fleet transport fevruary 2010

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

Inside!

FEBRUARY 10

€4.50STG £2.80

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NEW RENAULT MASTERNEW RENAULT MASTER – – of all trades!of all trades!

Inside!

Transport Policy Conference 2010

Dakar Rally 2010

• Renault Premium Distribution Hybrys• Iveco Eurocargo Hybrid

New Iveco Stralis joins Kelly Haulage Team!

500hp Iveco Stralis Active Space 6x4 Tractor-unit

sold to Kelly Haulage,

Ennis, County Clare.

www.iveco.com

Truck Dealers International (TDI)Importers & Distributors

IVECO Trucks & VansNaas Road, Dublin 12

Tel: 01 4194500Email: [email protected]

Website: www.ivecotdi.ie

4 NEWS• Driver disqualifi cation in UK & Ireland now mutually recognised • New UNVI agents • Young European Truck Driver Competition is back! • K+L Deliveries miss out in Euro Finals • Introducing Sailun Tyres • Tribute to Fergus O’Reilly • Diary Dates 2010 • SEI Energy Show 2010

8 COVERDynamic new Renault Master & Opel Movano

10 NEWS EXTRAVolvo add Low Entry Cab to FE range • Stena Line invests • Driver Attestation Form changes

11 NEW FLEETZero 10 plates on new Ivecos, Volvos, Isuzus, Mercs, MANs & DAFs

12 LAUNCH PAD INew Fiat Doblò Cargo

14 INTERVIEWWith Fedirico Pasetti, Fiat Professional

16 LAUNCH PAD IINew Volkswagen Transporter arrives!

18 LAUNCH PAD IIIIveco EcoDaily launched

20 REPORTACEA Transport Policy Conference, Brussels

22 ANALYSISIrish & UK truck markets 2009

24 TESTIveco Stralis AT440S45 6x2

27 FLEETING SHOTSInfo from ACEA, Mitsubishi FUSO, Topaz & Volvo Ocean Race

28 TIMES PASTDemo Passenger Transport Vehicles

30 MOTORSPORTDakar Argentina/Chile 2010

32 FEATURESay Hello to VebaBox!

34 FUEL PRICES/ADVICEKeeping abreast on fuel costs and legal issues

35 LEGALThe weather and the Law!

36 COMMENTDublin – ‘Pale-ing’ the signifi cance

37 FINANCEPlanning ahead

38 TYRESDiffi cult time drive changes

39 SHIPPINGFerries & Freight transport

40 BUS & COACHGet on the ‘Smart Move’ Bus!

42 GREEN FLEET MANAGEMENTFirst Drive: Iveco Eurocargo Hybrid • Renault Premium Distribution Hybrys Tech

46 SOAPBOXTaxis and the Regulator

contents FEBRUARY 2010 www.fl eet.ie

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.

Photography: Jarlath Sweeney, Gerry Murphy,

Cathal Doyle, Paul White, Michael Corcoran, Rob van

Dieten.

Administration: Orla Sweeney, Denise Vahey,

Helen Maguire.

Advertising: Mary Morrissey, Orla Sweeney.

Design: Eamon Wynne.

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

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

Management are published by JJDS Publications Ltd.

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

Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

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

FLEETTRANSPORT | FEB 10 3

Fleet TransportOffi cial Irish Jury

Member of the International Truck

of the Year Award

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P 28

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

We are over 35 years working for the Haulage Industry.Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

Email: [email protected] Web: www.mikemurphyinsurance.ieM.Murphy Insurance Services Ltd. is a member of IBA and regulated by the Financial Regulator.

P 44

NEWS 1

4 FLEETTRANSPORT | FEB 10

UNVI appoint Central Bus & Coach to continue sales and service to Irish customers

Westward Scania launches YETD 2010 – Young European Truck Driver Competition

Driver disqualifi cation in UK and Ireland now mutually recognised

Central Bus and Coach Ltd, headed up by well-known bus and coach operator

Liam Farrelly, Keenagh, Longford has been appointed customer service agents for UNVI in Ireland. Th e Spanish coachbuilder has fi rmly established its brand here in the past four years and its vehicle park now extends beyond 400 units. Passenger vehicles such as the Touring, Touring XL, Cimo XL, Classic and GT can be seen in practically every County in Ireland.

“We will provide UNVI with full aft er sales facilities and warranty back-up in addition to being responsible for preparing all new UNVI vehicles for delivery to Irish customers,” said Liam Farrelly to Fleet aft er the appointment. “We will also work alongside UNVI as

appointed sales agents for Ireland and will handle all sales enquiries, including the provision of all vehicle demonstrations.”

Central Bus and Coach has strengthened their team with the appointment of UNVI specialist Johnny Curran. His long association and experience of the UNVI product range will

prove invaluable to Central Bus and Coach and their customers.

As part of the arrangement, Central Bus and Coach have invested in stocks of UNVI vehicle parts at their facility in Keenagh. Stock items include glazing, windscreen, GRP, lights, doors, wipers, seat accessories etc. In addition to normal

servicing facilities include; brake testing, computer diagnostics, air conditioning service, towing and recovery, paint and accident repairs, glazing and signwriting. Finance can also be arranged.

For UNVI customers, this appointment will provide a direct line of communication in order to ensure a speedy response to all aft er sales requirements.

Aft er a gap of one year the Scania Young European Truck Driver YETD Competition

is up and running and the search is on for candidates from Ireland. Remember when Tom Sharkey fi nished runner-up in the 2007 European Finals in Sweden? Well, that opportunity awaits you. YETD 2010 will once again put the spotlight on Irish drivers by celebrating their skills and professionalism and highlighting their vital role in society.

Scania is now looking for young Irish truck drivers (under 35 years) who have the skills and determination to meet the challenges of the competition. As well as exceptional driving skills, they must have a positive att itude, road safety awareness, stamina and professional pride. Only drivers with these qualities will succeed

through the theoretical stage to make it to the Irish national fi nal taking place in July 2010.

At the European Final, each national winner will compete against 18 other national fi nalists from all over Europe, with the chance to be crowned Young European Truck Driver 2010 and to win a brand new customised Scania R-series, the 2010 International Truck of the Year.

Drivers interested in fi nding out more about the competition as well as entry details should visit www.westwardscania.com

New Legislation which came into force on 28 January will force UK drivers disqualifi ed

for serious motoring off ences in Ireland to serve their full ban if they return to the UK. Similarly, disqualifi cations earned by Irish drivers in the UK will be recognised and enforced when they return to Ireland.

Representing road safety charity Brake, its Campaigns Officer, Ellen Booth said: “This common-sense measure is long overdue. Offenders who are disqualif ied for r isk-

taking on roads should not be ‘ let off ’ their ban simply because they have crossed the Border into another Countr y and Brake urges the U K Government to negotiate similar agreements with other countries. Reciprocal agreements should also extend to drivers disqualif ied under the totting-up system, who have shown repeated disregard for their own and other people’s safety on the road."




NEWS II


Irish Finalist narrowly misses out in European Transport Company of the Year 2010

Millstreet, County Cork based K+L Deliveries, the Irish Haulier of the Year

2009 was pipped at the post in making the shortlist as fi nalist in the European Transport Company of the Year 2010 Competition. Unfortunately Gordon O’Keeff e and his team will not go forward to the interview process to be held before the fi nal Jury Meeting taking place on 11 February in Brussels. With a score of 69.58%, K + L Deliveries lost out by a mere 1.6% to the sixth-best place nominee (from 12 nominated candidates).

Th e announcement of the European Transport Company of the Year 2010 will be made at a

Gala Dinner held later that evening in Brussels. Last year, Reynolds Logistics (representing Ireland) fi nished runner-up. Th e Annual Irish Haulier of the Year Awards is part of the Fleet

Transport Awards programme organised by Fleet Transport Magazine.

Th e six fi nalists are:-I n t e r n a t i o n a l L a z a r C o m p a n y • (Romania)

- www.intlazar.roNuss Spedition (Germany) •

- www.nuss.deNybro Transport (Sweden) •

- www.nybrotransport.seTradeteam (UK) - www.tradeteam.com• Van Dievel (Belgium) - www.vandievel.eu • Van Gansewinkel (Netherlands) •

- www.vangansewinkel.com

A company providing a new range of premium quality commercial vehicle

tyres is bringing new technological advances to the Irish market.

Sailun, a leading Chinese manufacturer, is one of the fastest growing tyre companies in the world. Outside of its domestic market it has achieved considerable success in the US and Canada. In Ireland the brand is available exclusively through sole distributors Gratude Tyres.

Off ering products at the premium end of the tyre market, Sailun is the fi rst manufacturer to commit to embedding Mesnac’s RFID (Radio Frequency Identifi cation) tyre tags

in a commercial truck line. RFID tags are embedded in the tyre during the curing process, or can be cold-vulcanised on the tyre aft er manufacture. Used in conjunction with Pneu-Logic hand-held RFID reader tools, the technology allows owners and fl eet managers to track the tyre throughout its life, including retreading and service repairs. It can also assist in the prevention of illegal dumping of tyres.

Based in Dunlavin, County Wicklow, Gratude Tyres distributes the Sailun brand directly to end users and outlets. A full range of bus and truck tyres including steer, drive and trailer tyres are presently on off er, while passenger car and SUV tyres will be introduced later this year. Cathal Doyle

Obituary Fergus O’Reilly: 1971 – 2009

Fergus O’Reilly, Fleet Engineer for Wincanton Ireland, died tragical ly in a d row n i ng i nc ident i n Tener i fe on 26 December, while on holiday with his family.

A graduate in construction a n d p l a n t engineering

from Dublin Institute of Technology in 1993, Fergus had a varied career in technical fi elds, commencing in Roadstone. He went on to work with Phoenix Commercials Ltd and Intel Ireland, before becoming MD of Ground Equipment Services Ltd at Dublin Airport, which position he held until he was recruited by Wincanton Ireland in 2007. His role in Wincanton involved him in the purchase and running of fl eets for a wide variety of customers in Ireland, such as Topaz Energy, Superquinn, Tesco, Musgraves NI, Asda NI, Argos and Air Products.

Identifi ed as a high-potential manager, Fergus was selected for Wincanton’s management development program, which he completed in July 2008. His fi nal project on the course was a technical solution to prevent unnecessary truck

idling, a solution that is now being specifi ed onto all new fl eet purchases for Wincanton.

He also completed an emergency response and incident control course in Moreton-in-Marsh, UK in 2007, where he made many friends within Wincanton and established his reputation as an enthusiastic team player, problem solver, sharp wit and bon viveur.

A rock of common sense, an ever-helpful workmate, and a great friend, Fergus will be deeply missed by all his colleagues in Wincanton and elsewhere. Fergus is survived by his wife Ciara, and daughters Katie and Ellie.

Fergus O’Reilly, born 30 October 1971, died 26 December 2009.

New Tyre Company Brings RFID Technology to Irish Market




Patrick Healy of Gratude Enterprises presents the new Sailun Tyre to Minister for Science, Technology & Innovation, Conor Lenihan, TD.

NEWS 111





Event Date Venue WebTruck Europe Forum + EU Transport Company of the Year

11-12 Feb Bedford Hotel, Brussels + Tour et Taxis, Brussels www.truckeurope.net

F leet & A sset M a nagement Conference & Exhibition

23 -24 Feb Marriott Hotel, Amsterdam, Netherlands www.telematicsupdate.com

Solutrans 2-6 March Eurexpo, Lyon, France www.solutrans.frCeBIT 2-6 March Deutsche Messe, Hanover, Germany www.cebit.deSamoter 2 -6 March Exhibition Centre, Verona, Italy www.samoter.comGeneva Motor Show 4-14 March Palexpo, Geneva, Switzerland www.salon-auto.ch

Collectables Toy Fair 14 March Clarion Hotel, Liff ey Valley, Dublin 22 www.briancollinsenterprises.ie

Co-Operative Mobility Show 23 -26 March Amsterdam RA I www.cooperativemobilityshowcase2010.euCV Operators Show 13-15 April NEC, Birmingham, U.K. www.cvoperatorshow.com

SEI Energy Show 14-15 April Main Hall, RDS, Dublin www.sei.ie

Bauma 2010 19-25 April Neve Messe, Munich, Germany www.bauma.de

FPS Expo 2010 21-22 April Harrogate, U.K. www.fpsshow.co.uk

Multimodal 27-29 April NEC, Birmingham, U.K. www.multimodal.org.uk

SED 18-20 May Rockingham Speedway, Corby, U.K. www.sed.co.uk

Transport & Innovation – unleashing the potential (Conference)

26-28 May Congress Centre, Leipzig, Germany www.internationaltransportforum.org

Tip-Ex 2010 27-29 May Harrogate, U.K. www.tip-ex10.com

63 I A A Commercial Vehicles International Motor Show

23-30 September

IAA Hanover, Germany www.iaa.de

Paris Motor Show 2-17 October Porte de Versailles, Paris www.mondialautomobile.comFleet Transport Awards 2011 4 October Johnstown House Hotel, Enfi eld, Co. Meath www.fl eet.ie

Fleet Truck & Bus Forum 5 October Johnstown House Hotel, Enfi eld, Co. Meath www.fl eet.ie

Courier and Parcel Logistics EXPO 10

6-8 October Bella Center, Copenhagen, Denmark www.cpl-expo.com

Diary Dates: Shows & Exhibitions 2010

• Wish to include your event in the Diary Dates column? Please forward details to enquiries@fl eet.ie

Sustainable Energy Ireland Energy Show 2010

Sustainable Energy Ireland’s Energy Show 2010 takes place at the RDS

in Dublin on April 14th and 15th. Th e two-day event, presented annually by SEI is a business only trade exhibition showcasing leading suppliers of sustainable energy products and services.

Now fi rmly established as the annual national showcase for the Irish energy sector, SEI’s Energy Show 2010 entitled “Maximising Ireland’s low carbon opportunities” will take the form of a two-day exhibition highlighting the latest sustainable technologies and services available in Ireland while also featuring a substantial series of seminars covering the most current and topical developments facing the sector

both nationally and internationally.

Th e Show will also feature an extended electric vehicle area profiling and displaying the latest buses, large transit vans and cars available on the market. Visitors to the Energy Show can expect to learn about new business opportunities which will emanate from a new low carbon Irish economy and how businesses can best position themselves to avail of these unique opportunities well into the future.

For further details on SEI’s Energy Show 2010 and how your business can be part of it visit www.sei.ie/energyshow

CANCELLED

With the new Master and Movano Renault and

Opel got their heads together to produce a van range that has every conceivable fi tt ing any driver in this sector could possibly ask for. Th e jointly designed range of light commercials may have taken four years from start to fi nish, the result has been well worth waiting for. Together the new Renault Master and Opel Movano will revolutionise the panel van sector.

When introduced into European markets in April the Renault/General Motors (GM) partnership will not have Nissan, (the Renault Alliance partner) badged version on sale like the last generation. For now, as a change of strategy by the Japanese company, will see its own version of this new model in due course. In Britain, the Movano will have Vauxhall branding.

Apart from the numerous innovative features of the new duo, the new range extends its weight capacity from 2.8 to 4.5 tonnes. More signifi cantly, rear wheel drive is off ered, as is a twin-wheel version, both for the fi rst time.

2010 m a r k s t w e l v e

successful years of the Renault/Opel partnership in van development and production. As well as the Master/Movano (& Nissan Interstar) the arrangement extends to the Trafi c/Vivaro/Primastar range of smaller vans. Since 1998 (when the Master & Movano was jointly awarded International Van of the Year) over one million units have been produced at the Renault owned plant at Sovab Batilly in France which have been sold in 46 countries.

With what we have seen at a sneak preview and test drive in France prior to Christmas, the new Renault Master and Opel Movano will put it up to the opposition in terms of the amount of practical innovative features fi tt ed throughout the vehicle. Th eir target groups from large fl eets to owner-drivers will get best use of what is available

from the 26 variants that will initially go on sale. Four wheelbase lengths allow for load volumes

that stretch from 8 cubic metres to 17 m3 – the latt er being the twin wheeled rear wheel

drive version.

From the front the Master and Movano are distinctively diff erent with Renault surprisingly going for a more aggressive look and moving away from the French company’s family resemblance. Opel’s styling is more refi ned with the signature chrome bar and logo on the top part of the grille. Integrated into the bumper is a clever step well that facilitates access to the windscreen and wipers.

During his section of the presentation Roy Flecknell, Vehicle Line Manager,

Heavy Vans, GM Europe Commercial Vehicles made particular reference to the cabin by saying, “every conceivable space has been utilised.” He understands that the needs of customers and users are diverse and complex. “Th e real challenge was to ascertain at what stage customer requirements would

be into the future.” By all accounts the result has got the future checked. Having

spent some time on board by pulling every knob and pressing every switch (like a child at a Motorshow) the amount of thought and ingenuity was understood. In the three seat version the second passenger seat folds down to reveal a worktop that swivels for convenient use of a laptop. Cup holders and a storage well are included here too. Th e base of this seat also folds upwards to reveal a deep storage area. On

New Renault Master and Opel Movano

to revolutionise the light commercial sector

COVER


the dash area is a holder to stand-up a mobile phone – something I have been calling for, for a while now. Th en there’s the pull out shelf that houses an A5 notepad holder in the centre dash and two plug-in charging points. Best of all is the reversing camera placed on the downwards side of the sun-visor. Bravo!

Unlike the Fiat Dobló Cargo, the TomTom Navigation System is integrated into the roof-line that can be turned towards the driver. Radio station/CD details and digital tachograph (where applicable) are fi tt ed up there as well. Airbags are fi tt ed to the steering and side panels. Braking systems such as ABS, EBA, ESP, ASR are also part n’ parcel of this new vehicle while front cornering lights make their debut in an LCV.

