fleet transport magazine september 2009

RESCUE ME!HINO RE-ENTERS FIRE SERVICE SECTOR

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

Inside!

SEPTEMBER 09

€4.50STG £2.80

inc.V.A.T.

• Transport Barometer: Weathering the Storm • Inside Report: Driver CPC• Test Drive Report: Mercedes-Benz Atego • Tyres: New from Pirelli & Michelin

4 NewsVOSA’s Graduated Fixed Penalties • Retail Decisions taken over • New CV Registrations continue to slide • Gray & Adams close Dublin Depot • Fuso Canter @ Euro 5 • BMC Narrow Cab 6x4 • MAN Finance enters Irish market • BOD moves Iveco Support Services

8 CoverHino 500 Series Water Tankers

10 SurveyIn association with Michelin – Q1 situation

12 Awards 1Shortlist for the Fleet Transport Awards 2010

14 Test Mercedes-Benz Atego

16 InterviewWith Paul Holland, M.D., Retail Decisions

18 LCVNissan NV200 hits the road

21 New FleetSales by Renault, Mercedes, Volvo, Hino & Iveco

23 Fleeting ShotsIKEA, FPS Expo, Tow Show & Reading Matters

25 HaulageNews from the road transport industry

27 EducationInterview with Brian Sweeney, North West Training Centre plus Report on the Driver CPC from the student’s desk

32 TyresNews from Pirelli & Michelin

34 Fuel PricesUp-to-date fuel costs from around the world

36 AdventureRenault Trucks Cape to Cape Adventure ends

38 Materials HandlingLatest developments from this specialist sector

40 Times PastReturn to the 1950s

42 Bus & CoachPSV Industry latest plus Fleet Bus & Coach Awards – fi nalists announced

46 LegalContract obligations after restructuring

47 Shipping & FreightFerries and Cargo trains

49 Profi leDe Rooy Transport & Rally Raid Team

51 CommentFrom where I’m sitting – Howard Knott

53 FinanceManagement Accounts

54 Soapbox

Licensing Laws

contents SEPTEMBER 2009 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

Editor: Jarlath Sweeney

Contributors: Sean Murtagh, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Michael Corcoran.

Photography: Jarlath Sweeney, Sean Murtagh, Cathal

Doyle, Paul White, Michael Corcoran, Jason Clarke,

M.Vahit Mahmatli.

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 | SEPT 2009 3

Fleet TransportOffi cial Irish Jury Member of the International Truck

of the Year Award

P 8 P 21P 6

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NEWS 1

4 FLEETTRANSPORT | SEPT 2009

FleetCor acquire Retail Decisions (ReD)

Date: Tuesday 6th October 2009.Time: 11 a.m. – 1 p.m.Venue: Marriott Johnstown House Hotel, Enfi eld, Co. Meath.Topic: Technology in Transport plus Safety, Economy & the Environment in HGV & PSV Industry.Speakers: Representatives from MAN Truck & Bus and the Road Safety Authority.

Admission is free but registration is required. To register please email orla@fl eet.ie or telephone 094 93 72826 before 30th September 2009.

In one of the most signifi cant deals to have happened in the European fl eet sector this year

and set against the gloomy economic backdrop, FleetCor the Global Fleet Card Company, has announced the acquisition of Retail Decisions’ (ReD) operations in the UK and Ireland.

Th e acquisition includes all of ReD’s fuel card operations in the UK and Ireland, including ReD’s network of UK fuel bunkering outlets and will add 15,000 new business fl eet customers. FleetCor Europe CEO, Andrew Blazye commented, “We are delighted to announce this signifi cant acquisition for FleetCor Europe. It demonstrates FleetCor’s continued commitment to the UK and Ireland, and will provide signifi cant benefi ts to our existing and new customers and partners via a larger acceptance network.” Since its inception in 1984, Retail Decisions has grown to become a leading fuel card reseller, enjoying partnerships with major oil companies. Known for providing a complete range of options, ReD has

prevailed by developing specifi c fuel card programs for HGV, LCV and van and car fl eets. In terms of expansion plans within Ireland (as featured in Fleet July), FleetCor is committ ed to both the UK and Ireland which will provide benefi ts to existing and new customers via the larger acceptance network. ReD will therefore continue to develop but under the arm of the FleetCor fuel card business. As Carl Clump, CEO of Retail Decisions said, “It will make a logical home for our UK and Ireland commercial fl eet card customers, partners and employees.” See interview with Retail Decision’s Managing Director, Paul Holland on Page 16.

Graduated Fixed penalties – the facts

With the recent introduction and enforcement of new legislation empowering VOSA – the

UK's Vehicle & Operator Services Agency to issue fi xed penalties at the roadside, Fleet Transport has received numerous enquiries from operators to what extent the enforcement will entail. In essence, VOSA has committ ed to invest an additional £21 million into enforcement over the next 3 years to boost eff orts to crack down on non compliant.

“With the current economic downturn, enforcement gett ing tougher and the implementation of new legislation, there has never been a more vital time to ensure your operation remains compliant,” that’s according to the Freight Transport Association in the UK which has issued the following top tips for commercial vehicle drivers.

Carry out your vehicle defect check every time • you take over a vehicle – you will get penalty points along with fi nes if you use a vehicle with defective brakes, steering-gear or tyres.Know your load is safe, secure and not • overloaded – you will get penalty points along with fi nes if you use a vehicle that is dangerous because of the way in which it is loaded.Comply with all the rules on drivers’ hours and • records – you could be fi ned by fi xed penalty up to £200 for every infringement, or more if it is taken to court.

Obey all traffi c rules and always watch your • speed.Never use a hand-held phone when driving • and make sure you always have proper control of your vehicle.Keep the address on your driving licence • up to date (you could be fi ned £1,000 for failing to do this anyway) – otherwise you could be asked to pay a deposit of up to £900 at the roadside.Always comply with requests from • Enforcement Offi cers – obstructing them is a serious criminal off ence.Remember that you have 28 days to decide • whether to accept a fi xed penalty – consider taking legal advice if you are unsure.Remember that you are not obliged to • make formal statements without legal representation.Never drive a vehicle that has been prohibited • and never interfere with an immobilisation device or notice.Always inform your manager as soon as • possible if you are stopped at a roadside check .

Road Transport Compliance Consultancy

Phil Collins is expanding his Road Transport Compliance consultancy business nationwide.

Having a number of small to medium sized haulage companies on his books, Phil, based in Claremorris, Co. Mayo sees an opportunity to increase his customer portfolio. “With on-the-spot fi nes now a day-to-day threat in the UK and the Continent, transport operators now face a major fi nancial worry,” he says. “Let me set-up systems for you that take out the avoidable fi nes,” he advises.

“Compliance is looking aft er the most important asset your company possesses – your Operator Licence – without this, you will have no trucks, no drivers and no income,” he added.

“In the advent of increased inspections by Road Safety Authority offi cials, let me reduce the stress with a bit of guidance and forward planning. All compliance issues are strictly on a confi dential basis on a schedule depending on the size of your fl eet,” stated Phil.

Certifi ed by the RSA, ADI and CILT, Phil can be contacted by email on [email protected].

Truck & Bus Fleet ForumSponsored by MAN Truck & Bus

NOTICEBOARD

NEWS II


New CV Registrations slide 37.2%

Sales of new commercial vehicles have continuously declined for fourteen consecutive

months. Aft er recording a 34.8% low in June, overall sales for the fi rst six months of 2009 were down 37.2%. Th at percentage reduction equates to 883,301 new units versus close to 1.5 million new vehicles registered over the same period last year.

Th e ACEA – Association of Commercial Vehicle Manufacturers in Europe show that van registrations decreased by 36.5%. Heavy trucks fared worse with a -52.4% defi cit while sales of new buses and coaches performed best recording just less than 5% downturn.

Meanwhile, according to the Financial Times the ACEA is strongly opposed to the European Commission’s tighter environmental standards for vans and light trucks.

Th e proposals would set average CO2 emissions from LCVs at 175 g/km by mid-2013, compared with slightly above 200 g/km for new LCVs today,

according to internal Commission documents. A long-term target of 135 g/km is also tabled.

ACEA Secretary General Ivan Hodac (pictured), dismissed the plans as ‘unenforceable’ saying its members could not meet new standards within such a short period.

With LCVs having a 7 to 10-year lead time between design and production, ACEA's Ivan Hodac said the 2013 schedule was completely out of reach. He also warned that the proposals would add up to €6,000 to the price of each vehicle.

"Regrett ably Gray & Adams (Dublin) Ltd. is now closed. Th e current economic situation

has made it very diffi cult to get the company into a profi table position, despite all of our eff orts and despite our customers’ support.

In order to sustain our profi le throughout Ireland and to continue to off er our customers a reliable back-up service, we have appointed Monread Bodybuilders, Naas as a Repair & Service Agent. Dermot Nolan, who was running the Dublin facility, will now be employed by Gray & Adams (Ireland) Ltd. as ‘Country Manager – Ireland South’. His primary focus will now be sales of new bodies and trailers and he will of course assist with any warranty queries that customers may have.

John Joe Hannon, who worked at our Dublin facility, has been employed by Monread to specifi cally look aft er Gray & Adams equipment. John Joe has many years experience in the bodybuilding industry as well as being familiar with Gray & Adams procedures. We plan to do everything that we can to assist Monread in the short term and have initiated an ongoing training process with their staff to ensure that the high repair standards to which Gray & Adams' customers have come to expect will be maintained.

Monread will carry a stock of commonly used Gray & Adams parts and any other components will be sent by courier to ensure that turnaround time and downtime are kept to a minimum.

“I am sure that the closure of the Dublin facility will be as big a disappointment to our customers who supported the business as it is to us. Unfortunately, with the current state of the economy we could not have picked a worse time to open the depot. I am quite certain that in previous times the business would have been a great success. However, Monread have been in business a long time and with an untarnished reputation for high quality workmanship and a professional approach to business I am confi dent that with some help from Gray & Adams, and Dermot in particular, our customers will be well looked aft er,” said Billy Dougan, Managing Director, Gray & Adams (Ireland) Ltd.

I would like to take this opportunity to thank all of those customers who did business with Gray & Adams Dublin over the last twelve months and look forward to doing business with then on new trailers and bodies in the future,” Dermot Nolan, Gray & Adams Country Manager – Ireland South."

Statement from Gray & Adams following closure of Dublin Depot

Make tracks to Ploughing ‘09

Driver CPC is now a must

Visitors to the National Ploughing Championships in Athy from 22-24

September can collectively do their bit to reduce carbon-footprint by availing of the public transport services available. Organisers, the National Ploughing Association in association with Irish Rail and Bus Éireann are providing an integrated commuter service with links from the three train stations nearest to the event site situated on the R428 Stradbally Road just one kilometre from Athy. Bus transfers from Kildare Town, Athy and Portarlington rail stations will commence from early morning to 18.30pm

For more details on these services log on to www.irishrail.ie where special combined fares will be on off er.

If you are a professional Truck or Bus/Coach driver you will now have to undertake one

days training per year under a new EU Directive - Driver CPC. Th is Directive came into eff ect for mini-bus and bus drivers from 10 September 2008 and comes into force on 10 September 2009 for truck drivers.

“This training is designed to enhance driver knowledge and skill and reduce death and injuries on our roads”, according to Tony Hynes of CPC.ie. Tony explains that “the training also focuses on reducing running costs, increasing the effi ciency and eff ectiveness of drivers as well as helping to protect the environment”. Each training day has one module per year. Modules include:

Excellence in vehicle control,• Health and safety for drivers,• Tachographs and hours of driving• Unlocking your potential as a professional • driver.

One of Tony’s students, Orla Canton, who did a Transport Manager CPC course, also att ended the Driver CPC Module 1 training programme recently. Even though she is not obliged to do the Driver CPC programme, Orla enthused that “this course is brilliant and, even though I didn’t have to do it, I found it very interesting and useful. Everyone should att end. You will have a unique learning experience.”

NOTICEBOARD

NEWS 111

With the installation of Euro 5 compliant engines using BlueTec technology, the

Mitsubishi Fuso Canter has been fully integrated into the Daimler Truck family. “Th e new Canter Euro 5 will be launched in stages and will have a uniform international appearance under the Fuso brand name,” stated Andreas Renschler, Daimler Truck’s Chief to the International trade press in Munich. “Fuel consumption, emissions and weight are down and economy, environmentally friendly and payload are up,” he added. Th e new engines (supplied by Fiat Powertrain Technologies) cover the Canter’s 3.5–7.5 tonne

weight capacity and following a series of realistic tests, fuel consumption is said to be reduced by 5-8%. Th ese fuel savings are achieved by reducing displacement capacity from 4.9 to 3.0 litres. In the two-lower power variants: 129/143hp, EGR – exhaust gas treatment is used while the new 175hp unit incorporates BlueTec SCR technology, which requires AdBlue. A new 5.5 tonne GVW version has also been added to the range. From Spring 2010, the Fuso Canter will be available with EEV (Enhanced Environmentally friendly Vehicle) engines. Around 3.5 million Canters have been produced to date with a total of

144,000 units built last year, making it the world’s best-selling light truck in its class.

As part of its ongoing programme of customer service enhancement

BOD Vehicle Support Services (Iveco) the Republic of Ireland’s sole distributor for Iveco aft er-sales service and support has announced a move to new, purpose built state-of-the-art premises on the Greenogue Business Park in Rathcoole, County Dublin.

Th e new premises comprise a 29,000 square foot, 17 bay workshop; a 19,000 square foot high rise stores area; a dedicated 3 bay van centre; and a 12,000 square foot offi ce and administrative block including a staff training and dedicated customer facilities. The multi-million euro investment includes a substantial additional investment in

new equipment and inventory in order to facilitate further enhancements to BOD Vehicle Support Services quality of service to customers.

Th e company was previously located on the Naas Road, on the City Centre side of the M50. "We need to be accessible to our customers, suppliers and partners," explained Chief Executive, Brian O’Donoghue. “Th is is why we chose Greenogue which is just off the N7 Exit 4 further out of the city

and off ers easy access to our customers through the Greater Dublin Area and beyond.”

“The high tech diagnostic and servicing equipment as well as the volume of spare parts required for

the servicing of modern trucks and commercial vehicles require a lot of space specifi cally designed and laid out for the purpose,” he added.

Customers requiring service from BOD Vehicle Support Services (Iveco) or its nationwide network of nine authorized dealers and seven service partners will continue to use the same contact numbers: 01 4297600 or 087 2554970 (aft er hours).

Mitsubishi Fuso fully integrated into Daimler Truck familyNew Euro 5 powerplants use EGR & SCR•

BOD Vehicle Support Services (Iveco) moves to new HQ


BMC Plc., the offi cial importer for the BMC coach, bus and commercial vehicle range into the UK and Ireland is delighted to confi rm delivery

of the fi rst “Narrow Cab” into Ireland.

Th e sale, negotiated at the recent Futuresource exhibition marks a signifi cant milestone for BMC, not only is it the fi rst Narrow Cab to be delivered into Ireland but also the fi rst BMC vehicle to join Holden’s fl eet of over 700 vehicles.

Aft er recently being awarded the contract to supply Cork City Council with its entire Road Sweeper fl eet and Refuse Truck fl eet following a tender competition earlier this year Holden Plant Rentals chose the BMC “Narrow Cab” fi tt ed with Farid body and Ott o bin lift , with its superb design and aff ordability the vehicle represents an all round value for money package.

Paul Holden, Managing Director, Holden Plant Rentals commented, "We were very impressed with the new cab layout and the air suspension as standard; it seems a great piece of kit. We intend placing orders for more."

MAN Importers Ireland has launched a range of fi nance products to facilitate customers wishing to lease or purchase MAN commercial

vehicles. Th e products are likely to appeal to those seeking an alternative to bank fi nance and there is the added bonus of specially tailored packages which are specifi c to MAN’s main business.

Th e range of specially tailored products off ered by MAN Importers Ireland include:• Purchase, lease or hire options • Seasonal payment schedules.• Low monthly payments with an end of term balloon payment.• ‘Rent before you Buy’ option with rent cost off set against purchase price.

“We’re giving customers an alternative to the banking fi nance route with a bespoke product range. MAN Finance off er a complete range of fi nancial products to suit fl eets of all sizes. Because MAN is underwriting the fi nance package our customers now have a bespoke fi nance option,” says Michael Hynes, Managing Director, MAN Importers Ireland.

Further information about the MAN Finance packages is available at www.mantrucks.ie phone 01 4191300, or by contacting Ed Meredith on 086 0413168, or [email protected]

First BMC “Narrow Cab” delivered MAN Finance available in Ireland

COVER


It’s a case of ‘once bitt en – twice buy!’ for Clare County Fire & Rescue Service aft er purchasing two new Hino 500 Series trucks

from Harris Truck Centre, Dublin. Th e pair of 1826 4x2 Hino rigids which will be used as water carriers join the fl eet following loyal service obtained from a Hino FS 6x4 Water Tanker purchased in 1992. Senior Assistant Chief Fire Offi cer, Tom Burke was very praiseworthy of the ‘old FS’, which is now based in Scariff , “the Hino has held us in good stead, never gives any trouble and is still going strong.”

As one of the new Hino Water Tankers will be based in Ennis, the Clare County Fire & Rescue Service Headquarters was the fi rst port of call. We were welcomed by Station Offi cer Gearoid Blake, who proudly demonstrated various aspects of the extensive specifi cation fi tt ed to the new Hino 500s. Apart from the sheer neatness of design all round, one appliance fi tt ed caught my eye – the spraybar suppression system att ached under the front bumper. Th is fi tt ing is capable of spraying water and regulated amount of bio-detergent on the road to a minimum of 200mm either side while the appliance is being driven at a speed of 15 kp/h.

