fleet transport magazine

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

Inside!

DEC 09/JAN 10 €4.50

STG £2.80inc.V.A.T.

SCANIA R-SERIES – SCANIA R-SERIES – INTERNATIONAL TRUCK OF THE YEAR 2010INTERNATIONAL TRUCK OF THE YEAR 2010

Inside!

4 News• Irish Van of the Year Awards selected • Route Planning saves • Diary Dates for 2010 • Call for increased unladen weights • Fleet Transport Awards for 2011 announced • Carbon Fuel Tax debate continues • Reaction to Project Diciotto

8 CoverCongrats Scania on winning ITOY … again!

10 TestOn board the most powerful production truck on the planet!

12 New FleetDespite the downturn there’s still some new sales activity

13 Technology Tranzaura hits the spot!

14 InterviewWith Erk Ronnefarth, Fuso Europe

15 Fleeting ShotsVarious colour news items

16 ReportAllison Transmission gets tough in the rough!

18 AdviceAsk the Legal Expert – new column!

19 MaritimeAll the latest in Shipping and Freight

23 LegalAdequate insurance cover is a must

24 LubricantsOil is just too small a word for what Castrol does

27 ReviewTrailer 2009, Kortrijk Xpo, Belgium

32 Finance10 Key Financial Controls to implement

34 CommentTolls from where Howard Knott is sitting!

35 Buyers’ GuideTruck Buyers Guide 2010

38 Bus & CoachMercedes-Benz Citaro Fuel Cell launch

39 Body BuilderIRTE Whole Vehicle Type Approval Seminar

40 Times PastPart II of the Sixty Year History of the National Transport Museum

42 Materials HandlingLatest word from this aspect of the industry

44 TrailerA recent visit to Schmitz Cargobull UK HQ proved interesting

46 SoapboxEthanol and Biodiesel

contents DEC 2009/JAN 2010 www.fl eet.ie

Fleet Transport Magazine,

D’Alton Street, Claremorris,

Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826

Fax: +353 (0)94 9373571

Email: enquiries@fl eet.ie

Editor: Jarlath Sweeney

Contributors: Gerry Murphy, Cathal Doyle, Paul White,

Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry

Kiersey, Michael Corcoran, Rob van Dieten, Dermot

Thunder.

Photography: Jarlath Sweeney, Gerry Murphy,

Cathal Doyle, Paul White, Michael Corcoran, Rob van

Dieten, Guy Beyens, Sándor Bonscér, Paul Sherwood -

www.sherwood.ie

Administration: Orla Sweeney, Denise Vahey,

Helen Maguire.

Advertising: Mary Morrissey, Orla Sweeney.

Design: Eamon Wynne.

Cover Photos: Jarlath Sweeney

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 | DEC 09/JAN 10 3

Fleet TransportOffi cial Irish Jury Member of the International Truck

of the Year Award

P 14

P 16

P 10

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

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

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

P 46

NEWS 1

4 FLEETTRANSPORT | DEC 09/JAN 10




Event Date Venue WebDakar Rally 1-17 January Argentina/Chile www.dakar.comAutosport Show 14-17 January NEC Birmingham www.autosport-international.comAuto RA I 21-24 January Amsterdam, Netherlands www.autorai.nlTruck Europe Forum + EU Transport Company of the Year 11-12 Feb Bedford Hotel, Brussels + Tour et Taxis, Brussels www.truckeurope.net

Solutrans 2-6 March Eurexpo, Lyon, France www.solutrans.frGeneva Motor Show 4-14 March Palexpo, Geneva, Switzerland www.salon-auto.chCV Operators Show 13-15 April NEC, Birmingham, U.K. www.cvoperatorshow.comFPS Expo 2010 21-22 April Harrogate, U.K. www.fpsshow.co.ukMultimodal 27-29 April NEC, Birmingham www.multimodal.org.ukSED 18-20 May Rockingham Speedway, Corby, U.K. www.sed.co.ukTip-Ex 2010 27-29 May Harrogate, U.K. www.tip-ex10.com63 IA A Commercial Vehicles International Motor Show

23-30 September IAA Hanover, Germany www.iaa.de

Paris Motor Show 2-17 October Porte de Versailles, Paris www.mondialautomobile.comFleet Transport Awards 2011 4 October Johnstown House Hotel, Enfi eld, Co. Meath www.fl eet.ieFleet Truck & Bus Forum 5th October Johnstown House Hotel, Enfi eld, Co. Meath www.fl eet.ie

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

Diary Dates: Shows & Exhibitions 2010

Route planning saves miles

Hat-trick of Irish Van Awards for Ford

There seems to be no end to the number of ways we can cut the carbon footprint of vans

and trucks, but foremost amongst them is the simple and vital science of logistics. No matt er how well maintained a vehicle fl eet may be, take the long way home and up go your fuel bill and operating costs.

But this need not be a problem, as thousands of operators have already discovered. Use a good fl eet management and route planning system and you’ll cut mileage and fuel. Less fuel means lower emissions so everyone is happy.

So, how do you go about deciding which system to use? One obvious answer is to visit the Commercial

Vehicle Operator Show from 13-15 April next year, where a wide variety of suppliers will show their latest technology. Head for Hall 5 and talk to fi rms like Cybit, TomTom Work and Road Tech – all are major players in European markets. Wherever your customers take you, the going will be easier for the local knowledge that a good route planning and logistics system off ers.

So, for no more gett ing stuck under a bridge or trying a three-point turn in a cul-de-sac, register now for your free entry ticket to the 2010 CV Operator Show. Go to www.cvoperatorshow.com and note the dates in your 2010 schedule.

Ford Ireland came away from the Crown Plaza Hotel in Dublin with no less than three

accolades from the Continental Irish Van of the Year Awards. Th e recently introduced Ford Transit Connect was voted 2010 Irish Van of the Year by the nine member jury panel while the new Ford Fiesta van took the Car Derived Van title and the Ford Kuga van the Commercial SUV honours.

Second to the Ford Transit Connect was the new Renault Kangoo with the Verde Cargo van third. Also in contention for the Commercial SUV Awards was the Honda CR-V Commercial and Subaru Forester Commercial.

Gerry Murphy, Chairman Van Jury IMWA, Denis McSweeney Ford Ireland, Suzanne McCabe, Michael Maroney Chairman IMWA and Paddy Murphy Continential Tyres with the award winning Ford Transit Connect.

Eddie Murphy, Chairman & Managing Director of Ford Ireland, with the trophies for CDV and Commercial SUV awards with Paddy Murphy Continential Tyres and Gerry Murphy, Chairman Van Jury IMWA.

NEWS II


Iveco calls for unladen weight debate for alternative powered vehicles“To move towards a truly sustainable

future mobility it is necessary to resolve the problem of the inevitable increase in vehicle weight of future vehicles due to tanks for gaseous fuels (mainly methane) and batt eries for electric and hybrid vehicles,” – this comment was part of an address by Franco Miniero, Iveco’s Senior Vice-President Sales & Marketing (pictured) at the ECG Conference on “Automotive Logistics – Th e Challenge Ahead" in Rotterdam. Mr. Miniero indicated the need for legislative action to allow for the weight of gaseous fuel tanks and traction batt eries to be excluded from the maximum permitt ed vehicle weight so not to compromise the vehicle payload.In an interview with Fleet Transport in

Milan, Franco stated that French Type Approval allows for these extra alternative fuel/power fi tments, which does not aff ect the vehicles regulated payload. “CNG or Natural Gas tanks penalise overall payload of a 3.5 tonne vehicle by around 300 kilogrammes,” he said. “We would like the arrangement in France to spread around the EU and allow extra payload for Natural Gas, Electric or Diesel/Electric light commercials.

Greens abandon principles and buck pass in face of road protest.

Environment Minister John Gormley and Energy Minister Eamon Ryan have both confi rmed that the primary objective of the proposed carbon fuel tax is to generate revenue and are refusing to hear submissions in relation to it on the basis that they should be directed to the Minister for Finance.

Th e Irish Road Haulage Association has expressed surprise and disappointment at the offi cial and identical responses that it has received to its proposals to fully think out and enhance the mechanisms for applying the proposed tax so that it successfully reduces carbon emissions.

“We have been advised in writing by both Ministers that they have no desire to meet the Association and that our concerns have been directed to the Minister for Finance as the proposed carbon fuel tax is a taxation matt er rather than an environmental matt er,” said Mr. Vincent Caulfi eld, President of the Association.

“Minister Gormley and Minister Ryan have clearly chosen to wash their hands of the issue having satisfi ed themselves that it is fundamentally a tax matt er. Th eir identical responses raise questions about the real motivation and credibility of the Green Party in presenting policies, which it claims will achieve real behavioural change resulting in reduced carbon emissions,” he added.

“Road hauliers will not be hoodwinked into accepting another increase in fuel duty dressed up as a carbon fuel tax or to be shuffl ed from one Department to the next without reply. We are prepared to take to the roads as we did in the past if that is what it takes to have the Government hear our case and concerns,” he continued.

In its pre-Budget Submission, the Association advised Minister Ryan and Minister Gormley that the current proposal to introduce a carbon fuel tax was incomplete and called on Government to permit licensed freight carriers to charge a carbon tax on services in the same way as VAT.

“Th e Government has failed to recognise or comprehend that the demand for transportation services and the movement of freight is collectively generated by manufacturers, traders, distributors and consumers. Th e road haulage industry is simply facilitating that demand,” Mr. Caulfi eld commented.

“Th e Government is missing the point that these are the only parties with the potential to achieve a real reduction in carbon emissions. Th e proposed tax must be targeted so that it eff ects a change in behaviour and logic would dictate that it should apply to the transport services provided by the industry if it is to be applied to the only fuel available to the industry,” he added.

“Minister Ryan and Minister Gormley’s refusal to even consider facilitating a meeting between the Association and the Department of Finance on these matt ers displays their willingness to pursue a course which bett er serves that Department’s att empts to plug the hole in the State's fi nances rather than a genuine att empt to introduce a policy which will reduce carbon emissions,” he concluded.




Green Ministers tell hauliers Carbon Fuel Tax is all about revenue and that the Department of Finance rules the roost

Fleet Transport Awards for 2011 announced

Pictured at the announcement of the Fleet Transport Awards for 2011 were Ivor Connolly, Sales & Marketing Manager, Johnstown House Hotel, Enfi eld, County Meath; Jarlath Sweeney, Group Editor, Fleet Publications and Michael Rowland, Director of Road Safety Education & Research, Road Safety Authority. Next year's Fleet Transport Awards, supported and endorsed by the Road Safety Authority (RSA) will be held once again at the Johnstown House Hotel, Enfi eld, County Meath on Monday 4th October 2010. More details with regard to categories and special guests will be revealed early in the New Year.

NEWS 111

Fleet Transport’s feature on Iveco’s 18m combination concept (tractor unit and 15.0m trailer) in last month’s edition drew

interesting reaction. Here’s some of the comments received including a general summary.

“My initial reaction was skeptical but as I read on I began to see the positives, such as the relative ease with which container and trailer sizes were brought up from 12m to 13.6m/45ft . And how quickly the advantages were realised by shippers of goods. Unfortunately, for the Carriers the increase in capacity did not give them an increase in the rates they charge out.

“Th e ISO 48ft container has not yet made any serious appearance on shipping radar, though the 53ft is in limited use in the Trans-Pacifi c trades.

“Road projects such as the Dublin Port Tunnel and the new Waterford Road network means that large trucks are nowhere near as visible to the public as was the case earlier, so the point made in one of the papers that the public would not notice the extra 1.5 metres is probably valid. However, the question is would the Road Safety Authority have concerns about long rear ends sweeping about poorly designed roundabouts?

“I would have thought that this longer trailer is a bett er solution than the Scandinavian style truck/trailer in all aspects of safety, more predictable vehicle behaviour on the road, easier docking etc., and would work well at factory loading bays loading freight from the rear. Interesting,” he concluded.

Th e Positive

Ease of introduction, re infrastructure. No • particular need to alter factory premises or road network. Drivers will adapt very quickly, no real • need for driver training, possible short familiarisation session.Will initially provide Road Transport with • a competitive edge over rail and sea-going, lift on lift off containers (Ro Ro) versus (Lo Lo).Possible reductions in CO• 2, and if portrayed well, could enhance image of Transport industry.General public would not notice longer • trailers.Of immediate benefi t to companies, who •

can invest.Of immediate benefi t to freight forwarders, • who can realise instant increase in profi tability due to extra available loading volume on groupage trailers. On paper improved tonne/kilometre • statistics once trailers can be fully loaded.Will improve profi tability of hauliers who • have per package contracts, e.g. paid per package or pallet to move 1,000 pallets. Possible spin-off for vehicle manufacturers • with increased demand for six-wheelers.

Th e Negative

May introduce more confusion until • regulations governing weights and vehicle dimensions are harmonised throughout EU.Th e scope of the trials appears somewhat • subjective and sterile. Again favouring larger companies with high volumes of freight.An opportunity for East European companies • who are now investing in new equipment. Will destroy overnight the residual value • of 13.6-metre trailers regardless of age or condition, in what is already fragile market.May increase costs for hauliers who are • paid per load, e.g. two loads fr om Limerick to Waterford per day on a round trip basis, if customer demands 15 metre trailer. Would question intermodal aspect as to • whether rail/sea can accommodate the trailers.

Th e Irish Angle

Will benefi t operators of trailer fl eets above • 10 units.Historically, Ireland’s road haulage have • progressed from 21 to 22, to 24, to 26 pallet trailers, with no increase in rates, e.g. - Fruit companies will backload your 18-metre unit in Italy, before a 16.5 metre, but will not pay for the extra, 2 Standard or 4 Euro pallets transported. For the most part will only benefi t dry freight, • unless weights increase to allow for fridge loads, which are generally heavier.Drive axle overload • (Pin weight) becomes a bigger issue at home and for transit through UK .Possible increase in Ferry shipping rates for • hauliers paying per linear metre.Embarkation and disembarkation with some • ships, at certain Ports, could pose problems. Such as when a vehicle has to drive up/down onto and off the top deck, or be lowered or raised on a lift . Import/Export customers will move back to • accompanied trailers over cheaper but slower containers because of the extra volume. Intermodal transport in Ireland is not that • effi cient yet, and therefore not an issue either way.At present, there would be litt le appetite • for more change. However, the change will be demanded by DHL, DSV, Wincanton’s, et al., which will engage foreign companies who use 18-metre vehicles for international work. Change will happen a litt le slower on the national stage.

Interesting reaction to Project Diciotto – the 18m truck/trailer combination concept presented by Iveco








The votes of the 22 strong jury of leading European commercial vehicle journalists (including Fleet Transport’s Editor,

Jarlath Sweeney) have been cast and counted. For the fourth occasion Scania has emerged victorious. Its new R-series range of trucks has been selected as the International Truck of the Year 2010 (ITOY), the most prestigious distinction in the European truck industry. Th e Scania R-series, launched in September, fought off the challenge from the runner-up Volvo FH16. In third place was the MAN TGL/TGM range with the new Fuso Canter achieving fourth position.

Building on the success of the outgoing range – elected Truck of the Year 2005 – the new R-series impressed the ITOY jury not least due to its continued evolution.

In particular, the latest model features a more aerodynamic cab profi le that not only reduces fuel consumption but also improves the fl ow of air through the engine compartment, thereby aiding engine cooling – a factor that will be especially important for the forthcoming next generation of lower emission ‘Euro 6’ diesels. Scania’s

revised Opticruise automated gear-shift ing system, launched on the new R-series, was also rated highly for its faster, smoother and more intelligent shift strategy.

Th e ITOY judges further praised the Swedish manufacturer’s new Driver Support System (developed on the R-series) which was seen by the majority of the jury as an innovative learning tool capable of providing a continuous and pro-active assessment of a driver out on the road; rating their fuel consumption, driving effi ciency and overall ‘road craft ’ with a simple yet eff ective ‘star’ rating system which encourages a driver

to excel. Last but not least the R-series highly-att ractive new interior impressed the ITOY jury with its latest dashboard, high level of comfort and ergonomics.

Summing up the jury’s vote, the International Truck of the Year Chairman, Gianenrico Griffi ni commented, “During this extremely challenging time for the entire automotive industry, and especially for Europe’s commercial vehicle manufacturers, Scania has delivered a ‘state-of-the-art’ truck that sets new standards in terms of fuel economy, driveability and overall effi ciency.”

On hearing the announcement, Mr. Leif Ostling, Scania President & CEO commented, “Continuous improvement is one of Scania’s strategic cornerstones, which also pervades our product development work. Th e fact that the new R-series is being awarded the International Truck of the Year trophy confi rms the success of our ambition that every innovation launched by Scania shall contribute a greater productivity, lower operating costs and enhanced driver comfort.”

“Th e statement of the jury matches the positive reactions we are now gett ing from customers. Th e timing for the new R-series is spot-on,” he added.

Th e ITOY award is presented every year to the truck launched in the previous 12 months, which is deemed to have made the greatest contribution to road transport effi ciency. Th e trophy will be presented this month at Scania’s headquarters in Sodertalje, Sweden.

Aft er the fi nal deliberation, the votes cast by the ITOY jury were as follows:

Scania R-series 114 votesVolvo FH16 60 votesMAN TGL/TGM 46 votesMitsubishi Fuso Canter 23 votes

Scania R-series: International Truck of the Year 2010

COVER

8 FLEETTRANSPORT | DEC 09/JAN 10 Text: Jarlath Sweeney - editor@fl eet.ie

Hanna Johansson, Head of Vehicle Ergonomics, Scania.

Kristofer Hansen, Head of Styling & Industrial Design, Scania.

700 Horsepower! Who on earth needs that much oomph? Well if we’re honest, very few really - though if you asked,

who would like that much power, the answer might be - a few more!