Low running costs were much in focus by the address from Jean-Jacques Azuar, Vice President, Vans Programme Director, LCV Division, Renault. He described that a 2.3 litre diesel engine was developed for this new van range. Based on the 2.0 litre from the Renault/Nissan Alliance and used in the Espace and Laguna cars, it has 100/125 or 145 hp mated to a ZF 6-speed gearbox. In all, 6 engines are available, three Euro 4 compatible and the other three reaching Euro 5 standards. When compared to the 2.5 litre used in the old models over one litre of fuel is saved and compared to the Renault Mascott (which has now ceased production) that fi gure improves by 2.7 L/100 kms. One of the reasons for extending the weight range to 4.5 tonnes is to close the gap between the Master and the Midlum (@ 6 tonnes) now that the Mascott has been discontinued. Not only does this engine boast higher torque from 285 to 350 Nm, its fuel effi ciency is enhanced by low CO2 emission rating which averages @ 189 g/km.

Aft er driving both the new Master and Movano around Renault's test track at Mortefontaine, the 2.3 dCi and 2.3 CDTi units respectively in 125 bhp form were put through the mill. With 310 Nm on tap, low end torque coming out of the sharp corners was noted. Th e low window line has greatly improved visibility while the mirrors were good too. Th e gearshift indicator, which lit-up advised on the correct gear to use. Th is system seems to be the preferred choice of car and van makers of late, instead of inserting a simple green band in the rev counter (as per trucks), which is much easier to see when driving.

With reference to the new twin-wheel version Roy Flecknell replied to my query in that they (Renault + GM) looked at a super-single wheel rear option (as per Mercedes-Benz Sprinter) but decided to stick with the double wheels on the rear drive axle as it off ered bett er stability under load conditions. For the same reason (plus additional costs) an electronic parking

brake was not considered.

So as we greet the new Renault Master and Opel Movano in April, we say goodbye to the Renault Mascott (which sold over 150,000 units). Having driven the previous generation Master also on the day, the new model has come a long, long way.

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

COVER

New Opel Movano


NEWS EXTRA

Volvo looks to Municipals & Specialist Services with FE Low Entry CabApplications such as the carriage of domestic

refuse to specialist f ire, airport and motorway vehicles will be handsomely catered for with the new low entry version of the Volvo FE middleweight truck range. Discussion on the design and introduction of a Low Entry Cab (LEC) for the UK & Irish markets began around two years ago. Th e Volvo FE LEC is confi gured around a 26 tonne GVW 6x2 rear-steer, tag-axle rigid chassis. 95% of components are from the standard FE chassis.

Designed to cater for four crew (3 + driver) and while providing easy entry and exit, the driver’s side of the cab features single step entry and the fl at fl oor of the cab allows excellent cross-cab access. Th e FE LEC cab is mounted 600mm further forward and 200mm lower than the standard FE. Crew entry and exit on the near-side is via a wide, low access step at a height of 550mm. Both cab doors feature wide apertures and open to a fully 90o.

Th e Volvo Group's D7 Euro 5 SCR 300hp diesel engine is used with this specialist vehicle mated to an Allison 6 speed automatic gearbox that also has a live-drive PTO. Unladen weight averages @ 7,500 kg (chassis/cab).

STENA Line is the leading ferry company on the Irish Sea and

over the past year has continued to invest heavily in its fl eet, including the introduction of a third ship on the Northern Corridor, the Stena Navigator, a €16 million fl eet makeover and a new timetable which has contributed to an enhanced Irish Sea service.

Th e Stena Navigator has a capacity of 1,500 passengers and 50 trucks and the .addition of the vessel allows Stena Line to off er customers 14 daily crossings, two more than the previous route timetable allowed. Th is extra capacity enables Stena Line to off er additional space at peak times and helps meet the expected upturn in freight volumes over the next two years. Th e vessel provides freight customers fi rst class facilities including drivers’ restaurant and a separate truckers’ lounge with state of the art internet facilities, a large touch screen and relaxation area off ering the ultimate in driver comfort.

Th e €16M investment included refi t and refurbishment of the Stena Adventurer

and the Stena Nordica which both sail from Dublin to Holyhead, the Stena Pioneer and the Stena Leader which sail from Larne to Fleetwood, the Stena Caledonia and the HSS Stena Voyager which sail from Belfast to Stranraer and the HSS Stena Explorer which sails from Dun Laoghaire to Holyhead.

Th e Stena Nordica, a high-capacity, fast RoPax vessel with extremely good seagoing characteristics on the Dublin to Holyhead route off ers freight customers excellent timetable options providing the industry with the opportunity to develop innovative new vehicle schedules that improve customer service, reduce waiting times and help minimise transport costs.

Th e addition of earlier sailings from both Dublin and Holyhead have not only increased capacity available for freight customers by 85% but has also made it easier for the logistics industry to collect and deliver on the same day, helping transport companies increase their productivity and become more cost eff ective.

Stena Line’s ongoing investment ensures fi rst class service

Notice: Revised Driver Attestation FormThe European Commission has adopted a new EU Driver Att estation

document to be used for the recording of activities not registered by the tachograph. Th e form is in addition to the tachograph records and shall not be required for activities that are already recorded by the tachograph. Members States are not obliged to require the use of this form but if a Member State does decide to adopt the revised form then it will be recognised as valid for such purposes.

All of the fi elds in the form must be fi lled in and it must be signed both by the company representative and the driver in order to be valid. For self-employed drivers, the driver signs once as the company and once as the driver. Th e text of the form may not be modifi ed and only the signed original is valid. Th e form may be printed on paper containing the company logo and contact details, however the fi elds containing the company information must also be fi lled in.

Th e use of the revised form is only mandatory in certain Member States; see below a list which indicates the countries where it is now mandatory. International Transport operators travelling into any of the Member States where the revised form is required, it is highly advisable that the new form is used at the earliest opportunity.

Member State where the Form is Mandatory

Member State where the Form is non-Mandatory

Latvia NorwayLithuania Austria (currently)Hungary United KingdomEstonia DenmarkSlovenia IrelandSpain LuxembourgSlovakia FinlandRomania Czech Republic – but any other

Att estation Form must include key information as in a ‘Leave Form’

Bulgaria CyprusPoland Belgium (strongly recommended)

NetherlandsGermanyPortugal (currently)Sweden


NEW FLEET

10CE500 is the perfect ‘10’ registration plate donning Kelly Haulage’s new 500 hp Iveco Stralis Active Space 6x4 tractor unit supplied by B+H

Premier Commercials Ltd, Two-Mile-Borris, County Tipperary.

Kelly Haulage, Ennis, County Clare established in 1948 by the late P. J. Kelly, is now run by his son Kieran. Today the fl eet is 12 trucks strong – eleven 4-axle tippers and one tractor unit. Pictured is Martin Hough of B+H presenting the keys to Kieran’s sons PJ and Shane and Shane’s son Scott .

Murphy’s Cash & Carry, Enniscorthy, County Wexford is the fi rst customer to purchase an Isuzu Truck from Gethings Garage,

Enniscorthy following their appointment as regional dealers for the Japanese brand.

The new Isuzu NQR 7.5 tonner fi tt ed with a Cahill built 16 ft box body and 1.5 tonne Ratcliff Palfi nger tail-lift will be used to deliver Gala products to shops in the County and surrounds. H Murphy & Co. Ltd. operate three Cash & Carrys in Enniscorthy, Arklow and New Ross.

The Office of Public Works

r e c e n t l y t o o k delivery of a new Mercedes-Benz A XOR 2929K 6x4 f rom Mercedes-Benz Commercials, Dublin. It features a Palfi nger 15 tonne crane installed on the Griffi th J Roberts (Ballycoolin, Dublin) built tipper body. A nother noticeable fi tt ing is the new EU approved refl ective markings.

Eight new DAF CF.65.220

18-tonne 4x2 rigid trucks went into service with DHL S u p p l y C h a i n Ireland last month. The distinctively liveried trucks were sold by Mark Hunter of DAF Distributors Ireland to National Truck Rental which in turn has leased them under contract to DHL. Th e new DAF 65s join four new DAF CF85.410 4x2 tractor units that have been operated by DHL through National Truck Rental in 2009.

Serving hospitals in the Mid-West region is the new MAN TGL 12.180 4x2 rigid truck recently

purchased by HSE Central Laundry, St. Camillus Hospital, Shelbourne Road, Limerick. Inside the cab a reversing camera and phone kit is fi tt ed while on the exterior there’s a roof bar and spot-lights while the 20 ft Fitzgerald Body has an MBB tail-lift .

The severe weather at the beginning of the year could not deter Aidan O’Harte of Harte Peat (Clones) from collecting his new Volvo FH.520

6x2 Globetrott er XL from McDonnell Commercials, Main Volvo Dealer, Monaghan.

Complete with a 5 year Volvo Gold Maintenance contract, the new tractor unit will be coupled to a new STAS alu walking f loor trailer that w i l l haul bulk mushroom casing deliveries. Aidan is pictured here collecting the keys from McDonnell's Salesman, Martin Keenan.

Perfect ‘10’ Iveco Stralis!

Gethings’ fi rst Isuzu Commercial Sale OPW’s new Mercedes Axor

Stands Out

DHL Supply Chain continues link with DAF

MAN TGL goes into service for Central Laundry

Home is where the Harte Peat’s Volvo is!


LAUNCH PAD 1

In the past four years Fiat Professional has totally reviewed its product range to make it the freshest, most modern and widest

available in the marketplace. With the new Fiat Doblò Cargo, the Italian manufacturer aims to be one step ahead of the opposition. Th is latest generation Doblò Cargo which cost €450m to develop is capable of meeting the most diverse customer requirements thanks to a very rich and complete portfolio of models. Load capacity and productivity has been enriched with low fuel consumption and cost-eff ective running enhanced.

In all, there are over 400 variants available from the two model types – Doblò Cargo and Doblò Maxi. Th ey combine to off er two wheelbase lengths and two roof heights in panel van versions together with a chassis/cab variant introduced into the family for the fi rst time. Together, there are seven vehicles in the range when the 5-seat Combi is included.

Despite the economic crisis Fiat Professional is more than holding its own when it comes to market share. By year end (2009) a 12.8% slice of the European market was achieved – a gain of 0.5%.

Designed in-house by Centro Stile Fiat the new Doblò Cargo is roomier in the cabin, more square in the load area and has a soft er more appealing look front and rear. Its outer dimensions are larger than the previous model (although it's built on the Fiorino platform) 439 cms long, 183 cms wide, 185/210 cms high and a wheelbase of 276 cms. Th e long wheelbase version (311 cms), known as Doblò Maxi has an outer length of 424 cms and is 188 cms high. Load threshold @54.5 cms from the ground is virtually the same as the previous generation, chosen by over 650,000 customers since 2009.

According to Peter Jensen, Chief Designer, the new Doblò’s front end is complimented by a large windscreen, that makes the passenger compartment brighter and improves visibility. Striking recessed and integrated lines along the side of the vehicle contribute to its appealing character while the rear end with its cube shape ensures maximum effi ciency when it comes to load volume and ease of input and output. Twin split doors or an up-an-over tailgate are available which can be panelled or glazed.

Peter mentioned at the time we fi rst saw the prototype version early last year that much time and consideration was concentrated on the interior. While working from the previous generation, many improvements have been made. For instance, the door pockets now hold 2 x 5 litre bott les of water and an A4 size folder. Th is was made possible by moving the audio speakers up higher in the door panel. Glove boxes as we know are never big enough, but this one can accommodate a 14” laptop! Th en there’s the (optional) compartment cleverly fi tt ed inside the passenger seat cushion. Th e roof shelf is larger

than before and the open storage area is placed in the centre dash for holding items such as phones, pens, coins etc.

Behind the bulkhead, there’s up to 4.2 cubic metres for the Maxi LWB version. For the standard model 3.4 cu3 is off ered while the SWB high roof model has 4 cubic metres. With 3 cms of extra width between the wheel arches (due to the new Bi-Link suspension) 2 Euro pallets can be accommodated inside.

Th anks to the rotating partition on the bulkhead, the load volume and length is further increased. Th is is achieved by folding down the top half of the passenger seat, and swivelling a section of the mesh bulkhead towards the driver before securing into place. Crossbars can be fi tt ed on the roof to carry long ladders or tubes etc.

For the fi rst time ever in a van a compact Bi-Link independent wheel rear suspension is fitted which optimises comfort and handling while considerably increasing load capacity. Th at’s according to Fedirico Pasetti from the Fiat

New Fiat Doblò CargoNew Fiat Doblò Cargo

– a generation ahead– a generation ahead

97% of the Doblò Cargo has been changed fr om the old version

Blue&Me – TomTom

Positioned conveniently on the • dashboardCan be removed for other uses• Operated by controls on steering wheel • and voice activationCar menu displays include all trip • information ie. distance, consumption and rangeFuel reserve warning and directions to • the nearest fi lling stationPlaces of interest, Fiat Group Service • StationsManagement of the mobile phone • con nec ted to Blue& Me: ca l ls, information, contacts and call log

Professional Engineering & Design Department who further developed this system, which originally came from the car division. (Listen to the interview with Fedirico on www.fl eet.ie under the multimedia audio section). It is also featured on page 14.

For those whose requirements are other than a panel van, Fiat Professional has included dropside/chassis cab versions upon which specifi c trades and services can be catered for such as refrigerated deliveries, light construction, utilities etc. Th en on the leisure side, compact mobile homes can be built on and this development has generated interest from these specialist coachworks providers. Given a theoretical capacity in excess of 1100 kg, the maximum admitt ed loads on the front and rear axles are actually 1090 kg and 1450 kg.

A broad range of turbo diesel engines will power the new Doblò Cargo. All are Euro 5 compliant from the 1.3 MultiJet (90 bhp), the 1.6 MultiJet II (105 bhp) and the 2.0 MultiJet (135 hp). In order to signifi cantly reduce fuel consumption (-15%) and lower CO2 emissions a new Stop/Start system is fi tt ed throughout. Th e engine range will later be expanded to include a Natural Power (CNG) and a new diesel version with robotised gearbox.

Safety is enhanced also with ABS with EBD (Electronic Brake force Distribution) and the latest ESP system that’s complimented by Hill Holder that guarantees no roll back. Front

airbags and front side airbags for head and chest protection are fi tt ed. Cruise control, parking sensors, integrated Blue&Me hands-free system with TomTom navigator further ensures safe and comfortable motoring.

While out on the inaugural press launch test drive held near Turin, the roominess and brightness impressed initially. And as we discovered the brakes worked well as a wayward lane-hopper in a grey Lancia Ypsilon cut across our path on the motorway. Driving the 1.6 litre MultiJet (105 bhp) version was smooth and quiet while the new upholstery and seats look hard wearing, they are extremely comfortable. As the steering wheel adjusts for reach and rake a perfect driving position was assured.

Th is 1.6 MultiJet is a major evolution with respect to the 1.9 MultiJet @ 105 bhp previously used which as a result improves on emissions and running costs. Even with the smaller displacement torque is up by 45% (290 Nm versus 200 Nm). Fuel economy is improved by 10% (5.2 L/100 kms average) with the level of CO2 emissions coming down to 136 g/km. Service intervals are now stretched to 35,000 kms.

While driving around town, the merits of the new Stop/Start system were appreciated. When engaging neutral the engine comes to a halt and once the clutch is pressed and fi rst engaged the engine fi res up again automatically. Another

important eco-friendly element is the G.S.I. – the gearshift indicator which suggests when to shift up or down at the optimum time.

When the new Fiat Professional Doblò Cargo enters the Irish market this Spring, further details with regard to specifi cations and pricing will become available.

LAUNCH PAD 1

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | FEB 10 13

Engine 1.3 MultiJet 16v 1.6 MultiJet 16vNo. of cylinders, arrangement

4 in-line, transverse forward

4 in-line,transverse forward

Displacement (cc) 1248 1598Bore and stroke (mm) 69.6 x 82 79.5 x 80.5Emissions level Euro 4 – Euro 5 with

Stop/Start and DPFEuro 4 – Euro 5 with Stop/Start and DPF

EC max.power: kW (HP) @ rpm

66 (90) @ 4000 77 (105) @ 4000

Max. EC torque: Nm @ rpm

200 @ 1500(1750 Euro 4)

290 @ 1500

Technical Specifi cations

TransmissionDrive Front wheel Front wheelGearbox: no. of gears 5 + R 6 + R

Steering SystemType R ack a nd pi n ion

with hydraulic power steering

Rack and pinion with h y d r a u l i c p o w e r steering

Braking SystemType Hyd rau l ic s y stem

with two independent crossed circuits

Hydraulic system with two independent crossed circuits

Front: DiscsRear: Drums

Front: DiscsRear: Drums

WheelsTyres 185/65 R15 185/65 R15

CapacitiesFuel ta n k capac it y (litres)

60 60

INTERVIEW


JS We’re in the Fiat Group owned facility in Lagott o – a great venue for any location for a launch. We’ve been here many times before and today it’s for the launch of the new Doblo and the Doblo Cargo. Visually, they are quite dramatic but underneath the skin I understand you have a lot to be proud of with regard to the increased payloads and fr om the engineering side the new rear suspension.

FP. Yes, we are proud of the new Bi-link system that we have put in the rear suspension, which surpasses the rear spring suspension in the older version. With this new Bi-Link suspension it has a dramatic change in the behaviour of the vehicle. Th ese are, of course, many characteristics of the Bi-Link suspension that can give a good handling, comfort, performance and also with the heightening of the confi dence can help to reach an ideal, high payload.

