucks alongside the latest in semi-trailers, trailers and bodies for goods handling and logistics. Th is coincides with the presentation of the ‘International Truck of the Year 2012 Award’ during the opening ceremony on 24 November. Th e winner of the International Van of the Year trophy will also be announced there with both holders of this prestigious title being exhibiting at the 5-day event in the XPO Arena.

In addition, Trailer 2011 will honour exhibitors with its own Trailer Awards. Th is is the sixth occasion that the organisers Transport en Logistick Vlaanderen (TLV) are encouraging and promoting ‘innovations in the use of transport equipment’ and ‘innovative solutions for road transport in general’. As Lode Verkinderen,

Secretary General TLV explains, “Th e Trailer Awards are att ributed to two diff erent categories: Th e ‘Trailer Award for the best vehicle’ for the entire vehicles driven by other vehicles and the ‘Trailer Award for the best accessory’ for the superstructure, the spare parts and also other products exhibited at the Expo.”

An International jury composed of professional journalists (including Fleet’s Jarlath Sweeney) together with a number of users of the participating products will evaluate the candidacies in the following areas: the relation between the costs and the benefi ts; the fully or partially innovative character; the infl uence on the weight; the diff erent applications; the safety characteristics; the ergonomics; the presentation and meeting the need for training where applicable.

During the fi rst selection round a score will be granted by the jury on the basis of the submitt ed candidacy. In the second selection round, the jury will inspect the innovation visually whereby the candidates may provide additional commentary and demonstrate the innovation. Th is second selection round will take place on the day of the offi cial opening of the Trailer Exhibition and at the stand of the participant.

And to top it all, the winner of the European Transport Company of the Year 2011 will also be announced on the eve of the opening day. Trailer 2011 takes place at Kortrijk, Belgium next to exit No. 2 (Kortrijk Zuid) off the E17/A1 motorway.

Temperature Controlled Storage & Distribution and Frozen & Chilled Foods ShowExec Exhibition Centre, Peterborough – 14/15 September

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on

Showptember

I n the automotive world the name 'Maggi' is well known, though when mentioned it is usually associated with the Duetz brand. Together they formed a company famed for

air-cooled engines: Magirus-Deutz. Th is merger was only one small facet of a long history, and is far from the whole story. Magirus is now part of the Iveco Group but remains true to its original core business.

Based at Iveco’s Ulm plant in Southern Germany, Magirus has created a niche market in the provision of specialist fi re-fi ghting appliances. Th is is not a recent move into the market, Magirus’ involvement in fi re appliances began back in 1864. In that year the Chief Fire Offi cer of Ulm, Herr Conrad Dietrich Magirus, became convinced that there had to be a bett er way of gett ing a long ladder to the scene of a fi re than to carry it on your shoulders. He set to work and invented the mobile turntable ladder we are all familiar with today.

Back in 1864 the fi rst Magirus ladders were pulled by hand, today however the majority are mounted on all manner of trucks from the Iveco range. Iveco Magirus constructs dedicated appliances from small equipment-carrying support vehicles based on Iveco’s Daily, to the immensely powerful and futuristic looking Airport fi re tenders.

Taking one standard Iveco Trakker or Eurocargo, and converting it into a fi re rescue unit turns out to be a litt le more detailed than att aching the ladder of your choice to a turntable mounted over the rear axle. First there is the ladder, which can range from 25 to 60 metres long. Th e unit may have to be feature a high-pressure delivery system to pump the appropriate fi re suppressant, or operate as an equipment transporter or a simple pumping unit.

Added value and the principle of one-stop shopping is one of the reasons for the success of Magirus appliances throughout the world. Customers can specify the complete

emergency vehicle from the Ulm factory, including all ancillary equipment, such as hose reels, mixing systems and monitors, needed to tackle all manner of fi res in diff erent conditions throughout the world. Added value includes training and certifying the appliance operatives using the equipment. Magirus provides standard fi re training for about 1,000 people per year.

Th e cost of these specialist vehicles is as wide ranging as the catalogue of accessories available for fi tment. Th ough expensive the vehicles' working life averages around 10 to 15 years with full-time professional service, aft er which they are recycled to part-time regional stations that extends their life to approximately 25 years in total. So the initial

capital investment can realise fair value for money over such a long period.

With modern engineering techniques you would expect that fabricating a steel ladder is a simple process. However at the Iveco Magirus plant, they don’t use modern techniques, they have tried them with very mixed results. It appears that computers are no match for the eye of an experienced metal fabricator who sees fl aws and stresses in the ladder that no computer can detect. Th e fabricator corrects the fl aws by applying heat and slight pressure to the metal with a practised hand until perfect. Each fabricator is responsible for the production of one bespoke ladder from start to fi nish, which ensures full traceability over the life of the unit.

All hydraulic components are fully inspected on a special test bench before assembly, since repairing any faults aft er the turntable has been fi tt ed is a near impossible task. Once assembly is complete, the new appliance is delivered to the test area for testing and fi nal quality control. Here every imaginable working condition is replicated and operational performance assessed before the unit is signed off . Th e Magirus test cycle for the turntable ladders and fi re appliances takes a full 10 days.

Th e fi nal part of our visit to the Iveco Magirus plant was to view the facility from the cradle of a ladder under testing. Fully extended 30 metres up in the air not only gave a diff erent view of the factory, but also gave a diff erent view and appreciation of the work fi re fi ghters undertake on a daily basis when rescuing people from high buildings.

From a transport perspective, it might seem strange to equip a vehicle at great expense to the highest specifi cation possible, park it in a garage and hope that it will never be used. Nonetheless it’s comforting to know how well they have been put together.

PRODUCT

38 FLEETTRAILER & BODY BUILDER | SEPT 11 Text: Paul White – paul@fl eet.ie

Iveco and Magirus ‘Climbing the Ladder to Profi tability’

Complete Range

Every customer has different needs. Therefore, with its new T-series, Thermo King brings a complete range of units to match every need, no matter what your transportation requirements are.

Moreover, our innovative technologies such as TSR-2 - the industry’s most advanced controller - ensures topnotch performance of your fleet. And that’s not all: the T-Series also comes with a best-in-class 24-month standard warranty.

Find out more about what the T-Series has to offer on: europe.thermoking.com

T-SeriesDelivering what matters

with itunits to

n reqquir

ive technvanced controller - e

PROFILE

I rish-owned Hi-Power Limited was fi rst established in Cork back in the early '70s and from there the business grew throughout the South and North of Ireland and into

England. Today it provides a full range of products and services from its locations in Cork, Dublin, Belfast and Manchester.

Th e Hi-Power team objective is to provide top quality, cost eff ective solutions to the complete satisfaction of its customers. Th e company has ISO 9001:2008 standard accreditation.

Products & ServicesHi-Power is a solutions provider with a diverse range of products, services and technical skills. Th e business has two broad divisions: Specialised Transport Equipment (Automated Maintenance, Transport Effi ciency), and Industrial Oil Hydraulic Systems & Transmissions. Business split is approximately 50/50 between the two divisions.

Transport Equipment DivisionHi-Power in Ireland is a premium supplier of Truck Hydraulics to operate skip loads, moving fl oors, truck-mounted cranes, winches, bulk discharge for cement, powders, liquids, etc., ex-farm milk collection, tipping bodies, recovery winches, top speed limiters and automatic chassis greasing systems.

Most significantly, Hi-Power is the sole Irish Distributor for Groeneveld Transport Efficiency Systems from the mid ‘70s and through the years it has consistently achieved market leader status with Groeneveld’s Heavy Duty Automatic Chassis Greaser suitable for truck, trailer, bus and off -road. For over 30 years the Groeneveld product line with Hi-Power promotion, installation and service skills throughout Ireland has consistently delivered savings to its many, many customers by reducing wear and tear, and substantially extending the life of all chassis components requiring lubrication. Th e Groeneveld system automatically greases the bearing points “litt le and oft en” hour aft er hour, day aft er day, while the vehicle is on the move. Th is is seen to be the ideal time for lubrication as the movement of the vehicle assists distribution of the lubricant more equally across the bearing surface and so keeps the bearing in as-new condition over many years of hard work.

Groeneveld’s range also includes the excellent Oil Master Engine Management System and Greensight Ultrasonic Reverse Assist System.

Industrial DivisionHi-Power’s Industrial Division was created to meet growing demand for complete solutions and soon became one of the company’s major assets. In this sector Hi-Power has become a reference for several companies in various fi elds thanks to its many years of consolidated experience together with the reliability, quality and safety of the components used. Th e Industrial Division provides a total solution throughout all stages of the design phase, involving all departments as appropriate, from the data acquisition phase through to the study and the off er phases, from the drawing of the project to the production of the manuals, from component assembly to the fi nal phase of testing and commissioning. Th e experienced technical team has designed and produced many diff erent systems and solutions for various applications such as Road Marking & Cats Eyes Vehicles, Canal Lock Gates, Lift ing Bridges, Railway Shunting Vehicles, Refuse Compacting Equipment, Hedge Cutt ers, Crushing & Screening Industry and many more.

In addition, Hi-Power off ers complete Transmission Drive Systems for many diff erent applications, such as Port Unloading Hoppers, Railway Shunting Vehicles, etc. “Hi-Power also supplies a range of Standard & Specialized Power Packs and complete systems for many diff erent applications such as the aforementioned Canal Lock Gates, Lift ing Bridges, Pharmaceutical Industry, Timber Mills and Railway

Level Crossings,” stated Maurice Kearney, Group Operations Manager, Hi-Power Ltd.

“As a distributor for some of the best names in the hydraulics business including Sauer-Danfoss. When Sauer-Danfoss launched their PLUS1 range of Electronic Control Systems we could see an opportunity for these products in many areas of the transport sector. Our in-house engineers have designed numerous solutions, from basic logic control to tailor-made complex control systems. Many off road OEM customers are now

using PLUS1 products as standard equipment for various types of control applications. Th ese include energy effi cient and fl exible Fan Drive control systems, data logging, operator display screens, etc.," Maurice added.

“Recently we have supplied a tailor-made Hydraulic Circuit Training Board based on Sauer-Danfoss PLUS1 technology to a progressive local Th ird Level College. Th is has since been introduced into their syllabus and we will now see graduates coming into the workplace fully trained in the PLUS1 technology, in both writing the soft ware and designing of Screen Graphics."