Mark Barrett , Group Tender Manager, Harris Group was pleased on the outcome of the deal for a number of reasons. “Th e fact that we now have a full range of Hino trucks from light to heavy means that we can re-enter sectors like the Fire Services and Local Authority maintenance work. Th e new Hino 500 Series is most suitable for these types of applications,” he said. “One of the advantages that we have is that the chassis is assembled in Dublin and for applications such as this, it can be prepared on-line, which saves a lot of time and money.” “With Tom Burke and Jimmy Kelly Body Builders, Castledermot, which has experience in this specialist type of vehicle we came up with the fi nal design and build. A lot has changed with regard to the specifi cation from the days of the Hino FS Water Tanker to this new 500 Series.” “Even the tank is a diff erent shape,” he adds. From looking at the specifi cation document for this Water Tanker it fully concurs with what Mark has just said. Section 2.0 outlines the chassis requirements: here are just a few of the items mentioned – minimum 240 bhp, air conditioned cab, 18 GWT, rear air suspension, fully automatic gearbox, Autolube, Cat’s Whiskers and mud fl aps. All electrics were carried out at Harris

Assemblers by Advanced Auto Electrics. Mark was happy to oblige as the Hino 500 Series met all these requirements/obligations – and more. By the way, Body and Ancillary Equipment Spec details took up another 13 pages! It was at the Clare County Fire & Rescue Service

Two new Hino 500 Series

Pictured at the handover of the two Hino 500 Series Water Tankers are Mark Barrett , Harris Group and Tom Burke, Clare Fire & Rescue Service.

Th e spraybar suppression system is att ached under the fr ont bumper

• Water Tankers for Clare County Fire & Rescue Service

COVER

brand new Shannon Station that we met up with Tom Burke and took the majority of photographs. Tom explained to us that the two new Hino 500 Series brings the number of Water Tankers to fi ve within the County. “Tenders will be going out for two more shortly,” he said. Here too was an impressive line-up of the vehicle fl eet based at the new six bay drive-thru facility located near the Airport.

He paid tribute to Al Meaney and Tony Tutt le, the mechanic/technicians that regularly repair and maintain the vehicles. A strict repair and maintenance system is in place whereby each vehicle is put off the road for a week and given a thorough examination followed by necessary repairs before going through the Department of Transport annual Certifi cate of Roadworthiness Test. “As we are exempt from Tachograph laws and subsequent annual test, we still put each vehicle through the process. And the pass rate is very

high,” said Tom. With the average age of his fl eet at around 5 years, Clare Fire & Rescue Service has one of the freshest line-up of vehicles in the Country from Class B Fire Tenders, Emergency Tenders and Ariel Applications.

Now that some of the roads have reached motorway status in the Clare region, Tom looked to the future with another aspect to the specifi cation of the new Hinos. An electronic display sign is mounted at the rear that has pre-programmed messages to warn motorists

of a collision ahead and that the emergency services are in operation. Before leaving Tom said he was very impressed with the level of service received from the Harris Group. Judging by the long service life of the 1992 Hino FS, it looks like the two new Hino 500 Series Water Tankers will maintain Clare Fire & Rescue Service’s high standards for a long time to come.

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

Spec Check Make/Model: Hino 500 Series 1826Engine/Power: 8.0 litre EGR 260 hpTorque: 794 Nm @ 1500 rpmGVW: 18 tonnesTransmission: Allison Automatic 3000 5 speedCab: RestBrakes: Drums/ABSSuspension: Front: Springs, Rear: Air

Wheelbase: 4260 mm

Tyres: Bridgestone 295/80R 22.5

Body: Jimmy Kelly built Water Tanker

Capacity: 2000 gallons–approximately 9000 LitresMark Barrett , Harris Group, Gearoid Blake, Station Offi cer, Ennis Fire Station and David Woods, Fire Fighter Clare Fire & Rescue Service.

More photos of these vehicles on www.fl eet.ie

SURVEY


Eight months into 2009, the joint Fleet Transport and Michelin Transport Barometer – a survey of more than 100

top owners and managers in the road transport industry – has spoken to operators across Ireland to get a snap shot of how hauliers are holding up during the recession.

At the beginning of the year, operators were slightly optimistic about the year ahead, but since then, they have taken a batt ering as customers have gone bust, leading to some businesses mothballing vehicles, while others have sadly made redundancies.

Th e economic crisis is hitt ing the industry hard, with 72% of operators saying it has aff ected their business, and 57% reporting they have either lost contracts or are making cutbacks.

The biggest reason for the loss of work is companies going bust, with 58% saying they have seen customers go under, putt ing additional pressure on operators to fi nd ways of chasing the unpaid bills.

One fl eet owner from the South West outlined the seriousness of the situation: “Th e economy has aff ected us as a couple of our customers have gone out of business. We are in the process of wading through paperwork to ensure money owed is paid and believe it will get a lot worse before it gets bett er.”

Another added: “We have lost several contracts but it could be worse – we could be out of business – the contracts we have lost have been due to companies going out of business.”

Operators have parked-up vehicles in a bid to halt spiralling costs with 42% saying they have decreased their fl eet size since the start of the year. Of those responding, 69% have also instigated cost-cutt ing measures during the fi rst

half of this year.

An operator in Dublin commented: “Th ere is no point hanging on to vehicles when they are not required as insurance costs on non-operational vehicles is still the same.”

A n o t h e r a d d e d : “Although our f leet has remained the same, we have redundant vehicles. We are hoping that work will pick up soon and we won’t have to sell vehicles at a loss.”

W i t h c o n t r a c t s d i sappea r i ng a nd

insuffi cient demand to keep trucks on the road, some operators have been forced to let staff go, with 36% reporting redundancies.

A West of Ireland transport company representative said: “I have had to let several drivers go and there is nothing worse as I know their families and class them as an extension of my own, but if the contracts are not there, what can I do?”

Another added: “Drivers are the forefront of keeping business running and without them Ireland would not be able to operate eff ectively. We have transferred some of our drivers to ad hoc work as we have lost business and it has left us with no alternative.”

As the gloomy economic outlook continues, astute hauliers are treating changes to transport legislation as an opportunity, investing in driver training and GPS-based telematics systems to ensure they are operating as efficiently as possible.

With many drivers getting ready to prepare for the Driver CPC qualif ications, 52% of operators said they were helping staff by paying for training as part of overall staff investment packages.

“Like all industries we are looking at ways of improving and keeping up with the times. Some drivers fear we think they are not up to standard, but drivers should know that training helps companies reduce costs and every reduction can lead to increased profi t which is shared with the drivers.”

Said another: “With modernisation comes change and drivers need to be aware of what they can achieve. Good drivers know how to reduce fuel usage and drive safely but sometimes even they need a refresher.”

Far from being seen as an all-seeing eye in the cab, the Michelin and Fleet Transport survey found that 89% of those questioned have a telematics system in place, but under half (42%) said they are looking at purchasing new equipment.

“I have already invested in telematics systems, although it could do with being upgraded, at present the budget doesn’t allow for it,” said one operator.

Another added: “We have been up-to-date with our system for some time so won’t be investing any further.”

One piece of EU legislation that has met with a resounding ‘thumbs up’ from Irish operators is a proposed EU-wide electronic road freight transport enforcement database.

Th e proposal would see all operators signed up to the scheme across 27 member states by 2010, with licence infringements and defects recorded and made available for viewing across the Union.

Of those surveyed, 90% said they thought it was either extremely or very important for the industry to adopt the scheme.

One fl eet boss told us: “Th is has to be one of the best ideas yet as it will create one set of rules that will work for everyone in the industry.”

Another added: “It will tighten up safety on our roads and I will be extremely happy to see this when it comes into place.”

Weathering the storm

SURVEY


ECONOMIC WOES

Has the Economy had an eff ect on your business?Response Percent

Yes 72No 28

Have you gained or lost contracts?Response Percent

Gained 27Cut backs in contracts 18Lost 39Remained Same 16

Why was the contracts lost?Response Percent

Company went out of business 58Rates (could not compete) 42

Has your vehicle fl eet increased or decreased?Response Percent

Increased 20Decreased 42Remained Same 38

Has your staff numbers increased or decreased?Response Percent

Increased 3Decreased 36Remained Same 61

Has your relationship with the banks changed?Response Percent

Yes 34No 66

Have you had to re-adjust your cost cutt ing exercise in recent months?Response Percent

Yes 69No 31

Do you plan to invest in Telematics?Response Percent

Yes 42No 58

If you do not plan on investing in Telematics , why?Response Percent

Telematics in place 89No - not necessary 11

Do you plan to invest in Staff Training?Response Percent

Yes 52No 48

NEW LEGISLATION

Are you planning on paying for your drivers CPC?Response Percent

Yes 52No 48

How are you planning for Working Time Directive?Response Percent

Following the rules 46Gathering information 15Staff shift s 8Not applicable 31

WILL THE PROPOSED EU MEASURES……?

Change the way you monitor compliance in your fl eet?Response Percent

Not at all 3Small extent 36Remain the Same 57To a Large Extent 2To a Greater Extent 2

Change the way you monitor safety standards of your drivers?Response Percent


Change the way you monitor compliance standards in your contractors/subcontractors

Response Percent Not at all 0Small extent 15Remain the Same 11To a Large Extent 0To a Greater Extent 0Not Applicable 74

Will it put pressure on the Irish Government to enforce the measuresResponse Percent


Will it put pressure on the Irish Government to enforce Safety Standards?Response Percent


HOW IMPORTANT IS IT TO YOUR BUSINESS TO RECEIVE INFORMATION ABOUT THE FOLLOWING?

National LegislationResponse Percent

Not at all 0Slightly Important 2Important 16Very Important 74Extremely Important 8

EU LegislationResponse Percent


UK National LegislationResponse Percent


Cabotage RulesResponse Percent


Rules for proposed pan-EU electronic road fr eight transport enforcement database

Response Percent Not at all 0Slightly Important 7Important 3Very Important 36Extremely Important 54

WHERE WOULD YOU NORMALLY FIND OUT INFORMATION ON LEGISLATION?

Response Percent IRHA 70IBEC 5RSA 25


AWARDS 1

Fleet Transport Awards 2010

Irish Haulier of the Year 2010 fi nalists announced

National Haulier of the Year – sponsored by Volvo Trucks

Alltrans (Dublin), Dempsey of Cork (Cork), Iggy Madden Transport (Galway), Johnston Logistics Ltd (Dublin),Prompto Despatch Ltd (Cork)

DHL Express (Dublin), Glynns of Milltown (Galway), O’Leary International Transport (Wexford)

M J McGuinness Logistics (Kilkenny), Noel Flanagan Ltd (Monaghan), Trevor Ratcliff e Deliveries Ltd (Dublin)

Noel Flanagan Ltd (Monaghan), Rochview Trading Ltd (Dublin), Sligo Haulage & Distribution Ltd (Sligo), Tony Boylan Transport Ltd (Dublin), Western Casing (Roscommon)

International Haulier of the Year – sponsored by DKV

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

Regional Transport Operator of the Year – sponsored by AIB

Keelings (Dublin), Johnston Mooney & O’Brien (Dublin), Trevor Ratcliff e Deliveries Ltd (Dublin)

Airport Driving School (Dublin), Greyhound Recycling & Recovery (Dublin), M J McGuinness Logistics (Kilkenny), PalletXpress Ltd (Kildare), P & J Gillane Transport Ltd (Galway)

O’Reilly Transport Ireland Ltd (Dublin), Reynolds Logistics (Dublin), Wincanton Ireland (Dublin)

Autocar Logistics (Wexford), Gallery Transport (Wexford), Tesco Ireland (Dublin)

Independent Express Cargo (Dublin), PalletXpress (Kildare), Transland Group (Kildare)

Alltrans – Lochlann O’Doherty, Autocar Logistics – Adrian Mernagh, Tesco Ireland – Alan Reville

Murphy Commercials (Galway) – Paul O’Flynn & Patrick Murphy, MUTEC (Dublin) – Peter Nowak, O’Reilly Transport (Dublin) – David Eoin O'Reilly

Presented to an individual/association which has made a signifi cant contribution to the transport industry.

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

Livery of the Year – sponsored by Marriott Johnstown House Hotel

Safety Award – sponsored by Arachas

Environmental Award – sponsored by Michelin

Pallet Network Member of the Year – sponsored by Fleet Transport – www.fl eet.ie

Transport Manager of the Year – sponsored by Iveco

Technician of the Year – sponsored by IRTE

Services to the Transport Industry Award – sponsored by Mike Murphy Insurance

Despite the downturn, interest in the Fleet Transport Awards was never as high. Transport companies that operate for hire or reward and own account see the Irish Haulier of the Year Awards as an opportunity to assess their standards and raise their profi le at the same time. In association with the Road Safety Authority and Schmitz Cargobull (main sponsors), the 2010 Fleet Transport Awards programme reaches its climax on Monday 5 October when the category winners and the overall title accolade will be presented at the Gala Dinner at the Marriott Johnstown House Hotel, Enfi eld, Co. Meath.

But fi rst, the fi nalists must be announced. Th e six person independent adjudication panel has short listed the following companies/operators in the 12 categories. Th e overall winner honoured with the Fleet Transport Irish Haulier of the Year 2010 Award will be selected from the category winners and then go forward to represent Ireland in the 2011 European Transport Company of the Year Award.

MIKE MURPHY INSURANCE

GROUP

Book your ticket(s) for the Gala Dinner. Contact Marian Kelly marian@fl eet.ie or call 094 93 72826

Mercedes-Benz Atego has been on the market for over ten years and is fi rmly established in the distribution

truck market. Around this time last year Polish transport company Kozaryn put the 250,000th example on the road that came off the production line in Wörth, Germany. Mr. Krzysztof Kozaryn said at the hand-over, “Th e main reason we opted for Mercedes-Benz Atego is effi ciency, high reliability and quality.”

Th e Mercedes-Benz Atego continues to be one of the leading choices among distribution operators since its launch in Spring 1998. It received a major face-lift in 2004, which included specifi c applications to meet the special requirements of the distribution segment such as Telligent automatic gearshift system and Stop/Start technology, for example. In certain markets the Atego range begins with the 713 model (which is a 6.5 tonne 129hp version) and extends to the 1529 fl agship, the 15 tonne GVW that has 286hp powerunit. From there, the Axor takes up the gross weight mantle at 18 tonnes. Available with four and six cylinder BlueTec Euro 4 and Euro 5 engines, the Atego comes in the form of four cab sizes, three cockpit styles and a range of optional

extras. Six and nine speed manual gearboxes are fi tt ed as standard subject to engine size.

Th e Commercial Vehicle division of Mercedes-Benz Ireland recently provided Fleet Transport with the opportunity to carry out a ‘distribution’ type trial in the Atego 1018 around Dublin. As you will see from the ‘Spec-Check ’ Chart, this 10.5 tonner earns its bread and butt er transiting around the Industrial Estates and Shopping Centres as well as hopping from one town to another up and down the country. Dimensionally, the vehicle looks right, with the cab size appropriate to wheel size with the 20 ft Monread body suitably att ired with a 1.5 tonne D’Hollandia tail-lift to carry out the job in hand. For the record this was the Standard ‘S’ Cab with Short Radius cockpit (see Spec Check).

For multi-drop operations, a quick, safe entry and exit is essential in a truck of this nature. Excellent all-round visibility is another essential requirement and thanks to sturdy well positioned steps along with large windscreen and broad exterior mirrors this Atego gets top marks.


From the design phase with state-of-the-art CAD (computer-aided-design) technology and digital mock-ups to virtual, computer-simulated tests to an extremely thorough and exhaustive programme of practical testing, each component of the Mercedes-Benz Atego must prove its suitability for everyday use several times over.

Mercedes-Benz Atego 1018TEST DRIVE

TEST DRIVE

Text: Jarlath Sweeney – editor@fl eet.ie Photos: Gerry Murphy – gerrym@fl eet.ie FLEETTRANSPORT | SEPT 2009 15

Another requirement these days as the inclement weather continues is a good ventilation system and this model has plenty of air vents in the right places and even has a separate re-circulation module on the switch. Over the course of the day both areas North and South of the Liff ey were covered. Th is required a lot of stop/start driving with plenty of use of the 6 speed manual gearbox. With around 50% of its 4.2 tonne payload on-board, the 180hp 4 cylinder unit had no issues with the power requirement or when it came to productivity either. When we did get the chance to get up to 85 k/ph this was done at 1800 rpm in 6th gear. While an engine brake was fi tt ed, in order to get it to operate fully and effi ciently, a few gears have to be dropped fi rst.

Some Standard or Day Cabs can be a bit claustrophobic but the same cannot be said of the Atego ‘S’ Cab. Due to the 4 cylinder engine fi tt ed, the engine ‘hump’ is kept low and can even accommodate the fi tt ing of a centre seat if required.

Apart from the centre dash area and side pockets extra storage units can be found over the windscreen and at the bulkhead between the seats. Standard fi tt ings on this version were electric windows and mirrors plus central locking.

Although there was no issue with the six speed box (except when gett ing reverse, sometimes!), the option of Telligent automatic gearshift is worth considering, especially for this type of operation. Not only for driver comfort, do I

suggest this, but also for the Stop/Start system that is available now. Th is development can off er signifi cant savings from both an operational and environmental point of view. Th e automatic engine Stop/Start system can cut fuel consumption by an average of 3%. It also brings about a similar rate of reduction in the vehicle’s CO2 emission output. How it works is that the system stops the engine once the vehicle has been stationary for at least three seconds, a gear is not engaged and the clutch pedal has not been pressed. Th e engine is restarted automatically when the clutch pedal is pressed. In addition, the automatic stopping and starting of the engine makes the driver’s job easier.