JS. We did experience that and as I said to you earlier, the driveline is so smooth now fr om the new 1.6 MultiJet engine, which is very quiet, very powerful, and a good 6-speed gearbox. Now we have the rear suspension, this suspension development has transferred over fr om your car division?

FP. Yes, we work together with the car division to match with the suspension. Diff erent techniques for the Cargo and for the Passenger were required - a lot more consultation on the handling and in my division, we worked closer together to improve the payload changings.

JS And did this new development allow you to have more space inside as the wheel arches are not as big and also is the actual suspension lighter than the old one?

FP. Yes, lighter and we have made more space between the wheel arches - 123 cms. Th is is due to the fact that we put the shock absorbers in a different position. We reached a very low vertical position which allowed the improvement of accessibility.

JS That leads to increased payloads. You have the standard version and the longer version with payloads up to one tonne and loadspace of up to 415 cubic centimetres. Th e fact that the Doblo Cargo is available in a much broader range means that you can compete with the likes of the Volkswagen Caddy Maxi and the new Nissan NV200.

FP. Yes , we ca n compete with the ones you mentioned and we are very

proud of the evolution of the old van to the new van.

JS. During the presentation it was mentioned that it was a generation ahead of the competitors and fr om the actual amount of fi tt ings that you have fr om TomTom navigation system and the Blue&Me technology that can be downloaded to your laptop – it’s fantastic. From a fl eet point of view this telematics system can be used to increase effi ciency and monitor fuel economy and also to keep an eye on what the driver is actually doing.

FP. All this technology helps the driver to do his or her work. Here we can present the economy solutions that are not on other commercial vehicles. A nother important issue – the Doblo Cargo has Stop/Start and this on door to door missions can help also to return a very effi cient fuel consumption and can reduce CO2. We have calculated from our tests that a 15% reduction in this area can be achieved.

JS. If you just go through the engine

range. We have the 1.3 MultiJet, but you also have Phase 2 of MultiJet, the 1.6 litre.

FP. Yes, also in this van is another very important engine in the 1.6 that is a perfect trade-off between low emmissions, fuel economy and performance. And also we have the high version the 2.0 – the best performer – that engine is something more, something more in power.

JS. Just looking at the many variations of the body type – you have the standard van, a Crew-Cab Combi and also a Taxi Cab which is very interesting.

FP. Yes, the Taxi Cab with one tonne of payload is the best of its class. We have a load capacity on the front axle @ 1,120 kilo and on the rear axle 1,450 kilo – more than 220 kgs than our competitors. We are very very proud and we are confi dent that they will be the accepted version for this type of application.

JS. Th e fact that you’ve renewed your whole product range of LCVs over the last 4-5 years, what’s next now?

FP. We want to offer more than our competitors in the market so at this moment with the Doblo we complete all the range and we have more products than our competitors. We have a ‘power brain’ that pushes hard to be before the others every time, so, of course now we need to refi ne the other LCVs, but we are looking at what the power has to be. All the technical innovation that can help the customer to do their work in the easy way, in a more practical way.

JS. Are you likely to see Stop/Start in the Fiorino for example?

FP. Yes, we are pushing these technologies for the next year and also in the other light commercial vehicles. We will look at all the new technology that according to our opinion have very useful purposes.

One-to-One

with Fedirico Pasetti Director, Engineering & Design Department, Fiat Professionalwith Jarlath Sweeney -editor@fl eet.ie

increase effi ciency and monitor and also to keep an eye on what tually doing.

this technology helps the s or her work. Here we can conomy solutions on othervehicles.

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ce ave m ouuurrrrrrrrrrr rrrrrrr reduction

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u just go through the engine


LAUNCH PAD 11

Following our first look at the new Volkswagen Transporter (featured in the October edition of Fleet Transport)

the latest T5 as it’s aff ectionately known has arrived at Volkswagen Commercial Vehicles’ dealerships nationwide. With an entry level price of €21,965 and featuring more standard specifi cation makes the new Transporter bett er value than ever.

Volkswagen Commercial Vehicles’ Director, Paul Burke, is pinning his hopes that this new introduction will kick-start a fl agging light commercial marketplace. “We are delighted with the new Transporter which has entered the Irish market as an extremely good value vehicle packed with exciting new features. Renowned and reliable vehicles such as the Transporter see Volkswagen Commercial Vehicles continue to set new standards in Ireland and indeed right across Europe.”

At its peak in 2007, 28,804 light commercials were sold in Ireland. By the end of last year, a mere 6,507 new LCVs were registered here. Volkswagen Commercial Vehicles take in 2007 was 5,454 reduced to just over 1,000 units in 2009. Despite this negative activity, Volkswagen, Europe’s leading producer of light commercials, was able to further expand its market share in 2009, selling 354,770 Volkswagen Light Commercial vehicles to customers worldwide last year.

“2010 will be an exciting year for us as in addition to the new T5, the all-new one-tonne Pick-Up, the Amarok will be launched at the National Ploughing Championship in September. Th en in October, the new Caddy featuring the new Volkswagen Commercial Vehicles family look and a new 1.6 litre TDI will arrive in October.

As previously mentioned, the latest generation Transporter gets a serious makeover with a new bonnet, radiator grille, bumper and fog light housing. Th e interior gets a fresh look also, with new dash and steering wheel that’s taken straight from the popular Passat.

Both the 1.9 litre and 2.5 litre engines have been replaced by one batch of 2.0 litre (TDI) 4 cylinder common rail diesels that use DPF particulate fi lters to achieve Euro 5 emission controls. Power output stretches from 84 bhp to 180 bhp mated to either 5 or 6 speed manual gearboxes. Despite the higher power ratings at the upper end of the range fuel consumption is reduced overall. For the fi rst time, the Volkswagen Group’s famed 7 speed DSG automated gear shift is available and even on the all-wheel drive 4MOTION version.

Regarding the revised engine labeling, the 140 bhp engine sports the Red ‘I’ in the TDI, while the 180 bhp gets the Red ‘DI’. Th ere is no all Red TDI badged as yet. As we have come to expect nowadays, high levels of safety are on board here. Driver assistance and protection systems

such as ESP and twin airbags are standard while Lane Change Assist, Reversing Camera and Tyre Pressure Monitoring to mention a few are on the option list.

From short wheelbase, normal roof to long wheelbase, high roof gross weights from 2.6 – 3.2 tonnes are accommodated which is the same range as before.

Other variations of the 2010 Volkswagen T5 include the Caravelle people carrier (8 & 9 seater), and the lower spec Shutt le version. A crew-cab type Kombi is also on the list.

At the Irish launch the SWB 2800 75 kW/102 bhp version was driven. What impressed immediately was the quietness of the new common rail driveline. Pull away at low-revs in 2nd was equally impressive. On through the 5 speed manual gearbox, reaching the permitt ed 100 kp/h was achieved at a steady 2100 rpm (unloaded). Good fuel returns were assured thanks to the gear-shift indicator while the new steering wheel added to the car-like feel all round.

And another thing, Volkswagen’s renow ned bu i ld quality continues, as w il l its loyal customers to the brand.

New generation Volkswagen Volkswagen TransporterTransporter enters Irish market

Text & Photos: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | FEB 10 17

LAUNCH PAD 11

New Volkswagen AmarokDouble Cab Pick-Up• To be launched 21st September 2010• 1 tonne payload• 2.0 litre TDI 4 cylinder common-rail •

Euro 5 driveline1000km on one full tank•

2010 Volkswagen Transporter – new features

ExteriorNew bonnet• New radiator grille• New bumper and fog lamp housing• New exterior mirrors• New larger VW emblem• New H4 headlights• New tail-light cluster• New engine labeling• New colour range•

InteriorNew instrument cluster• New steering wheel• New audio/navigation system• New air-con system•

New Transporter – what’s it got?

New 2.0l 4 cylinder TDI Common Rail • Euro 5 enginesLess fuel consumption – up to • 1.6l/100km *Average 7.2l/100km – down from • 7.7l/100km7-speed Direct-Shift Gearbox (DSG)• 4MOTION four-wheel drive• Extended maintenance intervals• New ESP generation (as standard)• Hill Start Assist• Lane Change Assist• Tyre Monitor Display• Reversing Camera• Average Price Reduction – 5%• ABS, ESP, Diff erential Lock, Traction • Control, Driver & Passenger Airbags

* 2.0 litre TDI 140 bhp

18 FLEETTRANSPORT | FEB 10 Text: Jarlath Sweeney - editor@fl eet.ie

LAUNCH PAD 111

With Euro 5, the European engine emission legislation for vans not coming into force for two years or

so, Iveco continues to be one step ahead of the opposition by introducing up to Euro 6 compliant light commercials with its new Daily range. For Euro 5 powered vans and light trucks beyond, EcoDaily branding will be used while a new range of Euro 4 engined versions keep the long-standing Daily label (until 2012).

One of the many new features of the Daily and EcoDaily is the restyled front profi le, that sports a larger Iveco logo, designed in-house by Centro Stile Fiat. Slight changes were made to the hinge arrangement on the rear doors. A warm and welcoming cabin awaits the driver and passengers as the new dashboard and two-tone console blend tastefully with the light grey seat fabrics. A double passenger seat is standard but a single multi-adjustable one can be specifi ed instead. Although there are numerous storage areas an optional (6 litre) storage box, that slots in under the duel passenger seat can be ordered. Enhanced graphics with easy-to-see green-band marking on the rev-counter highlights the most economical speeds to drive. Seating position is good despite the fi xed steering column.

Using tried and trusted EGR – Exhaust Gas Recirculation technology there are two basic

Euro 4 engines powering the Daily off ering seven outputs – a 2.3 litre – from 96-136 hp and from 136-176 hp with the 3.0 litre unit, both produced by FPT – Fiat Powertrain Technologies. Two new common rail versions of the 2.3 litre block – 106 hp and 126 hp have been added to the original line-up. Common rail version of the Euro 4-3.0 litre area also off ered with ratings of 146 and 176 hp with the latt er pushing torque to an impressive 400 Nm.

Now to the EcoDaily, powered by completely new examples of the 3.0 litre engine. Even though the current heavy duty (above 3.5t) is Euro 5, EcoDaily goes ‘one-step-beyond’ successfully achieving EEV – Enhanced Environmentally friendly Vehicle – standards.

Two twin-stage turbo-charged versions with EGR and Diesel Particulate Filter (DPF) that have power outputs of 140 hp and 170 hp will become available when launched here later this year.

Exceeding the emission targets which Euro 6 will require, is the Natural Power engined EcoDaily. Recommended for use with Natural Gas sourced from Biomethane, the 3.0 litre diesel block is used, aided by a 14 litre petrol tank to act as an emergency get-you-home back-up. For a test drive appraisal of the 35S14 Natural Power log

onto www.fl eet.ie under Fleet Management.

Depending on the engine and model a choice of 5/6 manual or 6 speed AGile automated transmission is available. Th e latt er was tried out in the heart of a snowy Leicestershire last month and impressed this driver of the 35C15 Crew Cab with its quietness and smoothness of gear change. Th e Hill Hold function was appreciated too!

Electronic Stability Programme, Anti-Slip Regulator, Anti-Lock Braking and Hydraulic Brake Assist ensures solid braking under emergency conditions while driver’s airbag and disc brakes help in their own way too when it comes to safety.

Th e new EcoDaily product range now extends from 3.5 to 7.0 tonnes. In providing a payload capacity of 470 kg more than the 6.5 variant means that a fully loaded 7.0 tonner can carry a load equivalent to more than that of three regular 3.5 tonners combined. EcoDaily also has the largest panel van in the market place with a volume capacity of 17.3 m3 that can accommodate up to six Euro pallets.

Full details and more photographs on www.fl eet.ie under Fleet Van & Utility.

IvEco Daily launched

REPORT

Positive outlook to sustainable freight transport – ACEA Annual Transport Policy Event


In the advent of the Global Climate Change Conference in Copenhagen (COP 15) the ACEA – European Automobile

Manufacturers’ Association hosted its Annual Transport Policy Event. Over 300 delegates att ended the Conference – ‘A Global Approach to Sustainable Freight Transport’ held at the Cinquantenaire Museum in Brussels including Fleet Transport’s Editor Jarlath Sweeney. Transport industry leaders as well as policy makers from Europe, Japan and the US headlined the event with keynote presentations from Leif Östling, Chairman CV Board, ACEA, CEO Scania and Dublin native Jack Short, Secretary General, International Transport Forum.

In his opening address on behalf of the hosts ACEA, it’s Secretary General, Mr. Ivan Hodac stated that European vehicle manufacturers are actively engaged in the relevant strategic policy debate amongst all stakeholders. “Th ey are also the driving force behind developing and deploying the technologies that help shape sustainable mobility today and in the future. On the eve of COP 15 and against the backdrop of a deep economic crisis, our Annual Transport Policy Event focuses on global trends and international co-operation, in particular in the fi eld of road freight transport and energy effi ciency. We are joined by a number of high-level experts to discuss the options for progress in the short term as well as the long term.”

Leif Östling in his keynote introduction called for global harmonisation in that the commercial vehicle manufacturers act on a global market and increased global harmonisation is vital. “A global set of test standards is needed to avoid the development of diff erent engines for each Continent because of diff erent certifi cation procedures – to do so is nothing but a waste of resources. Th e long-term objective is harmonised performance requirements.” He touched on smarter logistics, the status of the driver and the continuous development of engines and vehicles together with increased use of biofuels and hybrid vehicles as ways and means of reducing CO2 and other harmful emissions. “Decreased fuel consumption and hence decreased CO2 emissions is a key part of the competitiveness of the CV industry. Fuel stands for 30% of a transport company’s costs. Since 1970, the commercial vehicle industry has on average reduced fuel consumption of their products by 1% per year. It is the industry’s objective to further reduce CO2

emissions from modern trucks by 20% per tonne-km by 2020, compared to 2005.” To achieve this,

a combination of dedicated eff orts is required such as 1) Smarter Logistics through emerging technologies – the number of empty runs can be reduced and bett er packaging provided on each vehicle; 2) By boosting the status of the Driver and

by making the profession more att ractive, bett er driving habits, bett er fuel economy, greater road safety and a more effi cient transport system can be achieved; 3) Continuous Development of Engines and Vehicles. CO2 emissions are constantly decreased foremost through meeting customers’ interest for decreased fuel consumption; 4) Biofuels will gradually enter the scene and replace fossil fuels. Renewable fuels are a vital part of the solution. However, decision makers must make sure that the fuels available are also usable by

sett ing the right level of taxation and classifying it as a fuel. In addition, hybrid electric vehicles will be an important addition and make an essential contribution.

Regarding sustainable mobility he said the challenge is not to limit shipments, but to optimise all modes of transport and make them as effi cient as possible. “To achieve the best performance in the whole transport system all modes of transport must be allowed to improve its effi ciency at the same time as making intermodality a reality. A part of this is to use the right mode of transport for the right purpose.”

Coming from Scandinavia where 25 metre long vehicles are the norm, Mr. Östling stated that transport effi ciency can be boosted overnight as longer vehicle combinations on some routes can increase transport capacity by 50%, needs only

30% more fuel or even less with a light and bulky cargo on-board. “Allowing longer vehicle combinations is an opportunity Europe can’t miss!” he concluded.

Jack Short, who served his time at the Ministries of Transport and Finance in Ireland before moving to the International Transport Forum Board in Paris, expressed the importance of freight transport and how essential it is to economies – “Exports help poor countries,” he said. “Th e arrival of sealed steel containers – a simple invention – have multiplied in numbers

fi ve-fold. While trade has grown, the value of products has increased also,” added Jack who holds the unique distinction of playing for both Irish and French National Cricket Teams. “Since 1990, logistics have contributed from 10-12% GDP on average to the global economy – 17% in developing countries. Heavy investment around 1.5% of GDP has been directed in freight and passenger infrastructure.” With the Transport industry down 25% moderate trade growth is needed in transport and trade in order for the shipping

industry to survive which is set to lose an estimated €206 billion this year (2009). He then compared shipping versus air-freight and stated that 90% of tonnage moved by ship is of lower value compared to 1% of air freight that handles pharmaceuticals and equates to 17% of volume value carried. In citing that railways take only a small share of freight transport, he said that part of the consensus is that railways cannot handle big growth. Most logistics providers favour road transport due to cost factors, the fl exibility of smaller loads and in essence quicker delivery. Future policies need to concentrate on roads as moving freight in this manner is

more effi cient, cleaner and safer than ever before. “Th ere is a need to move this agenda forward,” he recommended. Further privatisation of rail networks and road freight is necessary also, like what has happened in the US and UK in order to meet future demand. “Trade is aff ected by protectionism – re environmental cause,” he said on the topic of emerging technologies. “It has taken 40 years to get to 40 tonnes, so while advocating the use of bigger trucks such as the 25m European Modular System as per Scandinavia and selected European countries such as the Netherlands and Germany, he suggested that more trialling was needed. Other effi ciencies can

Leif Östling, Chairman CV Board, ACEA and CEO Scania

Jack Short, Secretary General, International Transport Forum

REPORT


be achieved if markets are opened further and border crossings improved. On the subject of reducing emissions Jack called for a higher percentage of cleaner trucks in the urban environment and that a co-ordinated viable system for operators to use in the cities is necessary. “Th e use of electric powered vehicles is a possibility to achieve this,” he said.

In the second session, the contributions made by the two Japanese special guests Masahiko Naito, Director-General, Engineering & Safety Department, Road Transport Bureau, Ministry of Land, Infrastructure, Transport & Tourism (MLIT) and Yoshio Shirai, President, Hino Motors Ltd were most interesting. Mr. Naito’s presentation covered 5 main areas: CO2 reduction in road transport, Fuel Efficiency Regulation and Vehicle Technologies, Behaviour and Effi cient Logistics, City Planning and Heavy Duty Vehicles.