However, similar comments were made when the 300, 400 and 500 hp barriers were broken - comments which now seem mildly amusing. Back then concerns were raised regarding driveline capabilities and brake performance with quotes such as “great to have all that power, but you’ll never be able to stop it”. All such remarks have since been proven to be unfounded.

Th e appearance of the most powerful production truck earlier this year, did not create as much of as stir, as one would expect. In some ways the 700 barrier was more a symbolic stepping-stone, than a revolutionary leap forward in vehicle technology. High horsepower units are readily available in the market place and Volvo itself had its own 660 hp off ering, which has now been dropped. Th is means that FH16 is now available with three power outputs, 540, 600 and 700 hp

As a testament to good design the FH cab has been around now for fi ft een years - and with the exception of one or two minor tweaks, the cab has aged well, and looks more familiar than

dated. Th e internal layout is, as one would expect, ergonomically well designed and functional. FH16 has its own specially designed colour scheme for the leather seats, steering wheel, door panels and fl oor mats, all embossed with FH16 branding. Continuing this theme to the dashboard would help to brighten its somewhat bland appearance and give the fl agship a greater touch of individuality.

Switchgear is standard Volvo issue and well known at this stage. One complaint common to the FH series is the location of the engine brake control just above the wiper stalk, which also operates the on-board data centre. Th e engine brake should be moved to another position or relocated to a dash-mounted version. Another slight issue is the travel of the steering wheel adjustment could be improved allowing a lower position to be adopted. On the plus side, excellent seating with a wide range of adjustments will suit any size or shape of driver. Providing, arguably the most comfortable driving position around.

Th ere is plenty of useful storage space, both overhead and around the living area. Under the bunk, you will find a well thought-out arrangement including more storage, a lockable safe, and a 27-litre capacity fridge.

Our demonstration unit was kitt ed out with many of the safety options available, such as Lane Keeping Support, Lane Changing Support, Driver Alert and Volvo’s Alcoguard breath testing device. Th ese are just a few of the safety features resulting from clever applications of computer technology, keeping the Volvo brand synony mous w ith road safety.

In addition to improved road safety the inclusion of driver and vehicle security devices are very welcome. The FH16 comes complete with deadlocking for cab doors, engine immobiliser and an alarm system, which includes sensors for the front grille.

So how does the biggest of the big ones drive? Fitt ed with the same cab and an extra forty horsepower, it performs just as same as the FH16.660 really. In other words, it is superb - some would say sublime.

Weighing in at just under 43,500 kgs gross, the ‘big one’ moved off with exceptional ease, changing quickly up through the 12 speed I-Shift to merge with the traffi c down the M1 and into the Port Tunnel. At 80 kp/h, the 16.1 litre power unit is exceptionally quiet with the rev counter sitt ing at 1,100 rpm, - which is at the lower end of the torque band between 1,000 to 1,550 rpm, right where it develops all the 3,150 Nm.

I-Shift is standard in the 700 and harnesses the

Test Drive Report: Volvo FH16.700


TEST

massive torque commendably providing seamless gear selection throughout the drive. With over 70% of Volvo sales in the UK now specifying the automated transmission, it looks like I-Shift has truly come of age. In manual mode the two pedal system is just as responsive and arguably the best transmission on the market.

From Dublin Port, we headed out the coast road towards Howth. In urban traffi c with numerous stop starts the big Volvo is very much the gentle giant, and moving off gracefully and stopping in an assured manner. Th e auto transmission ensures that the vehicle is always working with optimum effi ciency which should reduce fuel consumption, as well as easing the workload, allowing the driver to simply drive. Dealing with the potential hazards of city traffi c is eased with good all round visibility and a fi rst class mirror arrangement.

While the pull from a dead stop at Howth Harbour to the summit may not be the most diffi cult in Ireland, it is not easy and provides a good indication of what the 700 can do with 43.5 tonnes. Oft en it is bett er to measure a vehicle not by what is does, or what it achieves - but by the way it does it. Th e FH16 700 travelled up this climb with more ease than many passenger cars we have driven. Coming down the other side the footbrake was not required, as the 578 hp available from Volvo’s Engine Brake could be engaged as necessary to control the slowing.

Without doubt, this is a premium long haul or heavy haulage tractor. So travelling the narrow twisting roads from Howth across through Meath County and into Louth. We expected a tag axle six-wheeler with an overall length just shy of 7 metres to be a litt le ungainly. Th is proved not to be the case; it took the bends and bumps in its stride, with minimal input at the controls. Th e B1G FH (as per the registration plate) is stable on the road, with very precise steering, and exceptional comfort. Aft er a day’s drive, there was no sense of stiff ness or discomfort normally associated with Irish roads, which realistically has nothing to do with what’s under the bonnet and more nod towards good vehicle design and att ention to detail.

Putt ing this road test down on paper it is hard to avoid reverting to all the clichés that come to mind. Any driver will become familiar with FH16 very quickly as it is an incredibly easy vehicle to drive on good roads or bad. Giving the driver excellent feedback and a positive feeling of being in control. Driver comfort is fi rst class and there is 700 hp to fl att en out the hills. Th e 16.1 litre power unit is exceptionally quiet and promotes a sense of calm control. Th is sense is based on the idea that when driving the 700, the job in hand could not be done any bett er.

FH16 has comfort, power and reliability put together with a build quality second to none. With three engine choices, and servicing intervals out to 120,000 kilometres, there is litt le to complain about. While an updated cab may be some time away - aft er fi ft een years, the original still looks good on the road.

For the moment, Volvo’s FH16.700 targets a niche market, limited to heavy haulage, some owner-drivers and countries which permit greater train weights, such as its home market (Sweden). When drivers of my father’s generation were on the road, 300 hp was a dream. Now 450 to 520 hp could be thought of as fairly standard - in the near future with the bar being constantly raised 700 hp under the bonnet may not be that unusual.

Text & Photos: Paul White - paul@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 11

TEST

Spec CheckMake VolvoModel/Cab FH16.700 Globetrott er XL Chassis Type 6x2 Tag AxleEngine 16.1 Litre, in-line six cylinderRated Power 700 hp @ 1,550 – 1,800 rpmRated Torque 3,150 Nm @ 1,000 – 1,550 rpmEuro Rating Euro 5 – SCRTransmission Volvo I-Shift - 12 SpeedBrakes Discs all round - ABS, ESPRetardation Devices Volvo Engine Brake – 578 hp @ 2,200 rpmDrive Axle Ratio 3.46:1Overall Length 6,925 mmWheelbase 3,200 mm / 4,570 mm

TyresSteer Axle: Michelin XFA2 - 385/55Drive Axle: Michelin XDX 315/70 R22.5Tag Axle: Michelin XFA2 - 385/55

Trailer Tri-axle Gray & Adams Fridge

Kerb Weight 9,633 kgsAlcoa Wheels / Fuel 700 Lts / AdBlue 60 Lts

12 FLEETTRANSPORT | DEC 09/JAN 10 Text: Jarlath Sweeney - editor@fl eet.ie

NEW FLEET

Haulage contractors, Townlink Transport based in Galway City recently took delivery of a new Volvo FH13.480 Globetrott er 6x2

from Murphy Commercials, Claregalway. Pictured at the handover are Padraig McDonagh and Christy Higgins (Townland Transport) along with Des Murphy, Dealer Principal, Murphy Commercials. Townlink Transport’s main work is with Donnelly’s Coal Merchants.

From Drombanna, County Limerick, Zinc Processors Ltd has added a high-spec MAN TGS truck to its fl eet. Th is model, a 26 tonne 320

hp 26.320 6x2 Rigid, is fi tt ed with a 30 ft Fitzgerald steel dropside body. Dennehy Commercials, Limerick supplied the vehicle.

Former Meath GA A legend Tommy Dowd

has hit the road with a new Renault Midlum 280.18 oil delivery truck. The new tanker was supplied by Joe Curran Commercials, Oldcastle, County Meath, main Renault Tr ucks Dealer.

The new tank was built by Central Welding N.I. Pictured are Peter Costello, Curran Commercia ls, Tommy Dowd and Joe Curran, Dealer Principal.

Another new Renault M id lu m (2 4 0.18)

was sold to Staples Ireland along with a new Renault Premium (370.26) 6x2 with Global Sleeper cab.

Th e bodies were built by Cafco (Dublin) with Zepro tail-lift s fi tt ed by Technical Support Services Ltd. (TSS), Dublin.Rathcoole, County Dublin based Toner Transport & Logistics has

taken delivery of ten new Dennison pillarless curtainsider trailers to service its Smurfi t Kappa contract. Th e new trailers are being used to deliver packaging material throughout the 32 counties and each is expected to clock up well over 100,000 kms a year.

Toner is no stranger to Dennison; over the last ten years the company has bought over 100 Dennison trailers and has been very satisfi ed with their performance. “We have built up an excellent working relationship with Dennison over the years,” says Managing Director, Jim Toner. “Th ey understand our needs and couldn’t be more helpful, whether we are buying new trailers or just need parts.”

“Th e new trailers are all pillarless curtainsiders. We opted for this design primarily for safety and operational reasons. Th e lack of spring-loaded pillars makes loading and unloading simpler and less hazardous and also speeds up turnaround times. A nd e q u a l l y important, our customers l ike them too,” says J i m . A m o n g other things, the new 4.4m high trailers feature BPW big drum brakes, Rubbolite lights and Dunlop tyres.

New Volvo FH for Townlink Transport (Galway)

Zinc Processors enriched with MAN Nutzfahrzeuge!

Recent sales of Renault Trucks

Ten new Dennison trailers for Toner Transport & Logistics

Nobody plans to fail, but if you fail to plan then the odds are seriously stacked against you. Money is far too precious

to waste these days and while immediate survival for many companies is the biggest fi ght and while it is diffi cult to fi nd any spare cash, some strategic investments can prove very benefi cial in the long term. It doesn’t hurt to take a closer look at some of the bett er cost saving technology that is out there.

Tranzaura is a young innovative company based in Limerick providing exciting technology solutions to the Irish Transport sector. It has entered into a partnership agreement with Transvision of Denmark to bring route planning and route optimisation soft ware solutions to the Transport and Distribution sector in Ireland.

Th e promise is a saving of up to 15% in annual distribution costs by using Tranzura route planning and fl eet planning soft ware. Tranzaura is an Enterprise Ireland client company founded by Mike Price and Tom Fogarty based at the Innovation Works National Technology Park, Castletroy, Limerick. Th is partnership between Tranzaura and Transvision brings route planning and route optimisation solutions to the Irish market place for the first time by an Irish company. Tranzaura have taken the basic package and tailored the soft ware to adapt to the home market, such as petro-chemical, construction, retail distribution, agricultural supplies, waste management, postal and courier services.

“We have researched this soft ware extensively worldwide over the last two years and selected Transvisions solution because of their experience of over 20 years in this space and of the soft ware’s adaptability to diff erent business sectors and the Irish market place. We fully expect this partnership to be a long and fruitful one for both companies and we look forward to helping Irish companies reduce their distribution costs and improve effi ciencies and reduce their carbon foot print in the process,” explains Sales Director, Mike Price.

Transvision is Scandinavia’s leading supplier of transport planning and optimisation systems and

are actively building a strong presence outside Scandinav ia. Their systems are highly confi gurable and can therefore be used by virtually all types of Irish transportation a nd d i s t r i b u t i o n companies.

“We at Tranzaura a im to prov ide a superior solution for the optimisation of

transport and distribution to our customers and thereby ensure them lasting competitive advantages. We believe that transport and distribution should be considered a key, strategic aspect which contributes to the overall performance of the company,” says Tom Fogarty, Technical Director.

Already Tranzaura’s Route Planner and Fleet Planner have shown impressive returns on investment with payback periods from six to twelve most cases. With the Tranzaura Route Planner, you can reduce the amount of time on the road, minimise empty loads, lower distances travelled, improve capacity utilisation and trim resources used. All this, of course will ensure a bett er service to the customer.

Th e Route Planner works in number of proven ways that reduces costly administration costs and eliminates planning errors. It is fast and reliable which means that you minimise mistakes and gives you more control of your fl eet.

Effi cient fl eet planning, can be diffi cult and demanding. Continuously changing orders and vehicle positions plus unforeseen events can be a challenge to any operation and the overall performance of the fl eet. Tranzaura’s Fleet Planner system is targeted at companies that manage their own transportation planning. Both systems will improve the bott om line and increase the effi ciency of any transport operation no matt er how big or small. At the end of the day that is the most important thing.

“Our vision is to extend our position in Ireland as provider of the most advanced and eff ective planning and optimisation systems within the industry. We are unique in Ireland as the only provider of real a time optimisation tool the Tranzaura Fleet Planner,” concludes Mike Price.

Mike Price and Tom Fogarty welcomes the opportunity to help any company reduce their distribution costs.

Tranzaura, Unit 57 Innovation Centre, National Technology Park, Castletroy, LimerickEmail: [email protected]: +353 87 6424481Website: www.tranzaura.com

TECHNOLOGY

TRANZAURA – offering route planning and route optimisation

Matt Borland, Sales Manager of Transvision, Denmark and Mike Price, Tranzaura on the signing of the Partnership Agreement.

Text: Gerry Murphy - gerrym@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 13

INTERVIEW


JS. We’ve just had a very informative drive of the new Fuso Eco Canter Hybrid. Please explain the technology here. I understand that you have a standard diesel engine and on the back of that there is electric power as well, to make it a complete diesel electric hybrid?

ER. Yes, the Fuso Canter Eco Hybrid is characterised by a parallel hybrid drive. So we have a conventional Euro 4 diesel engine with a 3.0 litre displacement and 145 PS and 362 Nm and this standard vehicle engine, which is used on our traditional Canters all over Europe, is added with a 35 kW electric motor and a 5 speed automatic mechanical transmission and of course lithium manganese batt eries with 345 volt and 1.9 kW hours. Th is brings together the parallel hybrid drive system. Th e function of the parallel hybrid drive is as follows: in starting off , the electric motor is 100% in action until roughly 5 kilometres per hour, then the diesel engine kicks-in. If you undertake hard acceleration or hard hill climbing additionally the electric motors support the diesel engine, so the idea of a parallel hybrid drive is to support the diesel engine where it is not as suffi cient as it should be which is starting off and acceleration. And with this support you have improved fuel effi ciency compared with the conventional engine of roughly 15%, which has been proved during our big fl eet test in London.

JS. This actual vehicle driven today is part of the British postal system fl eet which has 20,000 miles (30,000 kilometres) on the clock already, so you must be pleased with the success of the trial which has lead to a successful tendering process in the Irish market where the ESB has ordered a number of similar Hybrid vehicles?

ER. Yes, you are absolutely right. Nearly 14 months ago started with the largest fl eet fi eld evaluation test in Europe with our Canter Eco Hybrid in London with 10 vehicles where we served 8 customers such as DHL, TNT, Tesco and Royal Mail and some smaller road construction companies. Some of them have 30,000 - 50,000 kilometres already done with no problems at all, zero breakdowns. Th e customers are very pleased and this brings us now to the new deal we made with the Irish Electricity Supply Board (ESB). 10 Canter Eco Hybrids on order for delivery early next year.

JS. Is the specifi cation the same?

ER. It is a litt le bit diff erent. In Europe we have basically the European specifi cation or Type Approval Vehicle - the Euro 4 7.5 tonne Canter added with the hybrid component electric motor and lithium batt eries. With the Irish Electricity Board we are going with the mass produced vehicle like what is sold in Japan, where they have benifi ted from a specif ic Government tax incentive programme. This identical vehicle sold to the ESB meets the Japanese most stringent emission regulations, which are roughly the same as the European legislation. I understand the ESB has got special homologation to import and operate these vehicles in Ireland.

JS. One big advantage is that they are manufactured in Gaggenau (Germany)?

ER. Yes and that makes it even more easier to supply to the Irish market.

JS. During our drive around Stutt gart, you mentioned about the regeneration of energy as you move along once you lift -off the acceleration and use the engine brake?

ER. Yes, the idea is from our regeneration system in that there is no need to have plug-in recharging facilities like you see on some makes of electric and hybrid cars, so you don’t have to charge the batt ery specifi cally. Th e batt ery is always recharged automatically during driving, as long as you’re not constantly on the gas pedal. So, if you’re rolling, going downhill or using the engine brake the electric motor is turning into a generator and recovering the energy and refeeding the energy back into the batt ery. Th e idea is that in normal driving the batt ery is always loaded and ready for the next hill climb and the next acceleration etc. So, it is an independent eco-friendly, effi cient system.

JS. With regards to service intervals, I presume it’s normal for diesel engine, what about the electric side of things?

ER. We still keep to the same service intervals like we have with the conventional Euro 4 truck, which is 30,000 kilometres. Th e life cycle of the batt ery of the hybrid system is the same like the conventional truck. So also the batt ery life cycle of the lithium manganese batt ery is 300,000 kilometres.

One-to-OneOne-to-One

with Erk Ronnefarth, with Erk Ronnefarth, Product Management Department, Product Management Department,

Fuso EuropeFuso Europewith Jarlath Sweeney -with Jarlath Sweeney -editor@fl eet.ieeditor@fl eet.ie

FUSO Canter Eco Hybrid

FLEETING SHOTS

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 15

Truck & Bus Builder Publishing Ltd has just issued the 4th edition of the European Truck-Trailer Report. “Th e European Truck-Trailer

Report is a comprehensive study of the European semi-trailer and drawbar trailer manufacturing industry,” says Kate E. Molyneux, Sales & Marketing Executive. “It includes market reviews and forecasts for many of the European countries. It looks at the progress and developments of the major trailer builders in Europe and the impact of key component suppliers on the industry,” she added.