Hi-Power is committ ed to continue to invest in and to make leading edge technologies available to local market sectors in Transport, Industrial and Original Equipment Manufacturing Industries. “At Hi-Power we want to be our customer’s fi rst choice; we strive to develop exactly what they need and to be a partner in their success. To Hi-Power an order from a customer is an expression of trust,” concluded Maurice.

Text & Photos: Rob Van Dietan – rob@fl eet.ie FLEETTRANSPORT | SEPT 11 41

Ireland’s premier supplier of Specialist Vehicle Equipment

Groeneveld Automatic Greasing System

Port Unloading Hopper

Sauer-Danfoss PLUS1

Hydraulic Circuit Training Board

I nternational development transport charity Transaid is giving you the opportunity to sign up to its next cycle challenge in Madagascar and help raise money to

support its work to improve transport across Africa and the developing world while gett ing an amazing opportunity to experience this breathtaking country.

Madagascar, the world’s fourth largest island, is one of the world’s major ecological hotspots. More than 80% of the animals and plants found here can be found nowhere else on Earth while the landscape is a mixture of beautiful tropical rainforest, majestic plains and stunning highlands. What bett er way is there to see this unique country than by bicycle?

Following the success of Cycle Tanzania, Transaid is organising a team of cyclists to complete an epic journey across one of the world’s most majestic countries. Th is 9 day journey, which includes 5 days of cycling, covers more than 450km and gives you the chance to fully appreciate the diverse landscape of this beautiful island. While this is no doubt a tough challenge, the feeling of achievement you will get when you cross the fi nish line will more than make up for any aching limbs!

Th is challenge has a fundraising target of £3300 plus a £299 registration fee including fl ights, transfers, food and accommodation. Money raised will help support Transaid’s projects including its Professional Driver Training Project which helps to increase road safety throughout

Africa through the training of truck and bus driver trainers.

Globally, over 1.3 million people are killed in road crashes each year, 90% occurring in developing countries. In the light of such fi gures, ensuring commercial drivers have adequate training is vital to reducing road deaths and increasing road safety for all users.

Transaid also works with local communities to provide alternative forms of transport, helping to improve access to health in rural communities and has recently begun work in Madagascar. Th is challenge will give participants the opportunity to see fi rst hand what Transaid are doing on the ground and how it makes a diff erence to people’s lives in some of the poorest communities.

About Transaid

Transaid (www.transaid.org) is an international development agency that aims to improve people’s quality of life in the developing world by making transport more available and aff ordable. It was founded by Save Th e Children and the Chartered Institute of Logistics and Transport and works by sharing skills and knowledge with local people to enable them to put in place and manage effi cient transport systems.

Transaid’s core work includes creating transport management systems for the public sector and assisting with the provision of professional driving qualification development and the training of driver trainers. It also assists with teaching preventive vehicle maintenance management and introducing local, low cost transport solutions including its innovative bicycle ambulance. Transaid also helps promote HIV, AIDS and road safety awareness and shares its specialist knowledge with the humanitarian aid sector.

For more information, to receive a registration pack or sign up, please e-mail [email protected] or visit our website www.transaid.org

42 FLEETTRANSPORT | SEPT 11 Text: Rob Van Dieten – rob@fl eet.ie

FUND RAISER

Cycle Madagascar with Transaid!

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44 FLEETTRANSPORT | SEPT 11 Text & Photos: Jarlath Sweeney – editor@fl eet.ie

Irish Commercials host su

A selection of Volvo trucks and buses were available to test drive fr om the Volvo FH460 6x2 to the FL240 4x2 curtainsider I-Sync.

(Left to right) Michael Conneely, Loughrea Tool & Plant; Malcolm McKinstry, Irish Commercials; Sean Fox, Fox Commercials and Feargal Quinn, Volvo Finance.

Patricia O’Malley; Brian Murphy, Irish Commercials; Bryan O’Malley and Brendan O’Malley, Irish Commercials, Galway.

Chris Evans, Volvo Trucks UK & Ireland; Barry Horan, M.D. Irish Commercials; Joe McNamara, Galway.

Jim Burke, GoBus, Galway; Pat Sourke, Partech; Arthur Ring, Irish Commercials.

Volvo FL240 4x2 curtainsider I-Sync

Keith McDermott , MTS Transport, Westport; Goran Nyberg, M.D., Volvo Truck & Bus, UK and Ireland, and Vinny Kelly, MTS Transport.

Th e West of Ireland has a number of Volvo Bus & Coach customers. Many att ended to test drive the award winning 9700.

Some of the Volvo Selected Used Trucks on sale at Irish Commercials, Galway.


PICTORIAL

ccessful Customer eventsThroughout the day, invited guests paid a visit to the Naas Ride & Drive and Fuelwatch event.

Joe Reynolds, Reynolds Logistics; Goran Nyberg, M.D., Volvo Truck & Bus UK & Ireland; Conor Horan, Sales Director, Irish Commercials and Ray Catt ley, Volvo Trucks UK.

Chris Evans, Volvo Trucks UK & Ireland, addressing the att endees at the Fuelwatch presentation.

From left ; Barry Horan, M.D., Irish Commercials; John Russell, Volvo Trucks; Adrian Wickens, Volvo Bus & Coach; James Hyde, Volvo Bus & Coach; Chris Evans, Volvo Trucks; Ray Catt ley, Volvo Trucks; Barry Horan, Irish Commercials; Goran Nyberg, M.D. Volvo Truck & Bus UK & Ireland.

An unused site across the road fr om the Irish Commercials HQ provided an excellent proving ground for the award winning Volvo FMX 8x4.

Irish Commercials has put on a fl eet of new Peugeot Partner vans to provide back-up to their service and parts departments.

Irish Commercials’ Volvo Action Service is second to none.


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

Albania ALL 167.00 186.00 167.00 Lithuania LTL 4.71 4.78 4.34

Andorra EUR 1.219 1.279 1.119 Luxemburg EUR 1.323 1.359 1.175

Austria EUR 1.378 1.529 1.335 Macedonia MKD 75.50 77.00 66.50

Belarus EUR 0.664 - 0.654 Moldova MDL 16.45 16.85 15.66

Belgium EUR 1.599 1.633 1.451 Montenegro EUR 1.340 1.400 1.280

Bosnia-Herzegovina BAM 2.35 2.45 2.40 Netherlands EUR 1.709 1.774 1.391

Bulgaria BGL 2.41 2.57 2.40 Norway NOK 14.38 14.69 13.37

Croatia HRK 9.89 10.25 9.19 Poland PLN 5.27 5.49 5.05

Czech Republic CZK 33.90 35.90 33.20 Portugal EUR 1.603 1.716 1.406

Denmark DKK 12.42 12.76 11.29 Romania RON 5.40 5.89 5.31

Estonia EEK 1.244 1.284 1.239 Russia RUB 28.61 29.47 26.36

Finland EUR 1.576 1.628 1.370 Serbia RSD 135.40 - 135.40

France EUR 1.551 1.586 1.368 Slovakia EUR 1.466 - 1.348

Georgia GEL 2.30 2.35 2.40 Slovenia EUR 1.287 1.300 1.238

Germany EUR 1.516 1.615 1.392 Spain EUR 1.370 1.480 1.290

Greece EUR 1.671 1.761 1.434 Sweden SEK 14.18 14.58 14.14

Hungary HUF 373.00 - 365.00 Switzerland CHF 1.650 1.700 1.740

Ireland EUR 1.519 - 1.419 Turkey TRY 4.33 4.43 3.74

Italy EUR 1.605 1.726 1.478 Ukraine UAH 10.40 11.75 9.75

Kosovo EUR 1.25 1.28 1.23 UK GBP 1.366 1.438 1.408

Latvia LVL 0.917 0.947 0.902 USA USD - - 1.030

The price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 35).

FUEL PRICE UPDATE / LEGAL EXPERT


Tel: 01 2932350 Fax: 01 2932360 Email: [email protected] Web: www.mikemurphyinsurance.ieMike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

Q. I hope you will accept an anonymous question. My employer is going to introduce drug testing for the drivers on a random basis. I am concerned because this might aff ect me and I want to know if I have to comply.

A. Th e danger presented by drivers aff ected by drugs, both of private and commercial vehicles, is an increasing cause of concern to the Authorities and the public. Th is is no less true if the drugs in question are the so-called 'recreational drugs'. Equipment to test a driver for drugs is now available to Enforcement Authorities which are similar in use to roadside tests for alcohol consumption.

Your employer will now be expected to take some steps to ensure that his drivers will not be on the road having taken drugs and some form of random testing is becoming a routine procedure.

You will have to comply.

Q. Am I responsible if I exceed my permitt ed hours of driving because of the instructions I have been given by my employer?

A. Let me be quite clear about this. You have an absolute personal duty as a driver to ensure that you never exceed your permitt ed hours of driving, and that you take the required amount of rest.

Your employer should not give drivers work that it may not be possible to complete within legal hours. Where you are delayed as the result of an accident on the road, or delay at the customer’s premises, or any other event beyond your control you should make a note on your tachograph chart or, if you are using digital equipment, on some separate piece of paper. In the event that your daily hours are up you should stop at the earliest opportunity parking in some safe place. Th e ‘hours’ rules are designed to prevent driver fatigue and, for that reason, the Courts take a very serious view of any off ence.

Q. I know that I am a litt le overweight but is that anything to do with my employer?

A. Your employer’s responsibility depends on the Safety & Health at Work legislation. Your employer is required to keep an eye on employee’s health issues and also, and perhaps more importantly, to be concerned for the safety of the public if any of the company’s activities might put them at risk.

Th ere are a number of medical problems associated with excess weight, some, such as diabetes, can cause a sudden collapse, which in the case of a driver could have fatal results.

Your employer is certainly right to be concerned about your weight, and, if there is a continuing problem you could properly be asked to do something about it.

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48 FLEETTRANSPORT | SEPT 11 Text: Jarlath Sweeney – editor@fl eet.ie

WAREHOUSING

C ompanies and individuals across the warehousing and third party logistics (3PL) sectors were rewarded for excellence at UKWA’s Annual

Awards for Warehousing 2011 ceremony, which was held recently at London’s Dorchester Hotel.

Th is year the Association received a record number of entries in all categories. Th e winners were chosen by UKWA’s Awards Committ ee, which comprised Phil Culling, Chairman of storage systems specialist Redirack; Mel Grainger, a past chairman of UKWA; and Roger Williams, the association’s Chief Executive Offi cer.