“In terms of CO2 reduction and energy effi ciency Japan is already a top-runner among OECD countries,” he began. “In Japan, CO2 emission from the transport sector is 18.9% of total, and the road transport sector emits 87% of that. We can say the transport portion, 18.9% is less than OECD average of 30%. Emission from passenger transport on roads peaked in 2001 and from freight transport peaked out earlier in 1996. Fuel effi ciency regulation and fi scal incentives contributed the most to the peaking out in passenger transport, while in freight, improvement of logistics effi ciency, such as deployment of larger trucks, shift from in-house distribution to freight carrier, as well as fuel effi ciency regulation were the main contributors here,” he stressed. “We succeeded in reducing CO2 emission while accepting growth of transport demand. Th e key for success is an approach to integrate all the relevant measures in a co-ordinated way. We have varieties of elements which aff ect performance of transport sector, not only vehicle

technology, but driving behaviour, traffi c fl ow, effi cient logistics and mobility management.”

For Heavy Duty Vehicles (HDV) his Ministry introduced a ground breaking fuel effi ciency regulation in 2007 and set a target to improve fuel-economy by 2015 by 12.2% compared to that of 2002. Th is regulation adopted by a simulator method for testing, which calculated fuel effi ciency for the urban driving and inter-urban modes by inputt ing vehicle specifi cation data and fuel effi ciency map of the engine. Various tax incentives and subsidies according to levels of fuel-economy and air-pollutant emissions were also introduced.

Mr. Naito mentioned that eco-driving is one of the most cost eff ective measures to signifi cantly contribute to fuel effi ciency and CO2 reduction, “by 10% on average,” he said, “for freight operator,” he added, “we have a subsidy programme in EMS

(Eco-driving Management System). It assures long term eff ect of eco-driving through continuous monitoring and control in operation.” A not her prog ra m me to enhance operation effi ciency is the ‘Partnership on Green Logistics’, which is a platform for co-operation between shipping and transport companies. “In Japan, operators as well as shippers are obliged to make annual reports on performance index and they have to improve it by 1% annually.”

During the Q & A session, Mr. Naito highlighted another emission reduction strategy with the successful implementation of a Scrappage Scheme for commercial vehicles.

Hino President, Yoshio Shirai commenced his address by outlining that Hino introduced the world’s fi rst hybrid bus in 1991 in Tokyo. In the intervening 18 years, over 10,000 diesel-electric powered vehicles have been produced by the Tokyo Group owned company. “Further development of electric power technology has increased effi ciencies by 30%,” he stated. Latest milestones achieved include the launch of hybrid delivery trucks in Australia and hybrid city transit buses in Tokyo. Recharging systems are currently on trial as are hybrid distribution trucks with on-board refrigeration.

Other presentations were made by Steffen Frankenberg , V.P. Go Green Programme, DHL; Bernard Gavin, Chairman HVP 29 UNECE; Paolo Monferino, CEO Iveco while the European Parliament was represented by Karl Falkenberg, DG Environment European Commissioner & Bernard Lange, MEP (Germany).

Details on their presentations are available on www.fl eet.ie

Hino President, Yoshio Shirai

Ongoing infr astructure improvements in Japan

ANALYSIS

UK Truck Market – lowest on record

Top year for Mercedes-Benz Commercials

Hino sales collapse in UK


Both DAF Trucks and Iveco held press conferences last month to outline the (poor)

state of the commercial vehicle industry in the UK during 2009. Ray Ashworth, Managing Director, DAF Trucks Ltd and Henk van Leuven, Managing Director, Iveco Ltd sang from the same hymn sheet in terms of the huge challenge that industry faced over the last 12 months.

Th e UK truck market over 6.0 tonnes GVW in 2009 was 27,938 – a reduction of 20,768 or 42.6% compared to 2008 and the lowest on record. Sales of over 3.5 tonnes GVW at 34,746 was also at an all time low. Th e light truck sector (that is 6-15 tonnes) was down by 37.0% overall and the heavy truck market (that is over 15 tonnes GVW) was down by some 44.7%, compared to 2008.

“In general terms the UK truck market in 2009 was aff ected by the unprecedented recessionary business climate, where tonne miles have been down by about 20% compared to the previous year,” stated Ray. “In many respects DAF Trucks had another excellent year in 2009 retaining overall market leadership for the 12th consecutive year.”

Iveco moved back up to Number 3 position with a 10.6% market share, ahead of Volvo and Scania, both on 8.9%, but behind Mercedes-Benz (with

15.1%) Rounding off the top 5 was MAN with 8.2% of the 3.5 tonne + market.

On the prospects for 2010, Ray said, “Clearly the economic climate of 2009 led to what was the lowest truck market (6 tonne +) on record and no-one had forecast the speed with which the global economy aff ected business confi dence and demand levels in the early part of the year, leading to order cancellations, signifi cantly reduced production volumes and then high vehicle stocks.

“Vehicle utilisation was down by about 12% in the early part of 2009 and total freight tonne miles were estimated to be about 20% down on the previous year.

“We still face many challenges and the industry environment will remain tough for some time, but we ended 2009 with some improved momentum and I believe that the worst is behind us.

Whilst the construction business remains slow, there are distinct signs of new activity in this sector and the used truck market across the board is looking much more healthy, both of which refl ect the fi rst signs of some business growth.

“However, it is now four years since the UK truck market saw its last peak, and we expect the ‘shape’ of 2010 to be very diff erent to 2009 and, even though we forecast the 6 tonne+ market to only be at a similar level of 28-30,000 units, it should be on a rising trend than a falling one.”

Mercedes-Benz Commercial Vehicles maintained its good form all year by

topping the HGV sales league for the 2009 season. Although the market for heavy commercial vehicles was down signifi cantly on the previous year (-70%) Mercedes-Benz fi nished the year as it started in fi rst place with 199 units sold, equal to a market share of 18 per cent. Second place went to Volvo with 161 units sold (14.6%) followed in third place by DAF with 145 units sold (13.1%).

Driving the triple-pointed star brand was the appeal of the award-winning Actros range of heavy duty trucks, the 2009 International and Irish Truck of the Year.

Commenting on the sales success, Fergus Conheady, Mercedes-Benz Commercial Vehicles Ireland Sales Manager said that in what was a challenging year economically, customers were won over by the cost-eff ective qualities and

economical performance of the Actros range coupled with the support they expect from trustworthy, reliable dealer partners.

In selling only 100 trucks in 2009 (from 600 in 2008) Hino Trucks sales in the UK have

virtually collapsed. And with the unavailability of Euro 5 engine fi tment, the biggest threat to the established ‘big 6’ marques has all but diminished. Commenting on Hino’s 83.2% drop in sales Andrea Bucci, Iveco's Marketing and Network Development Director in the UK said, “Hino was the biggest loser – down to 0.3% market share. Two years ago, Hino scared everyone to death by taking 17.8% of the eight wheeler sector. With the launch of 7.5 and 18 tonners, we feared the onslaught of the Japanese in the UK - 2009 would suggest we were being pessimistic,” he commented. “Because Hino could manage only 36 eight wheeler registrations in 2009 (down from a

peak of 641 in 2007) ... And 100 truck registrations overall ... Has the bubble burst completely?”

Overall in the UK, the Commercial Vehicles sector above 3.5 tonnes+ was down almost 40% - 57,410 units versus 34,746 from the previous year. Lack of credit and lack of demand due to the recession led to this dramatic slowdown.

Harris Hino's initial focus concentrated on the construction sector with much

success. Immediate availability of product and a strong dealer network led to this high market share in the multi-axle sector. With the now broader weight range from light to heavy duty available, the Hino brand should make its way up the sale graph once more.

Marque 2009 %1 Mercedes-Benz 199 18.042 Volvo 161 14.603 DAF 145 13.154 Scania 121 10.975 MAN 86 7.806 Hino 60 5.447 Iveco 52 4.718 Renault 45 4.08

New HGV Registrations 2009 - Ireland

Totals: 2008 vs 2009 = 3634 vs 1103 = change -2531 = 70%

2009 2008 ChangeVolume % Volume % %

2 Axle Rigids 7.4-7.5 tonnes 48 0.9 103 1.1 -100Multi-Axle rigids 26-32 tonnes 44 0.8 485 5.3 -90.93 Axle Rigids 26 tonnes 8 0.2 64 1.2 -87.54 Axle Rigids 32 tonnes 36 2.2 421 10.9 -91.4Tractors (2 axle) 32.52 tonnes+ 2 0.0 4 0.0 -50

UK Commercial Vehicle Sales 2009 - Hino

Th e UK Truck Market 2009 (6 tonnes+)

Manufacturer2009 2008

Change 2009Vs. 2008

Volume Share % Volume Share % Volume Share %DAF 8317 29.8 13290 27.3 -4973 +2.5Mercedes- Benz 4219 15.1 6814 14.0 -2595 +1.1Volvo 3100 11.1 6242 12.8 -3142 -1.7Scania 3079 11.0 5546 11.4 -2467 -0.4Iveco 2898 10.4 5223 10.7 -2325 -0.3MAN 2865 10.3 5927 12.2 -3062 -1.9Renault 1438 5.1 2537 5.2 -1099 -0.1Dennis 781 2.8 880 1.8 -99 +1.0Hino 100 0.4 592 1.2 -492 -0.8Others 1141 4.1 1655 3.4 -514 +0.7Total Market(over 6.0 tonnes) 27938 100 48706 100 -20768 -


TEST 1

Iveco’s Stralis which has been with us now for a number of years has gained a good reputation across a wide range of applications. When

fi rst launched in 2002 it completed a revamp of the Iveco product range. Since then it has been totally revamped and continues to prove popular with large fl eets and owner-drivers alike.

Stralis is off ered in three cab variants, Active Day (AD), Active Time (AT) and top of the range Active Space, (AS). Our test unit was the Active Time version with the high roof sleeper, which specifi cally targets the national distribution sector. This includes the major supermarket groups, retail chains, fuel distribution and other large fl eet operators. Fleets whose drivers may spend long days behind the wheel, with a few nights in the truck away from home.

On a Europe w ide basis, this sector is an important market for any manufacturer. Purchasing

decisions with many of these operators are based solely on costs, performance and reliability fi gures. Th ese choices generally having litt le to do with brand loyalty or vehicle aesthetics – so manufacturers must off er a good solid reliable product that performs at an acceptable price.

It is clear that Iveco has put some thought into the ergonomics of the Active Time cab, managing to strike the right balance between high mounted long haul cabs and low-slung delivery units - where the driver is endlessly gett ing in and out of the vehicle. Th ree entry steps are well placed off ering good grip and easy access. Th e grab handle for the right hand has a mounting bracket positioned mid point, which could be re-worked as you cannot slide your hand up the rail, and so must remove the hand and re-position as you climb higher into the truck.

For most areas of operation, a single bunk would be the preferred option. However, our test version was fi tt ed with two bunks, and with the top bed lowered made the cab feel smaller than it actually was. Active Time particularly with the high roof is without doubt a well appointed cab, providing levels of comfort

more in keeping with fl agship models. Th e blue coloured seat trim is smart and pleasant as well as being durable and should remain fresh looking over the vehicles life. Iveco can also provide numerous cab variations for one or two drivers as the modular seating design is easily changed to suit diff ering demands.

Th e quality of seating in Stralis has always been fi rst class and the driving position is second to none. Steering column adjustment is again excellent allowing an unobstructed view to the information display and gauges. Th is column is adjusted by pressing a fl oor mounted switch with either foot. While not a major issue an improved switch arrangement would be welcome, as the fl oor butt on is now a bit dated and awkward to use with some fl oor mats.

By locating the gear selection and the parking brake controls on the dashboard, cross cab access over the engine hump is painless, particularly as the dash is fl at and does not intrude into the cab space. Active Time has ample storage both inside and out. Inside three good sized overhead lockers and two external compartments, in addition to several recesses for water bott les and the odds and ends that accumulate.

All other switchgear and controls are well placed, and functional if a litt le fussy at fi rst - though aft er a short time it becomes quite familiar. We have always liked the colourful information display located in the centre of the speedo head. Th e display centre provides an array of clear and precise data on the vehicle's status in an easy to read manner and any driver will quickly become familiar with scrolling through the menu to check all is ok. Visibility from the driver’s seat

Iveco Stralis AT440S45 6x2




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

TEST 1

is excellent with the side tall windows and the lowered front windscreen. All four rear view mirrors are well placed and easily adjusted via the door-mounted switch.

Iveco’s ‘Cursor 10’ engine has established itself as a well-proven power unit since its launch back in 1999. Having the timing gears located at the back of the engine block helps to dampen noise levels and once on the road the 10.3 litre is noticeably quiet, even with the engine hump intruding into the cab. At a steady 80kph, the rev counter sits just a shade under the 1,200 mark.

By using ‘Variable Geometry Turbo-charging’ (VGT) to increase turbo boost pressure at lower engine speeds, VGT lends great fl exibility to the Cursor 10, ensuring improved overall performance evenly across the rev range. Important for a vehicle confi gured to spend a lot of time on mixed urban/highway distribution work.

Th e 12 speed automated transmission with direct drive top, works nicely with the Cursor’s 2,100 Nm of torque which peaks from 1,050 through to 1,550 rpm. Th e driver can select either full or semi-automatic mode from the dash-mounted switch and then has the option to override automatic by using the right hand stalk on the steering column. Holding the stalk changes up or down two ratios at a time (engine/road speeds permitt ing) allowing the driver full control to deal with what can be seen on the road ahead.

Th e same right hand stalk operates the cruise control and engages ‘Iveco’s Turbo Brake’ (ITB) providing up to 380 hp retardation at 2,600 rpm. When used together, ITB combined with all round ventilated discs, brought the 44 tonnes to an even and controlled stop when required. Our test unit was not equipped with a ‘hill holding’ option and while not essential, there are times when it would have been useful. With front and rear roll bars stability is fi rst class, however one

issue we would raise was that the steering, while providing good feedback did feel light. That being said the Iveco is very surefooted displaying no tendency to understeer or oversteer on the narrow twisty sections of our test.

Initially the narrower low-slung AT cab, may give the impression that at 44 tonnes the Iveco might be under pressure. In fact, that is far from the case, and while the cab may appear small on the outside - it’s sitt ing on top of 450 hp. If we were driving the same engine with the ‘Active Space’ cab option, that impression would not have arisen.

If all the elements are examined in isolation and then reassembled as a package they combine to produce this good all rounder. A well-proven Euro 5 power unit producing 2,100 Nm of torque, with servicing intervals out to 150,000 kms, a sound driveline including the Eurotronic 12 speed automated transmission and Meritor drive axle, emphasise the quality of t he d r ivel i ne. Great driveability in a comfortable well-appointed cab, together with improved build quality adds to the enjoyable experience. S h a r i ng c om mon parts with a number of other Iveco vehicles helps to keep routine maintenance costs at reasonable levels.

Running from Dublin down through Carlow around the South East and back to the Capital allowed us to assess the Stralis on all types of roads encountered during a typical days work. Th e Iveco performed well in a competent and assured manner. With 450 hp on tap and gear selection taken care of we felt nicely relaxed at the end of the day.

Iveco’s Stralis Active Time 450 is a good all rounder for national transport, and f leet operations. Arguably, one of the most comfortable trucks available makes a day’s work in the Stralis a pleasant experience – and if required nights out are also well catered for.

Make Iveco

Model Stralis AT440S45 – High Roof Sleeper

Chassis Type 6x2 Twin Steer

Engine 10.3 Litre, in-line six cylinder – Euro 5 EEV

Rated Power 450 hp @ 1,550 – 2,100 rpm

Rated Torque 2,100 Nm @ 1,050 – 1,550 rpm

Euro Rating Euro 5 – SCR , with AdBlue

Transmission ZF EuroTronic 12 Speed

Brakes Discs all round - ABS, EBS + ASRRetardation Devices Iveco Turbo Brake – 380 hp @ 2,600 rpm

Drive Axle Ratio 2.85:1

Overall Length 6,258 mm

Wheelbase 2,440 mm / 3,800 mm

Tyres Steer Axle: Michelin XZA2 Energy - 315/80 R22.5 Mid Axle: Michelin XZA2 Energy - 315/80 R22.5Drive Axle: Michelin XDA2 Energy - 315/80 R22.5

Trailer Tri-axle Krone Box Van

Gross Weight as Tested 43,880 kgs




In 2009 Transaid organised another successful Transaid Africa Challenge, with participants cycling over 400km and raising over £100,000!

Th is year the transport and logistics industry supported charity wants to smash this target, so in November 2010 Transaid will be organising another Transaid Africa Challenge, but this time in the stunning landscape of Tanzania. Do something amazing in 2010 and join Transaid on an adventure of a life time!

Th e trip is taking place from the 6-14 November 2010. Th is will include fi ve consecutive days cycling, travelling a distance of over 420km. Th e adventure trek will start in Dar es Salaam and fi nish in Monrogoro, cycling past the stunning coastline of the Indian Ocean, through nature reserves, national parks and past mountains and waterfalls on the way. Th is really is a fantastic opportunity to do something diff erent whilst raising money for Transaid's vital work in Africa and will also give you the opportunity to experience the real Africa fi rst hand.

Not only will Transaid support you with gett ing yourself in shape, it will also supply you with a fundraising pack to make sure you hit those targets! Transaid staff will also be at the other end of the phone to off er you support and advice.