The European Truck-Trailer Report is an essential marketing and business development tool for those involved such as truck/trailer c h a s s i s a nd bod y manufacturers, component suppliers, trailer operators and trailer leasing companies, market analysts and others whose business serves this industry.

Copies of the European Truck-Trailer Report can be purchased from Truck & Bus Builder Publishing on 0044 1984 618707 or emai l: [email protected]

TomTom GO 7000 Truck brings the latest navigation innovations for trucks and large vehicles that allows drivers to make map changes

based on dimension and weight. “Using Map Share delivers the best maps for trucks,” says Th omas Schmidt M.D. of TomTom WORK. “Pre-installed restrictions mostly cover major and connecting roads, but with Map Share, the driver is able to improve the map up to the very last mile.”

Being equipped with Text-to-Speech and Voice Address input enhances driver safety as does the help-me menu and hands-free calling system. GO 7000 Truck from TomTom is ready to go, with the soft ware pre-installed. It comes with maps of Western and Central Europe (42 countries). Further details on www.tomtom.com

Continental Ty r e G r o u p

has appointed Steve Ashcroft as Original E q u i p m e n t (OE) Manager for the truck sector in UK and Ireland. Steve wil l be responsible for all OE truck and trailer ac t iv it ies , l ia isi ng directly with both manufacturers and fl eets.

Mr. Ashcroft who has over 33 years in the commercial vehicle business, started his career with Leyland Trucks, where he worked

closely with the research and development team on military business with the MoD. He then moved into a sales role with DAF International, covering business in South America and the Caribbean.

In 1991, Steve joined C o n t i n e n t a l a s Com mercia l Sa les Manager and has since held a number of regional and fl eet Sales Manager roles. In 2002 he joined the OE business unit as Development Manager for the OEM and Vehicle Dealerships.

4th edition of the European Truck-Trailer Report

No more bridge strikes thanks to TomTom WORK

Continental Tyres strengthen its OE Team

Close on 4,000 people attended the 7th International Fair of Public Transport held at

Kielce, Poland recently. Visitors were att racted to a number of elements within the Show such as the National Local Transport Drivers Competition, which included theory tests, First-Aid as well as actual on-site driving. 150 exhibitors from 11 countries were present displaying vehicles and components. Solaris premiered its new Inter-City bus, the Inter Urbino, to the home crowd.

Record attendance at Transexpo

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


REPORT

The company we know today as ‘Allison Transmission’ began life as the Indianapolis Speedway Team Company,

founded by James A Allison back in 1915. Mr. Allison died in 1928 and the company was subsequently bought by General Motors and remained part of GM Corporation until it was sold in 2007. Now operating as part of the Onex Corporation and the Carlyle Group. Allison transmissions can be found in many variations from small on road vehicles, through to massive military equipment such as the M1 Abrahams Tank.

While there is an ever-increasing demand for automated gear selection in commercial vehicles, the transmissions provided by ‘Original Equipment Manufacturers’ (OEM), such as Volvo’s I-Shift , Scania’s Opticruise and the Mercedes-Benz PowerShift , all have limitations when applied to certain areas of operation. Th e general principle underpinning these systems is that they are automated manual transmissions (AMT), not automatic transmissions. Most will have a dry plate clutch assembly and not a ‘torque converter’ as commonly found in automatic passenger cars.

Vehicle operators have previously been sceptical about fi tt ing fully automatic boxes in heavy road vehicles. A main factor behind this scepticism

has been the perception of increased fuel consumption, generated from the initial slip of the torque convertor. Th erefore, the fi tment has oft en been restricted to municipal vehicles such as refuse collectors, fi re tenders, and public transport units - where fuel consumption is oft en determined by the mode of operation at the time.

Allison highlights the point that its transmissions can provide a fuel saving of anything up to 14%. Th is is achieved because there is no power interruption with a full automatic when changing through the ratios, as there is with an AMT. In addition, wear and tear is reduced, because there’s no clutch. For Stop Start operations as with Public Service Vehicles if using an AMT with a dry plate clutch, ‘neutral’ should be selected when the vehicle stops and drive selected to move off again.

At the Boras gravel pit and quarry near Gothenburg, Allison Transmissions Nordic held a demonstration of its products as fi tt ed in a selection of vehicles. Provided for testing were a Volvo FE 320 6x4 tipper, two Scanias, one a P380 6x4 tipper loaded to 26 tonnes and the other a 6x2 rear steer R480 with a tri-axle drawbar loaded out to 50 tonnes. In addition to these off erings was the star of the show, a Volvo FH16.660 hp heavy haul hitched to a fi ve axle

Goldhofer low loader. Sitt ing on the Goldhofer was a fully loaded Caterpillar 730 articulated dumper with the whole combination weighing in at 105 tonnes.

En route to the gravel pit, highway performance is similar to any AMT. Negotiating through the small towns and villages the transmission’s selection of ratios is precise and in keeping with road conditions. In fact, gear changes in the FE Volvo are arguably smoother than Volvo’s own I-Sync products.

Next up was the Scania P380 with an Allison 4500 six speed, which diff ers from the others in that it uses Scania’s Opticruise gear selector. While primarily a cosmetic diff erence it is an option some may prefer, as it operates in the same manner as the two pedal Opticruise which allows the driver to override the system and change manually, or hold a gear for longer if desired.

Th e six speed units fi tt ed in all test vehicles (bar the Volvo FH16) are very smooth with full transmission lock-up occurring in 2nd giving the feeling of a low to high split change when moving through second gear. At the quarry, we were able to test the trucks in extreme off -road conditions with some gradients of 1:27. Where even the R480 grossing 50 tonnes can be stopped on a downhill and reversed back up with ease, here the

Allison - from Brickyard to Allison - from Brickyard to Brick Roads!Brick Roads!

Volvo FE Interior

Volvo FE 6x4

REPORT

Text & Photos: Paul White – paul@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 17

torque convertor acts as a damper by absorbing the severe stresses - minimising damage to other driveline components.

As a specialist mover of extra long and extra heavy loads, Mikael Wallner of ‘Wallner’s Specialtransporter’ knew exactly what he wanted when ‘spec-ing’ out his new tractor. Th e owner of the FH16 from Falum, located in the centre of Sweden, purchased the truck with Volvo’s standard I-Shift fi tt ed. While I-Shift is a fi rst class system its only rated up to 120 tonnes. Mikael regularly pulls 200 to 250 tonnes and has on occasions grossed out at 280 tonnes. A large part of Wallner’s work is in the transport of wind turbine components to the assembly points. Because wind farms are oft en located in remote locations, the heavy haulier must be able to deal with serious loads and diffi cult terrain including some very steep gradients.

Trying to drag a load in excess of 200 tonnes up the side of a mountain with an AMT equipped vehicle imposes extreme stresses on the driveline in particular the clutch. Which Mikael is keen to emphasise the consequences, “can start to slip,

overheat, and in the worst cases catch fi re”. Th is is why he approached Allison to help with the new FH16. He also believes that with engine outputs increasing all the time torque convertors and hub reduction are the only realistic way to control the power and torque.

With the exception of the Allison gear selection panel located on the dashboard and the absence of the standard I-Shift selector, this FH is the same as any other Globetrott er. Once we were belted up and aft er one or two deep breaths, we were ready to move. Selecting ‘D’ for drive and gently pressing the thrott le pedal, the Volvo eases away. With 3,100 Nm of torque driving through the seven speed Allison 4700, the FH 16 made ‘ light’ work of the 105 tonne 24-metre long combination. Almost immediately, Mikael directs us to a 1:18 gradient, and then says to stop. He wants us to see why he chose a fully automatic over a AMT.

Att empting a hill start without using the parking brake, is not good for any vehicle - but when that vehicle is weighing 105 tonnes and sitt ing on a slope of 1:18, it would be reasonable to expect

some damage to the driveline. Not surprisingly, the FH did roll back when moving from the footbrake to the thrott le, and yet the Allison picked up the drive and moved 105 tonnes gently up the hill.

We stopped again to have another try, though this time using the parking brake in the correct manner. By sett ing the thrott le to 1,100 rpm and releasing the brake it is possible to ‘ feather’ the accelerator to making the truck move forward centimetres at a time, stop, and move off again. It is this exact and precise ability to control the vehicle’s movement, which is in need when manoeuvring wind turbines into position in off -road locations.

With the recent upgrading of Scania’s Opticruise, all OEMs now off er practical working versions of AMT. For on-highway operations these work well - but they have some limitations when it comes to heavy duty off -road, or continuous Stop/Start operations. Allison Transmission is targeting this area, not only with their current range of products, but also with its Hybrid Electric drive options. With proven reliability, a fi ve-year warranty and possible 14% fuel savings, the transmissions have a lot going for them.

One point we noted in Sweden is the speed limit for heavy loads up to 200 tonnes is 80 km/h. Although they have to slow down to 45 km/h if the load goes over 220 tonnes.

Mitchell Powersystems, Nott inghamshire UK are the main suppliers to Ireland

Irish Service Agents - Adtec Aerauto Ltd, Allison Dealer, Gibbstown, Navan.

Mikael Wallner - ‘Wallner’s Specialtransporter’

Scania P380 6x4 & R480 6x2 Rear-Steer

Riccardo Sardelli, Area Manager:- UK, ROI, Afr ica for Allison Transmission


Ask the ExpertQuestion 1. “As a transport operator, what are my legal obligations when it comes to insurance cover for my employees and fellow directors?”

Answer: As employer you are responsible for any harm that comes to your employees or fellow directors which is caused by, or arises out of, their employment. As an example, sending out a driver in a defective vehicle which crashes as a result of the defect, injuring the driver, would make you liable to the driver should he/she make a claim for damages. Perhaps surprisingly, in Ireland, there is no legal obligation to take out insurance cover for your employees or fellow directors. In other countries ‘Employer’s Liability Insurance’ is compulsory.

Having said that, however, there are many compelling reasons why you should take out a policy that will indemnify you against any claim that might be brought by an employee and, in this context, it is important to remember that directors are also employees of the company for which they work.

An employee’s claim for damages can follow any accident that happens in the course of the employee’s work and for which it can be argued that the employer was responsible. An example might be an accident which occurs whilst driving a company vehicle, whether a car or a commercial vehicle, when it is a defect in the vehicle that has contributed to the accident.

Another example might be an accident that should not have occurred if the employer had proper health and safety systems and procedures. It should not be forgott en that what might seem to be a slight injury, say a cut hand or a sprained ankle, can lead to a claim if it can be shown that there was fault by the employer.

Given the increase in the amounts that are being awarded by the Courts, an accident, when the employer is not insured against this type of risk, could lead to the closure of the company.

Although there is no legal obligation to have ‘Employer’s Liability Insurance’ there is litt le doubt that, in today’s world, such a policy is essential.

Question 2. Can my vehicles be impounded in the UK?

Answer: A number of EC countries, including Ireland, have agreed that visiting vehicles may be impounded if they are found to be operated illegally, either because of the condition of the vehicle, or because of some ‘driver off ence’ such as working for an excessive length of time.

In the UK vehicles that are overloaded are increasingly likely to be impounded in addition to those with technical defects such as worn tyres. Th e digital tachograph, of course, makes the discovery of driver related off ence easier for the enforcement agencies.

Th e vehicle will be held until the defect has been corrected, or the driver has had suffi cient rest. It can be taken to a garage for repairs if a ‘surety payment’ is made.

Th e Garda now have similar powers to hold foreign vehicles and, as the size of the enforcement staff increases, we are likely to see many foreign vehicles held in this way.

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

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

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

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

34 FLEETTRANSPORT | MARCH 2009

Speaking shortly aft er the publication of the Volvo Ocean Race Galway Stopover Economic Report, Ger O’Rourke was

sceptical that there could be a viable Irish entry for the 2011 running of the event.Th erefore, there will not be a Stopover at an Irish Port. O’Rourke’s Volvo 70, which he christened ‘Black Bett y’ but which had raced under the name of her principal sponsor, ‘Delta Lloyd’ had acquitt ed herself well throughout the recent Race with a number of podium fi nishes in the latt er stages. His total campaign budget was approximately €4 million, one tenth of that for each of the two Eriksson boats and one third of that for the Irish/Chinese ‘Green Dragon’ entry. At present, O’Rourke’s V70 is on charter to Delta Lloyd undertaking promotional work and he is hopeful that the race vessel will be bought for use as a training boat by a team participating in the next Volvo Round the World Race.

Th e Economic Impact Report shows that the Galway Stopover in May was among the most successful ever such event anywhere with a value of over €55 million to the City of Galway and Irish Tourism. Galway City alone benefi tt ed from a non-local visitor spend of €36.5 million, 30% more than had been predicted in the advance

report done in 2007. It was estimated that the stopover TV audience globally was 1.327 billion and a radio listenership on 234 million.

Failte Ireland invested €8 million in backing the ‘Green Dragon’ team and sponsorship of Galway and was well pleased with the outcome. Redmond O’Donoghue, their Chairman said; “Th e Volvo Ocean Race att racted the biggest audience for Irish tourism since the Ryder Cup in 2006. Th e stopover was the latest in a series

of major World sporting events which we have att racted to Ireland under our International Sports Tourism Initiative, and, indeed, when it comes to att racting big name events, Ireland

very much punches above its weight internationally.”

Meanwhile, the Irish entry in the equally challenging, but lower profi le, 'Clipper Round the World Race' led the 10 boat fl eet across the third leg fi nish line at Cape Town. Th e race had started from Hull on September 13th and the 'City of Cork' reached Cape Town two months later. Th e boats are 68 footers, just 2 feet shorter than the Volvo boats, but unlike the 'VOR' most of the crew members are ‘fi rst-time’ amateurs.

Th e 'City of Cork' entry is sponsored by Cork City and County Councils and together with Failte Ireland will sponsor the race stopover in Cork in July 2010, an event that will be boosted by co-inciding with 'Cork Week', one of

amateur sailing’s major Regatt as.

Th e City and Port of Belfast remains optimistic that it can secure a stopover on the next Volvo Race. 2011 marks the centenary of the launch of the 'Titanic' from the Harland & Wolff Yard there.

Successful Volvo Race Stopover won’t be repeated

fl eetMaritime: IRISH SHIPPING & FREIGHT MARITIME I

Volume 4, No. 4 Dec 09/Jan 10

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


Photo: Jarlath Sweeney

Cobelfret settles in at Dublin Port

Belgian Ro-Ro operator, Cobelfret has announced the successful consolidation of

its Irish Terminal location, which were previously spread between operations at Waterford, Rosslare and Warrenpoint, to Dublin Port. Th e Lo-Lo container service to and from Radicatel in France has switched from Warrenpoint and from Waterford, which has also lost its Zeebrugge service. Rosslare has lost the Ro-Ro services to Zeebrugge and Rott erdam which had only started from the South-East Port in October 2008. Waterford Port has been advised by the Line that they will review the operations next Summer and that the option of a renewed Port call there is on the table.

Cobelfret has already increased the frequency on the Dublin to Rott erdam service to twice weekly while the Zeebrugge service, likewise, has a single vessel doing two rotations. Th e company is using the

sister ships ‘Mazarine’ and ‘Palatine’ both of which have just been delivered from the Flensburg Yard in Germany. Th is same yard built the very successful ‘Flower’ series of vessels for DFDS Lines.

Cobelfret is now recruiting its own Irish management and operational staff to be based at a Dublin offi ce while Burke Shipping which handle the Cobelfret vessels and cargo at its Portroe Terminal advise that it is still work in progress there with ongoing ground works and gate works. Pat Brennan, Director of the Terminal also said; “We are extending opening hours so that customers can pick up units and drop them off outside normal hours.”

Brennan also advises that the monthly RMR Lines service to Lagos, Nigeria, which also picks up cargo at Harwich and Antwerp, is going very well. He expects frequency to move up to fortnightly very shortly. Brennan comments; “We should be gett ing a bonus from the Department of Transport for gett ing rid of all of those old vans and cars off the Irish roads.”

36 FLEETTRANSPORT | MARCH 2009

MARITIME II

19 November 1984 – Irish Shipping Ltd is driven onto the rocks


Just a couple of weeks ago, one of the saddest anniversaries in Irish Maritime history passed quietly, obliterated in part, I suspect, by the emotional overdrive caused by the way in which the France/Ireland soccer match of the previous evening had fi nished. On 19 November 1984, the Irish Government liquidated Irish Shipping Ltd. It was an ignominious closure of a Company that had given the State and people of Ireland such service over, at least, the fi rst 40 years of its 45 years in existence.

I can remember as a child diving into the inside pages of ‘Th e Irish Independent’ to the “Follow the Fleet” column. Th ere, was listed where each Irish Shipping vessel was, was she in Port loading? If so with what cargo and bound to where? Next, get out the family ‘Reader’s Digest World Atlas’ and try to fi nd these Ports, most of them at the far corners of the earth. Made me think of the fascination of school children in these places with the Irish tricolour and the Port of registry, Dublin or Cork, on the stern.

Later, I began to wonder just how many others who had followed 'their' fl eet around the globe, fi nished up in the Shipping business, att empting to live that dream.

But, on 19 November 1984 the dream died. For me, I was running the Dublin offi ce of a Finnish Shipping Line at the time, the real shock came when I had a call from Helsinki. I was asked, in language that was, let’s say very colourful, what was going on? What was a sovereign Government doing welching on deals with ship-

owners and cargo owners all over the globe? It was understandable, if extremely unpleasant, if a privately owned Shipping company went bust, but Irish Shipping was guaranteed by the State and that State was not declaring itself bust, just this Company. Th e call was followed by one from a previous employer, a German with shipping interests; I sometimes still think that these men, brought up in the strict, “my word is my bond” world slightly blamed me personally for what happened.