Roger Williams, who acted as joint M.C. for the lunchtime event, commented: “UKWA’s Awards are established as symbols of achievement in the 3PL sector and emphasise the importance of logistics within today’s economy. Th e high number and quality of the entries we received underlines the professionalism that runs through the modern logistics industry.”

A total of 10 awards were presented and the winners were:

Customer Ser v ice Awa rd: E x pec t Distribution Expect Distribution impressed the judges as a family owned and run business with a customer-focused culture. Each employee is aware of the required level of service to the client and the company aims to provide value-added benefi ts through a structured customer care programme.

Environment Award: Elddis Transport Ltd Within the last 12 months Elddis has switched to new low-energy lighting at its warehouse and head offi ce, introduced low-emission vehicles to its company car fl eet and worked with clients to increase pallet heights, which means the number of lorry journeys required is reduced.

Training Award: DHL Supply Chain As part of its contract with Jaguar Land Rover, DHL was challenged with resourcing staff for a second shift to support production volumes at JLR’s Halewood plant. 600 additional employees were required with a 10-month window for recruitment and training. Th e judges were impressed by DHL’s success in achieving their aim. In addition to the

overall winner in this category, PF Whitehead’s entry was highly commended by the judges.

Warehouse Manager of the Year: Paul Wilson, Century LogisticsTh e judges were looking for excellent personal and professional qualities refl ected in an effi cient operation, optimum warehouse productivity, and a highly motivated and fl exible team. Th e winner, Paul Wilson of Century Logistics, demonstrated these qualities.

Technology/Innovation Award: Linde Materials Handling Ltd In drawing up their shortlist, the judges looked for evidence of bold and innovative responses to the changing marketplace, and Linde Materials Handling Ltd’s Nav-Man system got their vote. NavMan is a semi-automated system that can be confi gured to provide an interface for warehouse management soft ware systems in standard VNA trucks. It ensures all operators, whether experienced or novice, to work at the most effi cient rate.

Best New Member: Toyota Tsusho UK Ltd A corporate award given to the company showing the highest professional standards of warehousing upon joining the UKWA, Toyota Tsusho UK Ltd inspired the judges most. Th e company joined UKWA in 2010 and inspector Richard Davies was duly impressed with the extensive range of services it off ers from its purpose-built facility at Castle Donnington.

Team of the Year: Expect Distribution LtdNeil Rushworth, Expect Distribution’s Operations Director, had no hesitation in putt ing forward his colleagues for this award aft er the company completed a move to a new £9m facility at the heart of the motorway network in West Yorkshire. Th e move has enabled Expect to off er a range of additional services to clients which, in turn, resulted in outstanding levels of growth and profi tability in 2010. Th is was only possible due to the eff orts of the employees involved in the day-to-day running of the warehousing operation and the judges agreed.

Employee of the Year: Des Bailey, Century LogisticsAft er joining Century Logistics as a warehouseman in 2005, Des Bailey stood out as someone with the potential to advance within the company. His

manager, Harry Bell, says of Des: “He has excelled in all the roles he has had within the company, progressing into supervising one of the largest and most dynamic teams in Century Logistics. He is a worthy contender for Employee of the Year.”

Chairman’s Award: Ken RichardsTh e winner of this year’s UKWA Chairman’s Award was Ken Richards. He joined UKWA’s Council in July 1993 as North West Regional Chairman, and was elected National Chairman in 1997 and again in 2003. He ran a very successful International Convention in 1998, and has been a Vice-President of UKWA since 2005.

Over 450 UKWA members and their guests, together with suppliers to the warehousing industry, att ended UKWA’s Awards for Warehousing 2011 ceremony.

Th e main sponsor of the event was Jungheinrich UK Ltd, while individual Awards were sponsored by: Toyota Material Handling UK Ltd, Knapp UK Ltd, Luxonic Lighting PLC, Clarion Events, Translift Bendi Ltd, Warehouse Technology Group, Lutt erworth EcoLighting Ltd and Briggs Equipment UK Ltd.

Logistics industry takes a bow at UKWA Awards

Outgoing UKWA chairman warns of skills shortage

In his last offi cial duty as Chairman of the United Kingdom Warehousing Association (UKWA), Derrick Pott er has called on

companies operating in the logistics industry to increase their investment in training if the sector is to avoid a skills shortage in the future.

After four years, Derrick Potter’s reign as chairman of UKWA ended at the Association’s AGM. Derrick is succeeded by John Maguire, Sales and Marketing Director of Flexi Narrow Aisle Ltd., who has strong links with the West of Ireland.

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50 FLEETTRANSPORT | SEPT 11 Text: Sean Murtagh – sean@fl eet.ie

BUS & COACH 1

S teve Dewhurst, (pictured) Managing Director of Volvo Bus & Coach for the UK & Ireland, began his address at a Key Editors’ briefi ng event in

Birmingham by saying that he felt while the recession in the sector was not over - “We are certainly over the worst of it,” he said. Sales of buses have improved while the sales of coaches are still weak. Traditionally the Irish market always operates at about 10 percent of the UK market. In a bett er economic climate, 1000 new coaches were registered in the UK, while roughly 100 were registered here.

In the UK Volvo enjoys over 40 percent of the bus and coach market when you include complete/integral bus products and chassis. In an eff ort to improve coach sales in particular, Volvo has been promoting its fi nancial product and services. Currently the coach market is at 50 percent of what it was in 2007. Volvo does not expect the market to recover to the high numbers of four years ago in the near future but it believes that a potential 25 percent of sales are lost because operators cannot get fi nance. Volvo Bus hopes that by off ering fi nancial packages more Volvo branded vehicles will come on the road. In the UK, it was expected that the London Olympics 2012 would boost bus and coach sales, but this has not materialised.

Fuel is one of the main costs for operators, a running cost that is volatile and likely to be for the future. All operators know the importance of driver training and like all manufacturers, Volvo off ers support in this area. Currently Volvo is working on two key points to help reduce fuel consumption: A fi tt ing that limits and reduces acceleration is one with second option, an electric fan to replace the hydraulic one. In recent tests both items installed achieved a 4 to 6 percent fuel saving. With both options used on a vehicle covering 70,000 km per year a saving of €50,000 could be achieved in a fi ve-year period. By the end of the year retrofi t of the electric fan will be available (cost €1200 approx).

At the informal gathering held at the Edgbaston Cricket Ground, home to Warwickshire County Cricket Club, the round-up of future developments at Volvo Bus included Euro 6 engine emission controls: “Euro 6 is governed

by fi ve items of legislation,” explained Steve. Th ese cover the following points:

Conformity of production• On-board diagnostics• Conformity of performance in service• Portable emission measuring system• Repair and maintenance information•

Most of the new legislation relates to the manufacturers operation and maintenance of engines. Volvo will have Euro 6 products available in advance of the 2014 deadline. However, it is unclear what the buying parameters will be.

Bus Sales Director, Phil Owen said it was diffi cult to know whether customers would buy Euro 5 models ahead of the introduction date. “It will depend on many things,” he concluded.

Recession in Bus & Coach sector not over yet

STOP PRESS….Bus Eireann has placed an order for 35 new vehicles made up of the

B9TL and 25 B7RLE chassis/driveline, all with Wrightbus bodies. Th is is the fi rst order placed by the Irish semi-State company since 2008.

BUS & COACH 11


Volvo Bus continues to build on the collective knowledge and experience of its Aft ermarket Team, with the appointment

of Ian Wallace as Service Manager – UK & Ireland. In his new role Ian takes over from Derek Mayor who will continue as part of the team ensuring a seamless handover until his retirement at the end of the year. Ian retains responsibility for the Technical Support Team. An original Volvo-trained Frontline Technician, based at Volvo Truck & Bus, Scotland in Cardonald, Glasgow, Ian has a wealth of experience in the

passenger service industry, as Volvo Bus Technical Support Manager and previously Area Service Manager for Scotland and Northern Ireland. “Taking on the new role is both

challenging and exciting,” explained Ian, “and I am proud to be taking over such a highly experienced team geared to support both large and small operators. Th is is so important, particularly with the intelligent operation and increasing sophistication of vehicles. We are liaising with customer and dealer contacts nationally on a daily basis.” As part of reorganisation within the Volvo Bus Area Service Manager Team, Andy Oliver is taking on the Ireland region.

Providing top quality entertainment for passengers is a key benefi t to make a coach company stand out from the crowd.

Schools, sports clubs and other private hire groups now expect their travel operator to have a reputation for safety and comfort with fully qualifi ed drivers, safety belts and the latest technology on board.

However, many coaches are unlicensed to use home cinema equipment and show popular TV and feature fi lms illegally. One school Principle asked about the use of a movie for a school trip. Th e operator replied, “Don’t worry about that, I have never been stopped and show them all the time.”

Even if an operator shows a movie a couple of times a year, or if the driver watches a DVD during breaks, a coach company is risking fi nes of up to €127,000, and/or a prison sentence for illegal use. Home entertainment videos (DVDs/internet downloads) are intended for private, home use only. When shown on board a coach, or anywhere outside one’s home, this qualifi es as a “Public Performance” under the Copyright and Related Rights Act 2000. A royalty is collected for the fi lm industry, in exactly the same way as the song writers, musicians and performers are

protected by the music industry. Film screenings are illegal unless the copyright owner has granted permission via a license.

"There is so much confusion about hi-tech equipment on board coaches; we have wi-fi , hand held devices, DVDs and media server systems available, just like the low cost airlines. So managers are naturally unsure of how to legally use DVDs to add value for their paying passengers,” says Geraldine Byrne of MPLC Ireland. "We have worked for some years with the European coach sector to help clarify their position and to provide a simple, low cost license solution."

Th e MPLC Umbrella Licence allows unlimited use of DVDs from over 400+ major Hollywood and independant producers at one low, annual fee. Coaches may show their own legally purchased or rented home DVDs, and be fully compliant with the law.

MPLC off ers advise to all the coach industry regarding possible infringement. Tour companies, schools and other businesses wishing to travel by coach are being advised of the law and should request proof of licensing before they book. An MPLC ID iwindow stickers is a quick-glance way to check if an operator is licensed.

Th e Irish National Federation Against Copyright Th eft , INFACT, is part of a Europe-wide network working with police, Customs & Excise and the rights owners to protect against illegal sc,reenings and DVD criminality. Proceeds from these crimes are used to support child traffi cking, drugs and terrorist activities. Taking an MPLC Umbrella License is a simple way to help fi ght these crimes and to protect a business from infringement penalties.