Cost of the trip:Route A: £299 registration fee plus £3,000 minimum sponsorship. Route B: Alternatively you can choose to pay £1500 which covers the cost of your place on the trip which can be paid in installments. Additionally you will need to pay your £299 registration fee. Th is will leave you to raise the minimum sponsorship of £1,500.

Included in the cost: FlightsAirport taxes to the value of £300*Transfers in country Accommodation All food and water (except lunch on day 8) Bike hire and mechanical support Tour guide and doctor for duration of trip.

Not included:Visa (approximately £40)Vaccinations and anti-malarials Travel insurance Optional tours Additional spending money Any airport taxes in excess of £300*

*Please note: Transaid will be invoiced for airport taxes 10 weeks prior to departure as these are subject to change until fi nal fl ights are fully confi rmed. Transaid will inform all participants if airport taxes are likely to exceed £300 and will ask participants to contribute towards this excess if required. Airport taxes are currently estimated at £236 so should be fully covered by the registration fee and minimum sponsorship unless there is a signifi cant jump in price in price between now and November 2010.

Cycling not your thing?Not to worry – Transaid has Trek Ethopia in February 2011!

For all of you who have abstained from Transaid's cycle challenges in the past - there is now something for everyone! Discover the beauty of Ethiopia - there is something for everyone! Register now for your experience of a life time! For those more comfortable on two feet, rather than two wheels, Trek Ethiopia 2011 provides an opportunity to explore the unknown, trailing over 60km through the spectacular scenery of Ethiopia. Beginning in Addis Ababa, the group will hike though dramatic landscapes close to the spectacular Simien Mountains, and observe some of Africa's most famous animals and birds, before fi nishing in the historical town of Gonder.

Transaid Africa Challenges provide a signifi cant amount of income for Transaid's vital work in to making transport cheaper, safer, cleaner and more

eff ective. ”Th e last challenge raised over £100,000 income for Transaid. With your help we want to smash this target in 2010!”, enthused Chantelle Cummings, Transaid. “We are currently working to improve professional driver training standards and reduce the number of road crashes in a region where road deaths are the third biggest killer aft er HIV/AIDS and malaria. We are also working to tackle child and maternal mortality by improving access to primary healthcare. Funds raised from the Transaid Africa Challenges will help us to continue this hugely important work and expand our projects further.”

Reser ve your place early to avoid disappointment.

So, to do something diff erent in 2010 / 2011, you can register now for Transaid Cycle Tanzania 2010 or Trek Ethiopia 2011 at www.transaid.org. Alternatively you can request an information pack by calling 0044 20 7387 8136 or emailing [email protected]. Places are limited.

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 (UK) 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 qualifi cation 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 Africa Challenge:Cycle Tanzania 6-14 November 2010


FUND RAISER


FLEETING SHOTS

The Commercial Vehicle Board of the European Automobile Manufacturers’ Association (ACEA) has elected Leif Johansson as

its new chairman for 2010. Johansson is President and CEO of Volvo Group. At ACEA, he takes over from Leif Östling, CEO of Scania AB, who was ACEA commercial vehicle chairman in 2009.

“I look forward to further deepen our dialogue with the European Institutions on behalf of the European truck, van and bus manufacturing industry and I thank Mr. Östling for his valuable work in 2009,” said Johansson. “Th e commercial vehicle sector is aff ected more than many other industries by the economic crisis and we need policy makers to understand and address this situation. A return to economic growth is imperative for our companies to maintain their position as technology leaders throughout the world and sustain our substantial contribution t o i m p r o v i n g t h e environmental performance of road transport. We callon policy makers to deploy all possible means to ensure a supportive regulatory and business env ironment, w h i c h e n c o m p a s s e s everything from access to capital to strengthening funding for R&D.”

County Carlow's Tullow Slaney Commercials, the longest serving Mitsubishi FUSO Dealer in Ireland, has just been awarded the title

of Dealer of the Year for 2009. Gerard Rice of Mitsubishi FUSO Ireland said: "We have 15 main truck Dealers throughout Ireland so naturally competition to secure this title was tough. Tullow Slaney Commercials are however very deserving of the award. Th e level of customer service and facilities they off er at their new premises in Tullow is the benchmark for others. What’s more, in 2009 they accounted for over 20% of all Mitsubishi FUSO sales in Ireland, which is a fantastic achievement.”

Pictured L-R with the Dealer of the Year trophy fr om Tullow Slaney Garage are: George Murphy, Gerrett Comerford and Michael Murphy.

Spanish Castle to White Night – the Race around the World by Mark Chiswell • Dakini Media • ISBN 978-0-9552615-2-7 • www.dakinibooks.com

Two of the world’s biggest sporting events came to Ireland during the ‘Noughties’ –

the Ryder Cup Golf Tournament (2006) and the Volvo Ocean Race in 2009. While the rain poured on the European and American team players at the K Club in Kildare, the summer sunshine broke out in celebration as Galway hosted Leg 7 of yacht racings pinnacle event. From the 23 May to 6 June over 400,000 visited the Race Village built on a revamped Docks site now minus the vast fuel storage tanks. In Mark Chiswell’s book – Spanish Castle to White Night which chronicles the 37,000 mile, 10 stage ocean

and sea marathon, he describes the Galway stopover as one of the most successful and noted the arrival of the fl eet as one of the best welcomes ever – particularly for Team Green Dragon as they fi nished the leg in third place at their home port. Th e atmosphere is brilliantly captured on a double page spread photograph.

All through the 240 pages the photography is simply stunning and beautifully backs-up Mark Chiswell’s (a former three-time off -shore sailing World Champion) wave by wave report on the 9 month long race. Th e book also contains a brief history of the Ocean Race with routes, skippers and distances mentioned. Th ere is also a two-and-a-half hour DVD att ached to the inside back cover.

Read full review of the book on www.fl eet.ie

Volvo Chief heads-up ACEA CV Board

Tullow Slaney Commercials - Mitsubishi FUSO Dealer of the Year

Reading Matters

The Topaz Dublin Port site has been named as the Forecourt Retailer of the Year at the

recent 2009 ShelfLife C-Store Awards. Frank Gleeson, Retail Director of Topaz, says they are delighted with this honour. “Dublin Port is one of our fl agship stores and we are extremely proud of it. It off ers customers a wide variety of services, and caters to a large customer base – from truck drivers to families. Being recognised for this award is a fantastic achievement as it means the services we’re providing to our customers are

deemed to be of the highest standard by those in the industry."

Topaz Dublin Port off ers customers a wide range of choice, and various customer service options. Th e store has a large deli counter, with a comfortable sit-down area to enjoy your snack. Upstairs there is a full-service restaurant with an extensive menu, and a drivers’ lounge. Shower facilities and internet kiosks make it extremely convenient for those on the go.

Topaz store named Forecourt Retailer of the Year

In the course of looking through some of the Times Past items recalling transport in the years since the end of World War Two

I found myself studying images of interesting vehicles that travelled our highways, usually briefl y, during that time. Th ese were the buses and coaches known as Demonstrators. Some led to orders being placed, others did not, and this month’s off ering describes a few of them and their place in transport history and development.

With the inevitable change from front to underfl oor engines in heavy or premium buses and coaches in the early 1950s, a Leyland Royal Tiger demonstrator visited both CIE and the Great Northern Railway (GNR) in 1951-52. Registered MTD 235, this elegant vehicle was a 41-seater coach with bodywork by Leyland,

which still off ered complete vehicles at that time. Th e result was that CIE ordered 88 Royal Tigers which were placed in service in 1954. Th irty-eight were 45-seater buses with rear entrances and needed a conductor, but they were later converted to front entrance layout for the introduction of driver-only operation. Th e fi ft y coaches were the famous Banana Boats that contributed so much to Irish tourism over a long period. One of each type - Bus U78 and Coach U10 - survives in the Transport Museum collection. Th e GNR bought four Royal Tigers, the company’s fi rst Leylands since the early 1930s and these passed to CIE which took over GNR buses in October 1958. Th e Leyland demonstrator MTD 235 is preserved in the United Kingdom.

Royal Tigers were massively over-engineered and bus operators began demanding lighter vehicles in the early fi ft ies, saying that every ton saved reduced fuel consumption by one mile per gallon. Leyland’s response, the Tiger Cub, fulfi lled the requirement but struggled with a 5.7-litre engine as against the 9.8 litres of the Royal Tiger. CIE tried and tested Tiger Cub OTC 738 in 1952 but was unimpressed. In 1954 they operated AEC Monocoach 210 AMP, but no orders followed. Th is vehicle was of integral construction and was more powerful than the Tiger Cub, having a 6.7-litre engine.

A more successful QEC demonstrator was 88 CMV, a 61-seater Regent Mk V which worked for CIE in 1956. CIE found this vehicle satisfactory but were committ ed at the time to building large batches of Leyland double-deckers. CIE already had eleven AEC double-deckers and in 1958 took over a sizeable fl eet from the GNR. A batch of three Regents was ordered later and materialised in 1961.

In the mid-1950s, CIE’s engineers, who liked simple, reliable and well tested components, were considering the adoption of semi-automatic transmission. To get some reliable comparisons, they borrowed a Leyland Titan with this form of transmission from Edinburgh Corporation and ran it against standard Titans with synchromesh transmission for some months in early 1957. Th ree CIE Titans were subsequently fi tt ed with diff erent transmissions and a fl eet of 152 semi-automatics (the RA class) were purchased.

When the rear-engined Leyland Atlantean was off ered in the late 1960s, CIE engineers were justifiably worried about the model’s reliability and a single demonstrator of 1960 was followed by three more in 1964 – one each

TIMES PAST

DEMONSTRATORS

Leyland Royal Tiger Demonstrator MTD 235, Burgh Quay, 1952

Th e AEC Monocoach on trial with CIE at Burgh Quay, Dublin in 1954


from Bolton, Glasgow and Liverpool. Th is trio fi nally persuaded CIE to buy Atlanteans, a total of 840 being subsequently acquired. Meanwhile, the career of the 1960 demonstrator, a very early production model registered 46 LTB, is noteworthy. It ran in Belfast as 8895 XI, then received the mark HZA 723 when in use with CIE – this registration was subsequently transferred to an Albion lorry. Th e vehicle’s last operator was Lough Swilly, where it was No. 87 and registered UI 8616. Th is famous and much travelled bus later went into preservation and was beautifully restored, appearing at the 1982 Bangor Rally in all its green and cream splendour. Sadly, it was later scrapped.

From this selection, a strange and unconventional demonstrator was the Guy Wulfrunian that visited CIE in 1961. Th is vehicle had both its engine and entrance ahead of the front wheels and bristled with innovative features, particularly in the braking and suspension departments. It was one of only less than 140 such vehicles built and which suff ered from the plethora of diffi culties associated with new and revolutionary types. Th e development costs and later diffi culties with the Wulfrunian was one of the factors that led to the fall of Guy Motors and its acquisition by Jaguar.

Th e fi nal demonstrator in this short list must have brought a wry smile to the designer of the Guy Wulfrunian and its arrival on the scene would have added to the gloomy outlook facing British commercial vehicle manufacturers. In the 1970s, when CIE was having trouble with its Atlanteans, this visitor, like the Guy Wulfrunian, had both its engine and entrance ahead of the front wheels. It was a Volvo Ailsa THS 273M, on loan from Scotland. No Ailsas were purchased by CIE, but Volvo eventually took over the bus manufacturing arm of Leyland and in the mid-1970s a fl eet of Ailsas was built at the former CIE Spa Road bodyshops by Han Hool McArdle for Yorkshire.

Th e buses described in their various ways surely marked or presaged great changes in passenger transport.

Page 3 Contents: AEC Regent Demonstrator 88 CMV - Nelson Pillar, October 1956

TIMES PAST

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

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

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

Lough Swilly Leyland Atlantean No. 87, Bangor April 1982 Guy Wulfr unian Demonstrator 7800 DA - Broadstone, Mar 1961

Leyland Titan Demonstrator NSF 921, O’Connell St., March 1957 Leyland Atlantean Demonstrator HZA 723, O’Connell St., 1960

Picture by Howard Woods showing Volvo Ailsa in Westmoreland Street, 1973

Text & Photos: Michael Corcoran – enquiries@fl eet.ie FLEETTRANSPORT | FEB 10 29

MOTORSPORT

Volkswagen dominates Dakar …again!

Volkswagen Motorsport global assault on securing back-to-back victories in the Dakar Rally came to fruition as its tri-

continental driver line-up dominated the victory podium at Buenos Aires, Argentina. Such was the strength of its driver/navigator crews that anyone of their top three fi nishers could have won the toughest challenge in motorsport. In the end the most closely contested in its 32 year history saw Spain’s Carlos Sainz and Lucas Cruz overcome the determined challenge of Nasser Al-Attiyah (Quatar) and Timo Gottschalk (Germany) by a mere 2 min 12 sec aft er trekking 9,000 kilometres through South America. US driver Mark Miller along with South African Ralph Pitchford managed to maintain a place on the podium following his second position in 2009 albeit a step lower. Over the course of the 14 day marathon Al-Att iyah a multi-Middle East Rally Champion took four stage wins with two-time World Rally Champion Sainz winning two and one for Millar. With Team BMW X-Raid hot on their tail throughout, the overall result could be diff erent only transmission damage to Stephane Peterhansel’s BMW X3CC while Guerlain Chicherit, the reigning FIA Cross-Country Champion was a litt le disappointed to fi nish the event in fi ft h place behind Peterhansel who equalled Al-Att iyah’s four stage wins. For pure entertainment alone, Amercian Robbie Gordon won many plaudits with his fl amboyant display in the Hummer H3.

Volkswagen remains the only manufacturer to have won the car category of the Dakar Rally with diesel power. TDI technology was already dominant in the 2009 event in Argentina and Chile. In addition to the effi ciency of the Volkswagen Group's diesel direct injection technology the Race Touareg's reliability was the key to the 2010 'Dakar' victory. Despite the extreme demands the powerful 300 hp Race Touareg proved to be not only the most reliable, but also the fastest vehicle: Seven of 14 possible

stage victories and eleven days in the lead were credited to the four-wheel drive race Touareg.

“A highly motivated Volkswagen team came with the goal of successfully defending the ‘Dakar' title won last year. Volkswagen has achieved something historical with this one-two-three. We are not only unbeaten in South America, we are also the only manufacturer to have won the world's hardest rally up to now with diesel technology. Th e Volkswagen drivers fought amongst themselves for victory all the way to the chequered fl ag – sometimes by hard but fair means. Th is is exactly how we imagine motorsport to be. My congratulations therefore go to every Volkswagen duo who would all have been worthy winners,” explained Volkswagen Motorsport Director, Kris Nissen.

‘El Matador’ Carlos Sainz took the lead on Special Stage 5 and was never headed. Aft er

being so close to victory in 2007 and even closer last year, the Spaniard used all his experience to win his fi rst Dakar, four years aft er starting the adventure with Volkswagen Motorsport. Along with Lucas Cruz the successful duo laid down a marker earlier in the year by winning the Rallye dos Sertos in June/July as well as the Silkway Rally in September. A jubillant Sainz said, "I have fulfi lled a dream by winning the ‘Dakar'. An enormous weight has fallen from my shoulders particularly as the fi ght for victory was extremely hard both physically and enormously exhausting mentally. I'm incredibly happy to have achieved this goal aft er having been so close to victory on several occasions. Everything ran perfectly for me: My co-driver Lucas Cruz did an excellent job, from the technical side the Race Touareg ran like clockwork and the entire Volkswagen squad worked tirelessly for the win. Th ank you for this.”


Victory shake! Carlos Sainz and Lucas Cruz


MOTORSPORT

Untouchable KAMAZ!

Dakar 1-2 for KTM

In the truck category, which generated much interest and more extensive coverage on Eurosport’s nightly reports, Russian truck

builder Kamaz continued its all-powerful stance in the Dakar Rally. Such was its dominance of Team Kamaz-Master that the brand with the blue horse won all of the Special Stages. Lead driver of truck number 501 Vladimir Chagin also created a new record in scoring 9 Special Stage victories and by fi nishing fi rst in the general standings. He led the event from start to fi nish and recorded his 6th Dakar, and all while reaching his 40th birthday on the desert trails! Chagin now joins another 6 time winner and team mate Karel Loprais in the history books.

Ironically, top seed Loprais (500) fi nished next behind Chagin in the similar Kamaz 4326. Dutch heavy-haul truck builder Ginaf proved to be the best of the rest as the X2222 all-wheel drive model with Marcel Van Vliet at the wheel over nine hours behind Lopraiz.

Other manufacturers to att ract the TV cameras were Liaz and Hino. Th e yellow Czech brand Liaz and loyal Dakar competitors Team Sugawara on the Hino Ranger completed the gruelling course in 4th and 7th respectively. Unfortunately for veteran sportscar driver Jan Lammers his Jumbo Rally Ginaf rolled off a drive tearing the engine from the chassis.

"All victories are nice but this one is particularly beautiful," he stated. "It is the victory of hard work, of expertise

and of an incredible team. Th ere are nine of us in the team and not one of us ever let go. We all wanted to win; we all wanted to fi ght hard and we won. It's just fantastic. Of course there is a lot of emotion." Despres whose racing career has had its setbacks, injuries and a constant batt le with his arch rival, fellow KTM rider Marc Coma of Spain, said, he was genuinely moved by the victory. "I am human," he said, "I know I have been riding this bike for 15 days and I am exhausted but the litt le strength I had left just went in tears. KTM played a big part in this victory. Th ey trusted us. We chose everyone. We have been working 24/7 for months. One thing is clear; I was not afraid of losing. I just wanted to win. And this will to win was stronger than the fear of losing. It was a tough Dakar, a beautiful Dakar and I am so glad I won."