In the end, there was one slight “rescue” from

the disaster, the Irish Continental Line which, later, provided a home for the B + I Line which a State bureaucrat could not wait to get rid of and think about anything other than ships.

I was always intrigued to know where the real cause of this calamity lay and, in a recent lecture

dedicated to the memory of the late John de Courcy Ireland, Glenn Murphy, CEO of the Irish Maritime Development Offi ce spelt out the sorry saga. Curiously, in a world of NAMA, massive Bank re-capitalisation, perhaps, we are now in a position to comprehend the story of greed, incompetence and downright dishonesty, that brought this Company tumbling down around the shoulders of fi ne and proud seamen and offi ce personnel who had given their working lives to the dream of feeding all of their neighbours, the people of Ireland.

To quote from Glenn Murphy; “In my opinion the demise of Irish Shipping Ltd. (ISL) is akin to the collapse of Barings Bank in 1995. Both companies were long standing and reputable institutions; ISL was the manager and keeper of a sovereign fl ag carrier’s fl eet, while Barings was the manager and keeper of sovereign wealth including that of the British monarchy. Both companies were fi nally brought down by the reckless decisions of a small number of people, who allegedly took exceptional risks without clear authority and gambled on trying to make a profi t on the diff erences on future contracts. It is this type of speculation and risk taking entered into by a small minority that bears all too many similarities to many of the failings

of large, previously impervious institutions that is taking place today.” Recent revelations about FAS perhaps, slightly undermine Murphy’s hope that the disaster that was ISL did force several new accounting and reporting rules and regulations to be implemented for the management of commercial state bodies.

Export Industry Awards 2009

Mediteranean Shippping Company Ireland (MSC), Burke Shipping and Expeditors

scooped three of the main prizes at the Irish Exporters Association’s Export Industry Awards Dinner held at the RDS Concert Hall, Dublin. Th e Deep Sea Shipping Company of the Year and Short Sea Shipping Company of the Year Awards were presented to MSC Ireland and Burke Shipping while Expeditors took the Logistics Company of the Year title. E Flahavan & Sons Limited emerged as the winner of the overall title. Speaking to Barry Boran Regional Vice-President Expeditors, he praised the fantastic job his team at Expeditors is doing in Ireland. He said that the Irish division set new standards

within the company in obtaining the IMB - International Maritime Bureau Certifi cate in Logistics. “Other Divisions are now looking to Ireland for guidance,” he advised. Expeditors Ireland is also leading the way in delivering new products and services to the company such as cold-chain healthcare in logistics.

Sam Symington of MSC Ireland was absolutely delighted to have won the Deep Sea Shipping Company prize on the fi rst occasion that it had been awarded and felt that this was very much a tribute to the 38 people in the Irish Company and the work that they do. Unlike other Deep Sea Lines MSC do all the front offi ce and back

offi ce activities for their Irish clients in Ireland. Th eir export volumes from Ireland have grown by 20% in 2009.

Eamonn O’Reilly of the Burke Shipping Group was equally delighted to have got the Short Sea award and to be the fi rst operator of Terminals at the Irish Ports to receive such an award. He saw the award as being a recognition of the consistent investment made by the group in developing and upgrading the facilities, particularly at Dublin, which gives client shipping lines a bett er and more cost eff ective service.

Fleet Maritime's Howard Knott and Jarlath Sweeney att tended.

FLEETTRANSPORT | MARCH 2009 35

MARITIME I1I


Glenn Murphy explained that between 1981 and July 1983 ISL entered indirectly into a combination of nine time charters – chartered a vessel from the owner at a stipulated price, paid every 15 days in advance for 15 days, for a stipulated time. Th ese Bulk Carrier vessels were of the ‘Handymax’ and Panamax’ sizes, 30,000 tonnes and 70,000 tonnes deadweight. Th e company was probably one of the only operators at the time that was taking on such tonnage on long period charters which ranged in duration from 4 to 10 years. Most prudent operators were reducing their exposures in these particular market segments. Some were taking two to three year cover with period charters, while at the same time incorporating clear option – in their favour-to extend, renegotiate or re-deliver vessels back to owners whenever convenient.

Murphy’s research found that these long charters were taken on at a rate of about $6,500 a day for the Handysize vessels and $15,000 a day for the 70,000 tonne vessels. On the latt er, research shows that the actual market rate for such vessels never reached the $15,000 a day fi gure at the time of delivery or even over a subsequent 20 year period. Th e average market rate for such a vessel was in the order of $ 7,000 a day while for the smaller Handymax vessel the fi gure was about $4,000 a day. Worse than that, these rates are based on new vessels in shorter charter deals, if a deal ran over three years a discount would be negotiated – no such discount was negotiated by ISL. All of this took place in a market that was clearly falling and one into which huge volumes of new tonnage were being delivered, much of it going straight into ‘lay-up’ in the River Fall, near Falmouth, and elsewhere.

Murphy fi nds that the aggregate forward cost of chartering these vessels was somewhere in the region of $61 million for the ‘Handymax’

vessels and $79 million for the ‘Panamax’ ones. In total, he says, the ‘off - Balance Sheet’ cost to the company was $140 million, a heavy fi nancial burden in a falling market. Every 15 days ISL faced a cash call of $1.48 just to service the chartering costs of the deals; on top of this were all the running costs of the ships. Some of the charters did contain equity participation in the vessels but this still should not have meant that the company should have paid such a heavy premium over market value.

Inevitably the chartering in and the sale and purchase deal undertaken by the company were simply unsustainable and disaster loomed. Murphy reviewed the transcripts of various ISL meetings and these would appear to indicate that the shareholder – the Department of Finance on behalf of the taxpayer – was initially not fully aware of the scale of the majority of these chartering transactions. It is on record as stating that the few transactions it did know about were, it believed, of a short term nature. Th ere appears to be no record of the actual transactions and the nature of them in the company Board meeting minutes. Th is raised the question of decisions being taken independently by the executive and management of the Company.

Th e shareholder was, however, fully aware of and indeed instructed the Company to enter into an agreement to build a further 'Panamax' Bulk Carrier to be named the ‘Irish Spruce’. She was being built at the Verolme Cork Dockyard at a cost to the Company of IR£14.2 million with further costs being paid by the Exchequer. Th e purpose of the deal was to support employment at the Dockyard and to give the company extra capacity without having to go to the market.

Th e ‘Irish Spruce’ cost IR£ 28 million. Had she been built in Japan or Korea the cost would have

been about one third of that fi gure. In order to conserve cash fl ow the Company entered into a ‘Sale & Leaseback’ deal with a Japanese fi nance house. Th is had the eff ect of increasing the real cost of the vessel by a further 40%.

By 1982 the Bulk shipping market collapsed, not a dramatically as it did in late 2008, but the typical charter rate for a ‘Panamax’ vessel fell to $3,000 a day – yet ISL was paying $ 15,000 a day for such vessels. Th e company att empted to reduce the cost of several of these long term charters, but, many of the owners, feeling that they had a ‘gilt-edged charter’ given that it was backed by the Irish State, refused to reduce the hire payments.

Th e management now entered into a number of panic deals including buying out one of the Panamax vessels for £23 million. When the Company folded the liquidator sold this vessel for $7.5 million.

Th ere seemed to be no evidence, throughout this sorry saga that the normal trading of the Irish Shipping owned fl eet was anything but well managed and, in a world in which the ‘Cold War’ was always a spectre the notion that Ireland had a strategic fl eet that could, literally, keep the country afl oat was reassuring to both Government and the public. Th e Company had an active agency division, representing such Lines as Manchester Liners and Bugsier which brought to Irish exporters and importers good, reliable services. Th e Company commissioned and operated, on behalf of the Government the Sail Training ‘Asgard’ vessels and, as said, at the outset, the Irish Continental Ferry was, and continues to be a great success.

Deep Sea’ Shipping Company of the Year: MSC Ireland. Liam Shanahan; President-Irish Exporters Association, An Taoiseach Brian Cowen, Sam Simington of MSC Ireland and Brendan Keating of the Port of Cork (Sponsor)

Short Sea Shipping Award: Burke Shipping Group. Liam Shanahan; President-Irish Exporters Association, An Taoiseach Brian Cowen, Brian McCarthy of the Burke Shipping Group Limited and Rory McGuire of the Irish Maritime Development Offi ce (Sponsor)

Logistics Company of the Year Award: Expeditors Ireland. Liam Shanahan; President-Irish Exporters Association, An Taoiseach Brian Cowen, Greg Lewis of Expeditors and Enda Connellan of Dublin Port Company (Sponsor)

Photos - Paul Sherwood www.sherwood.ie

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

MARITIME IV

Kerry County Council is embarking on a €360, 000 road improvement scheme for the

access road to the County’s only deepwater Port. Fenit Port is a vital link in the Supply Chain for Killarney based Leibherr Container Cranes.

Last year the Killarney plant moved 22 cranes out through Fenit Port. To facilitate transport and shipment these huge cranes were broken down into 800 individual shipments. Th ey were destined for Ports all over the World.

Prior to gett ing agreement from the Kerry Local Authority that it would undertake the scheme as a matt er of urgency, the German company stated that closure of the Port would spell disaster for the company that provides several hundreds of jobs in the South-West and is tied into manufacturing and delivery contracts to the global market.

In the course of its statement announcing the Maersk Group’s third quarter 2009 results,

the company said; “the previously announced discussions concerning a possible transaction concerning Norfolkline have not yet been concluded”. When this was fi rst mooted six months ago, the Company indicated that both DFDS Line and P & O Ferries had shown interest in acquiring the operator which has a selection of routes linking Britain with the Continent and with Ireland.

Maersk’s trading update for Norfolkline said; “Norfolkline has been negatively aff ected by the economic crisis and declining activity level in the fi rst nine months of 2009. A number of initiatives have been launched to optimise capacity and reduce costs”. Th e DFDS market guidance issued at the same time indicated a continuing slowdown in the rate of decline of volumes and a possible 2009 outcome of total volumes for the year being similar to those in 2008. Freight rates have, however, continued to fall due to excess capacity on the market.

I rish Continental Group (ICG), in its statement at the end of the fi rst nine months of 2009 trading

stated; “The economic environment remains challenging and the weakness of sterling against the euro remains an issue for the Group. Freight volumes (down over 20% on 2008 volumes) continue to refl ect subdued trading activity while passenger and car volumes (down 4% and 2% respectively) have remained more resilient and have responded favourably to our marketing

initiatives.” Th e Company’s container terminals; showed a volume decline by 25% to a throughput for the fi rst nine months of 137,000 units.

Meanwhile the 29% of the company’s issued share capital acquired by Property developer, Liam Carroll has been sold into the market to unknown investors at a price of €12.40 a share, approx. half the price paid by Carroll.

Fenit Port Road upgrade

“For Sale” sign still hangs over Norfolkline

Irish Continental Group shows resilient ferry volumes


The world’s largest Cruise Liner 'Oasis of the Seas' sailed from the Builder’s Yard in

Finland on 30 October. Th e 360 metre long vessel with a passenger capacity of over 6000 was due to pass out from the Baltic into the Atlantic the following evening passing beneath the Great Belt Bridge which links the Danish islands of Funen and Sealand.

Because the total height of the vessel from waterline to the top of her funnels is 72 metres

and the headroom under the bridge is 65 metres, both the builders and the Danish VTS Storebaelt (Vessel Traffi c Service Storebaelt) had agreed that the funnels would be dismantled to allow 'Oasis of the Seas' to pass underneath. But when the VTS measured the vessel as she approached the bridge, using heat sensitive cameras, the vessel suddenly appeared to be too high. She was halted while an answer to the problem was sought.

It turned out that the hot exhaust gases emitt ing from the funnel stumps had deceived the cameras and that the vessel was not too high and could

get beneath the bridge. Nevertheless, just to be sure the VTS Storebaelt decided to clear all traffi c room on the bridge and require the master to 'shoot' the bridge at full speed, thus pushing 'Oasis of the Seas' lower in the water.

Th e passage went off successfully and next year a sister ship 'Allure of the Seas', which is the same size will follow the same route to the open sea. Jorgen Brandt, head of the VTS Storebaelt said that this time they will be equipped with bett er measuring instruments and will be in no doubt about the height of the vessel.

A Bridge too low

The UK Shipping Minister, Paul Clark M.P. has unveiled their long awaited UK Ports

Policy Statement. “With over 80% 0f all goods arriving in the UK by sea, our Ports currently employ over 54,000 people and clearly play a crucial role in the daily life of everybody in the country,” he said. “While it is completely right that Ports are free to operate on a commercial basis, any planned development, clearly needs to be considered carefully to ensure local and environmental issues are properly taken into account.

Th is new document will make it easier for those wishing to invest in Ports development to submit planning applications, as well as providing an important framework for the Infrastructure Planning Commission to use when considering them,” he added.

Freight Transport Association (FTA) spokesman, Christopher Snelling, in welcoming the document said, “Correctly projects that massively increased container capacity will be required by the UK in the years to come. Particularly pleasing is the recognition that capacity should ideally be greater than the level of demand. Th is would help make UK port operations more competitive and provide greater resilience in the UK supply chain when disruption occurs.”

A source in the Irish Port industry commented to ‘Fleet Maritime’ that this UK Policy Statement would be carefully studied here not only for its implications for Port development North of the Border, but also as indicating the direction in which Irish Policy might move.

UK Government's draft Port Policy document

LEGAL

Surprisingly, Ireland iPage is one of the countries in which ‘Employer’s Liability Insurance’ is not a legal

requirement. Such a policy is designed to indemnify an employer against any claim that may be made by an employee for damages, as the result of an accident occurring in the course of employment, and for which the employer can be said to be to blame.

As risk avoidance becomes increasingly important, the damages awarded by the Courts to successful claimants have increased in value proportionately, and we sometimes forget that such an award can close a business that does not have suffi cient assets to meet the award.

Unhappily it appears that, where an employer has decided not to take out Employer’s Liability Insurance, the general level of safety systems and checks falls below that which might otherwise be expected. A recent report suggests that at least 5% of companies do not have Employer’s Liability Insurance which, given the potential for disaster, is an unsatisfactory situation.

Whilst the transport industry is undoubtedly safer than, say, the construction industry, the risk to those working in the industry is high. Clearly those employed in a workshop face a wide range of risks, but, whilst it is perhaps less obvious, those working as drivers also face a wide range of hazards. Th e diff erence between those employers who do have insurance and those who don’t largely arises because those employers who are suffi ciently aware of the advantages of insurance are more likely to be aware of the risks faced by their employees, and, therefore, to take action to mitigate the risks.

Many accidents involving commercial vehicles are caused either by driver error, driver fatigue, or by mechanical defects in the vehicle. At fi rst sight the connection between the accident and the employer may seem diffi cult to see but, where there is driver error, questions may be asked about training, skill assessment, and familiarity with the vehicle. Where the driver is fatigued, tachograph records and work sheets may be scrutinised to discover what tasks had been given to the driver. Where there is a defect in the vehicle, maintenance records, the qualifi cations of those working on the vehicle, and parts purchase records may be checked. Any shortcoming by an employer will allow an employee to make a claim based on the employer’s failure.

In the workshop risks are mainly health and safety related. Have the mechanics been made aware of the risks arising from contact with

waste oil. Are the tools, and particularly the power tools, routinely examined for defects or wear? Have the mechanics all received formal training in the use of the equipment! Th ese issues are all the direct responsibility of the management.

Ta k i n g o u t a n Employer’s Liability Insurance will have the eff ect of directing the employer’s att ention to these issues particularly because, of course, a failure to give proper attention to safety issues may result in the insurance company refusing to indemnify the policy holder. It has to be remembered that, as the level of control and enforcement in relation to the haulage industry increases, the overall performance of a haulage company is going to become more and more relevant and convictions for health and safety off ences will have a direct impact on

the right to hold an Operator’s licence.

Rightly or wrongly, however, the most persuasive factor in considering whether or not to take out Employer’s Liability Insurance is the substantial financial risk that exists if you choose to operate without insurance. Th e cost of an insurance premium is of litt le signifi cance if a company is faced with a successful claim for damages following a work related injury. At the very least it might be expected that an employer would at least check the cost of this insurance.

Whilst it may not happen tomorrow, it would seem to be inevitable that legislation will be introduced to make Employer’s Liability Insurance compulsory.

The need for adequate Insurance cover

Text: Jonathan Lawton – jonathan@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 23


LUBRICANTS

Changing oil to cut operating co sWith the industry facing the third hike

in fuel duty in nine months, Castrol off ers operators a dependable way to

cut diesel consumption

Th e SavingsConsistent fuel savings of up to four per cent without driver training or vehicle modifi cation can be achieved simply by using a bett er engine oil, according to Castrol, which has completed fl eet trials of its Elixion Low SAPS 5W-30 engine lubricant with two truck operators in mainland Europe. Even taking into account the slightly higher purchase price of the Castrol lubricant, one of the test trial participants achieved a calculated annual saving of over €1,000 per truck: the other participant achieved even more.

Castrol recognises that the operation of each fl eet is diff erent, and therefore so are the potential savings, and is now challenging operators to establish the savings for their fl eets using an on-line calculator.

Th e independently-verifi ed real-life test results support data Castrol collected during laboratory and track trials of Elixion Low SAPS 5W-30, which is suitable for all modern truck engines. Th e fi eld trials also confi rmed other benefi ts claimed for the lubricant, including reduced oil consumption and bett er engine protection when compared to a competitor 10W-40 synthetic previously used by one of the fi eld test participants.