The Bigger Picture for Coach Operators

Aft er a successful trial, Th e Stagecoach Group has introduced the UK’s fi rst budget sleeper coach service between

Glasgow and London. Th e new pilot service, operated by market-leading budget coach provider megabus.com, will off er passengers their own berth as well as a standard seat for greater comfort during their journey.

Passengers will have access to a toilet, free wi-fi , on-board refreshments and a complimentary overnight pack containing a toothbrush, toothpaste, a bott le of water, an eye mask and a luggage label. Each berth has a reading light and curtain for extra privacy, as well as a duvet, pillow and blanket. Fares on the new service, which is being operated with three specially refurbished articulated coaches fi tt ed with 24 berths and seats, will range from £1 to £40.

Th e coaches have been safety certifi ed by VOSA and are fi tt ed with CCTV. For additional safety and security, each berth is equipped with a butt on

to alert the driver in the event of an emergency. Th e vehicles also meet Transport for London’s new Low Emissions Zone (LEV) requirements, which come into force in the capital in January 2012.

Customers purchasing tickets online for the existing overnight megabus.com services between Glasgow and London will be given the opportunity to upgrade to the new sleeper service. Bookings for the sleeper coach can be made from 5 September by visiting www.megabus.com. Th e service will

operate seven nights a week on the following timetable:

Depart Glasgow at 23:15 and arrive in • London at 07:20Depart London at 23.59 and arrive in • Glasgow at 08:05

Stagecoach Group Chief Executive, Sir Brian Souter, (pictured trying out the new service), said: “Travelling overnight is a great way to save time, and we’ve already seen growing demand for our night-time megabus.com journeys. Th e new sleeper services will off er extra comfort and facilities, but still at excellent value-for-money prices. “We’ve always been at the forefront of innovative ways to make public transport more att ractive and convenient for people. We believe the best way to fi nd out if it’s a service our customers want is by off ering them the chance to try it out for real. Travelling direct from city centre to city centre beats the hassle of a red-eye fl ight from an airport and is a greener, smarter way to travel.”

Stagecoach offers fi rst budget sleeper coach service

Volvo Bus appoints new UK & Ireland Service Manager

52 FLEETTRANSPORT | SEPT 11 Text: Howard Knott - howard@fl eet.ie

COMMENT

N o matt er how unimpressive the Summer weather was, the advent of September is a real horror. It’s the arrival of reality time. Th e Presidential ‘race’ together with the trillions of unpaid debts have all added to the seasonal air of unreality. Now September

kicks in, the skies get darker outside and, by all accounts Ireland Inc. will head into deeper gloom.

Th ere has been a lot of speculation as to what the Government’s new capital spending programme will bring, though the quick answer is probably that the Plan will bring no capital expenditure. Government and its Agencies will still continue to push up charges to taxpayers and users, thus undoing what litt le good might be done by those in the competitive world trimming prices in the hope of stimulating demand and driving the economy forward.

I was asked, a few months ago, to get involved in the Irish Exporters Association’s preparation of the submission to the Department of Transport on the issue of a strategy for freight transport and the Department’s work in the 2011 to 2014 period. As I went through it that old political slogan “a lot done, a lot more to do” kept coming into my mind. Some good things have happened at Department of Transport level over the last few years and, perhaps, a number of foundations are in place for a strategic approach to the oversight of the Freight Transport Industry.

Th e establishment of a Freight and Logistics Policy Division within the Department was a long time coming. Out of that comes the All Island Freight Forum (AIFF), which in drawing in all of the elements involved in freight transport and its administration throughout the island, is giving an opportunity for individuals and organisations alike to contribute to the development of policy that meets the requirement of compliant, competitive freight transport on the island. In the submission to the Department, the IEA strongly suggested that it and the Department for Regional Development in Belfast should hold their nerve and stick with the Forum for at least the period of this strategy document and not be frustrated by any apparent lack of 'delivery' on the part of such a disparate group that includes, for example, the RSA, the Central Statistics Offi ce, Translink, National Roads Authority, as well as many various Associations and private transport interests.

As the work of the AIFF goes on, there will be some headline formal events such as the Plenary being planned to take place in Belfast in November at which progress can be demonstrated by “deliverables” etc. However, this brings me back to the Transport Umbrella Group in which Jerry Kiersey, myself and many others were involved over the years. Th e TUG brought to the table those who were willing and interested and which, indeed, might be shortly re-invented as “Access Ireland”. A great deal of useful work happens under the radar where good ideas are nurtured until they can stand on their own feet and poor ones fade away. Th e world of Consultants’ Reports that cost a lot and contribute litt le, is at last becoming a dying breed. Th e sort of policy brainstorming that can emerge from these disparate groups can very eff ectively fi ll the void.

A clear area of diffi culty in National Transport policy is that of Regional Spatial Strategy and its backing up with policies for Ports and Airports. Because of Dublins population size and the fact that it is a hub of business and Administration, the local Port and Airport can, provided each is competently managed, look aft er itself and make its own strategy. Dublin Port is capable of consistently paying dividends to its shareholders while continuing to invest in new facilities that will further improve its competitive position on the island. You might argue this is to the detriment of smaller Regional Ports, but certainly brings competive benefi ts to Irish business. At Dublin Airport there appears to be issues of management’s focus on passengers business development while neglecting to invest in cargo facilities that meet the needs of 21st century high-tech industry exports though the facility.

However, as even the Chinese are discovering, delivering a real Spatial Strategy is no easy task. Th e IEA submission points out that chopping off PSO subsidies for air services operating to Regional Airports saves some euros, but runs contrary to any declaration of policy that seeks to disperse the population and jobs throughout the island of Ireland, something that improves the standard of

life for all of the population. In exactly the same way, a centralisation of shipping services into the Dublin area will do nothing to develop manufacturing and distribution businesses outside the Dublin region.

Strategy-based policies need to be developed also for rail freight and, crucially, for road freight which, despite, carrying 95 percent of goods carried on the island, appears to be the forgott en man of freight transport. Th e arrival from Brussels of the Eurovignett e and other tolling measures will provide an opportunity for the development of a fresh haulier and vehicle taxation policy, but that is a matt er for folk much more qualifi ed than me.

(IEA submission to Dept. of Transport: http://www.irishexporters.ie/x/Press%20Releases/New_Department_of_Transport_Strategy_August__2011.pdf).

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54 FLEETTRANSPORT | SEPT 11 Text: Jonathan Lawton - jonathan@fl eet.ie

LEGAL

The exchange of information across National BordersI t is evident that, even if the domestic legislation

of one member state is harmonised with that of another, unless the enforcement regime in each country is similar, harmonisation achieves

very litt le.

Unhappily, in the transport industry, there has always been a perception that standards of enforcement in Ireland fall far short of standards in other EC countries. Th e UK is notorious for the way in which it implements transport legislation and, of course, this concern is shared by other EC Member States that have transport operators sending vehicles across International Borders.

It is, however, increasingly clear that the Irish Department of Transport and the Road Safety Authority are determined to introduce new standards of professionalism into the Irish haulage industry. To do this eff ectively, they are establishing a dialogue with the enforcement authorities in Northern Ireland.

In March 2010 a pilot scheme for the exchanging information was established between the RSA and the Department for Transport in the north. Th e scheme was intended to fi nish at the end of November 2010 but it seems that information is still being exchanged. Th e impact on the Irish haulage industry might properly be described as dramatic.

Presently an Irish operator who is found to have committ ed an off ence in the UK could relax in the knowledge that the detail would remain in the UK. Th e UK’s enforcement authority’s enthusiasm for impounding vehicles has made it necessary to avoid off ences that might result in the vehicle being taken off the road. But att racting Prohibition notices (PG9’s) or fi nes for, say, Parking Off ences would not cross the Irish Sea.

Th is inability to take any eff ective action has led to the substantial frustration of enforcement offi cers in the UK, who could only watch Irish hauliers continuing to hold an operator’s licence when they fi rmly believed that, in the UK action would have been taken against the licence. Remember that the EC Legislation is the same in both countries; it is the way in which the legislation is applied that makes the diff erence.

It is also important to remember that the Irish Government is anxious to improve its profi le in the context of standards in the Irish haulage industry. If this view is correct then the government is likely to support any drive towards increased enforcement.

Th is is not a matt er for future concern. It appears that the Vehicles Operator Services Agency (VOSA) in the UK may already have provided information to the RSA, presumably in the hope that some action may be taken against the Irish Operator’s Licence by the Department of Transport.

In light of this new challenge, the best practice is to ensure that your drivers understand the risks. Driver Licence’ holders are likely to become unemployed, and also that they exercise some judgement both in relation to the load and also to the condition of the vehicle. Aft er all if the operator loses the ‘Operators Licence’ they are likely to become unemployed. It is important also to be confi dent that your maintenance systems are adequate as Prohibition Notices (PG9’s in the UK) are documents that are likely to be passed from one Member State to another.

Th e intention is that if the Department of Transport receives suffi cient information about an Irish haulier operating in some other EC country,

it will be possible to consider whether, in the circumstances, the Irish operator has lost their ‘repute’, and with that loss, the right to hold a licence. Any operator whose vehicles travel through the EC should check any documentation issued by the enforcement authority in another Member State so that, in the event of a domestic inquiry, there is an explanation.

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T he marking of Aer Lingus 75th anniversary brings to mind some peripheral aspects of air travel and airports that are well outside the scope

of offi cial celebrations. When going to catch a fl ight, most people probably think about the ever increasing regimentation and humiliation they will suff er before boarding the aircraft – or certainly more enjoyably, the prospect of spending time in some pleasant foreign location. If they travel to the airport by bus, the last thing on their minds will, very understandably, be the conveyance in which they get there. But to someone interested in vehicles, they became a welcome addition to the great variety of buses and other vehicles that fascinated an observant child when air travel was very new 70 years ago.

Th is writer is a native of Drumcondra, familiar to thousands who regularly use Dublin Airport. Walking up and down the main road to and from school in the early 1940s, I regularly saw a Dublin United Tramways AEC Regal, number A1, which served the airport. In the middle of the decade, it was replaced by a similar vehicle, A20, which had a roof rack and ladder-fi tt ings found on no other Dublin bus. Th is vehicle had its city terminus

on Upper O’Connell Street outside the then Aer Lingus city offi ce, which was opposite Cathal Brugha Street. During the late '40s, there were sometimes two or even three AECs seen working the airport service, by now in the livery of Coras Iompair Eireann, which had taken over the Dublin United Tramways (later Transport, refl ecting the replacement of trams) Company in 1945.