Marc Coma, Despres' eternal rival in the KTM camp, fi nally fi nished in 15th place. But he still had four stage wins to his credit and, penalties aside, his actual riding time was remarkably close to that of Despres, proof enough that the two KTM riders are in a class of their own in international rally competition. Th e result was all the more remarkable because both Despres

and Coma had to ride with air restrictors on their KTM 690 rally machines, to reduce the performance down to the level of a 450 cc bike. Since the middle of 2010, the new standard for racing the Dakar. Th e 2010 was yet another triumph for KTM, whose sports machines play such a dominant role in international off road competition. KTM fi rst won the Dakar Rally in 2001 and has been undefeated ever since. Six of those victories have come with either Despres or Coma at the handlebars and each has now won three Dakar titles.

Dubliner Philip Noone finally achieved his l i fe long a mbit ion and dream to finish the Dakar. In fact he is only the fourth Irishman to complete t he c ross-cou nt r y desert marathon. From a starting position of 117, the Dun Laoighaire native brought out the best of his KTM 525 EXC to reach Buenos

Aires 83rd overall. He even managed to have his photo taken with the Irish Ambassador to Argentina! Th is achievement shows the true determination of his character as a second blown engine on Stage 9 of last year’s event put an end to his Argentina-Chile Dakar 2009. “For surfers there is one big wave in the world you want to ride, for off -road bikers, Dakar is the race you really want to do,” said Philip who chose the Simon Community as the nominated charity for the 2010 race.

WABCO Supplies Dakar 2010 Truck Winner with High Performance Braking


FEATURE

VebaBox is the latest innovation in transport refrigeration and cold chain logistics. It is a compact, self-contained, transferable

refrigeration and/or freezer unit which is available not only for all makes/models of light vans but can also be customised to meet the individual requirements of each client. VebaBox can be installed in any new or used LCV. In addition, VebaBox can also run off 24V supply suiting all heavy goods vehicles.

VebaBox Limited is bringing the VebaBox to the Irish & UK markets. Based in Wicklow and Camberley, UK, VebaBox Limited provides a high quality service to all its customers. From helpful customer service personnel to highly qualifi ed technical support, VebaBox is confi dent in providing not only a world-class product but also the service and support to match it.

Th e VebaBox refrigeration system is an extremely eff ective solution which is rapidly gaining market share throughout Europe. Mark Smith, Sales & Marketing Director, VebaBox Limited commenting on VebaBox stated, “We believe that the VebaBox unit is going to revolutionise the transport market. It is not very oft en that a genuinely fresh and innovative solution is developed and brought into an existing market. VebaBox is one of these rare occasions.”

He added: “VebaBox can and will off er our customers a greater fl exibility in their day to day cold chain logistics, whilst helping to drive down the associated costs. A winning combination which is diffi cult to achieve.”

Exciting Origins of VebaBox

VebaBox was established in 1988 as a cooling box by Dutch manufacturer Veba MediTemp.

Prior to 2006, Veba MediTemp focused mainly on the medical market and the transportation and storage of medicines, blood, transplant organs and IVF samples.

Th ey also developed a highly successful kidney dialysis fl uid warmer which boasts sales of over 2,000 units per annum. During this period, Veba MediTemp also worked closely with military and aerospace organisations in the transportation of medicines and blood products to and from key locations. In 2006, the Company began to focus on the laboratory and pharmaceutical sectors. Th is led to the breakthrough development of the large 12V cooling box which is perfected today in the form of VebaBox.

Building on this remarkable history, VebaBox has now become a fi nancially viable alternative in commercial logistics not only for medical and laboratory transportation but also for the food, catering and all other industries requiring precise temperature control during transit or storage.

VebaBox vs Traditional Refrigeration

VebaBox is a well established product across Europe with an increasing number of companies discovering the major benefi ts of this system compared with traditional refrigerated vehicles.

Th e most att ractive benefi t is that no structural modifi cation of the van is required which ensures the van retains a high residual value. When a refrigerated van is sold, scrapped or used as a trade-in, the investment of the conversion is lost. VebaBox, conversely, with a typical life span of 10-12 years, ensures a much higher return on investment outlasting on average 3 vans.

Another very appealing advantage of the VebaBox is the degree of fl exibility it off ers. VebaBox is highly portable making the transfer of units between vans extremely easy. In addition, VebaBox off ers an

Introducing VebaBox: the Future of

John Howard, Regional Sales Manager, VebaBox Ltd.

Cold Chain Logistics for ALL LCV’s


FEATURE

optional batt ery backup system, allowing the unit to continue to operate even when the engine is switched off . Moreover, a 220V option is available providing a mains plug-in facility which acts as a small on-site cold room at your premises. Th is also impacts on distributors transporting stock from a central warehouse to various sites. Th e full VebaBox can be left at your point of sale and exchanged for an empty one, thus increasing fl exibility in stock storage and delivery.

For larger vans, VebaBox can be confi gured so that one half can be refrigerated/frozen, leaving the other half at normal ambient temperature. Th ere is also the possibility of using two units in one vehicle if you need to transport chilled and frozen items at the same time.

Additionally, VebaBox has a higher stability temperature control than a standard refrigerated vehicle (accurate to within +/-1°C). Its powerful unique compressors will eff ortlessly maintain the required temperature. Th e VebaBox unit guarantees the delivery of refrigerated goods without compromise. Further accessories available include an optional printer, data-logging, temperature alarm, cab read-out, and GPS compatibility.

Compliance & Conformity

In an ever-increasing regulated environment, conformity with leading worldwide standards is an essential criterion for all businesses and institutions. VebaBox is the best practice in cold chain integrity, ensuring compliance with European Directives, ISO, HACCP and ATP standards. VebaBox is a high-performance quality solution providing consistent and reliable results in the transportation and storage of all temperature-sensitive substances.

Th e Future of VebaBox

VebaBox is unique and stands apart from the traditional refrigeration systems available in the Irish & UK markets. Speaking of the current market conditions, John Howard, Regional Sales Manager, VebaBox Ltd commented on how VebaBox is set to revitalise many industries. “In today’s turbulent economic environment, more

and more businesses are searching for ways of improving business performance while reducing overheads. VebaBox is a long-term solution which provides just this. VebaBox is so fl exible it can be used in any van which we are sure will alleviate the slump the new and used van sales markets have been experiencing. VebaBox will revitalise not only this sector but also the food, catering and chilled transport areas.”

Th e unique selling points of VebaBox will ensure its ongoing success across Europe. In addition to purchasing direct from VebaBox, regional distributors will also be appointed. Interested parties should contact VebaBox at [email protected]

VebaBox is the proven, cost eff ective solution for all light commercial vehicles. A fl exible, transferable system, it has transformed the refrigerated transport industry across Europe. No matt er what your industry, should you require refrigerated transport, VebaBox is the option to choose. With customisation and plenty of optional extras, VebaBox will ensure the integrity of your products while adhering to best practice and international standards.

With prices starting from as litt le as €3,500, VebaBox provides a greater return on investment than traditional refrigeration methods. For a detailed proposal or technical specifi cations, please contact the VebaBox offi ces at [email protected] or to speak to a representative, please call IRL: 00353 (0) 45 865440 or UK: 0044 (0) 1276 423493. Mark Smith, Sales & Marketing Director


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

Albania ALL 130.00 - 126.00 Latvia LVL 0.729 0.759 0.699

Andorra EUR 1.014 1.068 0.875 Lithuania LTL 3.95 4.09 3.35

Austria EUR 1.137 1.302 1.042 Luxemburg EUR 1.101 1.125 0.916

Belarus EUR 0.699 - 0.558 Macedonia MKD 64.50 66.00 52.50

Belgium EUR 1.391 1.413 1.089 Montenegro EUR 1.100 1.120 1.040

Bosnia-Herzegovina BAM 1.93 1.97 1.91 Netherlands EUR 1.489 1.554 1.128

Bulgaria BGL 1.96 2.13 1.92 Norway NOK 12.47 12.78 11.43

Croatia HRK 7.95 8.02 7.33 Poland PLN 4.35 4.61 4.02

Czech Republic CZK 29.40 31.30 27.50 Portugal EUR 1.340 1.446 1.090

Denmark DKK 10.58 10.92 9.02 Romania RON 4.11 4.48 3.90

Estonia EEK 16.90 17.40 16.85 Russia RUB 23.33 24.28 19.38

Finland EUR 1.357 1.394 1.071 Serbia RSD 107.50 - 105.30

France EUR 1.323 1.357 1.095 Slovakia EUR 1.173 - 1.141

Georgia GEL 1.90 1.95 1.90 Slovenia EUR 1.152 1.171 1.082

Germany EUR 1.339 1.422 1.128 Spain EUR 1.060 1.150 0.980

Greece EUR 1.064 1.278 0.978 Sweden SEK 12.66 13.06 12.02

Hungary HUF 300.00 - 283.00 Switzerland CHF 1.614 1.670 1.665

Ireland EUR 1.249 - 1.149 Ukraine UAH 7.70 8.70 6.60

Italy EUR 1.312 1.402 1.156 UK GBP 1.122 1.193 1.141

Kosovo EUR 0.96 - 0.91 USA USD - - 0.748

FUEL PRICE UPDATE IN ASSOCIATION WITH CASTROLThe price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 4).

Question 1. Is it true that if I commit an off ence I can lose my ’Operators Licence’?

Answer. It is possible but, if it was for a specifi c off ence, the off ence would have to be very serious. You may have read about the convicted drug traffi cker who lost his licence; a decision, which followed the introduction of new regulations by the Transport Minister which listed those convictions which are considered to be an absolute bar to the holding of an operator’s licence. Th e more common reason for the loss of an operator’s licence is the ‘loss of good repute’.

Th ere is no clear defi nition of ‘repute’, the purpose of the legislation is to ensure that those who operate commercial vehicles can be relied on to comply with the law, and to be concerned for public safety. Th is is very much a matt er for the discretion of the Department of Transport and a decision to revoke a licence might follow a

conviction or series of convictions, for a relevant off ence or might follow from a series of negative reports from the Department’s offi cers.

Th e reality is that revocation will always be an unusual step and very few operators will be faced with the possibility of that sanction.

Question 2. One of my vehicles was stopped and the driver was told that the brakes were defective and had to be repaired before the vehicle could proceed. I don‘t think that there was anything wrong with the brakes. Is there anything that I can do about it?

Answer. Checks at the roadside can always cause problems.

In the fi rst instance the details may simply be reported to the Department, in a more serious case, however, the matt er may be taken to court

and a conviction is always serious.

Drivers must be trained to telephone the offi ce if they are in anyway concerned about an inspection. If the complaint is serious every eff ort should be made to get either the company’s engineer to the site or, if that is not possible, some independent engineer, before any remedial work is done.

Arguably all drivers should now carry disposable cameras which can be used to record the alleged defect. [A camera can provide an invaluable record of an accident scene]. It is always worth writing to the Department explaining how the defect came to occur particularly if the defect occurred in the course of the journey.

Finally, if the matter goes to court, take it seriously and have your own engineer as a witness. Frequently the Court will really not be familiar with the mechanics of a commercial vehicle.

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

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

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

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

Text: Jonathan Lawton – jonathan@fl eet.ie FLEETTRANSPORT | FEB 10 35

LEGAL

I t would seem that 30 years have passed since similar weather conditions were encountered, and

it is hardly surprising that people appear to have forgott en how to cope with extreme cold.

Although many of the problems are common to every business, the transport operator faces specific diffi culties which are increased when the business requires vehicles to travel through other countries where the weather conditions are very bad. As this is writt en the UK is eff ectively shut down, a fact which largely refl ects the lack of readiness to deal with the weather conditions.

Before considering the steps that a transport operator should take to deal with the weather, it is worth remembering that if there is an accident, whether to property or to an individual, the operator may well be held to be legally liable if there is no evidence that proper care was taken to ensure that the vehicles and staff were able to operate in safety. To take one example, sudden, but predictable, engine failure may well result in the vehicle becoming uncontrollable. In the event that the engine failure, with the resulting accident, is caused by a lack of proper preparation the operator will be responsible.

Looking at the vehicles, perhaps the fi rst question to ask is whether the engine coolant will be eff ective at the temperatures that may be encountered. -20 is very cold, and well outside temperature ranges that might be expected in Ireland looking at recent years. If the coolant freezes, of course, not only may the engine be ruined but the loss of an engine is expensive and, if there is no evidence that steps were taken to confi rm the eff ectiveness of the coolant, the insurance company might refuse to accept a claim.

Th e same question can be asked about the engine oil. Modern oils operate through a wide range of temperatures but a careful operator will ask the oil supplier to confi rm that the oil is safe in use at these low temperatures, particularly if the vehicle is to operate outside Ireland.

Th e other simple check is to ensure that the f luid in the windscreen

washer reservoir will operate at low temperatures. It should be remembered that a vehicle will be considered to be defective if the washers don’t work and, on a bad day, that defect may lead to a court case.

It is clear that temperatures in the UK and the rest of Europe are very low and, certainly in Europe, are likely to remain low for some time. It is important therefore that the operator should be aware of the increased problem once a vehicle leaves Ireland.

The other responsibility faced by the operator is the need to ensure that the drivers are properly equipped and instructed. Th ere have been many recent examples of vehicles forced to ‘park’ overnight on roads that have been closed by the adverse weather. Even with modern heaters cab temperatures may be diffi cult to sustain and it is critical to ensure that a driver does not feel that he/she should leave the cab to avoid the increasing cold.

A hot drink is a key to staying warm and there are now many models of in-cab water heaters which are not expensive and with which a vehicle can be equipped. Drivers can be expected to carry suffi cient warm clothing, including a weatherproof jacket, and also have suffi cient bedding. Th ose who have been boy-scouts will know that a single candle can provide a surprising amount of heat.

Th is may all seem to be a situation in which the employer is required to ‘mother’ the employee's but the reality is that the employer’s responsibility for the driver’s safety is high. Were a driver to be injured, or to become ill, as the result of exposure to extreme cold temperatures, then the employer may well be found to be legally liable if there was no evidence to show that thought had been given to the question of safety.

Finally it is important to ensure that drivers can communicate either with the employer, or an authorised agent, in the event of trouble.

Do you remember the last very cold winter?

COMMENT

Bereft of realityIt is no surprise that,

in the country i n wh ich t he

parliamentarians have the longest

holidays of any in Europe,

that very litt le emerges from them that is not totally

bland. And, while their debates are, to put it kindly, childish, we have to rely on the various media to get stuck into the real issues. Th e rest of us try to pick a path through the trials of life handling issues that are in various shades of grey, while the politicians are only happy when they are either on holiday or slagging off the other lot.

Just how disconnected they are from the real world became clear once again, when one reporter asked Minister Gormley why did it take three weeks aft er the cold snap started before they thought of pulling together a task force group to co-ordinate eff orts? His reaction was to be surprised at the question, aft er all, they did get to have a chat about it on 5 January and surely that was early enough; everybody was on holiday until then! Did he not think for a moment that when he and his family turned on the lights, went to the shops, maybe went out for a drink during his “no one is working” period, that, indeed, people were at work? It gets worse, as the whole Task Force thing really only got some momentum the day aft er Dublin got the full belt of the ‘Weather Gods’. Up to then, Dublin’s weather had been OK while most of the rest of the country had for two months been hammered by rain, fl oods, ice and snow storms – but, it seems, that was not important. You might be forgiven for thinking that there are more votes and media outlets in Dublin than in any other part of the country.

Minister Gormley is also at the centre of the project that was always daft but is now shaping up to leave the rows about the Port Tunnel and its height in the halfpenny place. Th is is the 600,000 tonne per annum Waste Incinerator. I get the impression that he personally sees that this mega project is totally absurd. He is Environment Minister with responsibility for the Local Authorities and he seems to be quite unable to rein in the folk at Dublin

City Council. I was talking with a UK rail freight chief last week about various

freight traffi cs and he said that one of the “good” ones over there was shift ing domestic waste to incinerators. He asked, innocently would the waste for the Dublin incinerator be brought

into the plant by rail, on the basis that, to do otherwise, would be both daft and dangerous? (A truck in and out every

15 minutes in perpetuity is not a great thought). Th en, I had to tell him that the site chosen for this was out of range of any practical rail connection. No, the

situation seems to me to be exactly the same as the Port Tunnel, the Council are a law unto themselves and care neither about

the Government of the country nor the citizens of the City.

Th is brings me back to where I was starting. Th e whole sorry business of the megabucks that the ratepayers of Dublin will have to pay to the developers of this project if it is either cancelled or if it does proceed and does not secure the waste volumes they want was the subject of a recent “Prime Time” programme. Th ere is no need to go into all the issues about how the tonnage fi gures were arrived at or who knew what about what when contracts were being signed. Th e crunch for me was when Elizabeth Arnett, a Director of RPS Consultants who had the misfortune to be put to speak on the Council’s behalf, in her exasperation, had a good “go” at the Courts. Specifically, she spoke about the decision to al low genuine competition in the greater Dublin waste collection and handling market. Th is decision had meant that private companies such as Panda could buy and collect waste from householders and dispose of it as they saw fit. Thus, instead of simply sending it to the Poolbeg incinerator they could send it to another incinerator or an alternative treatment facility. She insisted that this was totally wrong; these companies had no right to handle the City Council’s waste!