More than 2,600 Mercedes-Benz Atego with the automatic engine Stop/Start system were sold in the fi rst half of 2009. Th at corresponds to a sales increase of about 1,500 units or 130 percent compared to the total recorded in all of 2008. Th e automatic engine Stop/Start system is available as an option in the Mercedes-Benz Atego with manual transmission.

To all road transport operators, reliability is a must, not a bonus. When it comes to quality,

there is no such thing as compromise in the eyes of Mercedes-Benz Truck Division. Which is why it tests its trucks for longer, under tougher conditions, over and over again.

During the course of researching information on the Atego details on its ongoing development programme came up. By conducting regular technical checks of the vehicles, as well as surveying transport managers and drivers, it provides Mercedes-Benz with the chance to react to the experiences gained during day-to-day use. Customer driving trials is one of the most important elements of the test programme, which also includes many diff erent test rig runs to summer and winter testing. All this to ensure that the Atego lives up to the standards expected of it in short-radius distribution.

Spec Check

Make/Model: Mercedes-Benz Atego 1018 4x2 BlueTec 4 (10.5 tonne)Engine/Power: 4.8 litre 4 cylinder 177hp@2200rpm Euro 4 SCRTorque: 675 Nm@ 1200-1600rpmTransmission: 6 speed manualSuspension: Front/rear/parabolic springsBrakes: Discs front/rear, ABSCab: S-Type-Standard Day CabWheelbase: 4220 mmTyres/Wheels: 235/75 R 17.5Fuel Tanks: 180 litre (diesel) 25 litre (AdBlue)Equipment: Roof hatch, heated & electrically adjustable Mirrors, CD Radio, pollen fi lterCab Options: S (standard) Day S with extended rear panel L (Large) Sleeper with one bed L Sleeper with high roof and one bedCockpit Options: Short-radius: Centre seat option Long-distance: Extra storage space Luxury: Soft er surfaces, even more storage

16 FLEETTRANSPORT | SEPT 2009 With: Jarlath Sweeney - editor@fl eet.ie

INTERVIEW

JS First of all I’d like to wish you well with your new alliance with Chevron. I’m sure it’s going to be very benefi cial for Retail Decisions. Chevron’s Texaco brand in Ireland has a long and successful history. But in the light of that, obviously you’re looking at the competition and what is already there, so what can ReD off er the Irish transport operator, be it a company car driver or fl eet owners in the truck, van and coach sectors?

First of all, in terms of our Group, it is a major player in the payments industry, and our pedigree in fuel cards in particular, is very strong. Within our group we have the largest multi-branded fuel card in Australia and within the European operations we are certainly reasonable sized, as well as a rapidly growing player in the European landscape. Actually, we have quite a strong history in Ireland. In fact, we started to create a fuel card network in Ireland in about 1998 on the back of our UK base fuel card operations.

Within the UK in the truck and LCV space we’ve established a prett y reasonable market share and we’re one of the market leaders and have been for many years. And against that knowledge we wanted to expand internationally, and one of the fi rst steps to do so was to create a broader network in Ireland. So what we have at present is a fuel card network in Ireland that embraces more than 300 fuel sites that can accept an ReD branded fuel card. Th at’s not the Liquid Card, I’ll come onto that in a short while. Th is is our ReD European Diesel Card which is also accepted in more than 3,000 sites across mainland Europe. From a competitive perspective, we’re seen as a more local provider with a lot of knowledge of the Irish marketplace. We think we’ve got a prett y fl exible approach to satisfying customers and our customer service level should be prett y strong; across our portfolio I think that’s a real major strength of ours.

JS What is the actual cost element? Because sometimes there is a fear among operators that costs may not be transparent. What are the charges with the ReD card at the moment and where do you see your services expanding into?

Yes, cost is critical and one of the key reasons why customers use us is because of price and there’s no question at all in the current economic climate that operators have to focus very heavily on their cost base and fuel is an obvious target. We work pro-actively with our customers and wherever possible to minimize cost, and it comes through in a few ways whereby, fi rst of all in terms of the network itself, a large part of our network is actually truck stops rather than retail fuel sites. And the great thing about truck stop facilities is that typically you’re buying the fuel through the site at a wholesale basis – the cost of the fuel plus a margin as opposed to paying a retail base price and this is quite diff erent from a lot of leading fuel cards in Europe, where a lot

of them do tend to focus on top price. We try to give people the benefi t whenever possible of a wholesale plus price which invariably works out more cost eff ective.

And I think also, just on a broader plane, there is always the natural inclination to pad out your products with as many services as possible and to command a premium on that basis. Th e bott om line is that the small to medium sized international operator want the availability of services, but they’re quite happy to manage those services to minimize the costs. Toll Card Solutions are a great example because when you look at European Toll Card Solutions, some of the major European fuel cards are accepted at toll booths, in fact, some of our own fuel cards run through certain toll card schemes. The problem with that is you’re effectively constrained to paying the tariff price, the price that you see at the actual Payage, whereas what we can also do is provide separate specifi ed toll cards on a country by country basis that tend to off er a discount. In some areas they can actually be as much as 13% rebate on the actual list price for the toll. We see a large part of the value we provide our customers with is by combining some of those services such as toll cards with the advantages on the fuel card such as ferry crossings. We have an arrangement with P&O for example where we can release our buying power that gives an advantage to the smaller medium sized fl eet operator. So we’re not transfi xed on high premium, high value more pricey product, we’re very responsive to the requirements of the SME.

JS Th at’s good to hear. With regard to the standard of facilities are you pleased with the current standard that’s out there across Ireland, particularly for your card holders?

Yes, we focus heavily on the requirements of our customers and subsequently what you see with our network, where we have a large multi-branded network, we have many diff erent types of service stations that accept our fuel card. Eff ectively there’s still a lot of people that want to fi ll up at border locations where they can take advantage of fuel duty and price diff erentials. You get people who want to refuel at a bett er developed location with more facilities and so forth. I think what we try to do with the services that we off er, from a network perspective, is to give our customers the choice. So convenience is a core part of the product. We looked to expand our network as much as possible and hopefully give our customers the choice. Along the way we are continually putt ing our suppliers under pressure to keep those costs as low as possible.

JS With regard to promotion of your brand – how are you going to actually promote the brand in general across Ireland now, with this new alliance with Chevron?

It’s always a dilemma because the major oil companies are very protective over their retail brands and they like their forecourts to be highly prominent with their own branding and typically when we negotiate a card acceptance deal, it is quite challenging to get a reasonable amount of space either on the totem pole or signage on the front that enables card holders to identify the location. Th at’s not just the ReD situation, that’s across all the fuel cards. What we try to do fi rst of all with the site operators, is to get our brand reasonably well positioned. But the critical part of it is really centred around card holder communication and lett ing people know the facilities that they can actually use.

For example if you’re driving on a certain route, there’s no point in looking up a ReD fuel card accepted sign because you don’t necessarily know where its going to be positioned, but if you know your looking out for a Texaco branded sign on this road, 5 miles outside of this town or wherever, it's going to be at least you’ve got some clue identifi cation in terms of being able to respond when you see it. So it’s a challenging situation for any non-oil co-branded fuel card, but I think working closely with the site operators and also keeping the communications very clear with the customer we can overcome that one.

JS Is there a way you could link-in with the satellite navigation systems that can pinpoint where the actual service stations are, by fl agging the ReD logo?

We have actually got some of this in development already, so on our website there are some areas you can trial that. Th is is very much the way forward with a multi-branded fuel card and some of the other technology we’re talking about as well, is having a number that you can dial from your mobile phone and it tells you where your nearest site is.

Read interview in full on www.fl eet.ie

One-to-One with Paul Holland, Managing Director, Retail Decisions - ReD Fuel Cards EU


NV200 to kick-start Nissan’s business objectives

LCV

NV200 as Nissan’s first time global product to be produced and sold in Europe and Asia by the end of the year

is the fi rst pillar of a growth plan for the Japanese company’s commercial vehicle division. Over the next 5 years six new products will enter the marketplace as Nissan totally reviews its van and truck series.

Having achieved over 48% growth in sales from 2004-2008, Nissan aims to become one of the lead players with 1 million unit sales by 2012. How?

Since its launch in Japan, the new NV200 (Vanette, as it's called there) has been a phenomenal success helping Nissan to surpass fellow Japanese giants Toyota. In its fi rst full year of sales Nissan expects to sell 150,000 NV200s. 30,000 unit sales are projected for Europe although provisions have been made at the Nissan plant in Barcelona to produce 45,000 units if required (as and from November).

In eff ect the NV200 replaces the Kubistar van (which was a rebadged Renault Kangoo) and it is expected to att ract some of its Primastar customers that may be looking for a more compact panel van. Although the NV200 is a

stand alone product from Nissan, synergies with its alliance partner Renault exist. Its platform comes from ‘B’ segment cars such as the Renault Clio and Nissan Note which saves on cost and weight while the 1.6 litre petrol and 1.5 litre dCi diesel engines come from Renault.

Th ree model versions will be available with the Cargo Van expected to achieve 60% of overall sales. Th e Combi (crew/cab type) may take 25% of the share with the yet to be named 7 seat passenger version generating the remainder of the target market while conventional drivetrains are to be introduced initially. Alternative sources of power such as Natural Gas, Diesel/

Text: Jarlath Sweeney – editor@fl eet.ie Photos: Jarlath Sweeney & M. Vahit Mahmatli FLEETTRANSPORT | SEPT 2009 19

Electric hybrids and all-electric versions are in the pipeline as part of its clean technologies programme promised Salvador Delgan, General Manager, LCV, product planning to the International Van of the Year Jury in Barcelona.

With your average parking space around 5 metres in length the NV200 at 4.4 metres enables the operator to open the back doors in its space confi nes. As it can accommodate two Euro pallets without touching the wheel arches its 2.0m load length will be appreciated as will its tight turning circle. Two sliding doors are standard with a single side door optional. Total load volume is 4.1m3 with a payload of up to 771kg. In the passenger version both the second and third row of seats fold to open up a carnivorous cargo space. ABS is standard on the ventilated disc (front) and drum (rear) based brake line. ESP is optional but maybe fi tt ed as standard as markets dictate. Two sets of ISOfi x clamps are fi tt ed on the second row of seats in the 7-seater. By the way knee room is excellent in all seat rows. Currently 14” wheels are used but a move up to 15” will happen. Salvador Delgar explained that the NV200’s low loading area is down to moving the fuel tank to under the passenger seat (LHD version).

Some of its best selling points will be its low price and running costs. Coming in at around Renault Kangoo pricing, the NV200’s impressive

fuel economy 5.2L/100kms (54mpg) and conservative CO2 emissions @ 137 g/km (from the 85 bhp 1.5 dCi) will att ract new customers. A 105 bhp, 6 speed version of the 1.5 dCi is to come.

Th e dash is another area that will fi nd favour with its low cost Sat NAV, reversing camera, Bluetooth and MP3 player fi tt ings. Capacity of 1100 kgs

and its roof can take 100 kgs. Th e fuel tank capacity is 35 litres.

Regarding the passenger version Salvador is confi dent that it will do well within the taxi fraternity especially as its low fl oor and interior space (with the seats folded) will accommodate wheelchairs.

For the van, the three bulkhead options include full metal, tubular/mesh cage and foldable cage that will allow longer head items into the passenger area in safety. Trim levels and standard specifi cations are to be announced at market introduction but will diff er

significantly from Cargo van to passenger version.

NV200 production begins at the Nissan Barcelona plant, which manufactures vans and

SUV’s for the brand.

When Renault launch the new Master next Spring expect to see a Nissan version but with its own individual style just like the Mercedes-Benz Sprinter and Volkswagen Craft er look today although they come out of the one factory in Germany.

LCV

Due to the fi tt ing of double side sliding doors, the rear doors on the van only open to 1800.

Spare wheel (full size) is accommodated under the chassis. Below pictures show the seating confi guration of the NV200 passenger version

Nissan NV200 concept vehicle was fi rst shown at the Hanover CV Show

NEW FLEET

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

Target Solutions Ireland, the Clonee, County Meath transport and logistics company has received delivery of its fi rst fi ve new Renault

Maxity light trucks from Renault Trucks Ireland.

The 130.356C models feature 12 foot German built Schneider Aluteam bodies assembled by Ring Road Commercials. Th e body and cab livery wrap was done by Master Signs.

Mr. Binman’s new Iveco Trakker 8x4 will not go unnoticed around the Mid-West region. Supplied

by Truck Dealers International the 450 hp Curtainsider fi tt ed with MBB Palfi nger truck mounted forklift will be used primarily for cardboard recycling collections.

Irish logistics company O’Leary International Transport Ltd has confi rmed an order for an

additional twenty-fi ve Mercedes-Benz Actros tractor units to cater for what the company says is an expanding demand for its services.

Th e 25 new units, once integrated into the current fl eet of over 100, will consolidate O’Leary Internationals position as one of the largest and most progressive logistics providers in Ireland.

There is a mix of engine and cab sizes in this batch. Th e only common feature is that they are all fitted with the Mercedes-Benz PowerShift2 automated transmission.

First deliveries have already taken place with the next batch ready for handover.

Elsatrans, finalist in the Fleet Transport Awards last year has recently taken delivery

of the latest model Volvo FM11 from Irish Commercials, Naas. Th is 4x2 tractor unit with LXL cab has 450hp mated to I-Shift , Volvo’s automated transmission. As with Elsatrans' ten other Volvos in its fl eet based at Naas, each truck was sold by Irish Commercials with a full maintenance and repair package which includes agreed prices on servicing, tachos and brakes plus Volvo’s two year warranty.

Pictured Elsatrans M.D., Aaron McAleenan with Jim Bergin, Irish Commercials at the handover.Meanwhile ESB Networks has put to work a

new 320hp Day Cab Volvo FES 6x4 featuring Thompson body and Hiab Cab supplied by Cahir House.

Another fi ve Renault Trucks have been supplied by Renault Trucks Ireland’s parent Setanta Vehicle Importers, Dublin and on this occasion

to British company Milner Trucks International Ltd. Th e fi ve Kerax 450.26 6x4 Water Treatment Tanks are fi tt ed with Rivard Jett ing System bodies built in France. Th ese specialist vehicles are contracted out on hire to customers both sides of the Irish Sea.

Log on to www.fl eet.ie for further details of additional Renault Truck sales.

Target on Renault Trucks

Mr. Binman on Trakk

O’Leary International orders 25 Mercedes-Benz Actros

Eleventh new Volvo for Elsatrans

Kerax gets the treatment!

Pictured at the handover of 20 additional new Hino SH 700 Series Tractor Units to Van Fleet Transport are Paul Fitzsimons, Van Fleet Transport, Patsy Kealy, Harris Hino, Th omas Fitzsimons and Shea Fitzsimons, Van Fleet Transport.

20 more Hinos for VANFLEET

Text: Jarlath Sweeney - editor@fl eet.ie FLEETTRANSPORT | SEPT 2009 23

Spott ed traveling around the streetscapes of Cork City in Mid-July was this suitably att ired Isuzu NKR to promote Ikea’s arrival in the Republic of

Ireland. At the front of the glazed box body with fully dressed bed inside was a countdown clock to herald the Swedish brand's Dublin depot opening.

Despite the current economic climate with operators from every sector of the transport industry feeling the pinch, visitors to this year’s European

Tow Show at Telford certainly didn’t feel short changed.

“I’m delighted that this year’s show was such a success,” said RHA Chief Executive, Geoff Dunning. “Th e Tow Show is the only trade show that caters specifi cally to the needs of one single industry sector and we were determined to go ahead with our plans despite the fact that other transport trade shows have been cancelled. Our confi dence in the importance of the recovery sector has paid off for exhibitors, sponsors and visitors alike.”

“Th e feedback that we have had from exhibitors and visitors alike has been very positive, and I would like to thank the RHA’s organising Tow Show team, led by Frank McAllister, Roy Jones and Chris Seaton. Without their hard work this could well have been just another victim of the credit crunch.”

At the London Commercial Motor Show in 1960 there were over 400 vehicles and trailers exhibited. Almost all of them were of British

manufacture. Today with the exception of a couple of specialist builders there are no British truck brands in existence. Manufacturers such as Atkinson, ERF, Foden and Bedford have gone into extinction while the likes of AEC, Austin, Commer, Dodge, Ford, Leyland, Morris Scammell were swallowed up by larger British or International companies.

Reading through Malcolm Bobbitt ’s 96 page book brought back pleasant memories of the Austin FFK140 and Morris FF Series trucks once owned by my Dad. Th en he had the Perkins engine V series Commer, the truck that I learned to drive while in my mid-teens. Malcolm’s 120 (colour & black and white) pictures and graphics brilliantly depicts these Premier League days of British Truck manufacturing.

British Lorries of the 1950s, is also writt en by Malcolm Bobbitt .

FPS EXPO, the biggest event in the UK & Irish oil distribution industry’s calendar has announced that it will return next year to the Harrogate

International Centre on 21-22 April 2010 and due to the success of the 2009 show, organisers the Federation of Petroleum Suppliers (FPS) are negotiating a fi ve year deal with the Harrogate International Centre.

Following a busy 2009 event which had over 2000 people visiting 106 exhibitors spread over 7000 sq metres of exhibition space, the FPS said that despite the gloom of the recession and with many other industry exhibitions being cancelled FPS EXPO 2009 proved to be a huge success with many exhibitors securing lucrative orders and a huge number of additional enquiries.