Working with the 28-strong fl eet of Konig in Austria, Castrol fi rst had the identical EGR-engined MAN Euro 4 articulated trucks, which were running on a synthetic low SAPS 10W-40 oil, fi tt ed with accurate fuel consumption monitoring equipment with the data analyised

by the independent agency Statistics for Industry. All trucks were given fresh oil at the start of the trial, with half the trucks fi lled with Castrol Elixion Low SAPS 5W-30 and the results monitored over a 37-week period, during which the trucks covered an aggregated distance of over 1.5 million kilometres.

Statistics for Industry confi rmed that the overall fuel consumption for the half of the fl eet running Castrol Elixion Low SAPS 5W-30 was 2.2 per cent bett er than that of the fl eet that remained with the competitor product. Even when the increased cost of fi lling with the Castrol lubricant was taken into account, there was still a calculated saving of over €1000 per truck per year.

But that wasn’t the only benefi t of switching to Castrol Elixion Low SAPS 5W-30. At the end of the trial, analysis revealed that the trucks running on Castrol had a much reduced amount of wear metal content in the oil: a reduction in engine wear of over 14 per cent.

Oil consumption was reduced with the Castrol product too. Th e trucks using Elixion Low SAPS 5W-30 used almost 20 per cent less oil between changes than those remaining on the 10W-40 product.

When Castrol Elixion Low SAPS 5W30 is trialled in diff erent operating conditions, the results are even more impressive.

In a test overseen by Quadt Consultancy of the Netherlands and completed earlier this year, identical 22 Euro 3 Volvo FH Globetrott ers operated by Hendrickx were monitored for a period of 42 weeks, during which time they covered an aggregate distance of 750,000 kilometres. From May to October 2008, the trucks all ran on a high-specifi cation 15W-40 mineral oil to establish baseline fuel consumption fi gures. On 1 November, all the trucks had their oil changed, with half the fl eet being refi lled with the mineral product and the remaining 11 switched to Castrol Elixion Low SAPS.

Again, fuel consumption was monitored during the second part of the trial, and the Castrol-fi lled trucks returned an average fuel saving of over 4.2 per cent against their mineral-lubricated stablemates. When the added cost of the Castrol lubricant was taken into account, there was an equivalent net saving of €1050 per truck per year for the operator.

Th e Technical ExplanationCastrol technical manager Brian Utt on explains: “Castrol set seven objectives when we came to develop Elixion Low SAPS 5W-30 to meet the increasingly sophisticated demands of the transport industry.“We had to improve vehicle fuel consumption, engine wear protection, and lubricant life, while at the same time reducing exhaust emissions,

and oil consumption. We also had to off er enhanced low temperature oil fl ow and improve the performance of the vehicle on the road.”No easy task then.

“While some of these goals are complementary (for instance, increased fuel economy will reduce carbon emissions), others appear at fi rst sight to be counter to each other. For example, there’s a commonly held perception in the truck industry that so-called fuel economy oils somehow compromise engine protection, or have to be paid for in terms of increased oil consumption. Th is has been the case when we look at some competitor low viscosity oils where wear protection is signifi cantly below what you would expect from a mineral 15W-40 product.

“If we look fi rst at fuel economy, the most obvious feature of Elixion Low SAPS 5W-30 is that it is rated at 5W-30, which means it is faster-fl owing and off ers less churning resistance than competitor oils, which typically have a viscosity grade of 10W-40 or 15W-40. Over a wide range of lubricant temperatures, ranging from cold start up through the operational cycle, Elixion will have a lower viscosity fi gure than competitors with a similar or higher viscosity grade. But that’s only part of the story, because the oil also contains friction modifi ers, which reduce the internal friction generated when engine components move in relation to each other.”

But has that fuel economy been won at the expense of engine protection?

Not according to Brian Utt on. “We took great care to ensure that Elixion Low SAPS 5W-30 off ers full protection to the engine throughout its life. Under the industry standard ACEA engine wear test, we found a 25 per cent plus reduction in wear metal levels compared to a 15W-40 CH-4 lubricant. We also undertook soot-related wear protection tests using the CH-4 15W-40 as a benchmark against Elixion Low SAPS 5W-30 and a competitor’s 5W-30 oil. We found that the competitor oil allowed substantially more wear of camshaft s and tappets than the benchmark oil, while Elixion Low SAPS 5W-30 signifi cantly outperformed both.

“On a cold start, the Elixion Low SAPS 5W-30 can fl ow quicker to the extremities of the engine than a higher viscosity oil, which provides extra protection, particularly to the ‘top end’ components.

“Th ere are two obvious operator benefi ts from reduced engine wear: one being less risk of vehicle breakdown due to a major component failure on the road and the other being a likely reduction in maintenance costs.”

Another way of reducing maintenance cost is to extend oil drain intervals and reduce the need for topping up between changes. Again there are

Text: Rob van Dieten - rob@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 25

LUBRICANTS

sts – the Castrol way

perceptions in the industry that low viscosity oil will thicken in use, destroying its free-fl owing qualities, or conversely that it will be more volatile and require more frequent top-ups than a thicker competitor.

Brian acknowledges that modern engine technology places a considerable burden on lube oils: primarily in the ability to carry large quantities of soot in suspension.

“Elixion Low SAPS 5W-30 exceeds industry cleanliness limits by over 70 per cent,” he says. “A typical ‘sump full’ of Elixion Low SAPS 5W-30 can hold almost 2kg of soot in suspension.”

And that performance lasts, as he explains: “Elixion Low SAPS 5W-30 meets or exceeds extended service requirements for all Mercedes-Benz, Volvo, Iveco, MAN and Renault heavy truck engines: and is also approved for extended service on some DAF engines. It has standard approvals from the other truck manufacturers. In Hot Liquid Process Simulator tests, which relates to internal engine deposits, it beats all European competitor lubricants. It also resists oxidation at higher temperatures, remaining free-fl owing while other oils are turning into black sludge.”

A modern diesel engine is also expected to be environmentally-friendly, and achieving this objective means that the majority of truck manufacturers now use either an exhaust particulate fi lter or a catalytic converter. Th ere is a downside for the operator to all this though, and that is the high cost of replacing or cleaning these devices should they become contaminated. Unfortunately, as many have found to their cost, using standard oil in a modern engine can lead to exhaust aft ertreatment devices becoming contaminated or choked, with dire consequences.

A word of caution from Brian: “Traditionally, the additives used to enhance the performance of engine lube products are oft en rich in elements such as phosphorous and sulphur, which can form thick ash deposits on exhaust fi lters. Such

deposits are impervious to the normal fi lter regeneration process. Th e Low SAPS (Sulphated Ash, Phosphorous and Sulphur) formulation of Castrol Elixion 5W-30 eliminates high levels of these elements, which are a major source of the ash that contaminates and chokes exhaust aft er-treatment devices. Th is enables operators to run the most environmentally-friendly vehicles available without fear of compromising reliability.

“Th e enhanced fuel economy benefi ts of Elixion Low SAPS 5W-30 also see a quantifi able reduction in CO2 emissions,

which is signifi cant enough to make a contribution towards operator compliance with environmental targets.”

Reduced oil consumption between changes has many benefi ts, including cost and convenience, and reducing the risk of compromised performance through miss-fi lling with an unsuitable product. Th ere is also less danger of a serious mechanical breakdown should oil levels become dangerously low.

As evidenced by the Konig fi eld trials, the Elixion Low SAPS 5W-30-lubricated trucks covered over 290 kilometres further per litre of oil added than comparable trucks using a competitor’s synthetic low SAPS 10W-40 lube.

Brian Utt on’s explanation is that Elixion Low SAPS 5W-30 is simply less volatile than oil formulations of higher viscosity. “In our laboratory tests, it outperformed even the industry’s low consumption reference oil, and these results have carried through to operational experience in the fi eld.”

Even with winter blends of diesel, operators can experience problems with engine start-up on cold mornings. Cold oil which has thickened in the sump overnight can provide so much resistance that batt eries, which are not at their best in low temperatures, are unable to turn the engine fast enough to start it. In extreme cases, the lube oil can gel, and cause damage when an engine start is att empted.

Brian Utt on says: “Elixion Low SAPS 5W-30 has been proven to remain fl uid enough to allow engine cranking at – 43º Centigrade. It has a far lower cold temperature pour point than competitor 5W-40 and 10W-40 oils.”

Lastly, the low friction properties of Elixion Low SAPS 5W-30 off er operators improved performance in arduous conditions. Brian Utt on recounts: “Our sponsored Elixion Low SAPS 5W-30 MAN race truck can out-accelerate a Porsche 911 from a rolling start, but what will be of more signifi cance to operators is that the reduced friction of Elixion Low SAPS 5W-30 off ers superior over-the-road performance in everyday use: particularly where hill-climbing and acceleration are concerned.”

‘Fit and Forget’ solutionTh ere are many ‘fuel saving’ products and services on off er. Most of those that actually return quantifi able results, such as economy driving techniques, require consistent human intervention, but changing to a more fuel effi cient oil is a true ‘fi t and forget’ solution.

Castrol is now so confi dent in the vast amount of data that it has collated from fi eld and laboratory testing that it is prepared to off er a soft ware-based fuel effi ciency calculator to enable operators to predict the fuel savings they can make by switching to Elixion Low SAPS 5W-30. You can either contact your local Castrol supplier direct, or arrange a consultancy on-line by visiting www.castrol.com/iebusiness

TWO-AXLE TRA CTORS In StockR380LA 4x2A Normal height Tractor x 1 R420LA 4x2A Highline Tractors x 2 R480LA 4x2A Highline Tractors x 5 R480LA 4x2A Topline Tractors x 2 (1 Opticruise)R500LA 4x2A Topline Tractors x 4 R560LA 4x2A Topline Tractors x 2 R620LA 4x2A Topline Tractors Sold out

TRI-AXLE TRA CTORS P420LA 6x2A Highline high-spec x 1 R420/480LA 6x2/4A 870 litres fuel x 3R500/560/620LA 6x2/4 Tractors Sold out

HEAVY HAULAGE TRA CTORSR500/560/620LA 6x4 Tractors x 4 R620LA8x4HHZ Highline 150tonner x 1

TWO & THREE-AXLE RIGIDS In StockP230DB 4x2A, fl at with crane x 1 P230/260/310DB 4x2,6x2 & 6x4 Sold outR340DB 6x2A high spec rigid x 1

CONSTRUCTION VEHICLESP380CB 8x4 Parabolic Tipper x 1 P340 & 380CB 8x4 Multi Tippers x 5 P380CB 8x4 Hub reduction Tippers x 2 P420CB 8x4 Tippers Sold out

SCANIA COACHESSCANIA K340 IRIZAR Century (2 axle) x 1 SCANIA K340 Van Hool (2 axle) x 1

WESTWARD SCANIA & the Irish Dealer Network have a limited stock of Euro 4 trucks & coaches

available for January delivery.Now taking orders for the Award winning New R-series

WESTWARD SCANIAEURO 4 “Run out specials”

For details of your local dealer please see our web-sitewww.westwardscania.com or call 071 96 34502/34503/34505

EURO 4 “Run out specials at Sterling £ levels"


REVIEW

Crisis, what crisis? Over 100 exhibitors defi ed the doom and gloom in the road transport industry and gathered

together to present their latest wears at Trailer 2009. Th e 13th edition of the bi-ennial Show held at the Kortrijk Xpo, Belgium from 20-24 November did not draw record number of att endees “but that was not necessary,” says Lode Verkinderen, Secretary General, SAV (pictured), the event organizers. “Trailer does not have the ambition of pretending to be able to paint the market situation as a whole in rosy colours. But Trailer does aspire to enable customers and suppliers from the sector to come together. Th eir contacts will demonstrate that people do not want to be left to rust-up but do, intend, want to think and look beyond the present. And that is the theme of Trailer 2009 – “Beyond the Crisis!”

Fleet Transport’s Jarlath Sweeney and Rob van Dieten were present to capture the occasion in words and pictures.

Trailer 2009, Kortrijk Xpo, Belgium – Beyond the Crisis

Westerschelde Tunnel NV – www.westerscheldetunnel.nl

Opened in March 2003, the 6.6 kilometre Westerschelde Tunnel crosses the River Scheldt to join up two regions of Zeeland in Belgium. For road transport operators, it provides a shortcut to Rott erdam. Heavy goods vehicles (arctics) are charged a toll of €23.50 with a 20% discount off ered for transponder holders.

Yara/Air1 – www.air1.info

Interesting developments in the world of AdBlue, the liquid urea solution that’s added to SCR engines to fi lter emissions. With more cars and light commercials heading down the SCR route, demand will increase as a consequence. Th is will require a nationwide supply network as top-ups will be required between service intervals, which was not fi rst envisaged as vehicle weights must reduce, going forward in accordance with new EU Legislation.

Manitou – www.manitou.com

New engines have led to a redesign of the cab structure of the Manitou range of material handling vehicles. A 2.2 litre Euro 3 engine supplied by Kubota now boasts 50 bhp. Although demand for new units has dropped, interest in good used vehicles is high. Repair and maintenance contracts have been extended also.

Transics - www.transics.com

“A good fl eet management system can pay you three fold,” that’s according to Bart Penninger, Product Manager, Transics. Europe’s market leader presented a number of new services that will save operators money. TX-ECO solution is a programme that collaborates with specialist training company Key Driving Competences who educate and support driver’s performance in a safe and economical manner. More details next issue.

BPW – www.bpw.de

Axle and suspension systems manufacturer BPW demonstrated their goods in a newly acquired show trailer which would slot in unnoticed at a Formula 1 paddock. Mentioning F1, its disc brake, Eco Disc has its bearings installed in the trailer disc brake. Accordingly, the complete wheel and hub can be removed together, just like a Formula 1 wheel change.

Tridec – www.tridec.nl

Since being acquired by Jost this year, Tridec has increased its global business audience. Th e Dutch company, a leading supplier of axle steering systems and single wheel suspension systems for trailers has a R+D and manufacturing base near Eindhoven as well as a plant in Portugal. A number of new innovations were displayed.

Turbo’s Hoet – www.turbos-hoet .be

Th is Belgian company is one of the biggest suppliers of commercial vehicles and services in Europe. From Trucks and Trailers (new and used), Turbos and parts, repair and maintenance as well as leasing and renting. Turbo’s Hoet is also the agent for the Stonehall Shunty, the Irish made truck mounted forklift . Turbo’s Hoet employ 1,000 people and has 17 DAF and 8 Iveco dealerships. Pictured is Lieven Dewaele, Key Account Manager.

Mitsubishi Heavy Industries – www.mhi.co.jp or www.3dair.co.uk

For temperature controlled transport, Heifo die Profi s is the pan-European agent for Mitsubishi Refrigeration units. Established in 1998, over 6,000 units are in operation in Germany alone. As with the other big names in the business namely Th ermo King and Carrier Transicold, much investment is directed towards the ecofriendliness of the units and Christian Meyer says that 2011 levels have been achieved now.

Mabo-Lift ing – www.mabo-lift ing.be

Agents for three Irish made material handling products – Moff ett , Combilift and Aislemaster, Mabo-Lift ing had a selection of Moff ett Mountys on display. Steven Aelbrecht informed us about the new compact M2 model that has just been launched here. Suitable for the beverage distribution industry, it has a carrying capacity of 1500 kg.

JOST – www.jost-world.com

With Rockinger, Tridec and Regensburger Zuggabel, Jost has become the top producer of vehicle connecting systems, modules and components for trucks and trailers. Th e range of products is divided into four areas – Jost (5th wheel couplings), Rockinger (towing hitches), Resenburger (drawbar connections) and Tridec (steering systems and suspensions).


REVIEW

Container Quick Lock NV – www.containerquicklock.comAvailable worldwide the Container Quick Lock answers the highest standards required for container locking systems. “Th is quality product is delivered through smart design, the usage of high-tech materials and thorough processes monitored by total quality control systems,” said a sales representative. “Ease of use is another factor,” he added.

Palfi nger – www.palfi nger.com

Th e Palfi nger Crayler, an ingenious piggy-back remote controlled fork-lift caught the eyes of the Fleet reps present. Featuring a fold-away system that allows the unit to fi t into a box underneath the trailer in between the axles eliminates any of the disadvantages associated with truck mounted forklift s. However, its 20% more expensive. Sales have been conducted with Defence Forces across Europe

Royen – www.royen.be

Royen’s new MaxiWay low-loader trailer covers all the requirements of the heavy haul operators needs. Its axles lift and steer. Its roof and side curtains slide and it has a 5.9 metre loading ramp. So for wide and high loads that have to be kept dry, the Royen MultiWay is the one. Already two customers in the UK have been supplied.

Continental – www.conti-online.com

One of the biggest exhibitors in terms of stand space was Continental Tyres. Its full range of Goods, Construction and People (PSV) tyre products were showcased as were its various services such as Tire Management and Breakdown Services. Udo Brandes, Conti’s Press Offi cer informed us of some interesting developments to be announced early in the New Year.

Magyar – www.magyar.fr

Th e French trailer manufacturer Magyar was represented by their agent Turbo’s-Hoet. In speaking to Philippe Garet he said that this event would provide a good gauge with regard to the present state of the marketplace. He hopes that there will be increased demand but is confi dent that its range of diversity within its product range will see them through.

VanHool – www.vanhool.be

Diffi cult trading conditions has led to VanHool having enough time to concentrate on developing specialist products. Th e Belgian Bus and Truck manufacturer had a selection of new interesting products here. Tailor made automatic folding curtainside and side step frame body for Coca Cola. Also a 90o tipping trailer with belt driven tip-down system. Also shown were new trailers for transporting beer and liquid chocolate.


REVIEW

SAV – www.sav.be

Trailer 2009 is organized by SAV, the association of the Flemish hauliers and logistics service providers. Its extended range of services off ered to its membership include payroll assistance, recovery of foreign VAT, provision of road transport related documents, legal advice, cost calculations and environmental issues to mention a few. SAV’s membership is growing as a consequence.