As fl ying began its expansion in the post-War years, more buses were needed, and in those days when air travellers were a special elite, it was obviously deemed right and proper to cosset them on their way to and from the airport. And so in 1949, the ageing and somewhat mundane AEC 34-seater buses were replaced by six luxurious Bedford 25-seater coaches numbered BP1-6 with bodywork by the respected Griffi th J. Roberts of Grangegorman, a fi rm still happily in business.

So busy were the Bedfords that a friend remarked that it would be nearly impossible to take a picture of Drumcondra without one of the airport coaches in evidence. And this prompts two observations. One is that some vehicles are so numerous and familiar that the photographer – and worse, the preservationist - slips up by thinking that there will always be an opportunity of catching one. Th en

it is too late, as will be learned from the picture of the Bedford on these pages - this view was taken in 1957 aft er the vehicle had been sold to a private operator. Bedford buses were highly regarded and this particular model, the OB, was prized by operators and those in preservation today are revered classics.

Bigger airport coaches were needed by 1952, but coaches were scarce and as a result a batch of what were probably the unhappiest airport vehicles served for just over a year. CIE had a large fl eet of very reliable Leyland Tigers, all of which had accommodation for luggage. Instead of roof racks, fi ft een 35-seaters and the fi rst thirty of 361 thirty-nine seaters had rear luggage boots. Th ese raised the fl oor height and threw much of the weight on the front axle, making these buses unpopular with crews and passengers alike. Th ere were three steps and a narrow entrance - just think of how such vehicles would fare in the present era of universal accessibility!

Four Tigers, P24-27 were converted (only internally) into 30-seater coaches, and much of the gloom that enveloped 1950s Ireland seemed to repose in these vehicles. Painted in the current CIE green livery that even extended to the radiator shells in a country where everything seemed to be green, they had litt le passenger appeal. Another memory returned when I was trying to root some suitable images from my rather meagre stock of pictures from that time: Th e cost of photography. When you were earning about £5 (€6.35) a week and a roll of fi lm yielding eight images (if you had no spoils) cost the equivalent of 16 cent plus as much again for developing and printing, you were very economical with fi lm. Hurrah for digital photography!

Anyway, back to airport buses. If the Tigers of 1952 were a disappointment, what followed in 1953 were an exuberant contrast. Th ese were six double-deck coaches, a vehicle type very rare at that time. Th ey were Leyland Titans with bodywork built at the Spa Road CIE works, and were a superb example of design and craft smanship. Th e full-fronted bodywork, capable of seating 68 passengers if fi tt ed out as buses, had seating varying from 44 to 50; a cavernous luggage compartment occupied the rear of the lower saloon. Th e coaches, R541-546, were painted in Aer Lingus livery, and to see a coach displaying an exotic destination like

TIMES PAST

SEVENTY YEARS OF AIRPORT BUSES

Leyland Tiger P24 at Cathal Brugha Street in 1953Bedford ZH 9897, aft er sale out of service, at Belvidere Place, 22 Sept 1957

AEC Regal A9, similar to the fi rst Dublin Airport buses, at Aston Quay, 19 Nov 1952


Amsterdam or Rome always stimulated thoughts of adventurous travel.

During the fi rst lifespan of the airport coaches, the city Terminus for the service was transferred to Store Street (Busaras) and it is still there today. In the early 1960s the vehicles were repainted into the then CIE livery of monastral blue and cream, with CIE logos instead of the original Aer Lingus ones. Th is probably refl ected the fact that additional airlines were now serving Dublin. When the double-decker coaches were replaced in the mid-1960s, they were rebuilt as standard buses,

working for several more years on normal routes. Th eir successors on airport duties were Leyland Royal Tiger coaches – some of the the famous Banana Boats of the mid-1950s, now appearing in blue and cream.

Following the establishment of the separate CIE operating companies in 1987, Dublin Bus used various types of buses on the airport service, the current incumbents are Wright-bodied Volvos. While these vehicles are somewhat outside the scope of a historical look back, they will one day be a subject for some future writer.

Meanwhile, most of the changes that have taken place in airport buses over the years look like a blur of diff erent shapes and colours, the most recent contributing handsomely to brightening up the images of both public transport and the general cityscape.

Th ere are many other buses connected with air travel which I plan to cover in a future story.

TIMES PAST

Leyland Titan coach R541at Cathal Brugha Street Terminus when new

Leyland Leopard PL28 displaying advertising for Duty Free GAC bus KC119 in Aer Lingus Livery - Store Street , April 1988

Dublin Bus Wright Gemini-bodied Volvo VG39 is one of the vehicles currently serving Dublin Airport

Leyland Royal Tiger coach U35 at Busaras, Store St. on 23 May 1965

Opening Times:Sept - May:

Saturdays, Sundays and Bank Holidays,

2.00 - 5.00pm

Th e National TransportMuseum,

Heritage Depot,Howth Demense,

Howth.

Text: Michael Corcoran - enquiries@fl eet.ie FLEETTRANSPORT | SEPT 11 57

From the initial purchase of your new commercial vehicle to the day it is traded-in or indeed scrapped, the condition

of your truck or bus must be protected and maintained in order to achieve the maximum payback over its lifespan. As part of the Fleet Transport Awards programme of events on 3 October at the Johnstown House Hotel, Enfi eld, County Meath, hosts Fleet Publications has organised another Fleet Truck & Bus Forum commencing at 12.30pm.

In association with Stoneridge, various presentations on the general topic entitled ‘Commercial Vehicles - From New to Used’ will cover Vehicle Finance, Body/Coachwork repairs, Natural Gas as a fuel alternative and the new Digital Tachograph. It will be followed by a Question & Answers session. Th e Forum will provide operators with key steps in managing the lifecycle of vehicles while achieving a maximum fi nancial return on

investment. It is free to att end and registration will commence at 12.30pm including a free buff et lunch with speakers commencing at 1.25pm. Th ere are only 70 places available which will be booked on a ‘fi rst come fi rst serve basis’. Don’t be disappointed and book your place now.

Telephone: 094 9372819Email: orla@fl eet.ie

FORUM


‘Commercial Vehicles - From New to Used’

Forum Timetable12.30pm Registration & Lunch

1.30pm Welcome

1.35pm Financing your New and Used Truck & Bus - Volvo Truck & Bus Finance

2.00pm Th e Importance of Body Work Maintenance - Quinns of Athenry

2.25pm Natural Gas - Fuelling Commercial Vehicles - Bord Gais Networks

2.50pm New Tachog raph R u les - Stoneridge

3.15pm Closing Remarks

3.20pm Questions & Answers

3.30pm Forum Concludes

3.35pm Bus & Coach Awards

4.30pm Finish

FLEETTRUCK & BUS FORUMin association with Stoneridge

Text: Donal Dempsey - donal@fl eet.ie FLEETTRANSPORT | SEPT 11 59

FINANCE

In my experience working with transport companies in the current economic climate, the biggest issues currently are 1) the ability to accurately and quickly report on the current economic position, normally on a monthly basis 2) how this will aff ect current and future

cash fl ow, and in the short to medium term whether the business has the cash to operate 3) what steps are needed to address cash requirements and stop long-term losses.

Th e fi nancial accounts your auditor produces has a set format, their practical use is limited, but their value lies in the compliance and credit assessment. Management accounts are drawn from the same pool of information but should be more operationally detailed, less than thirty days old when produced and aid the business owner in making decisions. Is the business producing a profi t or loss? If it’s a loss, is all work unprofi table or can you segregate the profi table work and customers from the overall mix? If each cost is itemised, are you controlling costs versus previous periods and turnover? Based on actual results to date is there a budget to project forward for the year ahead, and do you use this information to produce a projected profi t and loss?

Th e format of management accounts may vary dramatically. Large transport fi rms may require weekly turnover and average cost per unit, followed by monthly management accounts to verify this information, as well as compiling information for year end accounts. Some transport fi rms produce 20 to 30 pages of monthly management accounts, itemising all expenses on a per unit basis and using the actual management accounts as a fuel, maintenance and productivity control mechanism. Th e most profi table transport fi rms always produce management accounts in a format that best suits their business. Other fi rms that have regular customers, constant turnover and margin tend to rely on quarterly reviews and annual accounts. Now every business has to be aware fi nancially of their exact position, know their requirement for funds going forward, and be able to produce regular fi nancial information to banks in order to survive.

Ratio analysis looks at the costs within your business as a percentage of overall cost or turnover based on previous years and on other competitors in your sector. Let's take a simple example of company A and B, and look at key ratios as a percentage of turnover. Both business are in the full load sector of national transport.

From this information we can see that even in the current economic crisis Company A is breaking even, with costs 99.7 percent of turnover. Company B is losing 114.8 percent of turnover, which is not sustainable. If we take out both companies' management accounts and compare them, we see rates are similar but Company B has litt le or no controls in place. In the good times Company B bought vehicles that were a) over priced and b) over specifi ed for the work. Company A spent money on driver training instead. As the diesel cost-per-litre increased, Company A looked at bett er ways of operation, bett er fuel controls and bett er maintenance to control the overall percentage cost of diesel. Company B prided itself on fl eet image, but is top heavy on overheads, plus management and drivers remuneration is not linked to productivity. Some costs are lower in Company B, such as Road Tax (vehicles used are lighter) and maintenance (drivers do some ad-hoc repairs resulting in questionable quality of work if a fatal accident occurs).

Ratio analysis gives a very clear picture of where a transport fi rm's fi nancial position is going wrong. In the case of Company A, its diesel cost as a percentage of overall turnover did not increase to the extent of Company B due to driver training, type of vehicles, fuel cost and control. Company A’s insurance cost is higher due to having assets comprehensively covered and full value cover on items carried. Company B is running the risk of an accident that will potentially put the fi rm out of business.

Ratio analysis looks at changes in costs versus previous periods, and it compares the business with the known norms and best in class in their sector. If diesel cost decreases, Company A will move back into profi tability, while Company B requ i r ies a substantial amount of work to turn this business around.