FPS EXPO organiser Vanessa Cook commented: “Although the recession is on, interest has been exceptionally high, with many long standing exhibitors gett ing their bookings in early. Plus, Harrogate is always a favorite with both exhibitors and visitors alike, hence our reason for planning to hold the event there for the next fi ve years. When deciding on a venue for the FPS EXPO, there are a lot of boxes that we need to tick to make our exhibition a success. 8000 sqm minimum e x h ibit ion s pac e; fl oor loading capacity t o a c c o m m o d a t e commercial vehicles; a venue to hold a dinner for 700; location of hotels and restaurants – these are just a few and Harrogate ticked all of those and more.

FLEETING SHOTS

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

• Permits • Escorting • Route Planning • Route Surveys

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

IKEA in the ‘People’s Capital’ Tow Show on the road to Recovery

Oil Industry Repeat Success for Harrogate

British Lorries of the 1960sISBN 978-1-84584-211-6 by Malcolm BobbittVeloce Publishing — www.veloce.co.uk


HAULAGE

The long awaited introduction of stricter measures for the granting and retention of

road transport operators licences by the Transport Minister Noel Dempsey T.D. has been welcomed by the Irish Road Haulage Association.

Following reaction to revelations that a convicted drug dealer was issued with a haulage licence, Minister Dempsey set up an enquiry and the subsequent Farrelly Report may result in at least 20 road haulage licences being revoked. Due for implementation on 10 September, the new regulations will automatically disqualify any licensed haulier with previous convictions for murder, manslaughter, drug-traffi cking, serious assault, human traffi cking, money laundering, sexual off ences and fi rearm off ences in the past 5 years. Any such licensee is now obliged to inform the Department and return their licence. A

maximum fi ne of €500,000 or three years in prison awaits those that fail to comply. Th e regulation will also extend to relevant persons working in the industry such as directors, transport managers and drivers.

Commenting on the news President of the I.R.H.A. Vincent Caulfi eld (pictured) stated, that the I.R.H.A. welcomed this decision, which was “long overdue”. He continued, “Th e I.R.H.A. has been concerned over the granting of road haulage licences to some operators for several years.” However, he cautioned that operators trading without a haulage licence should now face even greater penalties, as these new regulations only apply to hauliers who already hold a licence and has no eff ect on those who don’t and are not legally compliant. Mr. Caulfi eld concluded, “More must be done to protect the legitimate and compliant licensed haulage sector”.

The Pallet Network (TPN), one of Ireland’s leading distributors of palletised goods, has signed a deal worth €1.2 million with Early Learning

Centre (ELC), the UK based educational company. Th e fi ve year deal will see ELC use TPN to ship all its supplies to its Irish based shops. Mothercare, the baby care retailer, bought the Early Learning Centre chain in 2007.

Mothercare Ireland, trading as a separate standalone franchise to the main British-based company since 1992, has been using TPN to transport its supplies to the existing nationwide chain of 17 shops and will continue to expand the presence of ELC in Ireland, mainly as concessions within the Mothercare stores in the Republic.

David Ward, Managing Director of Mothercare Ireland, commented, “We know from our ongoing relationship that TPN will continue to provide us and ELC with the highest standards that we require. When we took over the ELC operation we found several areas where we could improve effi ciency – one was in the supply chain. Using TPN for the Mothercare Ireland operation has seen a reduction in costs and an increase in service improvements. We know that TPN will enable us to keep lower inventory while still improving sales through effi cient stock supply.”

Seamus McGowan, Managing Director, TPN added, “In this current environment, there has been a decrease in volumes being shipped and more distributors and retailers are coming to TPN for cost eff ective solutions on their supply chain. We are delighted to expand our relationship with Mothercare through this new deal with ELC. TPN’s nationwide network of 23 depots can deliver even the smallest shipments, without any additional cost. We also cut costs for our clients through warehouse space management and our bespoke IT system saves on clerical time.”

Transport industry welcomes haulage operator licence reform

TPN Announces €1.2 million deal with Early Learning Centre

Unsafe foreign trucks in UK

Jonathan Ward, Logistics Director of Mothercare Ireland with Owen Cooke, Chairman, Th e Pallet Network (TPN). Picture Jason Clarke.

Unsafe overseas-registered trucks operated by over-tired drivers are giving the whole logistics sector a bad name, according to the Freight Transport

Association (FTA). Its concerns were voiced as the House of Commons Transport Select Committ ee released its report on the work of the Vehicle & Operator Services Agency (VOSA). FTA’s Jo Tanner said: “Seeing obviously unsafe overseas trucks being driven erratically by over-tired drivers is enough to give the logistics sector a bad name, despite the fact that the UK fl eet is recognised as the safest in Europe. Th is does the 2.3 million people that work in the logistics sector a great disservice."

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

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EDUCATION

JS. Where did it all begin for you and your family business?

BS. Swilly Driving School of Motoring was founded by my dad, Noel Sweeney back in 1975. We got into the bus and heavy goods vehicle driver training around 1990. My brother Stephen joined the fi rm one year later. I worked part-time in the business while I was studying before seeking employment as an engineering consultant with Ericsson. However my heart was always in the driving business and in 2002 and 2003 my brother Karl and I rejoined the family business. Although we were busy with the driving school at that time, we also took time out to look at the future strategy of the business with assistance from the Donegal County Enterprise Board. Th ey provided funding for a Business Consultant, who came in and gave us an objective view of the business conducting a number of business strategy workshops with us. A number of clear recommendations were then off ered. Th is changed the whole structure of the business creating two separate units - the Swilly Driving School of Motoring and the North West Training Centre.

JS. So, did your business expand according to plan?

BS. Yes, around that time we were looking at the ADR Driver Training, as there were only four providers in the country. A lot of people in the North West had to travel to Galway and Dublin to do the course and the exams. So we put the course material together aft er meeting with the Health & Safety Authority, got their approval for it and started teaching courses in 2005. We also approached the CILT around that time with regard to the Transport Managers CPC. Th ere was no provider in Donegal and we got approval to deliver the CPC for Transport Managers in Lett erkenny.

At the time, other recommendations that came out of the business workshops with the Enterprise Board were to have a premises of our own and to expand the services being off ered. We needed to diversify the business because our revenue was very much dependent on driving tuition and the number of driving tests being conducted by the

RSA on a weekly basis. As it turned out, expanding our service portfolio made good business sense as the driving school business locally has been very quiet over the last year due to the recession. Th is change in business strategy probably saved us during the current recession.

Another thing, which we did was, each one of us went back into education. Karl and myself did a Masters in Environmental Health and Safety Management and Stephen did a Business and Accounting Degree. Because we had been looking at the ADR Driver Training during the workshops, the whole area of Health & Safety was deemed an area which complemented our existing services very well. With a background in road and transport safety it was an obvious choice.

We fi nished our re-training in 2007 and were in a good position to expand the business into these new areas of opportunity. In 2009 we are now the main provider of transport and Health and Safety training in the NorthWest delivering CPC for Transport Managers, ADR Driver Training, Driver CPC, Analogue and Digital Tachograph training, Advanced Driving, Health and Safety, …to name but a few. We are also growing our market outside the NorthWest at a very fast pace. Services such as Driver CPC, ADR Driver

Training, Digital Tachograph and Health and Safety are very popular.

We are very focused on delivering Quality Training and giving the customer more than what they expect. We are one of the very few transport training providers in the country to have agreed quality assurance procedures with FETAC. We are currently working on our ISO 9001 accreditation and hope to have it before the end of the year. We have also obtained approval from RSA, CILT, FAS and ICS and FETAC and are members of RoSPA, IOSH, IAM and the CILT.

JS. Did this expansion lead to your new headquarters?

BS. Because we were in the training business we knew what we wanted in terms of facilities. Up until now a lot of transport training has been done in either Hotels or in locations with below standard facilities. So we constructed a 7,700 sq.ft . state-of-the-art training centre with 9 air-conditioned classrooms equipped with all the latest teaching aids. People are just not prepared to accept sub standard facilities anymore. Organisations such as the CILT, the Health & Safety Authority and the Road Safety Authority (RSA) have been very supportive. We now have people coming from

Interview with Brian Sweeney, Director, North West Training Centre

Karl Sweeney, Brian Sweeney & Stephen Sweeney - NWTC

NWTC's impressive new HQ in Lett erkenny

... continued page 30





As and from 10 September new EU legislation to promote road safety for truck drivers comes into force. All truck

drivers who earn their living ‘behind the wheel’ will now be required to have a Driver Certifi cate of Professional Competence (Driver CPC). Th is regulation was introduced for professional coach/bus drivers this time last year.

Truck drivers currently holding a valid full licence on or before 9 September 2009 are automatically entitled to the new Driver CPC. Drivers applying for a truck licence on or aft er 10 September will now be required to undertake and pass a further theory and practical driving test in addition to the standard truck driving test. Implemented by the Road Safety Authority, all drivers who hold a Driver CPC will be required to complete a 35 hour training programme (known as periodic training, for 7 hours or 1 day per year) during the following fi ve years in order to retain the Certifi cate. Th is programme, consisting of 5 main modules will be provided by authorised trainers and training centres nationwide. At the end of the fi ve years only drivers who have completed the 35 hour training programme will be issued with a CPC Drivers’ Card and therefore able to work professionally. Th is card will be combined with the specifi ed driving licence in due course. Drivers of vehicles

for non-commercial purposes are exempt from the CPC. Th e ultimate goal of the RSA is to reduce fatalities and serious injuries on Irish roads. In 2006, there were 21 deaths and 71 serious injuries caused by crashes involving either trucks or buses. Th e EU Road Safety Action Plan has set a target of a 50% reduction in road deaths by 2010. “Our aim is that Ireland will be one of the best-performing countries, with the lowest road deaths and injuries in Europe,” says Noel Brett , Chief Executive RSA. “Th e Driver CPC training will assist the achievement of this goal,” he added.

For the purposes of complying with the new legislation and to relay what’s involved with the programme to interested parties and readers, Fleet Transport Editor Jarlath Sweeney undertook a days training at the NorthWest Training Centre’s headquarters in Lett erkenny, County Donegal. Course instructor Stephen Sweeney met the somewhat reluctant 13 ‘students’ at 8.30am and began the 7-hour session by explaining the Directive and the various modules. “Today, we will cover the Role of the Professional Driver in the Transport Industry,” said Stephen. But before starting in earnest, he was questioned about the objectives of Driver CPC and the need for ‘all this new legislation’, which was cited as ‘more bureaucracy from Europe’. Aft er Stephen

explained and emphasised the key issues, the majority of att endees were willing to learn more about the industry and re-inform themselves of current and forthcoming legislation. Remarkably, when asked, all of the class stated that they had not been assessed on their driving since taking the driving test. Some admitt ed that they had held that licence for over 30 years. Another query was sought regarding their pastimes and hobbies, the reason for which would come up later.

Surprisingly, Stephen opened the course by asking us to go to the back of the manual, at Section F – Initial Qualifi cation and Periodic Training, which clearly explains what Driver CPC is all about.

Using his broad knowledge of the transport industry as a qualifi ed instructor in Transport, ADR, Advanced Driving and Health & Safety issues, Stephen was in a position to broaden the scope of the proceedings when it came to discussion time. Facts like ‘driving is the third most dangerous occupation next to mining and deep sea diving’, raised a few eyebrows. He went through the various grades of driver qualifications from the basic training test, advanced driving, ROSPA Diploma and high performance driving levels as per police forces in Germany and Sweden.

We then went to Section A in Session 1 entitled ‘Ability to adopt behaviour to help enhance the image of the profession’ in the fi rst part of the 106 page manual which dealt with the importance of the driver as an ambassador to his/her employers and to the industry in general. As with the end of each chapter there was a series of questions, which the course participants could fi ll in to test their knowledge of the subjects just covered in each chapter.

Services provided by the driver, be it bus/coach or truck were then explained. More time was spent on the roles of the driver, which led to a lively and open discussion on driver’s pet hates. Slow moving vehicles, driver att itudes, incorrect

EDUCATION

Driver Certifi cate of Professional Competence• Programme Encompasses Truck Drivers from 10 September





use of roundabouts and tailgating were to the top of the list. Th is is one of the longest chapters in the manual as it covers a comprehensive range of issues such as the role of the drivers in relation to their vehicle – road sharing, traffi c, manoeuvring, making space all around the vehicle and bridge strikes. As most of the ‘students’ were involved in passenger transport, their responsibility for their passengers to wear seat belts was highlighted. A number of videos were shown during this time – that sent home a serious message in a humorous way. Driving licence codes and the tachograph requirements on vehicles were then covered at length. People that the driver will be dealing with was in Section D which primarily covered communication with customers in general with particular emphasis on people with special needs, disabled and att itudes towards authorities such as the Gardai, RSA, Customs etc.

One of the most important topics was vehicle maintenance, a matt er that’s paramount in the minds of the RSA. A strong message for drivers to carry out daily checks on their vehicles before taking to the road was sent out. Each item that must be checked on the vehicle is listed plus the reporting and action procedures thereaft er. Pages 36/37 have graphics of a bus and a truck as a guide to maintaining roadworthiness. “It is essential that a driver carries a diary with them in the vehicle for recording purposes”, said Stephen.

“Proper work life balance ensures a better performing and safer driver,” advises Stephen which brought him back to the earlier question to the all male panel regarding their pastimes/hobbies. In fairness, all had some form of release – be it fi shing, GAA, soccer.

Legal issues and handling disputes as well as the various governing bodies associated with transport were gone through before the break for lunch. Another humorous video livened up this subject. Stephen joked that the easy part was over and advised us not to go too heavy with the lunch as Session 2 was about ‘Understanding the social environment of road transport and the rules governing it’ – quite a mouthful, I agree! But in essence it dealt with the Working Time Directive and the tachograph.

To simplify matt ers further, Stephen had a Siemens VDO digital tachograph simulator, which gave us the opportunity for him to demonstrate fully the workings of a system once termed ‘spy-in-the-cab’ when initially launched in analogue form back in the 1950s. Incidentally, it was introduced by the Germans, while various aspects of Driver CPC was already in being with the French road transport industry. Vehicles that

are exempt from the EU Driver's Hours Rules and the actual current limits on Driver’s Hours were covered and discussed in detail. Knowledge from the fl oor in relation to driving time and rest periods was heartening. Th ose that had not got a Digital Tachograph Driver’s Card as yet were shown samples of same. Penalty points and other related infringements to do with driver’s hours were explained while Section E took in the social environment of road transport. Th is brought us back to where we started at Section F on Page 46 – Initial Qualifi cation & Periodic Training. By then, Stephen was able to ‘warm-down’ as they say in sports parlance. Th e fi nal element of participation for the class was to fi ll out various personal data followed by a survey type assessment of the course just completed. We were then presented with a Receipt of Att endance from Stephen which holders are obliged to carry with their drivers licence. From the feedback then and from previous courses, participants did leave with a bett er knowledge of their industry with a less reluctant view of taking part in the next module when that time comes around again.

EDUCATION

C1, EC1, C and EC (trucks) and D1, ED1, D and ED (buses) Driver Licence holders in EU Directive 2003/59/EC makes it compulsory for them to have Driver CPC. Th e Directive requires the licence holder to undertake 35 hours of training known as Periodic Training over 5 years. Each training event must be of 7 hours (1 day) duration once a year. Th e training programme consists of 6 modules:-

Control of Vehicle and Eco Driving Techniques • Minimising Risks and Managing Emergencies in the Transport Industry • Health and Safety of the Professional Driver • Role of the Professional Driver in the Transport Industry • Th e Professional Truck Driver • Th e Professional Bus Driver •

• All HGV/PSV licence holders must participate in the fi rst four modules and the one pertaining to their industry over the fi ve year period. If involved within both HGV/PSV industries then all 6 must be completed within the 5 years. Further details from www.rsa.ie

Stephen Sweeney in action!

Stephen Sweeney explains the workings of the Tachograph




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

EDUCATION

counties such as Dublin, Monaghan, Cavan, Mayo and Sligo to carry out training and sit exams in Donegal. In August this year we had a driver who travelled from Kerry to sit one of our ADR courses. Th is is certainly a turn around from a number of years ago. Aft er all Lett erkenny is only 3 hours from Dublin and the costs of accommodation here are signifi cantly lower than in the capital city.

Having the new offi ces and facilities has given us a good foundation to expand the business outside the county also. In our Driving School, our instructors have delivered pre-test driving programmes in Cork, Kerry, Monaghan, Cavan, Sligo, Louth and Meath over the last 12 months. Eight of our instructors are qualifi ed with the RoSPA Diplomas and Advanced Driving Tuition. In 2007 we had a representative from the RoSPA headquarters in Birmingham deliver the week long RoSPA Diploma to our instructors. Th e RoSPA Diploma is one of the highest driving qualifi cations that civilians can achieve. Th is demonstrates our commitment to providing quality training.

Instructors for the NorthWest Training Centre also deliver ADR Driver Training and Health & Safety courses throughout the country. With the recent introduction of the Driver CPC regulations, we are very busy delivering Drivers CPC courses in Drogheda, Sligo, Carrick-on-Shannon, Galway and Monaghan as well as Donegal. We have seven centres throughout the country registered with the RSA.

JS. Is Driver CPC becoming a ‘yellow pack’ industry where tuition fees keep coming down? Do you feel that the standard of tuition could drop as a consequence?