Of course, it is not their waste any more than it is their Port Tunnel. If the Irish Government

is impotent in this matt er should this issue be taken to Brussels – in fact, should we dispense with having a National Parliament altogether, now that the European Parliament has been beefed-up post ‘Lisbon’? Aft er all, it was the EU that brought each of the State Transport, Power and Telecoms apparatus into a competitive, though regulated, set up. I picked up one of those “anorak” Bus magazines in London the other day, and there was a two page photo spread on the hundreds of perfectly good ex-Dublin Bus double deck buses being put into service by operators, large and small throughout Britain. If Dublin Bus was in a competitive environment such as theirs, would it be selling off what is, clearly, a perfectly serviceable fl eet and replacing it at huge cost with shining brand new kit?

Of course it would not. Th e sooner the National Transport Authority takes fi rm action to dispel the belief within the CIE Group that the passengers in the City are their passengers, and the sooner Brussels disabuses the City Council about its waste, its Port Tunnel and much else, the closer the end of recession may be.

From where I'm sitting - Howard Knottt is no surprise that, in the country i n wh ich t he

parliamentarians have the longest

holidays of any in Europe,

that very litt le emerges

City fre

fr

ito ddan

15ththof

situasame alaw un

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Th is bringTh e whole the ratepaydevelopersor if it does

36 FLEETTRANSPORT | FEB 10 Text: Howard Knott - howard@fl eet.ie

FINANCE

Text: Donal Dempsey – donal@fl eet.ie FLEETTRANSPORT | FEB 10 37

Failing to plan is planning to fail. In the current economic climate we can all think of multiple reasons not to plan for

the business future. Normally I hear comments such as “things change too quickly”, “I cannot predict the future”, “It takes too much eff ort” or “It takes too much time”. Every successful business person will tell you that the planning process actually makes a business bett er prepared to deal with unforeseen events and helps business owners make bett er use of their time. Many business owners do not like planning as when you put this planning process into fi nancial information it highlights problems and leaves them with diffi cult decisions to make. It's much easier to avoid tough decisions by not planning but the success and now survival of the business depends on the owner's ability to identify and deal with problems. Key Steps in Business Planning

Business Goals• Performance Review• Competitive Advantage• Marketing• People• Resources• Systems• Finance•

Business Goals

These are normally financial goals such as viability and survival in the current recession and the requirement to be best placed to make profi ts post recession. Business goals may mean sett ing up the business for the possibility of future sale (status and volume may be key drivers rather than profi tability as business is set up to be sold and integrated into a competitor). A business goal of the owner may be the sett ing up of a business that in the future can operate without he/she being involved in day to day activities. Business Performance

How has the business performed over the last two years? What are the business strengths and where is there room for improvement? Involve all your management team in this and benchmark your business against others. Competitive Advantage

Why do your customers deal with you? Is it service? Price? Credit terms? Th e range of services you can off er or your own personal contacts? Can you maintain this advantage in the future? Marketing

No matt er how few customers or how niche your

business is, you need to market your business to current and future customers. You may be the best but without your current or future customers knowing this you potentially may lose ground in this tough current market environment. Marketing need not be expensive, an example is nomination and being awarded regional or national accolades such as Fleet Transport Irish Haulier of the Year Awards. All the promotion is done for you and you diff erentiate your business from the rest. People

Gett ing the right people for the right jobs is crucial to success, don’t compromise. The current recession means all employees should be reviewed as to their contribution to the business. It’s a common trend to see individuals moved within businesses to positions they are not suitable for, just to maintain them in employment or off spring of business owners promoted to positions they cannot handle. People are a business' biggest asset only if they are selected, trained and motivated in a correct manner, so get your personnel right and you chance of success grows. Resources

Most business owners when they look at producing a business plan fail to document or quantify resources. Along with vehicles and trailers (and do not forget vehicles and equipment can be altered to suit new purposes) look at the yard, warehouse, offi ce and garage capacity and they are all key elements in making your business profi table. Systems

The ability of your office and accounting systems to handle the current business workload and potential new business (or do the admin for a new business venture) are crucial to the success of your business. Look at ways you can utilise this resource successfully. Finance

Based on all the information gained it's now appropriate to fi nancially quantify the business plan. In the current economic recession it’s the cashfl ow forecast produced that will dictate the next move. If cash fl ow is negative, how can we finance the shortfall? Will the banks

support an overdraft or a term loan? The availability of fi nance will dictate the ability of some fi rms to stay in business and only fi nancially viable and tax compliant fi rms will be fi nanced to renew vehicles and equipment. Two key points in business planning:

a) Go through the process a number of times and fi ne tune the plan.b) Involve as many people as possible in the plan.

How do you produce the plan?

Ask your Accountant to produce the plan. It normally takes two sessions of three hours duration on-site and a few hours in the offi ce to complete.

Review the plan every six months using the same process so that you have an updated realistic plan to work forward from. How do I know it’s worthwhile?

Pick any of the top one hundred fi rms in Ireland (regardless of business sector) and guaranteed they have a planning process in place.

Planning

2009 proved to be a challenging year for the commercial vehicle tyre market, a refl ection of the diffi cult times being

experiened by the haulage industry as a whole.

According to Continental Tyres, the Irish replacement tyre market has dropped by over 34% compared to 2008, with overall sales of approximately 78,000 units. Th e German tyre giant predicts a marginal growth in the market for 2010. In the UK the replacement tyre market has also faced a downturn, albeit not as severe as in Ireland, with sales just over 17% down on 2008.

Th e economic challenges facing hauliers are being highlighted in other ways also, with Continental identifying a move towards the cheaper end of the tyre market. Interestingly though, it’s not the top-end premium segment that has been bearing the brunt of the move toward budget and economy tyres, rather the middle of the road quality segment. In 2009 the premium market accounted for 40% of market share with the quality segment taking 18%, and the budget and sub-budget segments accounting for 30% and 10% respectively. In 2010 Continental predicts that the quality segment will contract by a further 2%, however it anticipates that the premium

sector will grow by the same amount rather than a further move towards the cheaper end of the market.

While a year or two ago it seemed that every second commercial vehicle on the road was a construction truck, the latest f ig u re s f rom Continental r e v e a l t h a t goods vehicles account for the vast majority

of replacement tyres sold, representing 92.6% of the Irish market. In comparison the construction segment has just 5.3% market share with the remainder taken by buses and coaches. One development noted by Continental has been an increase in sales of winter tyres although uptake is still very small compared to other European markets, some of which have legislation requiring their use in winter months.

Despite the UK being our nearest neighbour, there continues to be signifi cant diff erences in the tyre sizes popular in each market. Whereas in the UK 295/80 tyres still dominate, in Ireland there is a continued consolidation towards 315/80 tyres, with the best seller being the 315/80R22.5 regional steer tyre. With more new vehicles being designed around the 315/80 size, it is anticipated that this trend will continue.

Steer tyres accounted for 46% of new tyre sales in 2009 versus 30% for drive and 24% trailer

tyres. Th is is due in part to retreads being more likely to be used on trailer and drive axles. In the UK where retreads are more popular than here, the diff erence is more pronounced, with steer tyres accounting for 56% of the new t y re ma rket . T he retread market itself has grown in the past year with combined UK and Ireland sales of ap prox i m at e l y 960,000 units, on a par with the number of new tyres sold. Th ere is a

continued diff erence though between the two markets with hot cure retreads much more popular in the UK, accounting for almost two thirds of that market, but only a quarter of the Irish market.

Th ere is also a growing demand for tyres with higher load capacities, with it being estimated that ongoing legislation changes to bring engines from Euro IV specifi cation to Euro VI will account for an additional 400 kg of weight to a vehicle. Th e increased use of double-deck high volume trailers using 17.5” and 19.5” rims is also adding to increased load demands on tyres.

2012 sees a major change to the tyre industry with the introduction of EU tyre labelling legislation. It will mean truck tyres will have to have clear ratings with regards to rolling resistance and noise. It should bring greater transparency to the industry, and further encourage operators to opt for greener tyres as the pressure to reduce our carbon footprint increases.

Diffi cult Times Drive Changes In Replacement Tyre Market

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TYRES

38 FLEETTRANSPORT | FEB 10 Text & Photos: Cathal Doyle – cathal@fl eet.ie

SHIPPING

The mid-Winter cold snap throughout the Northern Hemisphere has led to the longest

shipping hold-ups reported for many years.

At the Queensland, Australia Port of Dalrymple the average waiting time for each 50,000 tonne plus capacity Bulk Carrier before loading with coal has been over 27 days. Th e fuel is bound for China and for power stations throughout Europe.

On arrival at Chinese Ports the Coal carriers have suff ered further delays with Quayside facilities blocked up by vessels waiting for export cargoes that have been delayed by extreme conditions on the country’s highways and rail lines.

Th e acceleration in growth of Chinese exports to recovering world markets has not only increased congestion at many Chinese Ports, but has also

led to a steady increase in freight rates for all categories of vessels, with a knock-on eff ect on prices of goods coming from there. Westbound Container volumes to Europe are now running at just short of a million TEU a month, while laden containers going east are approximately half that fi gure, but also growing strongly.

Stena Line has temporarily withdrawn the High Speed Ferry “Stena Explorer” from

the Dun Laoghaire / Holyhead route. She will be laid-up at Holyhead until 28 June when she will return to her once daily rotation on the route over the peak summer months.

Th e Fast Craft 'Stena Lynx' (pictured) is currently being re-fi tt ed and will take up daily service on the route on the 5 March. She will move to twice daily on 1 April but will revert to her traditional Rosslare/ Fishguard route when the HSS returns. Th e smaller vessel will return to Dun Laoghaire on 6th September and will remain in service there until the New Year. Stena Route Director,

Vic Goodwin said, “the HSS Stena Explorer has very high operating costs and together with the high Port dues in Dun Laoghaire Harbour

this has placed severe pressure on the fi nancial performance of this route.”

Th e 'Stena Lynx' is a slightly smaller vessel than Irish Ferries’ 'Jonathan Swift ' and the changes will push freight traffi c towards the Dublin/Holyhead route Ro-pax vessels.

Th e IMDO reported a small increase in passenger and car traffi cs on Irish Sea routes in 2009, reversing the dip in the growth trend in 2008. Th is was despite a drop of 20% in UK tourists in 2009. Failte Ireland has projected a strong growth of British tourist numbers in 2010.

AP Moller Maersk has sold ferry operator Norfolk Line to fellow Danish Company

DFDS in a €346 million deal which also sees Maersk taking a 28% share in DFDS.

DFDS CEO Niels Smedegaard said, “Th rough this acquisition we gain scale and come closer to our vision of building a European sea based transport network.

Th e integration of our companies will generate considerable synergies and we expect this transaction to improve our earnings capability once the market recovers."

Th e Copenhagen based DFDS Group also has a small shareholding in neighbouring, Clipper Group. Th at company owns the Seatruck Ferry Operations on the Irish Sea.

The newly formed Fastnet Line will re-launch the Cork / Swansea ferry service on 1

March with the 22,000 tonne 'Julia' (pictured in Cork Harbour). She has a passenger capacity of 1860, space for 480 cars and 700 lane metres of trailer space.

Sailings, year round will be three ten hour overnight crossings a week, in each direction, ex-Cork at 21.00 on Tuesday, Th ursday and Saturday, with an extra weekend sailing in each direction at peak season.

T hough Company Chief Executive, Tom Barrett , accepts that the primary target market for the new service is passenger, he says: “We believe that we can also off er a great service to the freight industry and will have a product that off ers a real alternative route to and from the UK. Th e 'M/F Julia' is a far more suitable vessel for freight than her predecessor.

Th ere is a freight capacity of 30 trucks and we are aiming to build up a core freight customer base by targeting companies to enter into a long term trade relationship with the Fastnet Line. Th e overnight crossing off ers real monetary benefi ts

to a company saving 600km. On a journey to the UK and we are ensuring that our competitive pricing and the cost and time benefi ts for freight

clients will be an att ractive proposal.”

Dermot O‘Mahoney, Port of Cork Chairman said, in the course of his annual review of activities at the Port, that, “ Th e Port of Cork

remains optimistic for 2010 and, in particular the re-establishment by Fastnet Line of the ferry route from Cork to Swansea will provide a much needed boost to both the local and regional economy at a time when Irish tourism needs it the most .... also, the Port will continue to examine the possibility of a Cork to Northern Spain route launching in 2010.” P & O Ferries has recently announced the closure of its Portsmouth/ Bilbao route at the end of September 2010 when its charter of the Irish Continental Group owned ferry 'Pride of

Bilbao' comes to an end.

27 day port traffi c jams reported

Stena Line re-deploys fast craft on Irish Sea routes

Norfolkline joins with DFDS

Fastnet Line kicks off on 1 March

Text: Howard Knott – howard@fl eet.ie FLEETTRANSPORT | FEB 10 39

BUS & COACH

The EU public transport and practices, the role and place of the private bus and coach sector, as well as thoughts for the future,

were the three main topics of the ‘Collective Bus & Coach Transport in the European Union in the next decade: challenges and opportunities for the private sector workshop’ hosted jointly by the IRU and EPTO – International Road Transport Union and European Passenger Transport Operators, held at the Renaissance Hotel, Brussels and att ended by Fleet Transport’s editor Jarlath Sweeney.

In essence the event focussed on the future of bus and coach services in the EU in the next 10 – 15 years, featuring leading speakers both from the industry and the European institutions. Doubling the use of collective/public transport in the EU was the main objective of the opening presentation. Graham Smith, Vice President of the IRU introduced the Smart Move Campaign (which was to be offi cially launched later that evening at the European Parliament) in association with Busworld. Bus & Coach Smart Move is basically a medium to promote increased use of public transport and to highlight that buses and coaches are the key to sustainable mobility. “By doubling the use of private and public bus/coach usage in the EU up to 50 million tonnes of CO2 can be saved,” claimed Mr. Smith. He went on to say that up to 3,000 fatal accidents can be prevented and that car traffi c can be reduced by 10-15% in urban and inter-urban areas. “Th is initiative will also aid job creation as it's realistic and viable,” he added. “Th e absence of dedicated terminals for buses and coaches in our cities is a problem that needs to be addressed immediately,” he stressed.

EPTO founded in 2006 represents leading transport service providers in Europe such as Arriva, First Group, Go Ahead, Stagecoach and Veolia among others. It provides the development of a competitive market structure for the supply of public transport services and supports the opening of passenger transport markets to competition. In sharing the objectives of the IRU Michael Quidort, EPTO Chairman called for the further opening up of markets and cited while private and Semi-State PSV operators work well together, speed of service, especially in inter-urban and regional transport, needs to be improved by giving coaches priority on motorways.

Nicola Shaw, First Group PLC, Director Bus UK, Ireland and Germany was the fi rst speaker on the Interactive Panel Session. She said that the EU should be interested in the joint IRU/EPTO project for many reasons. As part of her proposed action

plan improved accessibility, travel information and passenger rights were a priority while campaigns in promoting sustainable mobility to all users and non-users will have to be reached,” she stressed. Further research and development of lower and zero emission vehicles were also among her other suggestions. Nicola has just been appointed to the Board of Directors at Aer Lingus.

In presenting the results of a pilot study commissioned by the IRU, Th omas Avanzata, Avanzata Consulting stated that infrastructure, information on new technology such as real time information, on-line planning, accessibility, ticketing, marketing and security need to be worked on in order to achieve the ‘double the use’ plan. “Th ere is nothing more carbon effi cient than a full bus or coach,” said Claire Haigh, Campaign Director, Greener Journeys, UK in opening her address. “Congestion is bad for both environment and economy – switching from car to bus for just one journey in 25 could save 2 million tonnes of CO2,” she stated. Greener Journeys launched in September is an initiative of the UK Bus & Coach industry aimed at reducing CO2 emissions from transport delivering unprecedented modal shift from the car.

In highlighting that the 2012 London Olympics will be a 100% PSV games, Peter Robinson, Olympic Delivery Authority, Spectator Bus & Coach Services UK will be calling on 2,000 vehicles to service the Park ‘n’ Ride shutt les and the ongoing transport needs of the 5,000 Olympic family, 17,800 athletes and 22,000 media from 203 countries. As

per Michael Quidort’s presentation, Peter also sees a role for taxis in the whole scheme of things. “Coach operators from Ireland full of spectators, will be more than welcome,” he said.

Among the speakers in the second session were David Martin, CEO Arriva who said that the company’s objective of reaching EU objectives for sustainable transport can be achieved by accessible liberalisation, increased competition and bett er utilisation. He used the example of Helsingberg in Sweden that has moved from diesel power to CNG (Natural Gas) that is sourced locally, in its low-fl oor bus fl eet as a way forward in reducing CO2 emissions and improve air quality.

Th e successful integration of public and private passenger transport providers was supported further by Steve Salmon, Policy Director, Confederation of Passenger Transport (UK). Outside of London, 80% of public transport is carried out by privately owned bus companies. Currently CPT members collectively turnover £4 billion per annum, are profi table and invest an average £400m per year back into the business. He said that the image of the bus/coach has improved as a result. “Scrap your old car and get a year’s free bus fares,” was an interesting idea from Steve.

While the event was ongoing, an award winning bus and coach was put on display on the Esplanade of the European Parliament – see photo above.

40 FLEETTRANSPORT | FEB 10 Text: Jarlath Sweeney – editor@fl eet.ie

Buses & Coaches – your Smart Move!

Att endees at the Smart Move Reception at the EU Parliament

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

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

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

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

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

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

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

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

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

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Focus on low-emissions Road Transport

APPRAISAL FLEET MANAGEMENT

In essence, the Iveco Eurocargo Hybrid is a 7.5 tonne (GVW) parallel (diesel/electric) hybrid truck, suitable for multi-drop urban

delivery missions. It’s a mild hybrid truck, in other words, a truck with a limited pure-electric range, equipped with a Start/Stop system based on a 44 kW (420 Nm torque) motor-generator. Th e diesel engine is a 4-cylinder Euro 5 Iveco ‘Tector’ unit, rated at 160hp/118 kW. Its main project goal is to achieve a 20-25 per cent reduction of fuel consumption and a decrease in CO2 emissions as well.