Bridgestone – www.bridgestone.com

Both Bridgestone and its sister brand Firestone were highlighted at Trailer 2009. Products such as L355, W990, M748 and M768 cater for truck and trailer requirements. Bridgestone’s ‘Total Fleet Management’ programme was featured also. Due to the downturn, fl eet operators are looking to these systems as investments to reduce and maintain lower running costs.

Volvo – www.volvo.com

Taking centre stage on the Volvo stand was the World’s most powerful production truck the FH16.700 with a Euro 5 FL 4x2 and a FM 6x4/2. Also promoted was the FM11 which scooped the Irish Truck of the Year 2010 Award recently. Volvo was the only truck company exhibiting with actual product on display. Th e stand was put together by a group of independent Volvo Truck dealers in Belgium.

Best Vehicle – Winner – STAS V-Streamline

Versus-Omega – www.versus.omega.com

Belgian company Versus-Omega began production of trailer sliding roofs in 2006. Most recently two other local companies, Dynatex and Coatex (Sioen), Versus developed the Carapax sliding roof. Using glass fi bre and carbon fi bre materials within the sheeting allows the roof to become stronger and eliminates cables that hang into the cargo space when the roof is folded.

Best Accessory Winner – Versus Omega

30 FLEETTRANSPORT | DEC 09/JAN 10 Text:Jarlath Sweeney – editor@fl eet.ie Photos: Rob van Dieten - rob@fl eet.ie

REVIEW

One of the highlights of the Trailer Exhibition is the Trailer Awards. Two main prizes are up for grabs – Best Vehicle & Best Accessory.

Th e awards were presented by Hilde Crevits, Flemish Minister of Public Works & Mobility.

STAS – www.stas.be

It’s big, it’s white, but also green that was fi rst impressions of the STAS V-streamline tipping trailer. Equipped with side-skirts and an innovative open air fl ow tailgate, the design overall reduces fuel consumption by 15%. Wind tunnel and subsequent fi eld evaluation tests verify this. Tridec provide the steering system and Michelin the green energy tyres. V-streamline won the main Trailer 2009 Award.

DAF – www.daf.com

Using the old adage ‘One-Stop-Shop’ for its aft ermarket spare parts division DAF’s Truck & Trailer Parts programme comes under the parent’s PACCAR Parts banner. From humble beginnings in 1994 when the range of products consisted of 340 items, at the moment there are 60,000 items. DAF’s new truck security system Night Lock was also featured prominently at the event.

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

Albania ALL 129.00 - 125.00 Latvia LVL 0.717 0.747 0.687

Andorra EUR 0.993 1.044 0.853 Lithuania LTL 3.83 3.97 3.19

Austria EUR 1.120 1.285 1.028 Luxemburg EUR 1.086 1.106 0.887

Belarus EUR 0.683 - 0.545 Macedonia MKD 63.00 64.50 50.50

Belgium EUR 1.369 1.388 1.053 Montenegro EUR 1.080 1.100 1.000

Bosnia-Herzegovina BAM 1.92 1.93 1.89 Netherlands EUR 1.455 1.510 1.099

Bulgaria BGL 1.93 2.10 1.85 Norway NOK 12.19 12.50 11.04

Croatia HRK 7.75 7.81 7.16 Poland PLN 4.31 4.57 3.84

Czech Republic CZK 28.50 30.30 26.60 Portugal EUR 1.306 1.417 1.063

Denmark DKK 10.25 10.59 8.81 Romania RON 3.84 4.43 3.69

Estonia EEK 16.10 16.60 15.85 Russia RUB 24.24 25.19 20.03

Finland EUR 1.321 1.359 1.023 Serbia RSD 105.90 - 103.80

France EUR 1.289 1.322 1.069 Slovakia EUR 1.182 - 1.132

Georgia GEL 1.80 1.90 1.75 Slovenia EUR 1.125 1.143 1.061

Germany EUR 1.315 1.389 1.103 Spain EUR 1.080 1.180 0.970

Greece EUR 1.084 1.283 0.986 Sweden SEK 12.54 12.94 11.96

Hungary HUF 290.00 - 275.00 Switzerland CHF 1.632 1.695 1.698

Ireland EUR 1.189 - 1.099 Ukraine UAH 7.50 8.40 6.20

Italy EUR 1.293 1.419 1.126 UK GBP 1.089 1.157 1.101

Kosovo EUR 0.96 - 0.91 USA USD - - 0.736

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 48).


32 FLEETTRANSPORT | DEC 09/JAN 10 Text: Donal Dempsey – donal@fl eet.ie

FINANCE

In this the fi ft h of ten articles based on transport business fi nancial management we concentrate on the ten most important business controls

required to operate a successful transport fi rm.

Bank & Cash Flow1. Sales vs Work Performed vs Debtors 2. ControlPurchases and Credit Control3. Competitive Tendering4. Fuel Usage5. Maintenance/Tyre/Accidental Damage 6. CostsFleet Replacement Cost7. Labour Controls8. K.P.I.s9. Profi tability/R.O.I.10.

Bank & Cash FlowThe most important control within monthly accounts is the reconciliation of all bank and loan accounts. Once you have reconciled the bank account versus the bank statement any irregularities in respect of lodgements not cleared or direct debits taken by suppliers are highlighted and must be followed up. Reconciling the bank account means you know exactly what receipts and payments that have not yet cleared and you are in a position to inform your bank of any additional requirements needed.

Sales and Debtors ControlIt is vitally important that all work undertaken is invoiced accurately in a timely and professional m a n ne r. Cu r re nt controls must be in place to insure all work done is chargeable and that all PODs are correlated back to work carried out. Incorrect or late invoicing will result in customers extending credit taken or refuse to pay for work carried out. In relation to debtor control, agree terms in writing, know what balances make up any outstanding debts from each customer and for large and important invoices verify that the customer has received the invoice, send statements monthly and follow up with calls to verify payment date and how payment will be made (e.g. electronic transfer, cheque etc).

Purchases and Credit ControlHave a system in place that a senior manager or owner passes all invoices and verifi es all payments to suppliers. Where possible set up a Purchase Order system and inform suppliers of the policy of no payment without a valid Purchase Order. Print off a creditors list at end of month and pay based on agreed credit terms or inform creditor of payment date if diff erent. Reconcile payments with supplier statements and balances on your system.

Competitive TenderingIf you as the business owner are not the person making the purchasing decisions, make sure there is a policy of three competitive tenders for substantial purchases. Regular purchases such as parts, fuel and tyres need to be reviewed to see are you gett ing value for money, is there bett er value in the market or have we been lazy in lett ing suppliers dictate price and credit terms. Annual costs such as Insurance can be reduced signifi cantly by looking for competitive quotes and fully understanding what is being off ered.

Fuel UsageDiesel costs in transport rank as the highest fi nancial outlay along with labour, these two costs together normally represent in excess of 50% of all expenses. Are we buying fuel competitively? Are we controlling usage and stocks from an onsite bunker? How are we checking usage per vehicle, do we check MPG monthly? Have we a telematics system in place to monitor MPG per vehicle/driver and what are we doing to improve MPG? Are certain vehicles and drivers performing bett er than others? With the likely increase in excise duty/carbon tax in the next Budget and the recession ending globally, this cost is likely to signifi cantly increase.

Maintenance/Tyre/Accidental Damage CostsFor transport fi rms that have an in-house workshop how are we monitoring overall maintenance costs per vehicle and per driver? Damage to trailers may be more diffi cult to know which driver was responsible; undertake weekly driver’s sheets to highlight trailer and truck defects and install a system that verifi es what drivers cause damage. If you can pin-point issues with diesel/maintenance/tyre and damage costs to individual drivers do they need training or disciplinary action.

Fleet Replacement CostsIn relation to fl eet replacement costs the majority of transport fi rms have surplus assets (up to 33% of overall assets) and for this reason will not replace

plant. Th is eliminates the need for fi nance (a diffi cult situation for some transport fi rms) and eliminates additional cash f low expenditure. However if you have appropriate records per vehicle it may be the case that 4/5 year old vehicles are no longer as reliable or cost eff ective and that the current cost of replacement along with an extended dealer warranty may be the best option. Any replacement decision must be made in light of secure and profi table use of new assets.

Labour CostsIn relation to labour, most payroll packages have a means to control or monitor the number of days an employee takes for holidays and the number of days an employee is absent due to sickness. Do you have controls in place that will highlight the most profi table or least profi table employee in the business? In relation to directly productive employees, how do we reward their eff orts? Is it fair that all employees are paid the same and the best employees get the most work to do? In relation to administration and transport management staff , what criteria is their work performance based on? What controls are in place so that our biggest asset (our employees) and our biggest cost (our employees) are contributing to the bott om line.

K.P.I.sIn taking on any new substantial contract part of the tendering process is to outline our KPIs (Key Performance Indicators) and how we are going to monitor, report and make adjustments if necessary. Th e usual KPIs are 1) Percentage of on time deliveries 2) Percentage of damages 3) Percentage of returned PODs 4) Percentage of collections on time 5) A c c u r ac y of invoicing.

For al l customers, att ention to detail is vitally important and if you have an independent audit of the top KPIs it further adds to the professional image of the business.

Profi tabilityTh e tenth and most vital control mechanism is Accurate and Timely Management Accounts. Th e reason we are in business is to make profi t and while controls over service and cost are vitally important they all must be profi t driven for the business to survive. Th e value of your business is a combination of Balance Sheet value and a multiple of profi ts (or potential profi ts). Few businesses are being sold at present but developing a fi nancially strong business in a recession leaves 'get out' options available to business owners when economic activity and fi nancial borrowing commences again.

Ten Key Financial and Operational Controls

COMMENT

Eye-opening open road tollingThere are some things in life that disappear

and we all get very sad and nostalgic, but there are others about which

there is no sentimentality. For most Europeans, the Berlin Wall was one of those, for most Irish, particularly most Dubliners; the demise of the West Link Toll Plaza was defi nitely something never to be regrett ed. For each and every one of the two million vehicles, which have passed along this section of the M50 in the last year, some of them many times, the arrival of “Open Road Tolling” on the M50 must have done more to reduce their blood pressure than the HSE could ever do.

The Eastern Region Branch of the Chartered Institute of Logistics & Transport (CILT) hosted a paper which was presented by Cathal Masterson, Project Manager, National Roads Authority following which a lively discussion ensued. I must say that I was quite taken aback by the inherent complexity and innovation of the whole ‘Open Road tolling’ scheme. I guess that, when it started in August 2008 I already had my Eazy Pass tag and very quickly only became aware that I had passed the bridge over the Liff ey with the bleep of the tag. However, the fact that the operators, BetEire Flow, a combination of French Companies, Sanef and CSSI, found that, in the early months a call centre staff ed by over 500 people could not cope with the fl ow of problems, clearly indicates that many people were not so lucky. In the early weeks the call centre handled over 50,000 phone calls a week in addition to emails and correspondence. Even now, with the call centre staffi ng reduced to about 160, the phone call average is still about 28,000 a week, the emails, 50,000 and up to 2,000 lett ers.

Stacked up against 600,000 journeys a week these fi gures are not too huge. Th e fact that one Tag provider eFlow alone is adding about 9,000 new accounts each month will, inevitably bring down the level of problems and further increase the fi gure from the present 70% of journeys that are paid through such accounts.

Two interesting points; the fi rst was that, despite the planning done in advance of the system launch and the drop off in traffi c fl ows due to a combination of Recession and endless roadwork’s, the dedicated payment system at AIB came close to crashing a number of times and had to be completely rebuilt. Question; what would happen if we all were armed with smart cards for public transport, parking, buying the paper, etc. etc., would that really blow the system?

Th e second interesting point was to do with the Tags. When the NR A was building the specifi cation for the scheme, they were told that the Tag payment system would have to work with all brands of Tags currently in use and envisaged for other toll routes throughout Ireland. Th e engineers

saw this as an added diffi culty and something that their opposite numbers in France or the US who had worked on similar schemes did not have to face. In the end, however, this interoperability of Tags has proven to be a masterstroke. People going through using Tags, by and large, do not create any problem, but over sixty per cent of the vehicles using the M50 do so less than 3 times a year, while 70% of journeys are accounted for by 2% of the vehicles. Th us, a regular user of the M8 with his Tag bought to facilitate that f low can use the M50 without problem. Of the 400,000 Tag users in Ireland only 150,000 are dedicated M50 users. Conversely, over 95% of HGV’s using the Waterford By-pass in its fi rst two weeks were using existing Tags.

One last statistic; revenue collected to date on the M50 is € 103 million. Of this about 30% is used up in collection charges and other in administration while the balance goes into the NRA ’s coff ers to pay for road building and maintenance, and to pay back the cost of buying out National Toll Roads’ licence. Th e penalties collected for failure to pay slightly more than off set the losses on vehicles that do

not pay. While it is easy to chase up Irish registered vehicles through the licensing records and, indeed, British and Continental ones through their systems, to get aft er the drivers for payment, the NRA cannot folllow up registered non-payers from Northern Ireland. Th is appears to be part of the ‘All-Island’ traffi c management quagmire that has led to muddles regarding penalty points, drink driving limits etc. etc. It just really doesn’t make any sense.

Perhaps more important was the question coming from the fl oor at the CILT event; if 30% of the revenue collected is swallowed up by administration of the system is tolling really worth the eff ort? It is very likely that the fi gures for other toll plazas are similar. Why not forget about tolling altogether and charge for road use on the basis of distance travelled by each vehicle on-say- a monthly basis, using a GPS system that would discriminate between use of “M” routes, “R” roads, Bridges, Tunnels etc.? Such a system could also factor in time of day and day of week so as optimise the use of safe routes. Th is would not be far from the German “MAUT” system and could be a model for a Europe wide system.

Now, there’s a technical challenge.

34 FLEETTRANSPORT | DEC 09/JAN 10 Text: Howard Knott – howard@fl eet.ie

From where I'm sitting - Howard Knott


BUYERS' GUIDE




With vehicle fi nance still diffi cult to obtain, it is unlikely that there will be an avalanche of heavy commercial

vehicle sales in 2010. Th at said a number of developments in the sector may lead to an increase in business and reduce the large stocks of trucks still remaining at importers compounds. Since October, Euro 5 engine emission legislation has been introduced. Th is new technology is more expensive to buy compared to Euro 4 and in addition the global fi nancial crisis has led to drastic restructuring by the vehicle producers which will lead to an estimated

25% increase in the purchase price of trucks manufactured in 2010. So, the advice is seek out the remaining Euro 4 trucks that’s out there and save a packet!

For Fleet Transport’s Buyers Guide 2010, we take a diff erent slant in that all the new truck specifi cations and other data are now to be found on our website www.fl eet.ie. All you have to do to access this detailed information is to long-on and register your name and password and all will be revealed.

Due to the downturn there has been litt le activity from truck manufacturers in relation to new product launches. Any launches that have been conducted were timed to fall in-line with the introduction of Euro 5. Scania and Isuzu are introducing new models in the latest R-series and F-Series respectively. Other brands such as DAF, Iveco, MAN and Fuso have shaped up some models while Mercedes-Benz is said to be

working on a new Actros but this fl agship model is unlikely to make it into the marketplace until 2011. Volvo will concentrate on pushing its Irish Truck of the Year 2010 Award Winning FM11 with its new 11 litre driveline that lends itself well to the supermarket/petro-chemical distribution sectors. For a select few, the most powerful production truck in the business the FH16.700 will be something to aspire to. See the Test Drive Report on the 700 hp Volvo in this issue. Now all Volvo Trucks models for regional and city distribution can be specifi ed with automated transmission. Th e most recent addition is the Volvo FE which in a 4x2 distribution confi guration only is now available with Volvo I-Sync, as part of the company’s drive to strengthen its position in the segment.

The following pages outline the major developments under ta ken by var ious manufacturers for Model Year 2010.

Full specification details on all makes & models for 2010 are on www.fleet.ie

BUYERS' GUIDE





Isuzu F-SeriesIsuzu Truck is to extend its range to the middle weight

sector with the arrival of the all-new F-Series. Launched in the UK under the ‘Forward’ brand in 2008, Isuzu Ireland decided to wait to introduce this new 12-18 tonner until Euro 5 versions became available.

Physically not much bigger than the popular 7.5 tonne N-Series range, the F-Series will win customers with its manoeuvrability and payload. Engine range is likely to extend from 210 hp to 300 hp with a choice of 6 speed and 9 speed manual gearboxes. EGR technology is used throughout, so there is no need for AdBlue. Cab choice to include DAY, Sleeper and Crewcab options.

Iveco EcoDailyFrom Turbo Daily to EcoDaily

the Iveco range of vans and light trucks has come of age in the 21st century as the Italian CV manufacturer concentrates on eco-friendliness like never before. Th e new range of Euro 5 Dailys not only has environmentally friendly diesel engines but Natural Gas, Diesel-Electric Hybrids and full Electric power units. For Model Year 2010, the new EcoDaily, which will be sold alongside the Euro 4 Daily as it wears a new look inside and out.

In addition, there is a 7 tonne GVW version that can now batt le with the ageing Mercedes-Benz Vario in the panel van, chassis/cab and bus conversion sectors.

Expect to see the new EcoDaily and Daily at Irish Iveco dealers next Spring.

DAF LFUnder the theme ‘Evolution never stops’, DAF has updated its LF range to further satisfy the needs of the

distribution operator. A fresh interior design brings increased driver comfort while the driveline is now in-line with Euro 5 engine emission requirements.