BS. Yes, there is always that danger of this happening in any industry. But you will not receive the “Yellow Pack” service from the NorthWest

Training Centre. We are about off ering quality training at an honest price. When the CPC regulation came last December, one of the most frequently asked questions we were asked was “how much is it going to cost?” We were one of the last training providers to decide on a price. Th e reason for this was that our price is based on our costs plus a small margin and not on what we perceive the customer is prepared to pay or what our competitors are charging. If you look at our pricing across the board, it has always been competitive.

When deciding on a training provider, drivers and transport companies should not just look at the price but should also ask about the quality of the training and the instructor. Our instructors are well qualifi ed to deliver the Driver CPC training. Th e training material being taught incorporates areas such as Transport regulations, Health and Safety, Vehicle Maintenance and Driving, which is our bread and butt er! So in terms of quality of training we tick all the boxes.

JS. Another issue, who actually pays for the course? Is it the employer or the driver?

BS. Some employers have been paying for it and other employers have been telling their employees that they must pay themselves. It’s something that diff ers from company to company. As an employer ourselves, we pay for all our employees’ training at the NWTC. From our point of view the quality of our service depends on our employees, they’re our assets and it’s in our interest to have them highly trained.

JS. Do you see the opportunities for Drivers that come in and do the CPC course early?

BS. Yes, it will diff er from company to company but without a doubt the more qualifi cations drivers have on their CV the more att ractive they are to an employer. Th at will be one way that the Driver CPC will be policed in a sense. Drivers approaching employers seeking employment will be asked if they have their Driver CPC. If they have it will give them an edge over the driver who doesn’t.

JS. Having been involved in the presentation of the course for a while, are there any aspects of the format that you would like to change?

BS. Well, the module that we’ve started with is ‘Th e Role of the Professional Driver in the Transport Industry’ and we’ve been delivering it now since April. I have to say that the response from the bus drivers has been very positive. Like any new service, there’s going to be some tweaking and changing as time goes on. I would like to see a practical

element included because it’s very diffi cult to teach someone driving principles in a classroom, but that may come in the future. At the moment there’s no time or facility there for it.

One small change that I would like to see would be to make the course more acceptable for drivers with literacy problems. With the current course material and delivery schedule drivers are provided with a lot of reading material, which is of a high standard. However for drivers who have literacy problems it can be frustrating. Bringing more of the practical elements into some of the modules would help address this issue. Providing the time, providing the facilities will all become part of it. At the moment there’s a lot of material to cover in the classroom and there is litt le time for practical training. But it’s a very good start. Th ese things will develop as we go along and it will improve. Th ere are other small issues that we have brought to the att ention of the RSA and I’m sure they will be addressed in due course. Th e RSA has been very open to ideas and feedback from the course participants and training providers.

JS. So where do you see your company in 5 years time, seeing that you have achieved so much in such a short time?

BS. Th e objective is to establish ourselves as a leading provider of Transport and Health and Safety Training and Consulting Services. We want to consolidate what we have achieved over the last few years building on existing popular services such as Advanced Driving, ADR Driver Training, Health and Safety, Driver CPC, and Digital Tachograph training.

An area we are gett ing more and more requests for is analysis of analogue and digital tachograph information. Transport companies have bought tachograph downloading and analysis equipment and are having problems using it. Th ey also don’t have time to carry out detailed analysis of the data. Th is is where we can come in and help companies to ensure compliance with the regulations and identifying ineffi ciencies in their operations.

On the Driving School side of things, the advanced driver training is going to be the growth area. Th ere’s evidence that driver training is the way forward in terms of reducing costs in a transport business. Th ere is strong international evidence that investment in advanced driver training can lead to savings in fuel, vehicle maintenance and accident costs. With the transport market being as competitive as it is, transport companies are always looking for areas to reduce costs.

Read Interview in full on www.fl eet.ie

Noel Sweeney, founder Swilly Drive


TYRES

Pirelli go Eco-Friendly with R:01 Regional tyre

Upcoming changes in European transport law relating to containing polluting emissions led to Pirelli developing the

new R:01 series for regional transport. “Market demand is geared towards products which, while not neglecting safety and comfort, ensure low cost and reliability; in the future, European laws call for tyres without highly aromatic oils which can be recycled, have low noise levels and low rolling resistance, in order to contain carbon dioxide emissions," stated Neil Booker, Marketing Manager, Pirelli Tyres Ltd.

Th e new R:01 has been developed by Pirelli’s research centres to meet the requirements of operators in terms of mileage yield, reduced consumption, rethreading potential and respect for the environment. Also at the launch event in Bologna, Italy, Pirelli Tyre presented the H88 Amaranto and G88 Series developed for long distance and construction vehicles respectively. Th e Italian company also introduced a new programme of support services such as the Pirelli Retreading System, the CQ24 International for road assistance, and Credit Tyre, the fi nance system for fl eets and retailers.

R:01 Series – the main features

Available for steering (FR:01) and drive axles (TR:01) the R:01 Series is identifiable by the Ecoimpact icons on the side of the tyre. Completely innovative in their structure, from the profi le and materials used place the R:01 at the top of its regional category off ering a mileage value of 30% higher than the previous generation.

Its high retreading value, thanks to the new belt structure which, together with the patented SATT technology, improves the performance levels in terms of mileage during the fi rst life of the tyre and optimises retreading during subsequent stages.

Reduced rolling resistance leads to reduced refuelling estimated at around 3% and harmful emissions.

Other att ributes of the R:01 are low noise level and use of ecological materials, two specifi cations that must be met when the European laws come into eff ect in 2010 and 2012. Th e compounds found in the new Pirelli tyres do not contain highly aromatic oils and noise is reduced from 76

to 73 decibels. Such reduction amounts to 50% less perceived noise, as if you were on a four lane motorway and two lanes were totally silent.

Besides the reduction of consumption and polluting emissions, the new Pirelli tyres have a high retreading value and durability compared to the older product which means a 20% reduction in raw materials employed and 22% less energy required to produce the tyres, considering the entire life span of the tyre.

Low cost and respect for the environment go hand in hand with high safety standards. Th e R:01 Series, ensures improved handling compared to existing products, over any type of course, even the harshest, both on dry and wet ground, improving traction and confi rming the already excellent braking performance of Pirelli products on dry ground.




Bill Schafer, 42 has been appointed Commercial Director of Michelin’s truck

and bus operations in the UK and Republic of Ireland.

He brings with him a total of 16 years experience within the Michelin Group and most recently held roles including three years as European Key Account Manager for Michelin Fleet Solutions based at the company’s worldwide headquarters in Clermont-Ferrand, France, prior to which he was Commercial Director of Michelin’s truck operations in Mexico and Central America.

Bill arrives to this position aft er nearly fi ve years as Vice President of Michelin’s agricultural division in North America, where he was based in Greenville, South Carolina.

Commencing on his new appointment, Bill said, “My main focus will be to maintain Michelin’s presence as market leader in the replacement sector for bus and truck tyres in the UK, whilst growing our share of the market in Ireland. We enjoy many signifi cant contracts with large national fl eets and want to continue developing fresh opportunities, whilst also focusing on building new relationships with regional and local fl eet customers.”

Michelin Appoints new Commercial Director for Truck & Bus

Michelin to launch the fi rst 295/60 R 22.5 multi-purpose tyre

TYRES


Last month, Michelin introduced the market’s first 295/60 R 22.5 multi-purpose tyre – the new X MultiWay

XD for truck drive axles.

Truck tyres that carry large volumes and car transporters are confronted with a range of challenges. Th ey must be able to travel thousands of kilometres on motorways in summer and winter, access depots on national and smaller roads, and sometimes make city deliveries on traffi c-congested streets. At the same time, transport haulage companies need to be able to carry heavier loads, reduce delivery times and reduce costs, while maintaining the highest levels of safety performance.

A highly versatile tyre, the Michelin X MultiWay XD is ideally suited for both road and motorway use in all weather conditions. Th e tyre helps to enhance safety due to a self-regenerating tread that continues to deliver superior grip even when the tyre is two-thirds worn. And because it is very long lasting, it also reduces operating costs.

Th e tyre has been developed using Michelin Durable Technologies, a package of breakthrough innovations

that can be combined in a single tyre or selected individually depending on needs and expectations. Th e self-regenerating tread patt ern on the X MultiWay XD is one example of the technologies developed by Michelin.

Th e 295/60 R 22.5 tyre is the size generally used for high-volume and car-transport vehicles. With this size of tyre, truck manufacturers can design vehicles with greater height which increases volume capacity. Over the past fi ve years, this segment of the road transport industry has seen unprecedented growth, refl ected in the increased demand for low-profi le tyres, and the fact that sales of 295/60 R 22.5-size tyres in Europe have nearly doubled during the period.

Th e Michelin X MultiWay XD is also available as a 315/70 R 22.5 and 315/60 R 22.5.

Versatility, safety and longevity are the three hallmarks of the new Michelin X MultiWay XD.

Michelin TweetsMichelin has started using Twitt er. Th e

tweets will include product information, tyre facts and tips, news of consumer off ers

and events.

Th e latest updates include the locations of Michelin’s Fill Up With Air roadshow

where drivers can bring their car for a free pressure check and adjustment if required.





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 0.717 0.747 0.657

Andorra EUR 1.025 1.075 0.853 Lithuania LTL 3.75 3.86 3.09

Austria EUR 1.123 1.282 1.019 Luxemburg EUR 1.084 1.109 0.897

Belarus EUR 0.629 - 0.502 Macedonia MKD 62.50 64.00 50.00

Belgium EUR 1.374 1.398 1.075 Montenegro EUR 1.120 1.140 1.010

Bosnia-Herzegovina BAM 1.96 2.02 1.89 Netherlands EUR 1.485 1.540 1.105

Bulgaria BGL 2.00 2.19 1.88 Norway NOK 12.63 12.94 11.14

Croatia HRK 7.99 8.08 7.23 Poland PLN 4.47 4.70 3.75

Czech Republic CZK 29.20 30.50 26.80 Portugal EUR 1.335 1.451 1.067

Denmark DKK 10.42 10.76 8.88 Romania RON 3.93 4.39 3.71

Estonia EEK 15.90 16.40 15.15 Russia RUB 23.12 24.07 19.62

Finland EUR 1.361 1.393 1.017 Serbia RSD 101.80 - 98.40

France EUR 1.302 1.338 1.062 Slovakia EUR 1.179 - 1.109

Georgia GEL 1.65 1.75 1.55 Slovenia EUR 1.146 1.165 1.050

Germany EUR 1.347 1.434 1.118 Spain EUR 1.100 1.210 0.970

Greece EUR 1.099 1.292 1.005 Sweden SEK 12.59 12.99 11.94

Hungary HUF 306.00 - 289.00 Switzerland CHF 1.597 1.654 1.624

Ireland EUR 1.199 - 1.069 Ukraine UAH 7.45 8.00 6.05

Italy EUR 1.308 1.424 1.129 UK GBP 1.044 1.109 1.050

Kosovo EUR 0.85 - 0.90 USA USD - - 0.701

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 35).


ADVENTURE

“Trucks unite the world,” was the strong message delivered by Stefano Chmielewski, President, Renault

Trucks at the historic fi nish of the 30,000 kilometre Cape to Cape trek at the Cape of Good Hope, Cape Town, South Africa on 8 July. “Trucks help bring civilisation to everywhere in the world,” he added. Around 150 guests assembled at the famous scenic landmark to witness the 5 Renault Kerax 6x6 trucks and 6 Renault Sherpa utility vehicles that completed the Adventure which began on 1 March at the North Cape (Nordkapp) in Norway. Cape to Cape follows the successful Silk Road expedition undertaken in 2005 and together with Renault Trucks as the offi cial Dakar Rally support vehicle supplier, the French company has created a niche in producing strong, durable and reliable trucks and utilities for global markets.

Cape to Cape was used primarily as a tool for Renault Trucks to promote its products and services. All along the route, dealers, customers and journalists were invited to join the cavalcade at the numerous stopover points along the route. Mr. Chmielewski also admitt ed that another reason for the estimated €5m investment in this epic journey was to show Renault Trucks prowess to the Defence Forces. Renault Trucks, owned by AB Volvo, is now the key supplier of military vehicles and since the re-establishment of Renault Trucks Defence, turnover in this specialist sector has increased six-fold - €70m in 2003 to over €400m in 2008. Stefano’s goal is €600m within the next two years. Recently, a deal was signed with the French Army to repair, maintain and supply parts to its 6,500 strong vehicle fl eet.

Helping to achieve this goal is the Sherpa 2 which was used on the North-South expedition which trekked 17 countries. Th is 7.8 tonne (GVW) multi-purpose, all terrain vehicle has been developed with military purposes in mind. “Unlike many of the current equipment carriers, the more weight you put on them, the slower they get. Th is is not

the case with the Sherpa as it has the power and the speed,” said Stefano. As with the Kerax 6x6 trucks, the six Sherpa 2 units successfully endured harsh weather, from bitt er cold (-300C) to intense heat (+500C) as they travelled over some of the world’s most arid deserts in Africa. Altitudes varied from

-420m (Jordan) to +4200m in Ethiopa. Only a minor electronic glitch with one of the Sherpas at Djibouti was recorded to prove that it could be depended on. Pleased with the performance of

the Sherpas, Stefano Chmielewski quipped, “Th e Cape presented us with opportunities for the

Sherpa, not problems!” When asked, he admitt ed that the Sherpa will not come cheap, as a basic version costs around €120,000 but that it will prove to be a good investment. A collaboration agreement is also in place with Land Rover in the UK to fulfi l an MoD order. Later on while

transiting Tanzania a traffi c collision occurred where a wayward local truck driver ploughed into one of the Kerax. Sadly, the Tanzanian driver was killed and the three people on the Kerax were injured, but not seriously. Th e Kerax was too badly damaged to continue.

For a number of days the incident remained in the minds of all involved but as Stefano said the Cape event brought the Renault Trucks family closer together with each one supporting each other for the one cause. Just as the Volvo Ocean Race, (which latt er stages ran at the same time as the Cape to Cape) generated huge media profi le, so too did the Renault Trucks Adventure. Regular

press releases, photos and TV images were communicated around the world while the website – www.renault-trucks/capetocape featured two minute fi lms three times a week along with

driver’s interviews and information for each country on the route map. “Th ese expeditions provide an opportunity to show the dynamic and pioneering spirit of Renault Trucks worldwide. A book chronicling the history of the Adventure in pictorial form will be released and will contain a copy of a 90 minute movie of the event from start to fi nish which will have been distributed to channels world-wide,” explained Stefano.

Although the event was one big test bench for the Euro 4 SCR powered Kerax and Sherpas, a humanitarian element evolved. While on the reconnaissance mission Elsie De Nys, Project Manager, Renault Trucks Cape to Cape got acquainted with the teacher and pupils in a school in a remote region of Zambia. She fulfi lled a promise to bring writing instruments to them on returning to the area on the Cape. Th e conclusion of

the Adventure, a local non-profi t organisation in Cape Town received an unexpected donation of

Renault Trucks Cape to Cape epic

“Renault Trucks is set up so that all staff members are ready to take the relay baton fr om someone else and be more successful than the last. Th at’s the spirit of Renault Trucks Adventure,” stated Stefano Chmielewski, Renault Truck President, pictured with Pierre-Alain Brendel, Chief Project Manager and Elsie De Nys, Project Manager, Renault Trucks Adventure

Both Michelin and Allison, offi cial suppliers to Renault Trucks Cape to Cape Adventure constantly monitored the performance of their products as the expedition progressed only 4 punctures were recorded while the Allison Automatic transmission on the Sherpas, went trouble-fr ee.

journey concludesADVENTURE

85 tents, sleeping bags, kitchen equipment and food (frozen and dried). Elsie was overwhelmed by the warm welcome received at the stopover points, particularly in Africa. “In Zambia,” she said, “where we stayed near a remote village, the locals built temporary showers and toilets for us and even arranged a concert before we departed.” “Th is was one of the high points,” she added. And the low points? “Th e crash in Tanzania, for sure. Also the 29 hour delay at the border crossing from Russia and Ukraine was a bad experience.”

Elsie was one of 5 Renault Truck personnel that completed the full trip.

As the journey drew to a conclusion, a number of enquiries had been received from interested parties wishing to purchase the now well used Kerax and Sherpas. Some will be sold onto adventurists who wish to enter Cross Country Rallies or those who wish to have a unique showcase vehicle for demonstration purposes.

Th e timing of the fi nish was good too, as soon Renault Trucks will open a new plant in Durban. Stefano Chmielewski sees great opportunities for the brand and its products. “South Africa, with one billion people is the place to be,” he said. “Th ere is great potential here. A lot of infrastructure development is needed here with road transport coming to the fore as the rail network will not meet the demand of the future transport needs here.”

His immediate concern is to the current crisis within the truck industry and until that situation is sorted no commitment on future Renault Trucks Adventures can be made. However, the Americas was mentioned that is travelling from the top of Alaska in North America to Cape Horn in South America. Although the downturn came shortly aft er the decision and subsequent fi nancial commitment was made to the project, Stefano was adamant that the Adventure would go ahead. “No, not at any time did we think about stopping. We had 80% of the investment in place at the start and now that Cape to Cape has reached the end, we have achieved the benefi ts.” Speaking on the downturn, he said that Renault Trucks was bett er prepared than most having implemented a cost cutt ing plan when times were good. “We were ready for a 30% reduction in the haulage and construction sectors. In his estimation the transport business is at 75% capacity and that by 2010 this rate will increase to 90%, mainly due to more activity at the supermarket. He estimates that the 2010 truck market will be at 2002 levels, which he could live with. “2007/2008 was Nirvana!”, he said. A stark warning was raised in that if further consolidation within the truck manufacturers happened this would lead to a restricted choice for customers and present a bigger opportunity for Chinese manufacturers to enter markets here. “Diversity is the key,” he advises.