Management Accounts and Ratio Analysis

Company A Company BDrivers wages 25% 29%Fuel 35% 42%Depreciation and Interest 13% 16%Maintenance and Tyres 13% 10%Transport Management 1.6% 3%Admin and Finance 3% 3.3%Insurance 4% 3%Road Tax 2.5% 2.5%Overheads 3.1% 6%Total 99.7% 114.8%

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FLEETTRANSPORT | DEC 10/JAN 11 63

Volume 6, No. 3 Autumn 2011

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

MARITIME 1 fl eetMaritime: IRISH SHIPPING & FREIGHT


Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360Email: [email protected] Web: www.mikemurphyinsurance.ie

Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

F reight and passenger ferry ‘Diplomat’, which was purchased in 2005 by Celtic Link Ferries, sailed to India in April 2011 to be scrapped. For the 33 year

old vessel that travelled all over the world’s oceans since she left the builder’s yard in South Korea in 1978, this was her fi rst return to Asian waters.

Celtic Link when formed bought the ‘Diplomat’ from P & O Irish Sea in 2005. P&O had planned to withdraw from all of its Irish Sea routes other than those running (ex-Larne to Scotland), but in the end disposed only of the Dublin to Mostyn and the Dublin and Rosslare to Cherbourg routes. Th ey continue to operate the Dublin/Liverpool route. Th e promoters of Celtic Link Ferries were long-term supporters of the Cherbourg service (ex- Rosslare) and with the purchase of the ‘Diplomat’ that service was maintained.

Th e ‘Diplomat’ was one of a series of 11 sister ships designed and commissioned by Stena Rederi and named the ‘Searunner’ Class. Th ey were built at the Hyundai yard at Ulsan, South Korea between 1977 and 1979. Stena did not intend to use the vessels in their own services, rather to charter them to other operators. Th ey were designed to be able to carry trailers and containers, and be suitable for use both on short sea and deep sea routes. A pair of the vessels went direct from the builder’s yard on charter to the Atlantic Container Line and maintained that Line’s service from a range of European Ports to Canada while ACL built

their new, current con-Ro fl eet. It is unlikely that current transatlantic services would be maintained by such small vessels.

Th e ‘Diplomat’ was initially chartered to P&O European Ferries and named ‘Baltic Ferry’ operating in the North Sea. In 1982 she was requisitioned by the British Ministry of Defence along with sister ships, ‘Nordic Ferry’ and ‘Elk’ for use in the Falklands Task Force in the war with Argentina. Th e Ministry chose these vessels because of their design making them well suited for the carriage of military vehicles, equipment and containers to the South Atlantic. Th e vessels

had been designed with almost 100 metres of clear top deck space so freight containers could be lift ed on and off by crane. Th e strength of this large open weather deck made ‘Baltic Ferry’ and her sisters ideally fl exible and low cost bases for helicopters and Harrier Jump Jets with vertical take-off and landing capability.

By 1983 ‘Baltic Ferry’ was back on the North Sea and was purchased from Stena in 1994 by P & O Ferries. In 2001 it opened the Rosslare-to-

Cherbourg route giving her the name ‘European Diplomat’ and she remained on that route until Celtic Link Ferries replaced her in 2009 with the almost brand new, former LD Lines ‘Norman Voyager’. Following a refit, Celtic Link then chartered her to Caribbean operator Marine Express for service between Puerto Rico and the Dominican Republic. Th is Spring she went to the Breaker’s Yard.

Th e ‘Diplomat’ was not the only ‘Searunner’ vessel to be purchased by Celtic Link Ferries. In 2007 they acquired the vessel ‘Finnforest’,

then chartered to Finncarriers, and when that charter ended in 2010 she was refi tt ed in Dublin before charter assignment in the Mediterranean running between Genoa and Palermo. A further ‘Searunner’ vessel, the ‘Global Freighter’, was operated by P&O/Pandoro on the Dublin-to-Liverpool route at various times between 1994 and 2007; that vessel is now operating in Greek waters.

Diplomat’s career ends with re-call to Asia for scrap

Stena Line’s purchase of the routes and the four vessels serving from Belfast to Birkenhead and Heysham has now been

cleared by the UK Competition Authority. On receipt of the preliminary clearance from the Authority in April, Stena Line sold the three vessels that had operated the now closed Larne-to- Fleetwood route to Russian interests for further service in the Black Sea.

Frank Nieuwenhuys, Freight Commercial Manager, UK and RoI informed ‘Fleet Maritime’ that Stena

Line is now actively engaged in integrating the systems at the previously DFDS owned Line with the Stena systems. Stena has committ ed to making the Heysham and Birkenhead routes the focus of ongoing investment and development. Frank expects that these routes will see Stena investing substantially sooner rather than later.

Meantime, the new Terminal being built by Stena in Lough Ryan, replacing that at Stranraer was due for completion by the end of August with services due to commence on 1 November 2011.

Th e re-fi t of the two ‘Superfast’ vessels chartered for two years to operate this service will involve the replacement of blocks of cabins by enhanced leisure facilities, and storage of the cabin units for possible return to the vessels at the end of the charter.

60 FLEETMARITIME | AUTUMN 11

Diplomat

Global Freighter

Stena to push on with investment in N.I. routes

MARITIME 11

Cycle Madagascar 2012Cycle around 500km across the diverse and incredible landscapes of Madagascar

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and the developing world.

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Preparations are now intense for the 2011-2012 Volvo Ocean Race with a start at Alicante, Spain on 29 October. Th e race,

sailed in special Volvo 70ft craft , will last for nine months with calls at eight ports before reaching Galway in June 2012. Th e Irish interest in the race will be represented by Galwayman Frankie

Leonard (pictured) who has been selected as media crew member on the mainly Chinese-sponsored Team Sanya, named aft er the Chinese Port of call on the race route. Th e vessel is the former Telfonica Blue, which had secured a podium fi nish in the last Volvo Ocean Race. Discover Ireland has come on board as one of the primary sponsors of this race vessel.

Volvo Cars have launched a range of Special edition cars to tie in with the Ocean Race theme.Lennart Stegland, President of the Special vehicles division at Volvo Cars said: "Th ere are many features that, in a very subtle way, make you think about boats and sailing. Th e aluminium decor is designed in such a way that the patt ern looks like a yacht harbour full of masts."

Th e ‘Let’s do it Galway’ team, which put together the most successful stopover of the previous edition has been entrusted with hosting the Grand Finale of the race. Plans are well underway for a massive event in Galway. Expect a much bigger spectacle this time around from Volvo Truck & Bus. Additional text … Jarlath Sweeney.

Volvo Ocean Race to Galway nears the start line.

At the recent Shortsea Shipping Congress held in Hamburg, Germany, concern was expressed by att endees that UK

and other European Shortsea Container feeder operations could soon be hit by a ‘capacity crunch’ as fl eet development fails to keep pace with changes in the deep-sea shipping scene.

As explained by Team Line’s Christian Mordhorst, the disconnect comes as the deep-sea lines put more mega vessels each with 13,000 units or more container capacity into service. Fewer Ports in Europe and elsewhere will be able to accommodate these vessels, thus the numbers of containers that need to be moved off vessel or quay very quickly will grow sharply.

He went on to explain that there is a growing shortage of feeder vessels that could take the loads that the larger vessels will seek to shift to them. In addition, the Ports in Ireland, UK and elsewhere will be unable to take in deeper feeder vessels.

The Iarnród Éireann-owned Rosslare Europort has made a number of submissions stating its present and

potential future roles in the local and national infrastructure.

In its most recent presentation to the Wexford County Council, the Port has requested that its submission be adopted into the County Development Plan as a Core strategy.

Within its medium and long-term plans the Port sees:

Expansion of the Europort’s current • exclusively Ro-Ro business into Lo-Lo traffi c, initially through the use of MAFI trailers to carry containers on Ro-Ro ships, and eventually using container ships and/or Con/Ro vessels.Th e eventual development of a Rail Freight • Terminal, but only after the expansion into containers, and when there is a clearly demonstratable market demand for a Rail Freight service.Th e reclamation of up to 20 hectares of • additional land that would facilitate the longer

dwell times of containers and accommodate the Rail Freight terminal and associated freight storage requirements.Th e deepening of all or part of the Europort • from the current 7.2 metres at chart datum to 9 metres and eventually to 11 metres.Th e achievement of these developments • would facilitate and be accelerated by the development of a Port-centric logistics zone on land adjacent to the Europort.

In response to the submission, Wexford County Manager Eddie Breen told the local 'Wexford People’ newspaper that he "recognises the fundamental and strategic importance of Rosslare Europort to the economic development of the county."

A local business source emphasised the crucial importance of maintaining the Rosslare-to- Waterford rail line in condition that would facilitate its re-opening to freight services without signifi cant cost. Also critical is the preservation of the Waterford-to-Limerick line to facilitate distribution of containers further afi eld.

A signifi cant development for the Port will be the substitution by Celtic Link Ferries of their current ‘Norman Voyager’ vessel on the three-times-per-week Cherbourg service with the larger ‘Celtic Horizon’ in mid-October. Th e new vessel will off er considerably more passenger capacity while at the same time maintaining the guaranteed freight capacity.

Rory McCall of Celtic Link, speaking with ‘Fleet Maritime’ about the new vessel and the opportunities for further traffi c development with her said that the line is seeing constantly growing movement in the Campervan sector. It is now off ering heavily discounted rates in the off -season period running from September through June to further stimulate this traffi c.

Are there enough feeder ships to service offshore markets?

Rosslare Europort publishes plans for development

FLEETMARITIME | AUTUMN 11 61

Volume 5, No. 4 Winter 2010

62 FLEETMARITIME | AUTUMN 11

As reported in July/August ‘Fleet Maritime’ the RMR Ro-Ro service direct to West Africa has moved to a fortnightly basis.

Th e Line’s Irish sales agent is KMR Shipping Services, not the Burke Group as reported in error in that piece. Th e Burke Group takes care of vessel handling and Ship’s Agency at its Portroe facility in Dublin Port.

Kieron Kane of KMR Shipping advises that RMR has just recently purchased a fl eet of MAFI’s to facilitate the carriage of ISO containers on the route to Lagos, Nigeria and Takoradi , Ghana, and for shipments from Dublin to Harwich, Eemshaven

and Antwerp. Transit time from Dublin to Lagos is 18 days. Th e Line also intends to enhance its off ering through the purchase of its own containers.

RMR Line not only ships the cargo, but on arrival at Lagos, it provides Customs Clearance and military escorts during delivery to the fi nal customer.

KMR Shipping is the offi cial Irish partner of Cory Brothers, and its extensive portfolio of services also includes the Dutch CCNI Line, a container service operator linking European Ports with South America, Central America and the U.S. West Coast.