Covering the gross weight limits of between 7.5 to 12 tonnes, the LF is powered by a 4.5 litre four cylinder diesel with outputs from 140 hp to 210 hp. Above that weight range is the LF 55 which extends the family to 21 tonnes. Here the 6.7 litre 5 cylinder is used with power outputs from 224 – 285 hp. For the popular 18 tonne model, there is a 300 hp version. An EEV environmentally friendly type is also available. Inside, the new colour schemes and increased storage areas have been praised.

BUYERS' GUIDE

Text: Jarlath Sweeney – editor@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 37




MAN TGL/TGMMAN covers from 7.5 tonnes to 26 tonnes with two models the TGL and TGM. Th e current generation of light to medium weight trucks

benefi ted from a recent makeover with modifi cations made both inside and out. Most distinctive feature externally is the one piece black grille while the mirrors and side fl arings are more aerodynamic. Internally, both models are now more in-line with the latest MAN heavy models the TGS and TGX.

For Euro 5 MAN sticks to its principle of off ering the broadest range of engines with EGR emission control systems together with SCR version to cater for certain markets such as Germany that off er reduction in toll fares with this technology.

Fuso CanterSince the Daimler Group took over Mitsubishi Fuso’s Truck & Bus division, part of the restructuring process saw the Mitsubishi name being dropped. So from now on the 3.5 tonne and 7.5 tonne Canter light truck range available in Europe will

now wear a Fuso badge. In addition, for Model Year 2010, some changes have been made to the engine line-up. To comply with Euro 5 engine emission controls, Daimler has done a deal with Fiat Powertrain Technologies to supply its 3.0 litre EGR diesel units. Th ese 129 and 143 hp blocks replace the current 4.9 litre Euro 4 unit. A 175 hp SCR requiring AdBlue is to be added to the range as well as a 5.5 litre model. Th is Spring will herald the arrival of the EEV version – Enhanced Environmentally Friendly Vehicle.

Scania R-seriesTh e new Scania R-series can be classed as the ‘newest’ of the new models to enter the marketplace. Compared to the present

day version much has changed with the new range from the more aerodynamic exterior to the seriously improved interior. But that’s not all – Scania’s Opticruise automated transmission is now a two-pedal aff air … at last!

Also introduced is an innovative in-truck driver training programme called Driver Support whereby the driver can monitor his/her performance behind the wheel as the journey progresses.

No changes have been made to the engine line-up with the majority of power outputs available with EGR technology with the exception of the HPI versions which use SCR as does the V8 units. Apparently there is not enough take-up with the latt er to justify the investment required to develop an EGR type.

The new Mercedes-Benz Citaro FuelCELL-Hybrid made its fi rst appearance in its future operating location of Hamburg

today. One of the exceptional features of this latest-generation fuel cell hybrid bus is its outstanding environmental compatibility. Th e bus emits absolutely no pollutants while in motion, and it’s also virtually silent, making it ideal for use in highly congested inner cities a nd met ropol it a n a reas . From ne x t year, no less than ten of the 30 vehicles that Daimler Buses is producing for European transport operators are destined for the Hamburg Transport Authority. In addition, Hamburger Hochbahn will take delivery of 20 Mercedes-Benz B-Class F-CELL cars starting 2010, which are also equipped with a fuel cell drive system.Th e Citaro FuelCELL-Hybrid is taking part in large-scale fl eet trials which are due to take place in Hamburg and other European cities. Th is is a follow-up to the European Union's successful CUTE and HyFLEET:CUTE projects, which were carried out from 2003 to 2009. In the HyFLEET:CUTE project, a total of 36 Mercedes-Benz Citaro buses equipped with the second-generation fuel cell drive system have performed outstandingly for 12 public transport agencies on three continents, among them Hamburger Hochbahn AG. In more than 140,000 hours of operation, during which they covered a total of more than 2.2 million gererated kilometres, these environmentally compatible Mercedes-Benz buses have impressively demonstrated their ability to function reliably under operating conditions.

Intelligent use of synergies in the passenger car and commercial vehicle sectors

“Th e new Citaro FuelCELL-Hybrid clearly demonstrates that electric mobility is already feasible today also with commercial vehicles”, says Hartmut Schick, head of Daimler Buses. “Besides, synergy potentials with our Mercedes-Benz passenger car development and Daimler research can be optimally used in particular with the fuel cell drive system.”

For the Citaro FuelCELL-Hybrid and the B-Class

F-CELL, Mercedes-Benz successfully follows the cost-eff ective principle of using common parts. Components such as fuel cell stacks can be used as modules for both cars and commercial vehicles, for example: the new Citaro FuelCELL-Hybrid bus is e.g. powered by two fuel cell systems of

the same type used in the B-Class F-CELL. Th anks to improved fuel cell components and hybridisation with lithium-ion batt eries, the Citaro FuelCELL-Hybrid consumes almost 50 percent less hydrogen compared to the preceding generation. Th e operating range of the fuel cell bus is around 250 kilometers. Th e fuel cell drive system is also practically maintenance-free, and has a long operating life.

Daimler’s Global initiative “Shaping Future Transportation” which consolidates al l its activities for sustainable mobility in the commercial vehicles sector, aims to use clean, effi cient drive systems along with alternative fuels to realize zero-emission commercial vehicles for tomorrow’s transportation needs. “ S h a p i n g F u t u r e Transportation” mea ns conser v i ng resources and reducing emissions of all kinds, while ensuring the highest possible level of traffic safety. The

Citaro FuelCELL-Hybrid, developed with the support of the European Union, plays a major role in this.

Prof. Kohler, Vice President e-drive & Future Mobility at Daimler AG: “Our intensive research

a nd de v e lopme nt conducted since 1994 has enabled us to bring the fuel cell to series production maturity. Th is enables us to entrust two ful ly practical electric vehicles with battery-electric and fuel cell drive systems to our customers – the smart fortwo electric drive and the B-Class F-CELL. The main objective now is to achieve a competitive cost level in comparison with conventionally p o w e r e d v e h ic le s and to create a full infrastructure of electric and hydrogen filling stations in cooperation with energy providers and the petroleum industry.”

Large-scale project u s i n g f u e l c e l l vehicles

In this large-scale project for the use of fuel cell technology in Hamburg, Daimler is cooperating with the city council as well as with Shell, Total und Vatt enfall Europe. Th e aim is to accelerate the creation of an emission-free vehicle fl eet and establish an appropriate infrastructure of hydrogen fi lling stations. Th e project is part of the Clean Energy Partnership in Hamburg and Berlin. It is being supported by the federal German government as part of the National Innovation Program for hydrogen and fuel cell technology (NIP).

Zero emissions, silent Fuel Cell Hybrid Bus from Mercedes-Benz

BUS & COACH

38 FLEETTRANSPORT | DEC 09/JAN 10 Text: Jarlath Sweeney – editor@fl eet.ie

From left to right: Dr. Christian Mohrdieck, Director Fuel Cell and Batt ery Drive Development, Daimler AG; Günther Elste, Chairman of the Board, Hamburger Hochbahn AG;and Richard Averbeck, Head of Product Engineering Daimler Buses, Daimler AG; in fr ont of the Mercedes-Benz Citaro FuelCELL-Hybrid.

Mercedes-Benz Citaro FuelCELL

BODY BUILDER


‘Whole Vehicle Type Approval’ (WTVA) legislation for new commercial vehicles and

in particular its impact on road transport operators in Ireland, was the subject of a recent IRTE Seminar. Th e event was held on 24 November and was sponsored by MUTEC, which provided the venue and excellent hospitality at its Naas Road facility.

Th e subject of complex EC Directives, and the Irish legislation which puts them into practice through ‘Statuary Instruments’ (S.I s) is never going to be a simple task! IRTE President John Kelleher introduced three speakers to throw some light on this subject and pointed out that the impact on new commercial vehicle registrations will soon be taking eff ect.

In his presentation, Tom McHale, Principal Engineer at the Road Safety Authority (RSA), fi rstly outlined the structures and role of the RSA in the area of vehicle standards and enforcement. Although mainly known for its high profi le Road Safety Media Campaigns, in its short life the RSA has taken over the responsibility for Vehicle Type Approval, Roadworthiness, NCT and HGV test monitoring, Weight & Height issues etc, and indeed all matt ers relating to road transport. His presentation included a summary chart showing the dates for implementation of the new directives which will be required to register vehicles in Ireland, a process which started with cars in April 2009. Th e RSA website off ers lots of valuable information and news for the industry under the ‘Services’ section, as well as the full text of WTVA legislation SI 157, and S.I. 158 via the following link.htt p://www.rsa.ie/SERVICES/RSA_Services/ECWVTA(European_Community_Whole_Vehicle_Type_Approval)

Th ose who are interested can study the S.I documents in detail, but in a nutshell, all vehicles will need WVTA in order to be registered. Most cars, and many vans etc. come complete from the original manufacturer with an EC Certifi cate of Conformity (CoC), but any add-ons or alterations which are carried out will need certifi cation. Signifi cantly, commercial vehicles will need ‘Whole Vehicle Certifi cation’ also. For example, chassis cab or bus chassis must have valid manufacturers CoC, but this only covers the incomplete vehicle. Th e body

and ancillaries fi tt ed will also need to be certifi ed before it can be registered. Within the act there is extensive detail covering other possibilities, and exemptions, but the main ways by which this certifi cation will be achieved are:-

A National Small Series Type Approval • (NSSTA)

An Individual Vehicle Approval • ( IVA)

A valid and mutually recognised CoC • ( from an approved EC authority)

To expand on this, the second presentation was by NSAI, (National Standards Authority of Ireland). Mary Madigan, and Rory Brennan outlined the role of the NSAI, and the proposed methods of certifi cation for new vehicles going into service. For vehicles operating in Ireland, the NSAI is the Approval Authority responsible for issuing all national approvals (IVA or NSSTA). Th ey have established a network of Appointed Test Centres (ATC) to undertake testing for these vehicle approvals. ATCs will issue test reports and the NSAI will evaluate and grant approvals. Th ese approvals are only valid at national level, but discussions are now taking place with UK to seek a ‘Mutual Acceptance’ agreement between UK and Ireland.

Details of the NSAI, and information on ECWVTA, and the NSSTA and IVA certifi cation process, as well as timetables for their implementation are all contained on the NSAI website, via the following link:- htt p://www.nsai.ie/Our-Services/Certifi cation/Transport-Certifi cation/Motor-Vehicle-Approval-Schemes.aspx

During the Q & A session, some operators did express concern about the additional cost and timing that will be required to register vehicles, but all-in-all the seminar was very well received. Both the RSA and NSAI representatives certainly provided lots of valuable information, and have introduced a new and positive approach to the whole type approval process.

Dermot Th under

‘Whole Vehicle Type Approval' is Getting Closer - Institute of Road Transport Engineers Seminar

Rory Brennan, Certifi cation Offi cer, Manufacturing & Transport Division of National Standards Authority of Ireland; Mary Madigan, Operations Manager, Manufacturing & Transport Division of National Standards Authority of Ireland and Tom McHale, Chief Engineer, Road Safety Authority.

John Kelleher, Chairman, Irish Road Transport Engineers.

Mary Madigan, Operations Manager, Manufacturing & Transport Division of National Standards Authority of Ireland.




Thanks to the Editor, last month’s Times Past marked the Transport Museum Society of Ireland’s (TMSI) sixtieth anniversary.

Staying with the subject this month, I would like to dwell on some of the problems encountered in trying to assemble and manage a collection of heritage vehicles.

As the Transport Museum Society was coming into being sixty years ago, there were very few offi cial historic transport collections. In these islands, the most important was probably that of London Transport, with vehicles stored in various bus garages and now located in Covent Garden. In Britain during the 1950s and sixties, positive steps were taken to safeguard and display railway and road vehicles in various locations. Government agencies, vehicle builders, transport operators and Local Authorities were behind many of the schemes, but voluntary organisations assembled several of the many splendid collections that exist today. Th ese include establishments of world importance like the National Tramway Museum in Crich (Derbyshire), the British Commercial Vehicle Museum in Leyland and a host of other wonderful and very worthy institutions.

In Northern Ireland, a fi ne collection of road and rail vehicles was put together, based fi rst at Witham Street in Belfast and now in the Ulster Folk and Transport Museum at Cultra. Meanwhile, those responsible for heritage in the Republic remained fi rmly addicted to axe heads, high crosses and shards of pott ery, oft en denigrating the eff orts of

the TMSI, a group of working people struggling in a poverty-stricken but elitist society. Aft er losing some irreplaceable treasures along the way, we eventually achieved some success, fi rst in Castleruddery (1974-1985) and then in Howth (since 1986) - and this is where two strains of theory and practice came together.

Th e skills and expertise of nearly every member of the Museum lie in the public services or the transport fi eld, every one of us enthusiastic about vehicles. Even in our earlier years in Howth, most of us regarded the vehicles either as engineering artefacts or items that were driven and maintained by people hardly known outside their own small circles. Th en two seemingly unrelated events wrought great changes in our thinking and practice. First was a suggestion from a group of teachers that we present the vehicles against a background of social history rather than as technological relics. Th is followed the arrival of some dairy, bakery and laundry vehicles that encouraged research into how people lived and worked a hundred years ago. And, incidentally, with every chapter studied, we realise - despite the present recession - just how much bett er off we are compared to our forebears.

Our second unexpected nudge came in 1998. On carrying out an audit of museums throughout the country, the recently established Heritage Council decided to introduce a registration or accreditation scheme. A two-stage experimental programme was run over

a period of fi ve years and we were privileged to be one of the six museums invited to participate in the initial stage, with six more establishments joining us in the second stage. Much time was spent studying museum practice and att ending various seminars - and subjecting ourselves and our work to critical scrutiny by museum professionals. It was a highly rewarding eff ort, enabling us to apply international museum theory and practice to our operations, which now conform insofar as is possible for a small unfunded voluntary organisation.

Th e members of the museum share a signifi cant body of expertise in the various aspects of transport operation and are well aware of our shortcomings. At the simplest, it is diffi cult to protect and manage a very disparate collection of vehicles which ideally should be started up and run regularly - if we don’t, batt eries run down, brakes and clutches stick, tyres defl ate, oil leaks on to the fl oor. In passenger vehicles, upholstery deteriorates. Trams and fi re engines need to have brass work polished regularly and all other specialised vehicles have their own problems. Not having a controlled environment is a constant worry and museum professionals were horrifi ed when we explained that humidity is measured by the amount of condensation on vehicle windows. Th en there are vehicles that have to be stored in the open…..

TIMES PAST

SOLVING PROBLEMS - and seeing quirks of history

Loading vehicles for Howth, February 1986 On show in Howth, summer 1986

Newly opened Castleruddery, Aug 1974 Open storage at Castleruddery, 1986


A collection of archaic vehicles is very diff erent from what is cared for in most museums, and since our much appreciated connection with the Heritage Council began, professionals from several institutions have become aware in some detail of what we do. Th e whole process poses a question about the ideal background for people who will in the future run our- or any other - transport museum. Should they be from a transport background who have also undergone museum training - or the other way round? Time will tell when, at some future time, full-time staff will take over in the National Transport Museum.

Meanwhile, our core fi ft een-strong volunteer workforce will continue to do their best. Over the past sixty years, we have learned from every operation, improvising where necessary and oft en solving problems never previously encountered. Apart from simply surviving, our greatest achievement has probably been the preservation of more than 180 historic vehicles and gett ing some of them restored. Castleruddery, now a store for about 50 vehicles, has been doubled in fl oor area to 12,000 square feet. Howth, at fi rst displaying 25

vehicles in 6,500 square feet, has had its exhibition area doubled and there is space for more than 50 vehicles and a workshop in a further 12,000 square feet. All of this building work has involved severe physical eff ort over and above that given to the rolling stock. Th e increase in vehicle numbers has always been welcomed but oft en very hard to manage. Th e number stood at 25 in 1974, went to 100 in 1986 and 184 in 2007; no items have been taken into stock for the past two years.

None of us ever expected that interest in old vehicles would become as widespread as it has done and we take much pleasure in seeing students using items in the museum as the starting point for a history project. Even more surprising has been the revival of vehicle types consigned to oblivion some years ago. Door to door deliveries by batt ery-electrics all but disappeared in the 1980s, but we were delighted to supply one to line up with modern long-range commercials last February.

When we started in 1949 there were about 25 commercial vehicle makers in Britain alone. With a single exception, these have all gone and the decline and extinction of a once great industry is a story in itself. Th e same has happened in every other country that had a motor industry - this is globalisation at its fi ercest and much has been lost in the process. Here in Ireland, there have been four admitt edly small number producers and we are fortunate to have preserved examples of these. Local coach building has also been virtually wiped out and again, we have managed to retain some

excellent locally-built items. Some of this month’s pictures will awaken many memories. Despite the gloom of the last paragraph, there have been some unexpected happy events. Best of all was when the new Luas trams were being shown to the public before the system opened. Behind the gleaming new trams shown to an appreciative att endance at the Red Cow Depot was a genuine ghost - Joycean era tram No. 224. Here, somebody remarked, was the electric dinosaur’s revenge, also bringing the Transport Museum back to its beginnings all those six decades - a true time warp, perhaps.

Th ere are many more strange tales to be told in the future.

TIMES PAST

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

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

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

Canteen comfort, Pat Fullam, Jim Crosland and Bert Brown, Howth 1992

Rare Duff y-bodied O'Grady Bedford when new, 1967

Two historic AECs in Howth Yard.

ESB Ford D Lorry, carrying tram standard

Dennison and Atkinson Tarctors

GNR Gardner Bus, ESB Foden Tractor

Text & Photos: Michael Corcoran – enquiries@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 41

MATERIALS HANDLING

The world economy found its way out of the recession over the course of the third

quarter of 2009 and confi rmed the positive signs of an economic turnaround.