65 drivers were used, all Renault Trucks personnel fr om 13 diff erent nationalities. Not all were experienced drivers but were coached by two-way radio over the diffi cult terrain.

ADVERTORIAL

Phone: 057-9352525

Fax: 057-9352520

E-mail: info@palfi nger.ie

Web: www.palfi nger.com

Contact: Adam Jackson - Tail Lift Division - 086 6092890

With over 50 years experience in the manufacture of

hydraulic tail lifts, MBB PALFINGER is a world-wide market

leader. Product knowledge and innovation and use of the

latest technologies enable us to provide the highest standards

in quality and product performance.

In more recent years MBB PALFINGER has continued to

expand its range of ramps and lifts and is now also recognised

as an international leader in the road transport distribution

sector.

Church Road, Tullamore, County Offaly.


IIn the specialised world of tail-lift s, a few brands have proven their worth over the test of time. Among them has been

MBB, the German company having over fi ft y years expertise supplying to satisfi ed customers all over the world.

In November 2007, Palfi nger, the well known manufacturer of cranes and other hydraulic lift ing systems acquired MBB to form MBB Palfi nger, in the process creating Germany’s largest tail-lift manufacturer and the third largest in Europe.

Now MBB Palfi nger tail-lift s are available in Ireland with the appointment of ABRON Ltd as the offi cial distributor for the brand through Palfi nger Ireland Ltd., Tullamore, Co. Off aly. Specialising in the repair and maintenance of hydraulic equipment, ABRON is headed up by Adam Jackson. He brings a wealth of experience into the position, having spent fi ve years working in this sector of the transport industry. With many years experience also in machine and plant maintenance and tool making,

as well as sales, Adam is ideally placed to grow the MBB Palfi nger brand in Ireland. As well as being the offi cial distributor for the brand, ABRON can also provide full maintenance and servicing support to MBB Palfi nger customers thanks to the use of fully equipped dedicated service vehicles that can carry out all work on site.

A wide range of products to suit every requirement ranging from cantilevers to sliders, tuck-aways and short overhang sliders, a two year parts and labour warranty

and a focus on safety are just some of the features that make MBB Palfi nger the tail-lift s of choice according to Adam. “Many of the tail-lift s feature double-acting tilt rams,” says Adam. “Th is makes them very stable and means the tail-lift can power tilt away from the body”. Another added safety feature is fl ashing platform lights fi tt ed as standard to all products. Notes Adam: “All MBB Palfi nger tail-lift s are extremely robust and built to very high standards using state of the art machinery and the latest production technology”.

‘Giving customers a better service at competitive costs’ is ABRON’s business philosophy. In partnership with MBB Palfinger’s renowned range of tail-lift products it certainly forms the right basis for what should be a long and successful partnership.

Palfi nger and ABRON – The New Palfi nger and ABRON – The New Partnership for Tail-Lifts In IrelandPartnership for Tail-Lifts In Ireland


MATERIALS HANDLING

Greenstar, Ireland’s award winning supplier of environmental, waste management and recycling solutions, is now in a position to provide

instant information to customers and eliminate paperwork in 100 vehicles across eight sites nationwide thanks to a new handheld mobile system from Heavey RF. Th e €200,000 deal means that Greenstar’s customers have real time information on waste services available to them. Greenstar staff also save hours of administration time per day in docket management. Productivity, effi ciency and customer service have all been improved with the new system.

Elizabeth Dunne, Logistics Project Manager, Greenstar explains, “We are now bett er able to manage our capacity which guarantees an even bett er level of service to our customers. We can schedule our drivers while they are on the move rather than having to wait for them to travel back to the offi ce to pick up paperwork or schedule jobs. Th is saves time as well as money.”

Andrew Moloney, Technical Director Heavey RF adds, “Th e Ikon handheld devices which we supplied are linked into Greenstar’s back-offi ce system via industry leading waste management soft ware from AMCS, so all customers can avail of real-time information. In the past they needed to locate paper dated dockets whereas now it is all automated. Greenstar are utilising this timely information to produce results that equate to real savings.”

Following the collapse of the global market for material handling equipment by about 50 per

cent in the fi rst quarter this year, demand in the second quarter of 2009 remained 40 per cent lower year on year. According to leading manufacturer Jungheinrich all regions contributed to this decline. Asia experienced the smallest decrease, contracting by 40 per cent. China posted a below-average drop of 26 per cent. Europe’s market shrank by 53 per cent. Eastern Europe accounted for a substantial proportion, recording a 78 per cent decline in demand, while Western Europe saw a 46 per cent decrease. Th e North American market continued to fall reporting a drop of 47 per cent.

Th e value of the Jungheinrich Group’s incoming orders including all business areas was down 27 per cent in the fi rst half, dropping to €819 million (2008: €1,120 million).

In the second quarter of 2009, net sales fell by some 24 per cent to €417 million (previous year €547 million). In the fi rst half of the year, the Group saw net sales decline by some 20 per cent to €830 (2008: €1,038 million). All business areas contributed to this. New truck business accounted for the single-largest decrease, posting

a drop of 31 per cent, followed by the short-term hire and used equipment business, which recorded a decline of only 7 per cent. Aft er-sales services, suff ered the least, benefi ting from the steady rise in market penetration, experiencing a decrease of just 5 per cent. Th e export business portfolio declined to 71 per cent (prior year: 74 per cent) owing to the strong decrease in foreign sales.

In particular, the continued drop in demand in new truck business and low plant capacity utilisation had an adverse eff ect on the Jungheinrich Group’s earnings trend.

In the second quarter of 2009, net loss was reduced to €12 million compared to €23.2 million profi t recorded last year. Th e company closed the fi rst

half of the year with a loss of €15.6 million versus the 2008 profi t of €41.3 million.

Continued uncertainty surrounding future markets, Jungheinrich believes worldwide demand for material handling equipment is likely to decrease by approximately 40 per cent (previous forecast: 30 percent) to about 520,000 trucks in 2009 (prior year: 872,000). In light of the persistently negative market and business trends, the company adjusted its incoming order and net sales forecast. “We will signifi cantly step up the measures we have taken so far to counter the eff ects of the crisis. Th is will dampen our earnings by a high double-digit million Euro fi gure. We are confi dent of being able to return to generating profi ts commensurate to the economic situation from 2010 onwards,” says Hans-Georg Frey, Chairman of the Board of Management.

At its recent Annual General Meeting the UK Warehousing Association (UKWA) formally unveiled a new brand identity. Th e new look has been developed to signify the Association’s ongoing evolution as an

organisation that embraces all companies that provide warehousing or other logistics support services in the supply chain.

“Th e new logo is symbolic of the changes that are happening with UKWA,” said Roger Williams, the Association’s Chief Executive Offi cer. “We believe our new logo is modern, fresh and inspired. Th e logo is a symbol for our organisation and because UKWA is changing we felt that we needed a diff erent symbol.”

“We last changed our logo over 10 years ago – since which time our membership has been opened to retailers and manufacturers as well as companies from outside the UK,” said Roger Williams, “We also have over 100 ‘Associate Members’ – companies that supply products or services to the warehousing community,” he added.

Th e new site, among other things, provides an extensive warehouse search facility to put buyers and sellers of warehouse space in touch with each other.

Originally established as a trade body for the third party warehousing and logistics (3PL) sector, the 700 member strong UKWA now embraces all companies that undertake warehousing and logistics tasks but for whom such operations do not represent their core business. Plans are afoot to establish an Irish arm of the Association.

Greenstar Eliminates Paperwork with Handheld Solution from Heavey RF

Weak Demand for Material Handling Equipment Stabilises

New UKWA logo is symbolic of Trade Association’s change

TIMES PAST


In the last Times Past off ering, I alluded briefl y to the generally low level of lifestyle endured by most people in the 1950s. Anybody

who lived through those years will inevitably compare that period with the later depressions of the 1980s and today. Comparisons are not easy, but discussing the three eras with friends and colleagues, the seemingly never-ending depression of the 1950s was arguably the worst. While this observation is probably of litt le interest to younger people whose memories may barely stretch back to the last recession in the 1980s, it will hopefully pose a diff erent perspective on an era that, in transport at least, was of great interest.

A feature of the early 1950s was the great variety of vehicles to be seen at that time, with up to 20 British makes alone, and many of these were long-established builders with formidable reputations. For some time aft er World War II, most of these makers continued building vehicles of types that had already earned great respect. Most obvious was the Bedford OB, fi rst seen in 1939 and, as the OWB, the only single-decker approved for production during the War years. Cleansed of utility materials and fi tt ings, it reappeared in all its glory in 1946 and went on for another fi ve

years, with coaches much more numerous than service buses. Th e OB’s replacement, the SB, will appear in a forthcoming Times Past.

Several builders, including Albion, Atkinson, Bristol, Daimler and Guy turned out improved versions of pre-War designs. Th ere were also some surprises - Leyland, for example, off ered a bus version of its very successful lorry chassis, and it was even available with a petrol engine. Th ere were also some signifi cant advances in new bus designs, one of which materialised as the Commer Avenger, which had its underfl oor engine, inclined at an angle of 66 degrees, behind the driver. Th is very successful Commer underwent continuous development, a diesel version and a chassisless off shoot becoming available as the Beadle Rochester.

AEC and Leyland went further than Commer, repositioning the engines of their single-deckers horizontally under the fl oor amidships in the heavy duty Regal Mark IV and the Royal Tiger respectively. These new models achieved immediate success:

CIE and the Ulster Transport Authority (UTA) both ordered f leets of Royal Tigers, while the Great Northern Railway (GNR) went for AEC Mark IV Regals. While the UTA went for front-entrance bodywork, all the CIE and GNR underfl oor-engined vehicles were built with rear entrances, aft erwards altered to front doors when one man operation (OMO) came in. Th is acronym later became OPO when women joined the bus companies.

Th e advantages of the underfl oor heavyweights included increased passenger capacity – 45 seats in a 9-metre (30-foot) vehicle as against 39 in a front-engined one of the same length. When buses still had conductors and a rear entrance, the two front seats beside the driver were much sought aft er, especially by children. A noteworthy feature of the three major fl eets was that all the bodywork was built locally. Th e UTA had its bodyshops at Duncrue Street in Belfast while CIE built its vehicles at Spa Road in Inchicore. Th e GNR buses, which used Park Royal framing, were built at Dundalk Railway Works. A sad result of globalisation is that none of these excellent bodyshops remain today.

A strange prelude to the introduction of the

THE 1950s - AGAIN

Th e Commer Avenger was among the fi rst underfl oor-engined buses. ZK 5142 belonged to the Berehaven Bus Service

Th e Bedford OB continued in production until 1951. IP 6517 served with Nolan's of Callan into the 1960s

Th e successful Leyland Comet lorry chassis was also available as a bus. FET 688, which came to Ireland for PAB in the 1960s, was petrol-engined.

ZO 4076 was one of the four Saro-bodied Leyland Royal Tigers bought by the Great NorSeen here in CIE livery


TIMES PAST

Text: Sean Murtagh – sean@fl eet.ie FLEETTRANSPORT | SEPT 2009 39

TIMES PAST

GNR AECs was the purchase by that company, in 1952, of four Leyland Royal Tigers – the Great Northern had not purchased any Leylands for about seventeen years. Th ese 44-seaters, which featured centre entrances, had bodywork by Saunders-Roe of Anglesey, famous as aircraft builders. What became known as Saro bodies were also specifi ed by the Lough Swilly Railway and Maurice Cassidy’s Erne (Enniskillen). Here it is worth mentioning that a splendid history of Lough Swilly buses and lorries have appeared recently. Swilly Buses (Colourpoint Books) is by Irvine Millar, who had 34 years service with Ulsterbus until his retirement in 2001 and is well-known to bus people North and South.

Despite their comparatively small numbers, the well regarded Saro Royal Tigers were highly visible in many parts of Ireland and it was probably the last one supplied that became very well-known. Th is was ZU 5000, fi nished in att ractive green and cream and acquired by the Defence Forces in 1953 to transport Army bands and their instruments. At the end of its Army service, ZU 5000 was acquired by O’S Coaches of Hospital in Co. Limerick with whom it operated as a school bus for several years.

Th e CIE, GNR and UTA fl eets of underfl oor-engined vehicles included both service buses and

coaches. Named aft er rivers, the CIE coaches U1-50 became symbols of Irish tourism at a time when the country was trying, very successfully, to att ract visitors; these vehicles featured in Times Past some years ago and a retired busmen recently remarked ruefully that it is a pity that the survivor in the museum collection is U10 and not U2. Th e 33 GNR AEC Regals IV included four coaches and following the takeover by CIE, several more were fi tt ed out as coaches and painted into the lavender livery.

A high fl oor line, which would be completely unacceptable today, was probably the underfl oor vehicle’s greatest drawback and one which made it unsuitable for use as a double-decker. From the late 1920s onwards, each chassis makers double- and single deckers shared very similar

frames – indeed some double-deckers were built on single-deck chassis. When the new single-deck models appeared in the early 1950s, it was only a matt er of time before the double-decker would undergo change.

GNR AEC Regal IV ZAY 1323 (No. 339) was one of 33 built in Dundalk in 1954-55. Here as CIE AU339.jpg

CIE Leyland Tiger U56 (ZO 6927) was one of 38 similar buses built at Spa Road in 1954

Zu 5000, the Saro Leyland Royal Tiger operated by the Defence Forces to transport Army bands and their instruments

Th e Army's ZU 5000 replaced ZA 4813, a former Great Southern Railway's Leyland Tiger coach dating fr om 1936

eat Northern Railway in 1952.

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.

Text & Photos: Michael Corcoran – enquiries@fl eet.ie FLEETTRANSPORT | SEPT 2009 41

TIMES PAST

AD PAGE

International Haulier of the YearSponsor: DKV

National Haulier of the YearSponsor: Volvo Trucks

Transport Manager of the YearSponsor: Iveco

Safety Sponsor: Arachas

Own-Account Transport Operator of YearSponsor: Mercedes-Benz

Technician of the YearSponsor: IRTE

Irish Haulier of the Year – OverallSponsor: Schmitz Cargobull

Livery of the YearSponsor: Marriott Johnstown House Hotel

Service to the Transport Industry Sponsor: Mike Murphy Insurance

MIKE MURPHY INSURANCE GROUP

EnvironmentSponsor: Michelin Tyres

Owner-Driver Haulier of the YearSponsor: MAN Truck & Bus

Pallet Network Member of the YearSponsor: Fleet Transport

Regional Operator of the Year AwardSponsor: AIB Finance & Leasing

Fleet Transport Awards 2010AWARDS BOOKING FORM

Ticket/Table Booking Form

VENUE: MARRIOTT JOHNSTOWN HOUSE HOTEL, ENFIELD, COUNTY MEATH.

DATE: 5 OCTOBER 2009 - TIME: 6.30PM

To avoid disappointment, book your place now by completing the form below or alternatively email marian@fl eet.ie or telephone 094 93 72819.

A table of 10 is €650.00 + VAT • Fee includes pre-dinner drinks, 3-course dinner and awards presentation.

A single place is €70.00 + VAT • Fee includes pre-dinner drinks, 3-course dinner and awards presentation.

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• IRISH HAULIER OF THE YEAR • IRISH TRUCK OF THE YEAR

Cancellation Policy ‘One calendar month (5th September 2010) or more prior to the event a full refund is given. Thereafter no refund is given. All cancellations

must be made in writing to Fleet Transport Magazine, D’Alton Street, Claremorris, County Mayo and the booker should not assume this cancellation has been

actioned until they receive written confi rmation. In the event that this function is cancelled by Fleet Transport, a full refund will be made of any booking fees

paid. However, if the event is postponed for reasons beyond the direct control of Fleet Transport, this booking will be transferred to the revised date of the Event

and no refund will be due.

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | SEPT 2009 43

BUS & COACH 1

First has successfully launched a campaign to encourage people to be more considerate to

one another when using its buses.

Titled ‘It’s your bus. Respect it.’ is used on bus advertising on each of First’s 9,000 vehicles across its 14 bus operating companies in 40 towns in the UK.

Th e on-bus advertising also includes a series of quirky characters, each representing a major customer complaint, such as the playing of loud

music, or eating hot food on buses. Th e cool, comedy images, which are sure to be popular with young people, will also be put on the backs of tickets to encourage customers to show more consideration to fellow passengers.

Leon Daniels, Customer Ser v ice and Communications Director for First UK Bus said, “By using an innovative approach to a serious problem, First believes it can make a notable diff erence to issues which cause a real headache for customers.”

Thanks to technology supplied by Irish Bluetooth solutions provider, BlueZone

Media passengers on a selection of bus routes can now check their Facebook, Twitt er, read news and send and receive emails. Th e new free service has been installed on a number of coaches from Cork company Butler Buses on their chartered and sight-seeing tours.

BlueZone Director Kevin O’Connor explains, “Customers depend on the internet for so much of their information needs that they expect easy and ready access to it no matt er where they are. Not everyone has the internet access of an iphone or can carry a laptop around but most would have a Bluetooth equipped mobile handset.”

Called ‘BlueZone Onboard’, the technology works by broadcasting mobile broadband over a Bluetooth network, created on the bus using a very small router. Mobile phones with Bluetooth turned on are prompted to download a custom web browser. Th e browser functions similar to those on PCs enable users to view a selection of sites in a condensed form free of charge. Th e service also provides WiFi connectivity so travellers equipped with laptops can access the internet as they would in a normal offi ce or home environment.