Following delivery of a paper on resource utilisation at their Tivoli Container Terminal by Port Operations Manager,

Gerard Deegan at an EU PROPS Short Sea Shipping workshop hosted on 19 July, a lively discussion ensued on the shortage of available shipping containers from the region with export cargo. Th e event was att ended by representatives of Shipping Lines, Forwarders and a large number of Exporters and all expressed concern

about imports to, the Munster region, which has dropped off sharply while export shipments have continued to grow.

Th e closure of the Dell manufacturing plant in Limerick was a major factor, made worse by the revision of schedules at the Shipping Lines running Continental Container Feeder Services. Now only one vessel a week calls to Cork aft er Dublin and transfers empty containers, while a

few years ago there were six such sailings.

Th e fact that Exporters must send hauliers to Dublin to collect empty containers not only adds substantially to their own costs, but also means that shipping the laden boxes will also go through Dublin.

Transport Minister Leo Varadkar, T.D. formally launched the rail spur linking the existing rail

tramway in Dublin Port to the Common User container and general cargo terminal on 13 July. Th is 1.6 kilometre expansion of the Port rail network was funded and built by Dublin Port Company and represents an investment of €1.5 million. Commenting on the launch, Minister Varadkar said, “I welcome this important investment by Dublin Port Company in its rail network. It will further enhance the att ractiveness of the Port as a destination for rail-based freight. Th e project represents a commitment on the part of Dublin Port Company and Iarnród Éireann to customers who want to move goods by rail.”

Iarnród Éireann CEO, Dick Fearn added: “Th e expansion of the Dublin Port Rail Spur is an example of State Agencies working together to improve the competitiveness of rail freight, and to the benefi t of commercial customers. We in Iarnród Éireann will build on a resurgence of rail freight to seek to att ract more freight customers to our services, highlighting the benefi ts this new spur will bring to the costs and

competitiveness of transporting by rail, in addition to the environmental advantages.”

Th e principal initial service using the new facility is the fi ve-times-weekly intermodal service to Ballina, County Mayo. Th e trains are chartered from Irish Rail by forwarder, International Warehousing and Transport (IWT). In addition to servicing their own direct customer base, IWT markets space on the service to other Forwarders and Shipping Lines.

In speaking about the potential traffi c development for this and other services through the common User/Portroe Terminal, Pat Brennan, Director of the Burke Group mentioned that at present the terminal services lines include CLdN/Cobelfret, deep-sea feeder vessel services operated by APL and Xpress Container Line, Gracechurch Line and the monthly RMS Line dedicated hazardous cargo service.

Mr. Brennan went on to say, “We feel that the potential is huge. As well as containers, new business can be developed such as biomass moving by rail. Cement-based products could also be moved this way.

In the last few weeks, the next tranche of new rolling stock for Irish Rail has used the facility. Th e investment will result in savings to customers on transport and handling.”

Dublin Port is keen to undertake a fresh re-development of the rail link into the IFG-managed Dublin Ferry Terminals facility. Th ere is concern that the lack of a viable rail link there would result in a shift of cargo from lines using that terminal to those using the Portroe facility.

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MARITIME 111

Successful RMR Ro-Ro Service purchases container equipment

South of Ireland faces empty container crisis

Minister Varadkar launches new rail spur

MARITIME 1V

FLEETMARITIME | AUTUMN 11 63


Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360Email: [email protected] Web: www.mikemurphyinsurance.ie

Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

Port PortalsSeatruck’s fi rst of a series of four new vessels being built by the FSG Yard at Flensburg, Germany, was launched in August and named ‘Clipper Progress’. She will be delivered to Seatruck in November and each of the other three vessels will follow at two month intervals.

Th e new vessels, though having a greater capacity than the current ships operating on the Line’s main Irish Sea routes, will still be ‘Heysham Max’ size with a shallow draft of 5.2 metres. On completion of the deliveries Seatruck will be able to replace the two small vessels operating on the Larne-Heysham route and develop the Heysham-Dublin route into a two-vessel operation with the chartered ‘Anglia Seaways’ returning to DFDS.

Two Cunard ‘Queens’ to visit Irish Ports. Cunard Line’s ‘Queen Elizabeth’, which entered service in October 2010, will make her fi rst Irish calls in September. Th e 2,100-passenger capacity Cruise Liner will call to Dublin on Friday the 9th before sailing on to Cork where she will dock at the Cobh cruise Terminal the following morning. While she is in Cork senior offi cers from the vessel will take part in a wreath laying ceremony at the spot 11 miles off Kinsale where the Cunard liner, ‘Lusitania’ sank on 7th of May 1915. She had been att acked by a German U-Boat.

Th e ship's larger sister the ‘Queen Mary 2’ will berth at Cobh four days later.

Irish Ports Policy and the environmental aspects of Port development will be principal themes of the Irish Ports Association Conference. It will be hosted by Rosslare Europort at the Ferrycarrig Hotel, Wexford on 30th September.

The keynote address will be delivered by Transport Minister Leo Varadkar, T.D. Secretary General of the Department, Tom O’Mahony will also speak on the evolving Irish Ports policy.

Th e environmental diffi culties in balancing commercially sensible Port Development with public interest environmental protection policies and their application in Ireland will be the main theme for the second half of the one-day Conference. Speakers will include Environmental Activist Karen Dubsky and representatives for Ove Arup who will discuss the application of these policies throughout Europe.

P & O Ferrymasters has launched the 'Ireland Efficiency Project’ focused initially on the

shipment of steel coils from their German client Novelis. Th e company is the world’s biggest recycler of drinks cans, recycling 40 billion cans a year.

Th e basic idea of the ‘Ireland Effi ciency Project’ is to exploit fully the 44-tonne weight limit on UK and Irish roads, four tonnes more than the German limit. Coils of aluminium sheet are collected from plants in Germany where cargo weight averages less than 20 tonnes and taken to Rott erdam Europoort. Th ere they are consolidated onto trailers with a payload of 28 tonnes before of shipment to UK and Ireland. Th e consolidation of product from a number of plants also reduces transit times by more than 50 percent and, by taking away smaller shipment dramatically reduces CO2 emissions, according P&O Ferrymasters

An EU ‘Blue Belt’ project, formally launched in December 2010 is now well into its initial trial stages. Th e long-term objective is aimed at creating a European maritime transport space without barriers, where ships will be able to operate freely with a minimum of administrative formalities, irrespective of their f lag. The combination of technology, maritime transport monitoring capacities and best practices will allow the establishment of such an area. Th e plan is that the ‘Blue Belt’ will be complemented by ‘Blue Lanes’ - administrative, technical and physical facilitations at Ports to ensure swift port transit of goods in free circulation within the European Community.

Presently about 250 ships engaged in regular inter-EU trade are participating in the pilot project along with the Ports they serve. Th e results of these trials will be evaluated towards the end of 2011 so the plans for integrated systems can be fi nalised.

Sources in Ireland and UK are enthusiastic about this ‘Blue Belt’ development, since the administration of products moving through borders by sea now far outweighs those for overland transit.

Kuehne + Nagel and Maersk Line have signed a contract for the shipment by Maersk of 597,000 teu for the next year. Th is volume, the largest the line has ever signed with a freight forwarder, is more than the total volume of containers shipped through Dublin Port in 2010, and represents more than half of the containers shipped through all Ports on the island of Ireland.

K + N said this fi gure represents a 40 percent increase in the volume of their cargo shipped with the Danish carrier.

Maersk Line has signed a contract for delivery of 10 of the world’s largest container vessels with Korea’s DSME Shipyard. Th e line has also signed an option for 20 more of these vessels, each of which will have a container capacity of 18,000 teu, a 16 percent increase in capacity over the largest vessels currently in service. Maersk commented that if all of these containers were to be loaded onto a train, that train would be 110 kilometres long.

With these vessels, the line hopes to achieve signifi cant economies of scale, energy effi ciency and environmental improvements. Serving such vessels with a 59-metre width and signifi cant draft is going to present major challenges to European Port Operators. Th ese vessels may not be able to use even the enlarged Panama Canal.

www.irishferriesfreight.com - revamps its website.

Irish Ferries Freight has revamped its website, www.irishferriesfreight.com, which houses irishferriesfreightengine.com, an intuitive business management tool. Th e new site is an inclusive simple system that is free, available 24/7, secure and business driven. www.irishferriesfreightengine.com off ers a wide range of B2B services including 1) a quick and easy booking engine, 2) real time sailing updates and 3) a fi nancial management tool that reduces delays in processing and ensures up-to-date information on shipping costs. Other initiatives include:

Invoices, consolidated invoices, statements • and credit notes available in PDF for printing or CSV for direct upload to customers systems'.Weekly and monthly shipping statistics • information hub.Text or email booking details directly • from the company's system to commercial drivers.

Mobile siteFor customers who are on the move, www.irishferriesfreight.com is also available as a mobile site. Customers can make and manage their bookings from their iPhones, Android or Blackberry. Pay online at www.irishferriesfreight.com houses a range of options for customers who want to pay online using secure technology. Th is site off ers a wide range of facilities for customers that are unique to Irish Ferries Freight, and keep pace with round-the-clock transport needs. A technologically fi t partner.

SAFETY1

Automatically Safer with VolvoT ruck of the Year Jury member Brian Weatherley has been over

to Sweden to see how Volvo Trucks has been contributing to the EU’s HAVEit automated vehicle project.

Th e other day I was driving along the motorway in a 40-tonne artic. Up ahead, I noticed a stationary car in my lane but as I reached for the indicator I heard a strange voice in my ear: ‘Don’t avoid it…drive straight into it!’ Th e voice was most insistent. Closer and closer until, just before the most catastrophic crash in my entire truck-driving career, I felt a strange sensation on the steering wheel. Suddenly, all by itself, it turned fi rst left , then right, swerving my rig around the car, which promptly reappeared, unharmed, in my wing mirror as we swept past.

It wasn’t an act of ‘divine intervention’. What actually happened was all in the cause of future road safety. Th e ‘truck’ was a clever simulator developed by Volvo; the voice in my ear was the simulator’s controller telling me what to do. Naturally, no one deliberately tries to ram another vehicle. But by replicating it on a simulator, Volvo is testing the likely reaction of professional drivers to such a future automated emergency collision avoidance system – one that turns the steering wheel on its own. Certainly it’s counterintuitive to let the steering wheel do its own thing. However, in trials with a large number of truck drivers, Volvo has found their reactions do vary. Some fi ght it, while others are more confi dent to allow the system to take control of the situation.