According to Jungheinrich, one of the leading suppliers of material handling, warehousing equipment, global demand for material handling equipment in the third quarter of 2009 experienced a marginal resurgence compared to the preceding quarters, remaining just 35 per cent down year on year. Nevertheless, the world market had decreased in size by a cumulative 45 per cent aft er nine months. Asia experienced the smallest decrease, recording a decline of 32 per cent. China posted a drop of 11 per cent. Europe’s market volume contracted by 51 per cent. Eastern Europe accounted for a substantial proportion of this loss, recording a 77 per cent reduction in demand, with Western Europe contributing 44 per cent. North America displayed persistently weak development, down 44 per cent.

Th e value of the Jungheinrich Group’s incoming orders, encompassing all business areas, declined by 23 per cent to €408 million in the third quarter of 2009 (prior year: €531 million). Incoming orders aft er nine months were down 26 per cent to €1,227 million (prior year: €1,651 million).

All of the business areas contributed to this. New truck business accounted for the single-largest decrease, falling by 34 per cent, followed by the short-term hire and used equipment business, which was down 9 per cent. Aft er-sales services, suff ered less, benefi ted from the steady rise in market demand, reducing by a mere 5 per cent. Th e foreign ratio declined to 72 per cent (prior year: 74 per cent) owing to the stronger decrease in export markets.

Th e global economy’s marginal recovery has not yet directly resulted in a realistic upward movement in the material handling equipment sector’s economic development. Therefore, Jungheinrich expects demand on the world market in the 2009 fi nancial year to shrink by approximately 40 per cent to about 520 thousand trucks (prior year: 872 thousand units).

The European Pallet Association (EPAL) has warned that World pallets are not

exchangeable in its European Pallet Pool, following reports that they are appearing in the UK and Irish markets.

Earlier this year, the German district court of Erfurt prohibited Falkenhahn AG from off ering or selling wooden fl at pallets carry the branding ‘World’ in an oval shape (reference number Az. 3 O 987/08), a mark that has a similar appearance to the ‘EUR’ and ‘EPAL’ trademark symbols – also in an oval – which have been used on EPAL Euro pallets for many years.

Th e similarity created the potential to mistake world pallets for euro pallets and the wrong impression that world pallets were exchangeable in the European Pallet Pool. EPAL requested an injunction against Falkenhahn AG at the district court of Erfurt in the summer of 2008, which published its verdict on the 12th March 2009. Th e ruling prevented the company from

manufacturing any more ‘World’ branded ballets, which it had produced since February 2008.

Paul Davidson, Chief Executive of EPAL for the UK and Ireland explains, “Although World pallets are no longer being manufactured, there are still many thousands still in circulation. According to the court’s verdict, there is a very real danger of users confusing the oval mark used in the ‘EUR’ and ‘EPAL’ trademark with the World pallet symbol.

“We would strongly advise companies that EPAL pool pallets are not interchangeable with World pallets, which are appearing in the UK but do not conform to the same quality standards as EPAL pallets. Based on standardised quality-assured EURO pallets, the ‘EPAL system’ is a competitive cross-sector open pallet exchange pool and our benchmarks for both production and repair are unrivalled in the market place for their stringency.”

EPAL is the largest pallet pool in the world with 350m pallets in circulation and has seen a 60% growth in production throughout mainland Europe in the last three years. Based on this experience there is an opportunity for the UK and Ireland to follow that trend.

Recently, C.J. Sheeran Ltd (Mountrath) was appointed as the fi rst EPAL approved Irish Pallet Repairer. Pictured left to right: Stephen Delaney, Mark Sheeran MD, Brendan Hogan

Following a successful launch at the National Ploughing Championship the Multihog

4WD 90 celebrated its international launch at Agritechnica in Hanover, Germany. Th e new multipurpose vehicle aimed at the highway and groundscare industry was created and developed by father and daughter team Jim and Ruth McAdam last year and the company has just moved into a new 15,500 sq.ft . production facility in Dundalk. “We currently employ 13 full time and hope that in the next 6-9 months to signifi cantly increase the workforce. In fi ve years time, we hope to be manufacturing 500-600 Multihog units a year in Ireland for worldwide sales,” explained Ruth, who’s background is in sales and marketing from the automotive industry.

Her father, Jim is one of the original owners of Moff ett Engineering, the manufacturers of the Mounty Truck Mounty forklift .

“Multihog is a very robust machine and has many features that diff erentiates it from anything else in the market,” she added. “Within the air conditioned cab the driver station can tilt 20o either side of centre, ensuring the driver can stay sitt ing in a vertical position when traversing a slope.” Th e diff erential lock on the articulated machine can be engaged while in operation and has a 2 tonne capacity on the rear platform as well as the front mechanism. With a 5 tonne capacity the versatility of the machine is immense.

42 FLEETTRANSPORT | DEC 09/JAN 10 Text: Jarlath Sweeney – editor@fl eet.ie

Demand for material handling equipment stabilises

EPAL issues warning on World pallet appearances

Multihog driving-on

TRAILER


Inevitably on meeting with any company involved in the transport sector these days the fi rst thing to come up is the economic

downturn and unpredented trading conditions. Th e trailer sector is no exception, having gone from record growth where manufacturers were struggling to meet customer demands to, virtually overnight, a complete cessation of new orders.

“It has been diffi cult,” admits Tom Macallan, Managing Director of Schmitz Cargobull UK, surely an understatement of a European market that has been reduced by 75% for refrigerated units and a staggering 90% for curtainsiders. Against such fi gures the UK market has held up relatively well thanks largely to continued reefer sales to supermarket and pharmaceutical transport operators. On the downside curtainsider sales are down 60% from last year.

But when times are tough, that is the opportunity to build for the future. And for the UK arm of Europe’s largest trailer manufacturer, 2009 has been a busy year with an expanded product range as well as a major restructuring of its production facilities. Based in Harelaw in County Durham in the north-east of England the company which supplies trailers for the UK and Irish markets, has ambitious targets for the future, aiming to achieve 20% of the UK curtainsider market by 2013 while consolidating its position as the leading reefer producer. It is a target that Tom Macallan believes can be achieved thanks to a comprehensive range of trailers with low running costs and with an extensive service and aft er-service support operation.

New Fixed Roof Curtainsider

Leading the charge towards a greater market share of the curtainsider segment will be a new Fixed Roof “Top Technology” trailer which joins the Freepost design introduced earlier this year and the Euroliner curtainsider products. Its standout feature is a roof produced using galvanized steel cassett es that interlock to form their own cross-member support structure. According to Production Manager, David Pressley, the advantages over a traditional single sheet of aluminium are that the steel cassett e

sections can be removed and replaced in-house if damaged, eliminating the need for patching, “It is stronger and lighter than aluminium, which from a production point of view is not straightforward to work with. With aluminium costs rising, the switch to steel will enable us to continue to build our fi xed roof trailer at a competitive price.”

With fi xed roof curtainsiders accounting for around two thirds of the curtainsider market, the new fi xed roof product is designed specifi cally to meet the requirements of the UK and Irish markets which traditionally have favoured heavier and sturdier curtainsiders than their European cousins. It features new front and rear frame designs with the front bulkhead using galvanized steel corner posts and a new integral kick strip from the chassis front member. Th e top of the bulkhead has been reconfi gured to allow more space for the curtain pole to be stored, while the rear end is reinforced to allow greater impact protection. Fully retractable side posts - between two and fi ve can be fi tt ed on each side - allow for safe and fast loading and unloading, and retract the full length of the trailer. Th e trailer also features Schmitz Cargobull’s fl exible galvanized bolted chassis which the company says gives bett er ride support over harsh and rough roads.

Schmitz Cargobull UK Moves Into Rigid Body Assembly

Th e second new product to be unveiled by Schmitz Cargobull represents a new direction for the UK assembly plant – a Rigid refrigerated box vehicle. Th e MKO Rigid will be off ered in 14, 18 and 26 tonne versions and is compatible with all makes of chassis.

It features a unique sub-frame design which is fully bolted and galvanized using modular construction similar to the technology used on the trailer chassis. Th e MKO features Ferroplast panels using wet lay production which eliminates the possibility of delaminating of laminates. A wide range of options will be available including a fl ush load lock, double deck fl ooring, side doors, fridge units, meat rail systems and moving

dividers and multi-temp options. Whole Vehicle Type Approval will be provided by Schmitz Cargobull. Further options under consideration include factory fi tt ed tail-lift s – expected from 2010, while curtainsider bodies, GRP translucent roofs and drawbar chassis are being looked at. Not on the agenda though at Schmitz Cargobull’s UK plant are tipper bodies.

Tough Times For Irish Market

For the Irish market too, there are developments afoot with the proposed introduction of a Regional Business Centre (RBC) in the Dublin area which is anticipated to open within the next twelve months. RBC’s complement the existing Service Partners of which there are presently fi ve in the Republic of Ireland, the RBC will display both new and quality used and refurbished trailers as well as a large stock of spare parts. “Regional Business Centres operate like owned dealerships” says Managing Director Tom Macallan. “Th ey perform diff erent but entirely complementary functions to those undertaken by our existing Service Partners with whom we will continue to develop, train and grow our network.” Currently there are four RBCs in the UK with additional facilities planned for Scotland and the West of England as well as Ireland in 2010. Aft ermarket activities remain an important

Schmitz Cargobull – Diffi cult Times Schmitz Cargobull (UK) Ltd - UK Head Offi ce

Tom Macallan - Managing Director, Schmitz Cargobull UK

TRAILER

Text & Photos: Cathal Doyle – cathal@fl eet.ie FLEETTRANSPORT | DEC 09/JAN 10 45

part of Schmitz Cargobull’s business, including vehicle remarketing, parts sales and distribution, full service contracts, repair and refurbishment and customer support all off ered.

Speaking about the Irish market Tom Macallan commented on the extreme slump it is currently enduring. “Th e Irish market is a refl ection of how the rest of Europe is doing – much worse than the UK.” He doesn’t see much opportunity for growth in the next year. “Th e reefer market will continue to grow and prosper, but in the curtainsider market there are very few signs of growth”. He is optimistic though that Schmitz Cargobull’s new fi xed roof product will compete strongly against the heavier curtainsiders that account for the bulk of sales here. “Th e new fi xed roof curtainsider is a step change from the competition both in its dynamics and in the product make-up. Th e fact that its a f lexible chassis rather than a rigid chassis, every component on the roof and ancilliary components have been evaluated and replaced, it has done thousands of test hours etc, and it all comes out as a shining example of a product that is fi t for the 21st century.”

“It has a greater fl exibility than any of the competiton in Ireland, the competition have a rigid body, very firm, welded and heavy. Because Ireland has a lot of roads which are very diffi cult, the beauty of our body, being a fl exible chassis, means it rides far bett er and doesn’t put shock loads through the body or what you are carrying.”

The World’s First Flexible Trailer Assembly Line?

Arguably the biggest development for Schmitz Cargobull this year hasn’t been the introduction of new products, rather the implementation

of an entirely new assembly line process at its manufacturing plant at Harelaw. It can, says the company, lead to overall production savings of around 30 per cent. Dubbed MPS or ‘Multi Production System’, eff ectively it creates what is probably the world’s fi rst fl exible assembly line for trailers where all types from Euroliner, Freepost and Fixed Roof curtainsiders to reefers, dry freight and rigid truck body trailers can be built simultaneously. It allows for much greater fl exibility within the build process – for example if there is any problem with a component supply for one type of trailer, production switches to another product, meaning no or minimal downtime.

Th e change to the assembly process has also freed up signifi cant fl oor space – the entire production facility is now housed in the same building previously used for building curtainsiders only. Efficiency is measured by TAKT times – a German phrase meaning ‘the beat of the music’, or that production moves to continual beats – a measurement of what time interval a production line moves. Presently the Harelaw plant has a TAKT time of 55 minutes – the time taken to produce a compete trailer. It equates to eight units a day, but Schmitz Cargobull is targeting a TAKT time of 44 minutes or ten units per day by early 2010. Currently working one shift per day, production can be expanded to two or three daily shift s should demand increase.

But Well Positioned For The Future

Schmitz Cargobull Factory

SOAPBOX

The Hippo ConferenceFor all the hope the Hippo Project inspired in those of us committ ed to Rape Seed Oil (PPO) in Ireland its concluding conference ended on a very down beat note.

Th e Key Note speaker, Mairead McGuinness, MEP spoke very positively of the value to Ireland of Rape Seed Oil production, commended those involved but seemed to have very litt le else to off er. No mention of encouraging her Fine Gael party to take up the mantle, nor did she mention promoting its cause in the European Parliament. Eugene Woodbyrne of Glanbia spoke of the diffi culties and learning experience of Glanbia along the PPO road. His analysis of replanting the old Sugar Beet land to Oil Seed Rape was that it could provide approx 33,000 hectares of land which would yield 60 million litres of oil and 110,000 tonnes of animal feed; that’s enough

to power 1200 heavy goods vehicles running 100,000 kilometers per year. What he didn’t mention was the huge amount of available arable land that simply does nothing in Ireland.

John Porter who led the Hippo Project asked by way of summary a number of posing questions:

Is PPO viable? YESCan it be done here? YESDo we have all requirements? YESCould Ireland benefi t? YESWill it happen? NOT YETIs Government support required? YESIs the system in place for same? NOAre we likely to see change soon? NODo we need joined up thinking? YESDo we need to educate Government? YESIs the new carbon tax system a help? NOWill the new scheme drive PPO? NOWill it drive a just meet target psyche? YES

His view of the 4.75% renewable target was that it was simply a minimum to achieve and would not inspire anything else.

So much for Minister Ryan’s Green Jobs!

46 FLEETTRANSPORT | DEC 09/JAN 10 Text: Jerry Kiersey – jerry@fl eet.ie

The Boys from Brazil“Brazilian Sugarcane Ethanol: A Sustainable Contribution to a

Cleaner Transport mix” was the title of a lecture sponsored by the Embassy of Brazil and Chambers Ireland. It was held

in the European Parliament Offi ce and is one of many such lectures given throughout Europe. It is a heavyweight, well researched argument to counter the negative arguments being put up by the ‘Green Welly Flat Earthers.’ Th e Green Welly Brigade believes that the only way to save the world and counter Global Warming is by turning to bicycles and that anything that will keep the internal combustion engine going as oil gets dearer/runs out is heretical. Th e Brazilian Government obviously aspires in a very practical way to not only save the planet but also promote Brazilian jobs. Our Green Party T.D. and Minister Ryan wants to do the same thing and promote Irish jobs. On reading the list of benefi ts to society of Brazilian Ethanol, suddenly it all sounds familiar and then a bell rings “is this not similar to Irish grown and produced Rape Seed Oil”? Th ere is indeed a similarity but to Ireland Rape Seed Oil off ers a great deal more than Brazilian ethanol and it does not have to be delivered over long distances by maritime transport, the mode of transport with the largest carbon footprint.

Th at Ireland will never have the scale to produce volumes of Rape Oil as the Brazilians supply Ethanol is unquestionable yet within the scale of Irelands truck energy and animal feedstock requirements it is very respectable contribution. Th ere can be no doubt that the benefi ts Rape Oil can bring to Ireland are very worthy of inclusion in the batt le to reduce our carbon emissions. Benefi ts that are unique to Irish Rape Seed Oil include a heavy truck fuel with Zero Carbon Foot Print, Fuel Security, Food Security, Wealth Creation, Employment Opportunities, Soil Enhancement, reduction of nitrogenous run off , a Biodegradable Fuel and no need to build an alternative network of fuel stations.

So how come the Government and Minister Ryan are not rushing to produce it, aft er all the Government sponsored Hippo Project reckons we can power 5,000 HGVs with it? Th ere are others who have put their money where there

mouth is who would say we can produce enough to power 15,000 HGVs, which given there are only 25,000 licenced HGVs in Ireland surely makes it very att ractive especially now that we have a Green Government?

Th at is the million carbon credits question because Minister for Energy Eamonn Ryan, T.D. when announcing his new Biofuel requirement on fuel companies (to add 4% of Biofuel to their production by 2010) completely ignores all of these possibilities and instead talks of protecting Brazilian Rain Forests. In a time of national crisis the question has to be asked why? Has this Minister got a grip on this brief at all or is it simply that he thinks this economy can be run without trucks? In other briefs such as broadcasting he seems quite willing and capable of taking on the state monolith of Radio Telefi s Eireann. He is a Green Minister and as such one of key political goals is to advance protection of the environment and reduce carbon emissions and through that process promoting Green Jobs. Rape Seed Oil gives him that opportunity and he is well aware of it yet chooses to ignore it time and time again. Th ere can only be one conclusion at this stage and that is that he neither cares for nor understands the role of the heavy goods vehicle in Irish society. He like Bertie Ahern doesn’t mind where these trucks will go as long as its not through his constituency.

In the past under Transport Minister Dempsey’s Motor Oil Tax Relief schemes 1 and 2, we have had licenses given to fuel companies to import biodiesel from the United States made with Brazilian Ethanol, blended in the States, exported with a US 20 cent subsidy and then given an exemption from the Irish levy of 38 cent duty. Apart from the enormous carbon footprint this process creates it simply subsidises American and Brazilian jobs. In September 2008 Minister Ryan told us this was not what he wanted to achieve and would be rescinding MOTR II and replacing it with what?

A charter to protect Brazilian Rain Forests and the jobs of the Boys from Brazil is not what Ireland’s economy needs now from Minister Ryan.

Allen Holman, Das Garage; Ray O'Sullivan, Great Gas; Mairead McGuinness MEP and Eugene Woodbyrne, Eilish Oils PLC pictured at the Hippo Conference

fleet transport magazine

Documents

fleet transport management

iefleet transport magazine

orla sweeney

rob van dieten

paul white

jarlath sweeneycontributors

year history

news irish van