Th e service can be expanded to provide ticketing services via mobile phone as well as delivering special off ers, timetables and other information on demand direct to handsets. It has already been successfully implemented in other contexts

including Blanchardstown’s Subway outlet where patrons can also enjoy free internet on their mobile.

O’Connor continues, “With this new service journeying will be a far more pleasurable experience, relieving some of the boredom and allowing you to make the most of your time while travelling. It will also give companies using the technology a competitive advantage, as customers will choose bus services off ering additional value.”

First’s innovative advertising campaign tackles anti-social behaviour

BlueZone Equips Butlers Buses for Internet

It’s a tough time for coach and bus operators. It will be several months before we know

the exact extent of the shortfall, but it looks like coach tour business will be down by as much as 50% on last year.

School transport operators are lucky if they receive last year’s rates. Many have been called in by Bus Éireann and told to take cuts in their rates or else their route would be put out to tender.

Th ose who subcontract work for Bus Éireann on the Expressway side were recently advised of a mandatory 20% cut in rates. In the same lett er they were told their “co-operation is now being sought to assist us [Bus Éireann] in achieving the necessary cost reductions.” Where an operator is supposed to fi nd 20% to knock off their rates without the route becoming a loss-maker is beyond me.

Other professions have strength because they are represented by a strong organisation and negotiate with one voice. We, the coach and bus operators, are weak. We are fragmented and are forced to negotiate individually. We undercut one another in our eff orts to survive, and damage our own long-term prospects in the process.

We at the CTT C are an eff ective organisation, but we represent a small proportion of the entire industry. We have no infl uence on, or responsibility to, the rest of the industry, just as they have none to us.

If we can fi nd a way to combine our eff orts, there would be benefi ts for everyone in the years ahead. I’d be interested in hearing from members and non-members on this issue.

Gerry MullinsChief ExecutiveCoach Tourism & Transport Council (CTT C)

gerry@ctt c.ie

CORNER

44 FLEETTRANSPORT | SEPT 2009 Text: Jarlath Sweeney – editor@fl eet.ie

BUS & COACH 11

Leading Setra operator, J J Kavanagh & Sons has upgraded its fl eet with six new high

specifi cation Comfort Class tri-axle coaches.

Joint Managing Director J J Kavanagh welcomed the new vehicles by saying, “We get very positive feedback about the Setra fl eet from our customers and have chosen to upgrade part of the fl eet in our 90th anniversary year. We have found the longer vehicles off ering 53 reclining seats advantageous for our operations whilst still off ering customers the benefi ts of Setra’s good on-board facilities.”

Representing the suppliers, EvoBus, Mike Beagrie, General Manager Coach, recognises the signifi cance of the order, “I am delighted that our biggest Setra customer has returned for a further six Setra S416 GT HD’s for their 90th anniversary season in 2009. Th e new vehicles build on the success of the tri-axle

Comfort Class coaches delivered in 2008 and maintain their Setra fl eet at over 80 vehicles.”

J J Kavanagh & Sons 2009 Setras are 13.02m long S416GT HD Comfort Class models featuring the Mercedes-Benz OM 457 LA 428hp Euro5

engine and ZF AS-Tronic 12 speed semi-automatics gearbox. Euro5 is achieved through Setra’s BlueTec SCR technology. Drivers will benefi t from the specifi cation of cruise control and are supported by a range of safety features including ESP, Brake Assist and EBS.

All six vehicles are 09 registered and carry a distinctive registration mark, all ending with the number 1. One of the coaches (09-KK-1) is in a J J Kavanagh & Sons branded white and green livery with discreet reference to the company’s 90th anniversary.

Matt hews Coach Hire has taken fi ve Volvo B9R coaches with Plaxton Panther

bodywork, just weeks aft er taking their fi rst ever new Volvo – the B12B with Plaxton Elite body which featured on the front cover of the recent edition of Fleet Bus & Coach.

Noel Matt hews, Fleet Manager of Matt hews Coach Hire explained, “There are a number of reasons for choosing Volvo products this time, not least because the Volvo name is associated with reliability. When we demonstrated the B12B tri-axle Plaxton Elite it returned excellent fuel fi gures, along with the outstanding driveability of the I-Shift . Th e fact that the B9R is lighter and the driveline incorporates the I-Shift will hopefully give us even bett er fuel returns.”

Th e B9Rs are specifi ed with Volvo’s 9.4 litre D9B engine rated at 380hp and I-Shift combination. In a theatre-style confi guration, the 57 seats have leather headrests and three-point seat

belts, climate control air conditioning, audio/visual system, a seven camera CCTV system, GPS tracking and fl eet management system, Wi-Fi capability and are fi tt ed with electronic

destination equipment.

“A quarter of our 24 vehicle fl eet is now Volvo and we will be closely monitoring the six new vehicles’ performances, but from what we have seen from the B12B we are very optimistic for them all.”

James Hyde, Regional Coach Sales Manager commented, “We’re delighted to have our fi rst B9Rs in operation in Ireland. Th e product has obvious benefi ts such as the weight advantage and the clean and effi cient driveline, making it a versatile option for operators for a number of applications.”

Entertaining children or a group of sports fans oft en involves providing top quality,

comfort and safety features, from safety belts and drinks to the latest DVD release. Unfortunately, many coach operators are simply unaware of fi lm copyright restrictions. “I only use them occasionally,” said one coach driver, “or our passengers prefer to look out of the window!” claimed another.

Even if you show a movie a few times a year, or just the driver watches between tours, a business risks copyright fi nes of up to €127,000, and/or even a prison sentence for illegal use. Home videos and

DVDs are intended for private, home use only. When shown on board a coach, or anywhere outside of one’s home, this qualifi es as a ‘public performance’ or exhibition under the Copyright and Related Rights Act 2002. Showings are illegal unless correctly licensed.

Th e fi lm industry understood that traditional ‘title by title’ licensing methods are simply too diffi cult to manage and uneconomical for some industries, so the fi lm industry created Th e MPLC Umbrella Licence as a simple low cost solution. Th e licence allows unlimited use of DVDs from major Hollywood and independent

producers at one low annual fee. Coaches may show their own legally purchased or rented home DVDs and be fully compliant with the law.

“We are off ering advice to all the coach industry regarding possible copyright infringement. Th ere is so much confusion about the high tech equipment available on-board movies – we have WiFi, hand held devices, DVDs and media server systems available, so business managers are unsure of what they can use legally,” said Geraldine Byrne, MPLC IE, which is based in Ennis.

J J Kavanagh & Sons celebrate anniversary with Setra style!

Matthews Coach Hire back for more Volvo B9Rs

The Bigger Picture for Coach Operators


Coach Operator of the Year 2010 – Finalists

CommuterCollins Coaches (Monaghan)Farrelly’s Coaches (Longford)Mangan Tours (Donegal)

Inter CityCallinan Coaches (Galway)JJ Kavanagh & Sons (Kilkenny)Matt hews Coach Hire (Monaghan)

ToursCronins of Cork (Cork)Dublin Mini Coaches (Dublin)J. O’Callaghan & Sons (Kerry)JJ Kavanagh & Sons (Kilkenny)Th e Dualway Group (Dublin)

Bus Operator of the Year Callinan Coaches (Galway) JJ Kavanagh & Sons (Kilkenny) Matt hews Coach Hire (Monaghan)

Safety Anchor Tours (Dundalk) Matt hews Coach Hire (Monaghan) Th e Dualway Group (Dublin)

Livery Callinan Coaches (Galway) Dublin Mini Coaches (Dublin) Mangan Tours (Donegal) McElligott Coaches (Limerick) Th e Dualway Group (Dublin)

Environment Anchor Tours (Dundalk) Collins Travel (Monaghan) Th e Dualway Group (Dublin)

Innovation Bluezone Media (Dublin) JJ Kavanagh & Sons (Kilkenny) Th e Dualway Group (Dublin)

AWARDS 11

Fleet Bus & Coach Awards 2010 – Finalists announced

Fleet Bus & Coach is about to honour Bus and Coach operators at its bi-ennial Fleet Bus & Coach Awards 2010. In

association with the title sponsors MAN Truck & Bus, the Awards Presentation event will take place on Tuesday, 6th October 2009 at 11.00 am at the Marriott Johnstown House Hotel, Enfi eld, County Meath. For the 2010 Awards programme, a number of new categories have been added such as Bus Operator of the

Year, Safety Award, Best Livery, Care for the Environment and Innovation Award. For the dedicated coach operator, as before there are three main categories – Commuter, Inter-City and Tours.

Endorsed by the Road Safety Authority the fi nalists for the various categories have just been announced.

Truck & Bus

In association with

Presentation and lunch

October 6thBook your place early to

avoid disappointment.Contact Orla on

094 93 72819 or email orla@fl eet.ie

In association with

46 FLEETTRANSPORT | SEPT 2009 Text: Jonathan Lawton – jonathan@fl eet.ie

LEGAL

Whenever a person is employed the law requires that certain information be recorded in writing. Section 3 of

the Terms of Employment (Information) Act 1994 requires that an employer should provide to an employee a statement of the terms of that employment, in writing, within 2 months of the date on which the employment commenced.

Section 3 sets out 13 points of information that must be contained in this ‘statement’, including details of the employee’s hours of work and pay. It is important to realise that this ‘statement’ is not, of itself, a contract although, if there is no writt en contract, the requirements of Section 3 will be treated as implied terms of the employee‘s contract with the employer. Conversely, if there is a writt en contract which does not contain the information required by Section 3, those statutory requirements will eff ectively override the writt en contract allowing a Court to add the missing information.

Once these statutory requirements have been met then the employer may insert any terms into the contract that seem to be necessary. It may be useful, for instance, to require employees to comply with health and safety instructions or to wear clothing in the company’s preferred colour with the appropriate logo. Whatever wording is used and whatever the company’s requirements may be, it is vital that the employer realises that the contract is binding. Th is means that, unless there is a specifi c provision in the contract permitt ing a variation, the contract may not be varied without the employee’s consent.

In a time of recession, when most companies have to fi nd ways to reduce their operating costs, it is inevitable that ways of reducing those costs that are directly applicable to the employment of staff are considered: for instance an employer might want to reduce the rate of pay either directly, or by shortening the working hours or by cutt ing out overtime working. An employer must realise that any unilateral variation of any term of the contract is, potentially, a breach of contract and an employee may well be able to claim that he or she has been unfairly dismissed.

Section 9(1)(c) of the Redundancy Payments Act 1964 specifi cally provides that there will be a presumption of dismissal if an employee terminates his contract of employment on the

basis of the employers conduc t a nd, i n principle, a unilateral variation of the contract of employment will a lways amount to conduct entitling the employee to treat the contract as terminated, and to make a claim for damages on the basis of the ‘unfair dismissal’.

The employer can, however, avoid a claim of this nature by off ering a new contract of employment to the employee on the same, or bett er, terms than the previous contract.

An employee, faced w ith a uni latera l v a r iat ion of t he contract , has the option of accepting the variation, or treating the variation as a fundamental breach of contract. In a time of high unemployment, however, a possible claim for damages for unfair dismissal may be less att ractive than the security of continued employment.

Th e employer has much the same choice. On the one hand there may be the intended fi nancial saving to be achieved by varying the contracts of employment, but, on the other hand, if an employee determines to take the matt er to the Commission, there will be not only the costs of the hearing but also the possibility of an award of damages.

Th e key to a successful variation depends upon the level of communication with the aff ected employees. An employer who tells the employees what is intended, with an explanation of the eff ect both in terms of the projected savings and, perhaps more critically, the importance of

the variation in the context of the continuation of the company’s business, is more likely to avoid employment problems either because the employees will want to discuss the situation, or because they accept the proposals.

An employer’s willingness to communicate with his employees is arguably the most important element in establishing good industrial relations.

The Legal Risks of changing worker’s terms and conditions




Text: Howard Knott - howard@fl eet.ie Photo: Jarlath Sweeney FLEETTRANSPORT | SEPT 2009 47

SHIPPING & FREIGHT

A major independent report has concluded that “there are two signifi cant (Port) projects at

diff erent stages of the planning process at present; Dublin Port’s proposed expansion is currently with An Bord Pleanala and the proposal for a new Port at Bremore is at the pre-planning stage. Th e study identifi es considerable uncertainties with regard to both projects. It concludes that nothing should be done at a policy level to hinder either.”

Th e Report, prepared by Indecon International Economic Consultant, was commissioned by the Minister of Transport, Mr. Noel Dempsey, T.D., in July 2008 and at the launch last month he said, “Th e future of Dublin Port has been the subject of much discussion in recent years. Th e future of this port is not just a local or regional matt er; it is of major strategic importance for the Country as a whole.” Th e Port is not only vital in terms of the state energy supply, handling 45% of national oil

imports, but also has a 75% market share for Ro-Ro trucks and 64% for Lo-Lo container traffi cs.

While the Report accepts that there is a current reduction in volumes of goods passing through Irish Ports, it does foresee the need for further Port effi ciency improvements and further development over the next 20 years to meet capacity needs. In the case of Lo-Lo container traffi c the consultants see an average of 3.21% annual business growth taking the units handled from a current 610,000 units to just 1.2 million units by 2030. Th ey see both the Dublin Port 21 hectare deep-sea development and the proposed Bremore Port as both having positive net present values as would the development of Greenore Port. Such a combination would be far more productive than any proposal that would close down Dublin Port.

A total closedown of the Port and re-development of the land for residential use etc. would, the consultants conclude, have a payback period of about a century, while a development such as the closure of the South Bank Quay would have a 25 year payback. Th e south side development would integrate into the DDDA plans for other sites in the area such as the Luas line while a Port focussed north of the river could fully utilise the Port Tunnel and rail access.

Significantly, given the difficulties that any previous Dublin Port plans have had in achieving any consensus among the players involved, the Steering Group for this report included representatives of four Government Departments – Transport, Environment, Finance and An Taoiseach as well as Dublin City Council.

Freight Forwarder International Warehousing and Transport

(IWT) has launched a container rail freight service that will enable exporters located in the North West to transfer containers via Ballina into Dublin Port. Th e service, which started on 20th August will initially run twice weekly in each direction. IWT plans to expand to a daily service, using trains chartered from Iarnrod Éireann, within six months and see this service as the fi rst of a number of such links over the Irish rail network.

Th e last container rail service running into Dublin Port ran from Cork but ceased some six years ago. Since that time and following the closure by Iarnrod Éireann of its own Container Rail schedule in 2005, the only such service was DFDS Container Line linking Ballina and the Port of Waterford. Up to four trains a day run from the Boliden mines at Navan into Dublin Port with lead and zinc ore for export to smelters overseas.

LD Lines, which opens its once weekly Rosslare to Le Havre service in November 2009, will move to three sailings a week from 19th September

and switch its destination Port to Cherbourg. Th e vessel, “Norman Voyager” will then be fully committ ed to this service.

Th e Port of Cherbourg will then be serviced by up to nine sailings a week from Rosslare and by three lines, Irish Continental Line, Celtic Link and LD Lines. Irish Continental switches some sailings to Roscoff during the tourist season, while the other direct Continental service from the Wexford Port is that operated by Cobelfret to Rott erdam and Zeebrugge.

Rosslare has reported a 50% surge in direct Continental freight traffi c in 2009 and also an increase in passenger traffi c.

Stena Line has purchased the former “Seafrance Manet” from the French State owned Ferry company. Th e 1984 built vessel will now

join the Ro-pax “Stena Caledonia” and the HSS “Stena Discovery” on the Belfast to Stranraer route, adding signifi cant passenger and freight capacity to the route. Th e route will be further upgraded in 2011 with the replacement of the existing vessels by two large Ro-pax vessels currently under construction and a move to Scott ish terminal further down Lough Ryan, which will shorten the route. Stena Line also operates a three vessel operation on their Larne to Fleetwood service, making it the dominant Line out of Northern Ports.

Stena Line has advised “Fleet” that it currently has no plans to take the HSS “Stena Explorer” off the Dun Laoghaire to Holyhead route.

Independent Report encourages Dublin Port's Development plans

IWT establishes Container Rail freight link between Dublin Port and Ballina, County Mayo

LD Lines to increase growth in Rosslare’s Continental traffi c

Stena adds vessel to Northern Corridor route

IWT Freight Train passing through Claremorris


PROFILE

While De Rooy Transport may not be a household name, few people will have not heard of the company’s other

interest, namely ‘Team De Rooy’ (TDR) and its success in one of the world’s great sporting events - the infamous Dakar rally.

De Rooy’s motorsport career began with Motocross in 1959. He then changed to Rally Cross ten years later. Aft er Jan fi nished with cars in 1981, he decided to enter the truck category of the Paris/Dakar in 1982, and won! Jan then continued to race up to 1988 and then stopped for fourteen years, beginning again in 2002.

Th e time and eff ort, not to mention the cost involved competing in Dakar is immense. TDR employs fi ve full time staff at a separate workshop developing vehicles for racing, which have included the famous double cab DAF in 1984 and the twin-engine truck in 1988.

Historically, TDR’s entries were based on variants of DAF or GINAF. However, when DAF ceased their involvement in the Dakar in 2007, TDR needed a new engine. It approached Iveco’s ‘Powertrain Division’ through the local dealer Iveco Schouten. Aft er several months of testing, a deal was struck, and a TDR GINAF powered by the Iveco Cursor 13, was set to re-enter in 2008.

From the success of the Cursor 13, the team has progressed to using a complete Iveco Trakker with the exception of the axles, which were modified in-house. Previously Irish made Timoney axles were used but now axles specially built by SISU are fi tt ed.