“Simulators allow you to test how human beings react to situations without any fatalities or wrecking vehicles!,” said Volvo Trucks’ long-serving traffi c and product safety director Carl Johan Almqvist (pictured) matt er-of-factly. "Th ey also allow you to ‘group’ test to see if one person reacts to the same situation diff erently to another." Feedback from the simulator test neatly underpins the problems we all have with any kind of automated safety system – trusting it to do the right thing. It’s a point Almqvist is only too familiar with: "Our experience shows that it takes time for people to build up faith and hand over control to new systems." "But once the benefi ts have been experienced fi rst-hand, resistance quickly subsides," he added.

Certainly, the benefi ts of automation are not hard to grasp. For example, Volvo’s prototype Automated Queue Assistance (AQuA) system, removes all the hassle of stop-start driving in slow-moving traffi c queues – by taking control of the truck. Why automate? As any driver knows, it’s both tiring and stressful to constantly stop and re-start a fully loaded wagon. More signifi cantly, Almqvist reports: "More than 20 percent of all accidents involving trucks take place in traffi c queues or similar situations. Th at’s why we’ve developed the system."

It’s undoubtedly impressive, and equally important, it’s based on existing safety equipment off ered by Volvo including Adaptive Cruise Control (ACC), Lane Guard and blind spot radar. We recently had the chance to see for ourselves when we checked AQuA out on an FH.480 rigid at Volvo’s Swedish Hallered Proving Ground.

Via the ACC’s forward-looking radar, the driver is alerted as he approaches a traffi c queue. As the truck’s speed drops to below 30km/h, and the radar picks up the ‘target’ vehicle in front, the driver selects AQuA via a steering-wheel butt on. From then on it’s hands-off the wheel, and feet off the pedals, as AQuA takes over maintaining a safe and comfortable distance with the vehicle in front as the traffi c creeps forward. When the queue ahead


"Look ma…no hands (or feet)". Automated AQuA system makes driving in a traffi c queue a pleasure.

Th e driver always retains full control with AQuA and can revert back to ‘manual’ at any time.

Modifi ed AQuA FH research truck is part of the HAVEit project co-funded by the EU.

“It takes time

for people to build up faith and hand over control to new

systems.”

SAFETY

stops, so does the truck – AQuA applies (and holds) the service brakes. When the queue moves off , the I-Shift auto box re-engages the clutch, the brakes release, and away you roll again. At any time the driver can intervene, turning the steering wheel, or using the thrott le or brakes, or even switching AQuA off if he wants to revert to full ‘manual’ operation. Above 30km/h, it de-activates automatically.

Using the Lane Guard function, the truck remains in the same lane, while sideways-looking sensors on both sides of the truck alert the driver to vehicles in his blind-spot when he wants to change lanes. And to prevent him from nodding off , a camera monitors the position of his head, detecting any unnatural movement. Should he appear to be falling asleep an alarm sounds and the vehicle slows down coming to a gradual stop. Likewise the truck slows down if AQuA fails to detect a ‘target’ vehicle in front.

In practice it was certainly strange to see our driver turn around and chat to us, explaining the system, as the truck crept along behind a slow-moving car, but it was perfectly safe. AQuA is just one of a number of projects under development by HAVEit, short for ‘Highly Automated Vehicles for Intelligent Transport’ project. Th is EU-led (and part-funded) initiative is consolidating research into the next-generation of intelligent vehicles. Since HAVEit started in 2008, seven intelligent and autonomous solutions have been developed by the consortia that includes Volvo Trucks, Volkswagen (which has developed a similar automated steering system for negotiating roadworks), Continental and other hi-tech companies.

Within the HAVEit framework, Volvo has also created an Active Green Driving (AGD) system for urban buses, which improves fuel consumption by ‘predicting’ what the traffi c is doing ahead of it by up to three minutes! AGD bases its calculations on data provided by laser scanners that register whether there’s a vehicle or other objects in front of the bus, as well as a colour camera that monitors traffi c lights and a GPS system that uses pre-programmed maps to highlight any on-coming obstacles along the intended route, as well as the status of the road, roundabouts, traffi c lights, hills and planned stops. Th us AGD advises the driver to take appropriate actions like not speeding up to an obstacle further down the road, thereby wasting fuel. With AGD Volvo reckons that fuel consumption can be reduced by 6-8 percent on top of the 30 percent reduction achieved if the bus has a hybrid drivetrain, compared with a conventional diesel-engined vehicle. Since its fully automated, it requires no input from the driver.

Furthermore, Volvo is working with Haldex on Brake-by-Wire technology. It replaces the normal pneumatic braking system with an entirely electro-mechanical braking system capable of cutt ing braking distances by up to 25 percent, while improving stability and reducing any braking imbalance between a tractor and trailer.

So when will we see such devices on the market? Unlike the forthcoming EU General Safety Directive that requires mandatory adoption (among other things) of emergency brake assistance, electronic stability control and lane guard on trucks between now and 2015. Mr. Almqvist believes that any future automated systems will work best where they are ‘voluntary’ purchases rather than purely legal requirements. But with vehicle manufacturers like Volvo Trucks plus the European Commission increasingly committ ed to reducing the number of road traffi c casualties on our roads every year, it’s a fair bet that in future, things will get bett er – automatically.

Text & Photos: Brian Weatherley FLEETTRANSPORT | SEPT 11 65

Some 20 percent of all truck accidents happen when you’re driving in a queue of traffi c.

Forward sensors help the AGD bus predict traffi c well ahead of it.

"It’s a truck Jim, but not as we know it!" Volvo simulator allows driver reactions to be tested safely and repeatedly.

66 FLEETTRANSPORT | SEPT 11 Text: Jerry Kiersey - jerry@fl eet.ie

SOAPBOX

E arly on a bright spring morning many years ago, I was walking down the Main Street in Naas as two trucks met each other. Th ey gave a friendly greeting to

each other of a blast or two on their air horns. While I merely jumped, I noticed the elderly lady walking a short distance in front of me visibly shrink and clutch a shop door for support. I decided then and there to take off whatever air horns we had on our trucks, banning them forever. Th e Naas By-Pass which was originally proposed as Ireland’s fi rst toll road, has now removed today’s trucks from Naas. If the By-Pass had been tolled, those trucks would still be using the Main Street.

Reading recent press commentary on the decision by Transport Minister Leo Varadkar to suspend the Slane By-Pass, I was appalled by the history of accidents with injury and death and most involved HGVs. A number of newspapers carried photographs of trucks in various states of dismemberment, some on top of cars, others being lift ed out of the Boyne.

I don’t know if many fellow truck operators reading this have ever been called to the scene of an accident involving one of your trucks, but I have. I recall the impact of the phone call on me, the drive to the scene of one particular accident and hearing the news of the incident on national radio. I remember a deep-felt wish to be able to turn my car around and drive the other way, simply for it all to be a bad dream. But it wasn’t and I had to do my job. I had a right to earn a living, but I also had responsibilities that went with that right.

Reading of the Slane decision, I discussed the issue with our Traffi c Manager and fellow Director. While we agreed that the opening of the M1 was a bett er option for many reasons, we still pass over the bridge at Slane on a few occasions as it saves 15 kilometres each way. But more signifi cantly it saves the two return tolls on the M50 and the M1. Unnecessary and avoidable costs are the last thing anyone needs to incur today, and VAT inclusive the tolls are €21.40 and about fi ve litres of diesel each, so you are looking at €30 per round trip. We agreed that we never wanted to see our trucks pictured wrecked on the Slane Bridge, so was that risk worth €30? We decided we would pay the €30. We continued the discussion to determine what the issue was, simply avoiding the possibility of an accident? But

there was far more to it than that from a number of angles; we are all parents, we agreed we would never want to be in that position ourselves, nor be responsible for another parent’s grief.

Yet another angle that is diffi cult to value in the short term, but over years becomes clearer, is maintenance costs. It has been obvious for many years that today’s modern weight trucks are totally unsuited for many of Ireland's main roads and consequently suff ered high wear and tear. We know from buying high-mileage used trucks in the UK that they are in far bett er condition than most of

our Irish trucks of similar vintage. Th ey also have lower mileage because until very recently UK trucks did most of their miles on motorways, whereas ours did not, hence higher miles but lower maintenance costs. Will the fact that we use motorways now for perhaps 60 percent of our journeys reduce our costs? We believe they will andwill make journey times more predictable, and as we all know, time is money.

Looking closely at all our routes, we wondered why any truck would use Slane at all if there were no tolls on the motorways. Th at begs another series of questions about the need for a Slane By-Pass at all, with high-quality, modern motorways running parallel to the existing road on either side.

Local Authorities are bearing the cost of maintenance of our traditional primary roads. Th ey are all high maintenance when used as a toll-avoiding mechanism compared to our motorways. Th e motorway operators are also at a loss due to toll avoidance by HGVs, which in turn sees them fi ghting in the Courts for increases.

Spend a day at Slane Bridge and you will see the majority of trucks using it are out-of-State. Th roughout Europe, charging schemes exist or are being introduced for non-National trucks with the UK’s system due by 2014. Looking at the sums, I can understand why they do so, since even to reclaim the VAT on tolls alone must be a nightmare if at all possible. However Irish hauliers are paying signifi cant charges in other Member States and Northern Irish hauliers are benefi tt ing from lower fuel costs in the Republic.

So a solution begins to become clearer. Minister Varadkar reduces the cost of truck tolls, implements a three-tonne weight limit on the Slane Bridge, thereby forcing trucks back on to the motorways. Th is gives immediate fi nancial and enormous safety gains, a restoration of the quality of life in the beautiful village of Slane, and elimination of the threat to our heritage.

However, irrespective of how Minister Varadkar chooses to act, my company will not use the Slane Bridge again. We, like all other road transport operators, have a right to control our costs whatever legal

way we can, but we also feel that with those rights come responsibilities to the communities we seek to serve.

Once again, this highlights the overall conclusion that there is simply no policy at all for the movement of goods on our roads. Prior to his last election as a T.D., Mr. Varadkar was willing to verbally challenge many sacred cows. He took over a ministry with many sacred cows, and has since neglected issues to many in the public eye. However two eminent but regrett ably deceased politicians made their indelible stamp on Transport: Seamus Brennan and Jim Mitchell. Without them many things would not have come to pass, including the existence of Ryanair. Th e sacred cows have their protectors as the late Seamus Brennan found out the hard way (one named Bertie Ahern). Minister Varadkar could leave his stamp indelibly on the Department of Transport: A clearly defi ned National strategy on the movement of freight within and on/off this island would do me!

With Rights Come Responsibilities

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