Iveco has conceived two other fi elds of application for its hybrids, namely local distribution and light garbage collection. Th e latt er missions can be accomplished by a 12 tonne parallel hybrid, equipped with a 6-cylinder Euro 5 Tector engine rated at 215hp/160 kW (680 Nm torque). Iveco technicians are aware that a 12-tonne hybrid allows to recover more energy (during regenerative braking) than a lighter truck. Nevertheless, a heavier truck needs more energy to be moved. Th erefore, one has to strike a balance between Gross Vehicle Weight (GVW)

and the amount of recovered energy, according to the vehicle specifi c mission.

It’s a diff erent approach from Daimler Trucks’ engineering team, which decided to stop the development of 7.5 tonne Atego Hybrid in favour of the 12 tonne truck (due to the aforementioned regenerative braking effi ciency). Th e Eurocargo Hybrid has been tested in Milano, Italy along a typical multi-drop delivery route, with frequent starts and stops and deeply immersed in traffi c jams. According to Iveco technicians’ estimations, this kind of mission implies average speeds of 15-20 km/h, a total mileage of around 100 km/day and around 30-40 starts and stops per hour.

When on board and comfortable in the driver’s seat, you don’t feel almost any diff erence from a standard distribution truck. You just have to wait a couple of seconds before switching the key on. Th is allows the central HCM (Hybrid Control Module) to make a check of all systems. Creeping (5-10 km/h on a level road) and acceleration (to around 30-40 km/h) are accomplished in a pure

electric mode, provided that the driver pushes the accelerator pedal gently. Th is driving strategy allows to achieve the best results in terms of fuel consumption, emission and noise reductions. According to previous fi eld tests (carried out elsewhere, such as Torino - Italy, Wien - Vienna Austria and Brussels - Belgium) fuel economy spans from -20 per cent or more compared to a standard diesel truck.

Hybrid systems - namely, motor-generator, DC/AC inverter, cooling system and high voltage Lithium-ion batt ery pack (this pack comes with a 5-year warranty) – account for a weight increase of around 300 kg compared to a standard Eurocargo. Th ere has been calls from the industry about deducting the weight of the batt eries used in hybrid/electric vehicles from the gross weight calculations. Th is should be implimented.

Th e driver can select the gear-shift ing strategy of the Eaton 6 speed automated gearbox by pushing one of the three butt ons (D= Drive; N= Neutral; R= Rear) on the dashboard. By

Iveco Eurocargo Hybrid: First Drive

FLEET MANAGEMENT APPRAISAL

pushing the Drive butt on for a longer period (i.e. a couple of seconds), the driver can switch from the full-automatic mode to the semi-automatic (sequential) one. Sequential gear-shift ing strategy can be achieved by using (up or down) the lever on the right-hand side of the steering column. In both cases, gear-shift ing is fast and smooth. Iveco chose Eaton as supplier-partner, because of Eaton’s long experience in hybrid systems in the United States.

Moreover, Eaton provided ready to use off -the-shelf system. In any case, Iveco looks to other suppliers too (namely, ZF) as alternative solution.

Start/Stop system switches (automatically) the engine off when the truck is stationary (i.e. speed V=0) and then re-starts the engine on (with very fast and smooth response) as soon as the brake pedal is released. Pushing a butt on on the dashboard can disable Start/Stop system. Th is function is useful when the driver is performing a manoeuvre at very low speed.

Th e Eurocargo Hybrid has two fully integrated (via CAN-Bus) supplementary braking systems: i.e. a standard engine brake plus the motor-generator, when used in a regenerative mode. Th ese two effi cient systems allow the driver to

spare foundation brakes in many circumstances of a multi-drop low-speed urban delivery mission.

Summing up: Th e Eurocargo hybrid is a well-engineered fine-tuned medium duty truck suitable for the mission for which it was originally conceived. Series production start depends on many factors: market demand, national or regional subsidies (to bridge the price gap with a standard truck) and go-green policies of each EU country.

Text: Rob Van Dieten – rob@fl eet.ie FLEETTRANSPORT | FEB 10 43

TECHNOLOGY FLEET MANAGEMENT


Renault Trucks continues to develop its hybrid vehicle, the Renault Premium Distribution Hybrys Tech, in partnership

with selected customers. Aft er Sita and the Greater Lyon Authority, which already operates the refuse collection vehicle (RCV) in Lyon, France hybrid vehicles have just been delivered to the Colas construction company and Coca-Cola Enterprises Belgium. Renault Trucks' aim is to test the vehicle under actual operating conditions and with the widest possible range of applications (refuse collection, construction site supply in built-up areas and urban distribution). Hybrid technology is particularly suited to distribution in an urban environment since, apart from delivering genuine fuel savings by using the electric motor, local inhabitants also benefi t from the signifi cantly lower sound levels.

For several years now, Renault Trucks has been resolutely committ ed to off ering vehicles with ever lower fuel consumption using new energies. Actively involved in upstream research and development projects (Optifuel Lab for example), RT now off ers a whole range of vehicles using alternative solutions - including electricity, natural gas (NGV), etc. Th ese include hybrid technology, which has already been extensively tested in the streets of the Lyon conurbation for almost a year, and is particularly suited to urban distribution activities.

Objectives:Renault Trucks' objective is to make hybrid vehicles available to its customers for them to experience the benefi ts of this technology under real urban operating conditions.

At the end of 2008, Renault Trucks and its partners, the Greater Lyon Authority and SITA (the environmental branch of the Suez Group),

began testing a hybrid refuse collection vehicle (RCV) in the Lyon conurbation, using it for domestic waste collection. Almost one year later, these trials have enabled the fi rst demonstration vehicle to be improved and bring a market launch of such vehicles closer.

In 2009, Renault Trucks signed two partnership agreements with the construction company Colas and Coca-Cola Enterprises Belgium. A subsidiary of the Bouygues Group, Colas plays a role in all activities associated with the construction and maintenance of roads and all other forms of transport infrastructure (air, rail and sea), as well as urban and leisure amenities. Colas was given the keys of a test vehicle on 15 September 2009. Fitt ed with a tipper body, this vehicle, in the Bouygues Group subsidiary’s livery, will be dedicated to supplying urban worksites with bulk materials. Meanwhile, Coca-Cola Enterprises Belgium also received a Premium Distribution Hybrys Tech in its livery, which will be operating on the roads of the Brussels conurbation delivering the brand's products to various sales outlets.

In the short term, this type of partnership will continue with other customers. Renault Trucks' plan to apply this technology to various urban distribution activities (parcels services, food and consumer goods transport, controlled temperature transport, etc.). By testing a comprehensive range of applications, Renault Trucks is demonstrating its determination to become a major player in urban distribution, while at the same time delivering a high level of environmental performance.

First three Hybrys Tech vehicles The refuse collection vehicle (RCV) version of the Renault Premium Distribution Hybrys Tech, as well as the one designed for Coca-Cola

Enterprises Belgium, was based on a Renault Premium Distribution with a 6x2*4 confi guration, equipped with a steering axle at the rear to make it more manoeuvrable in urban traffi c. On the other hand, the test vehicle developed for Colas has a 4x2 confi guration.

The RCV version, a demonstration vehicle undergoing tests since 2008, is fi tt ed with a DXi7 Euro V incentive 320 hp diesel engine. Both of the new test vehicles enjoy the benefi ts of the new DXi7 Euro V 340 hp engine. Th ey are combined with an electric motor (120 kW peak power and 70 kW continuous) connected to a traction batt ery. Positioned behind the right-hand front wheel, it is connected to the control electronics, power distribution circuits and the cooling system. Together, they form the hybrid module associated with the Optidriver+ gearbox. It should also be noted that air suspension is used in both front and rear on the vehicle made available to Coca-Cola. Th ose provided to Colas, the Greater Lyon Authority and Sita, have mechanical suspension in front and air suspension on the rear.

Renault Trucks has worked with a certain number of technical partners for this project. For example, the bodybuilder FAUN developed a specifi c refuse collection body for this vehicle. Renault Trucks consulted its usual bodybuilder, Van Tool for the Coca-Cola Enterprises Belgium vehicle, while for Colas, Forez Bennes was chosen to supply the body.

Improvements madeRenault Trucks plans to move forward with hybrid vehicles in several distinct stages. During the fi rst phase, with the RCV, the aim was to demonstrate

FLEET MANAGEMENT TECHNOLOGY

the relevance of this technology in an urban environment. At the end of 2009 - beginning of 2010, with its two new hybrid test vehicles, Renault Trucks is moving one step further by extending the application of this technology to other activities. Furthermore, as a result of the 5,000 hours spent testing the vehicle under actual operating conditions, the manufacturer's engineers have been able to make several improvements to these new generation hybrids, providing a comfortable, more reliable vehicle with improved powertrain performance.

Th e wheelbase on the hybrid vehicle delivered to Colas has been reduced from 3,900 to 3,700 mm. Th is modifi cation meets some customers' wants and needs, while at the same time making maintenance and repairs easier. A shorter chassis also improves manoeuvrability. On the other hand, the wheelbase on the vehicle to be operated by Coca-Cola Enterprises Belgium has been extended to 5,250 mm. Th e operational tests of the RCV made it possible to improve comfort when switching from the electrical power mode to the internal combustion engine mode by installing new soft ware.

At the same time as this development was underway, the Renault Trucks engineers also worked on the vehicle's noise emissions. When operating on electrical power, the new generation vehicle's auxiliaries (power assisted steering, air management, etc.) are much quieter. It should also be noted that on these latest vehicles, a certain number of functions have been electrifi ed - including the power steering. Finally, the cooling system has also been improved by using a single radiator rather than two as on the previous version.

All of this is bringing Renault Trucks closer to launching full production of hybrid vehicles. For while the RCV was designed and built in the prototype workshop at Saint-Priest, the two new hybrids were assembled at Bourg-en-Bresse, on the Renault Trucks production model assembly line. In addition, they also benefi t from second generation components.

Parallel hybrid technologyTh e so-called "parallel" hybrid technology combines the use of internal combustion engines and electric motors. Th ey supply power to the wheels according to several diff erent distribution applications (either both in parallel or separately).

Th e principle of this technology developed by Renault Trucks is straightforward: the vehicle's kinetic energy is recovered during braking or deceleration phases to be transformed into electricity. It is then stored in the traction batt eries which therefore function entirely autonomously and do not need recharging.

The Idle shut down function allows the internal combustion engine to be automatically shut down when the vehicle is at a standstill. Th e energy stored in the batt eries is then used to restart the vehicle

and propel it until the first gear shift, when the diesel engine kicks in and takes over. This means that the conventional engine is only used for the phases where it consumes the least, i.e., outside the start-up and strong acceleration phase. The electrical energy is also used to power the safety and comfort functions which are usually connected to the internal combustion engine, such as the power steering or the cooling system for the electrical equipment.

Renault Trucks is currently the only manufacturer to have put vehicles on the road which automatically switch to electrical mode.

Th e end result is that fuel consumption and CO2 emissions for the vehicle and its equipment can be reduced by as much as 20%.

Apart from cutt ing emissions, hybrid technology also results in signifi cantly lower noise levels by using the electric motor.

Under these conditions, hybrid technology proves to be ideal for urban applications, particularly early morning or even night time activities which

constantly involve successive phases of acceleration and deceleration.

With three versions of the Renault Premium Distribution Hybrys Tech currently undergoing tests and others planned for 2010, Renault Trucks is planning for the future. In the medium term, bringing such vehicles to market which cover all urban distribution activities will off er town dwellers and vehicle operators lower levels of greenhouse gas emissions in proportion to the lower consumption. Furthermore, the reduced noise levels will off er an unprecedented level of operating comfort for both the driver and those in the vehicle's vicinity.

Schmitz Cargobull Factory

Partner SITA (Suez Environment) / Greater Lyon Authority

Coca-Cola Enterprises Belgium Colas

Application RCV Beverage transport Bulk material transportRange Premium Distribution Solo

Rigid with unobstructed right sidemember option

Premium Distribution Premium Distribution Solo rigid

Place of manufacture:

Plant assembled production model (Bourg en Bresse) + hybrid technology installation at the Saint-Priest prototype workshop (for the demonstration vehicle)

Plant assembled production model + hybrid technology installation (Bourg en Bresse)

Confi gurations 6x2*4 4x2Total weight Chassis cab 7,020 kg + 800 kg (powertrain)Axle load 7.5 ton axle and 13 ton

drive axle with 22.5 inch wheels 7.5 ton axle and single reduction drive axle

8 ton axle and double reduction drive axle

GV W 26 T 26 T 19 TGCW 26 T 26 T 19 TTotal Length 10.07 m 10.07 mWheelbase 3.9 m 5.25 m 3.7 mPower rating DXi 7 internal combustion

engine: 320 hp Euro 5DXi 7 internal combustion engine: 340 hp Euro 5

DXi 7 internal combustion engine: 340 hp Euro 5

70 kW continuous and 100 kW peak permanent magnet synchronous electric motor

70 kW continuous and 100 kW peak permanent magnet synchronous electric motor

Gearbox Optidriver+ (robotised)Hybrid technology ParallelBatt ery capacity Li-ion "high power density" traction batt ery:

Nominal voltage: 600 VPower: 120 KW"Usable" energy stored: 1200 WhLiquid cooling

Renault Premium Distribution Hybrys Tech - Technical Data Sheet

Stefano Chmielewski (Right), Renault Trucks's CEO, presented the keys of a Renault Premium Distribution Hybrys Tech to Hervé le Bouc, President and CEO of Colas

Text: Rob Van Dieten – rob@fl eet.ie FLEETTRANSPORT | FEB 10 45

SOAPBOX

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

Hail the T A X I !T A X I !

GGeneva is a city with a well organised Public Transport System, everything functions effi ciently and is well co-

ordinated, the same ticket will get you on a four mode journey if it is needed, tram, bus, train and ferry. It has been this way for as long as anyone can remember yet here in Ireland and most especially Dublin something such as multi-modal ticketing is still being talked about as though it were a Holy Grail.

I was very surprised on a recent visit to the Swiss city when the taxi I had called to go to the airport turned out to be twenty four years old, and doing the job for the last eighteen. Th e car, a Peugeot 505 GTI, whilst looking dated on the outside was an extremely comfortable and clean, likewise its owner driver was very pleasant and took great pride in his car. His driving style was a great indicator of how the car was in such good condition as we motored along at a reasonable lick, neither too slow or two fast with an eye on the road ahead coming to gentle stops when required. If I had been anxious about making the fl ight this driver alleviated my worries.

He charged €34 for a twenty to twenty fi ve minute trip which included a charge for three pieces of luggage, just like Ryanair and Aer Lingus yet prohibited by our Regulator who in addition has now introduced a minimum luggage capacity of thirty fi ve litres which rules out many taxis I am quite happy to travel in. In case a passenger had a heart att ack, he told me that he was trained in the use of a Defi brillator

and carried one in the vehicle. He also allowed me the option of paying by credit card.

Here in Ireland much has been writt en about the state of the taxi industry, which the appointment of a Taxi Regulator was to resolve. We are now into our second Regulator and all they appear to have achieved is an increase in the number of taxis on the road and deterioration in standards. Th e Regulators latest decision which is to ban any vehicle over nine years old from being a taxi shows just how litt le, in the light of my Geneva experience, this will do to improve any sort of standard and is simply a waste of usable resources. It is also a kick in the teeth for those many decent taxi drivers who by dent of driving standards and good maintenance have kept older vehicles going in pristine condition. Th ese are all vehicles that have passed their NCT test so by what standard or authority does the Regulator deem them to be unsuitable?

Amongst the recent cars I have seen in use as taxi’s in Dublin have been a Volkswagen Golf and a Nissan Almera fi ve door, they were both less than nine years old and will be around for a number of years yet. Neither of these are by any stretch of the imagination suitable as taxis and yet they will stay on the road whilst many quality cars such as the Mercedes-Benz and Lexus over nine years old will be taken off . I recently got a cab in Cork and the driver could not speak English and had to be directed via my iPhone’s sat-nav to where I wanted to get to, he obviously knew very litt le of Cork and

his driving was not very good either. Th is is commonplace throughout Ireland now and yet the two most basic requirements of a taxi and its driver are an appropriate level of driver skill and knowledge of the area in which they are working. A London cabbie has to do a three-year apprenticeship (termed 'Th e Knowledge') and pass exams before gett ing his licence, does our Regulator ever visit London?

Th e Regulator recently has taken to advertising on the airwaves about the necessity of taxi drivers not driving excessive hours, yet the full time driver will tell you that they have to work a minimum of fi ve twelve to fourteen hour days to make a half decent living due to the number of cars on the road. Th e number of taxis in the Dublin Region exceeds by many multiples the number of rank spaces, which simply leads to taxis driving around in circles whilst waiting on either a fare or a rank space. Th e industry is plagued with owned and rented part-time cars/operators and no matt er how many hours a part-timer has driven as say a truck driver, the Regulator has admitt ed to being powerless (or gutless) to stop it. Knowing this why the advertising, my guess is self-promotion?

An effi cient taxi system is essential for any city, ours is not an effi cient system. Th e reasons why are part of the long legacy of the Department of Transport and various politicians over the years, all like our current Regulator, more interested in lip service to the Process than Progress.

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Fleetwood

fleet transport fevruary 2010

Documents

fleet transport management

iefleet transport magazine

orla sweeney

new ivecos

rob van dieten

michael corcoran

paul white

cathal doyle