Developing 850 hp, and generating 3,500 Nm of torque @ 1,200 rpm, the Iveco Trakker Race has an incredible power to weight ratio, bearing in mind the four-wheeler only weighs 8.5 tonnes. However, it is not the most fuel-effi cient four-wheeler around. For an average stage, it burns

between 1.1 to 1.3 litres of diesel per kilometre - dropping to a staggering 1 litre per 800 metres on the heavier stages.

For a test drive, we headed to a quarry just over the border in Belgium. Driving the rally truck is one thing, but to fully appreciate the experience it is bett er to be strapped into the navigator’s seat, and let Jan’s son, Gerard steer the beast around the gravel terrain. Travelling off road, fl at out at 150 kph is not for the faint hearted. A full rally safety harness is an absolute necessity, and a neck brace is also usually worn.

At 28 years of age Gerard is a veteran of truck rallying winning, the 2008 Trans-Oriental from St Petersburg to Beijing, in addition to numerous Dakar’s under his belt, fi nishing third in this year’s race. He shows his experience as the rear of the Iveco slides around the corners and takes to the air over the jumps.

Th is type of long distance driving normally up to eight hours, sometimes stretching to twelve is very demanding on the body and serious injuries are not uncommon: in fact, Jan broke his back competing in one previous race.

Th e cost of running TDR comes in at around €6 million per year of which De Rooy contribute between €800,000 to €1.4 million depending on what new developments arise, so it’s not cheap. Nevertheless, they are competing against factory teams like Kamaz and Tatra, whose vehicles are developed in dedicated race factories, with vast budgets.

Due to a terror threat, the Dakar was cancelled in 2008 and was subsequently relocated to South America. For 2010, the 6,500 Kilometre Dakar Rally will remain in South America split between Argentina and Chile with 50% in each country.

Th e name ‘Team De Rooy’ has been synonymous with truck racing for many years and in particular, with the Dakar. With Gerard just as passionate as the 66-year-old Jan, the name De Rooy won’t be too far from the podium.

Spec CheckVehicle Iveco Trakker 4x4

Engine Iveco Cursor 13

Displacement 12.9 Litres

No of Cylinders 6 in line, Bosch unit Injectors, Holset Turbo

Max Power 850 hp @ 2,200 rpm

Max Torque 3,200 @1,200 rpm

Transmission 8 Speed - ZF 8S151 OD (Single Dry Plate Clutch)

Transfer Case ZF Styer VG 1600/300

Axles SISU

Suspension Leaf Springs, 4 Shock Absorbers & Coil Springs, per Axle

Tyres 14.00 R20 Michelin XZL (Front & Rear)

Brakes Disc all round. Diameter: 430x42mm

Brake Pressure 8 Bar

Fuel Tank Capacity 700 Litres

Seats 3 - Driver, Navigator, Mechanic

Team De Rooy - Sporting Passion

Text & Photos: Paul White – paul@fl eet.ie FLEETTRANSPORT | SEPT 2009 49

PROFILE

‘SON OF SON’

The small town of Son near Eindhoven may not be as famous as others in the Netherlands, but Son has one famous

“son” - Jan De Rooy, Managing Director of De Rooy Transport. We are not that familiar with the De Rooy vehicles outside of Dublin, but to anyone who has driven in the UK or Europe, the De Rooy fl eet is a well-known and distinctive sight on the highways of the Continent.

Th e enterprise is operated by Jan De Rooy, whose father founded the company in 1923. Aft er World War II he specialised in the delivery of vehicles from manufacturing plants to dealers throughout Europe and the Middle East. De Rooy’s fl eet of 750 trucks refl ects its main customer base, and comprises of DAF, MAN, Mercedes, Scania, Volvo, and a recent purchase of 58 Iveco Stralis. Other major contracts include the transport of all ‘Case New Holland’ agricultural equipment up to 15 tonnes, and the distribution of domestic appliances for Whirlpool. In total realising a turnover of €120 million in 2008.

What makes De Rooy diff erent is their approach to customer demand, nothing is impossible. If a manufacturer cannot supply a suitable trailer to do the job - De Rooy builds his own. On one occasion this was taken to the extreme, when needing a chassis even lower than normal to accommodate higher vehicles – he and his team converted a number of trucks to front wheel

drive. Th is fl exibility has solidifi ed its position as the number one vehicle transporter in Europe.

Th eir pragmatic approach to all aspects of its business is worth noting. New drivers undertake a fi ve to six week training programme, ensuring they can drive all vehicles in the fl eet, and can handle any piece of equipment they may have to load including tracked machines, skid steers, and farm equipment. De Rooy personnel are placed at customer’s premises to ensure correct loading and to protect the company’s interests. All transport is contract based and the minimum contract is three years, normal time span is fi ve - a great help for planning and investment.

Th e entire De Rooy fl eet is wholly owned, nothing is on fi nance, and all maintenance carried out by the main dealer. Running so many different brands makes in-house servicing impractical. Aft er clocking up one million kilometres, the truck is replaced, and the home built bodywork is broken up, no point in selling on to a competitor.

As orders for new vehicles have decreased so has the demand for their transport. Agricultural machinery is down 20% and construction vehicles reduced by 70%. Th is has led to some lay-off s and the parking up of 250 of the 750 strong fl eet. However, an ill wind has blown De Rooy an opportunity.Th e recent hijackings of merchant ships in the Gulf, has made it very expensive for shipping lines to obtain insurance cover. So De Rooy has secured a contract to deliver nearly three hundred tr uck s to Tehran and Dubai.

De Rooy recently signed a contract with ‘Whirlpool’ the domestic appliance manufacturer to distribute their products throughout the Benelux - in total 1 million units per annum. Operating from a newly built 45,000 sq.m warehouse near Breda - deliveries are made using a fl eet of 22 Iveco Daily tractor units pulling single axle trailers. Classed as ‘E+B’ for driving licence purposes, this allows access to city centres, normally restricted to heavy vehicles. Th e Breda site is just one of ten De Rooy facilities located throughout Europe. All sites are monitored 24 hours a day via security cameras linked back to head offi ce in Son.

Since 1923 De Rooy Transport has overcome many challenges. Th is has been possible through a determination and willingness to confront problems presented by its customers, turning them into opportunities to create a unique service, few competitors can match. Th ere seems litt le doubt that De Rooy will also overcome the current challenging times.

De Rooy Transport – Company Profi le

COMMENT

Text: Howard Knott – howard@fl eet.ie Photo: Jarlath Sweeney FLEETTRANSPORT | SEPT 2009 51

Way back, in those Black and White TV days the odd programme was spiced up with clips from Japanese “Reality”

TV Shows which displayed participants being subjected to excruciating pain and indignity. Did the participants allow themselves to be subjected to this because they really wanted the prizes, or because they craved the fame? I don’t know. For the TV Networks it was clear, a bit of on-screen misery was a great audience draw.

Fast forward to the early years of this decade and the local networks had their own “cringe” programmes. To me, they seemed to be of two types, fi rst, property programmes which showed how brilliant the folk were and the fortunes that they stood to make in furthest Goodness Knows Where. If you stirred from your sofa you could be one of them! Th e others were where the personality money Doctor who put those overspending on their credit cards and elsewhere, through the wringer and everybody said, “How could they have got into such a mess, and the country awash with money?” Now, of course, the participants in the fi rst type of programme could be recalled and would be great material for the Money Doctor!

On refl ection, it is not at all strange that this genre of programme has totally vanished from our screens – it is all a litt le bit too close to the bone and many of the perceived Pillars of Wisdom have been shown to be Pillars of Salt. Now we all face a new reality and it is not light entertainment.

A significant part of that attempt to grasp reality is the recently published Report of the Government’s Special Group on Public Service Numbers and Expenditure Programmes, otherwise, “An Bord Snip Nua”. Th ough, for shorthand it has also been referred to as “Th e McCarthy Report”, thus, att empting to back it into the “Money Doctor” mode. It does seem to me that the Government is wise to have it come out as being the work of experts rather than of any specifi c interest group. In this, they are following the lead of the Lemass Government of the early 1960’s which allowed the Department of Finance Secretary, T.K. Whitt aker issue his report on Economic Development, a report that became the blueprint for far more radical economic policy changes than anything now being considered.

The “McCarthy Report” is, unfortunately, no blueprint for the way forward. It really does not do more than those Money Doctor programmes, it lists all the litt le luxuries that should be cut away. Now, for the purposes of a TV programme, reaching the end of the hour with the “victim’s” income and expenditure heading towards balance is fi ne, nobody really cares what happens aft erwards. For “Ireland Inc.,” it is not so simple, surgery to take away the fat and facilitate the healthy growth of the economy and its people is what is needed, not simply the butcher’s knife that might fi nish off killing the patient. Th is is diffi cult. In a perfect world in which everyone is struggling to reach the optimum position for the Country irrespective of personal or other

vested interests. Such a report could be dissected clinically and used to focus on securing those cuts that make sense going forward and to fi nd other savings that the McCarthy team did not fi nd. Th en we might be able to achieve a change of direction something like was done by the legendary Whitt aker report.

Looking at “Paper 17- Transport” illustrates the problems. For a start, it is prett y optimistic to think that all of the wisdom on every aspect and mode of Transport can be sorted out within 10 pages with, as an example, the whole maritime sector being confi ned to two short paragraphs. Yet, to be fair, in that short paper many areas are covered that I, for one, knew nothing about.As you know by now Rail Freight in Ireland is one of my current “missions” and, thus, the newspaper headlines claiming that the Report’s Big Idea was to cut out the Ballina links to the Westport Line, the Limerick links through to Rosslare and the Nenagh line as well as halting work on the Western Rail Corridor, had me diving into the detail of the Report. Here we see that the contention is that the passenger services that Iarnrod Eireann run on these existing lines lose a fortune and that passenger services on a Galway to Claremorris link would do the same. So forget them.

If the Report was for ward focussed then it could go on to say that, if the present operator cannot run these services with a reasonable level of subvention, they should be off ered to other operators with the subvention prior to being closed down. Further, a proper study shou ld be urgently undertaken to rigorously test the potential for these

lines to carry regular rail freight fl ows. Also, think, of the implications for rail passenger traffi c if regional air services are withdrawn following the abolition of Public Service Obligation subsidies as suggested elsewhere in the Report. Again, it suggests reducing expenditure on road maintenance which could delay, for example, the upgrade of the N5 and, thus, encourage more traffi c onto the Ballina Rail Link.

The more you think about this, the more complicated it gets. Th e Eastern region branch of the Chartered Institute of Logistics & Transport is debating this at an event to be held in early September. It really is the duty of anyone with a real interest in transport in Ireland to actively participate in this and other debates, and to come up with proposals that will lead to a healthier Transport System.

Surgery or Butchery? – post 'Bord Snip Nua'

FINANCE

Text: Donal Dempsey – donal@fl eet.ie FLEETTRANSPORT | SEPT 2009 53

Management accounts are a critical tool in the operation of any transport fi rm. Th ey diff er from audited accounts in

that they are normally produced monthly(or worst case quarterly), they give a fi nancial update on the business for the month in question and totals for the year to date. Both the profi t and loss and balance sheet can be laid out in a format that is easily understood and can be of practical use in running a business. Th ey are normally produced fi ft een to twenty days aft er month end unlike audited accounts which on average take six months.

Having accurate, up to date and timely fi nancial information available to transport operators has never been more important. Making sure the management accounts are produced and reviewed immediately is critical in cost control and avoiding any unexpected surprises.

The format and frequency of management accounts can be tailored to each transport fi rm. An exceptionally managed fi rm can produce weekly profit and loss figures, but systems need to be in place that information is readily at hand and easily obtained or else the cost in administration time and expense will out-weigh the benefi ts. Once you are producing accurate management accounts you can produce cash fl ow forecasts and projected profi t and loss forecasts. Because our economy is changing so rapidly (unfortunately, for the worse) all projections and forecasts have to be monitored and altered as circumstances change, b u t m a n a g e m e n t accounts are the basis on which these critical pieces of information can be created.

Realistically transport fi rms are looking at survival. A few exceptional fi rms will be profi table and it is remarkable to see that the profi table fi rms are those that have niche customer basis, control all costs and fi nancially manage the business well. Management accounts are an essential requirement for banks and leasing institutions, in order to assess risk and base lending decisions on. If you can produce accounts within 15 days of month end it means that your administration is up to date. While previously scant regard was paid by lending institutions to management accounts and business performance or how

a business is managed, now the level and calibre of management and accounting information will decide on business survival.

Using management accounts to assess what has happened (even as current as last month) is only part of their application. You need management accounts to assess correctly your operating costs, you need to project ahead what is likely or possible to happen and you need to take action on costs and revenue, so that profi tability and cash fl ow projections are positive and allow business survival. With many transport fi rms suff ering from reduced turnover and units parked we need to know what our current costs are, what costs are fi xed (vehicle depreciation and interest if they cannot be sold), what costs are variable (wages and diesel) and what strategy to apply for cutt ing costs and/or getting new

business. Management accounts can give a profi t/loss per vehicle or customer, or you can group vehicles based on the type of work done. You can look at warehousing, handling and distribution as separate cost centres and you can look at the marginal cost of new business.

Management Accounts




Management accounts are an e ssential requirement for banks and leasing institutions, in order to assess risk and base lending decisions on.

SOAPBOX

It appears that one has to be very bad to loose a Road Transport Operators License according to new legislation just enacted. A

lett er received from the Department of Transport informs me of the new legislation. I must now own up to any off ences in the past, which could result in losing my livelihood. Th e lett er also states that the Department has received legal advice that “has recommended strengthening of compliance with EU law in this area, and new regulations, which will be introduced on a phased basis, are being prepared to achieve this.” Given that we became members of the EU in 1973, will it be the next century before we get the rest of the regulations?

Forgive me if I demure, surely our licences are already subject to EU Law as they are issued on behalf of the EU and we signed up to these laws as part of the Treaty of Rome? Th is is what I understood was the position in 1978 when the old “plate” I had paid €8,500 for had to be changed to a licence issued on behalf of the EU and according to the then Minister for Transport, Jim Mitchell T.D., Ireland had no choice in the matt er. More evidence that being in the situation was when the EU, following agitation from the Irish Road Haulage Association (IRHA), insisted on gett ing HGV overloading sorted out and despite resistance f rom t he Constr uct ion Industry Federation (CIF) and Confederation of Irish Industry (CII).

We did eventually get to the position that the broad majority of goods vehicles on our roads are running with legal weights. At the 1999 “Road Haulage Review Group” the Senior Civil Servant representing the Department asked who was going to pay for all “this law enforcement” that the IRHA were looking for? He was quite forcibly told by the Dutch Haulier’s representative “we had a duty to do so as we had signed Th e Treaty of Rome”. Like any decent haulier I don’t want to see drug runners, sex fi ends and murderers gett ing haulage licences but these are not the off ences we have been campaigning about for years, like the iceberg’s tip, these are the off ences that are above

the surface, the vast bulk is below.

Fuel and wages make up fi ft y percent of some hauliers running costs but that not need be the case if one is fueling on “Green Diesel”. Th at will reduce your fuel costs by forty percent and again

if you are happy to pay “cash in the hand” to your drivers you are cutt ing another forty percent off your drivers wages. In these two areas alone you can undercut your competitor by twenty percent. Th en you have a handy insurance disc from a motorbike or car lying around the place, sure that would nearly cover the insurance costs which are our next highest cost. Of course, you wouldn’t have two lorries in the one place at the one time so you could run a couple or more on the same number plate! Th ese are not the “Fairy Tales of Ireland”, they are the facts of the Courts where the Gardai have repeatedly put these hauliers before the Judges only to see them walk virtually penalty free to go back to repeat the same off ences time and again. Th ese operators,

like the drug pushers, employ the best legal teams and operate it appears virtually unhindered or unworried by the law.

Th ese off ences remove the operator from the mantle of “Good Repute” to just the same extent as sex off ences and drug running. Th ese operators run vehicles that are Corporate Manslaughter time bombs, they endanger every citizen that uses our roads. Th eir washed diesel residues contaminate our soil and rivers. Th e rest of us through the Motor Insurers Bureau have to meet their insurance claims. Th e basic decency of the operators I know who would never knowingly put a defective vehicle on the road, falsify their insurance or

do anything to endanger their fellow road users. Th ey struggle to coexist with yet more legislation emanating from the EU.

Each new piece of legislation effectively offers the rogue operator another opportunity to cut a corner, yet the Department intends dealing with them by introducing legislation on a ‘phased basis’.

Th e IRHA is still looking for “this law enforcement” some ten years aft er the “Review of the Road Haulage Industry” was published. It itself took place because of National protests over rate cutt ing and was the Department’s sop to the industry. Now we are told that EU legislation to which we signed up nearly forty years ago has to be enforced by new laws. I

do not accept this, Good Repute and Professional Competence are not subject to subsidiarity, and we signed up to them when we withdrew our old licensing system.

Th ese “new” laws are a similar sop and I believe that unless the IRHA again goes to Brussels to wash the Department’s dirty linen before the Commissioner then it will be at least another decade before things change. Th e haulage lobby group might also remind the Commissioner as we did in the past, that he also has a responsibility to protect the value of the European Licensed Haulage System.

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

THE GOOD, THE BAD, THE UGLY..... (AND THE VERY BAD)

Th ese off ences remove the operator fr om the mantle of “Good Repute” to just the same extent as sex off ences and drug running.

fleet transport magazine september 2009

Documents

fleet transport awards

fleet transport management

transport barometer

iefleet transport magazine

orla sweeney

brian sweeney

sean murtagh

paul white