www.krone-trailer.com

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10 WELL COOLEDCOMBINED TRANSPORT06 NO COMPROMISE

FROZEN FOOD TRANSPORT SPECIALIST HALLOG 24 EXCELLENT PERFORMANCEINNOVATIVE EASy RIDER

COOL SuMMER.18 FRESH AND HEALTHy: TEMPERATuRE-CONTROLLED FOOD

TRANSPORT PROVIDES VARIETy ALL yEAR ROuND.

trailerforumT R A I L E R S, T R E N D S & I N F O R M A T I O N F R O M K R O N E

Welcome to the trailerforum!

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Jörg Sanders, Manager Sales International, Fahrzeugwerk Bernard KRONE GmbH

EDI TO RIAL

W e have no reason to complain about the stable economy we are currently experiencing in Germany. In the global logistics sector, transport is up and running again as well

– although not quite at the levels seen in the boom times in 2008. Nevertheless, the situation in many eurozone countries remains uncertain due to the shaky financial circumstances.

For KRONE, that means we are being cautiously optimistic: We will continue to invest in efficiency, practical and convenient ben-efits and in the quality of our products, while further expanding our service and sales structure in Europe. The appointment of Ralf Faust as the Manager of the KRONE Technical Services depart-ment, the expansion of the service network in the Netherlands and the strategic realignment of KRONE France SAS, including its new Managing Director Philippe Lamberet and an enlarged sales team, are all visible signs of these processes. KRONE is gearing up to meet the challenges of the future.

And so we are looking forward to a hot summer, not only to enjoy the weather, but particularly because our customers in the bever-age and temperature-controlled logistics sectors will have a lot to transport. That is why we have dedicated this issue of trailerforum to them. We hope you enjoy reading this edition.

Yours sincerely,Jörg Sanders

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COnTEnTs

REsEARCh Future trends: Customers expect companies to provide more solutions and services from a single source – food logistics companies are evolving into supply chain managers.

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26 InTERvIEW: UWE sAssE

27 ImpRInT

FRAnCE What began 70 years ago with horse-drawn carts is now the “Cœur” company, whose fleet of 30 tractor-trailers is on the road throughout France.

COmbInED TRAnspORT A transport specialist from Oldenburg Münsterland explains why combined road and rail transport is driving flexibility.

FROZEn FOOD LOgIsTICsHow do the rolls get to the breakfast table? Logistics company HALLOG specialises in transporting sensitive baked goods.

14TEChnOLOgY Thanks to a new moveable partition, different tempera-ture zones can be set up inside the trailer, for example to transport fresh and frozen goods at the same time.

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pARTnERs Temperature-controlled transport makes a healthy variety possible: Fruit and vegetables from distant lands arrive fresh in Germany.

nEWs FROm KROnEKRONE now produces its first trailer tyres: a pre-mium product featuring high mileage and excellent cost-efficiency.

DRY CARgOProven closed box technology is essential: Due to state-of-the-art materials and other advances, the KRONE Dry Liner is now even more versatile.

InDUsTRYA new enhanced IFS logistics standard comprising 145 audit criteria ensures a high degree of transpar-ency in the food logistics sector.

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FORUm

FORUm

k For the past few years, a passionate “beauty contest” for lorries has been taking place on the motorways of Pakistan. The trucks are vividly painted, covered with pieces of metal and plexiglass, and decorated with colourful ornaments made from adhesive tape. Just as animals used to be adorned in the past, the vehicles are ornately embellished. It costs about 500 euros to have a lorry painted by one of the specialised companies that pro-vide the service, mostly family-owned busi-nesses. That is a lot of money in a country where a salesperson generally earns less than 150 euros a month. Customers get to choose whatever motif they desire, but the artists still take some artistic liberties and paint what they want. Animal themes are popular, as are flowers, portraits of celebri-ties and well-known personalities, and an eye that wards off evil.

k As reported in the 1/2011 issue of trailerforum, the Schwarz Spedition transport and logistics company, based in the city of Herbrechtingen (Baden-Württemberg), has been participating in a long lorry field test throughout Germany. The German Fed-eral Highway Research Insti-tute (BASt) has now granted the high-volume transport specialist the permit for the field test. According to Managing Director Tho-mas Schwarz, when transporting “white goods”, such as refrigerators or washing machines for ex-ample, the company can carry 280 appliances in a long lorry versus the 200 units that fit in a conven-tional jumbo trailer, corresponding to a 40% increase in volume. Among other reasons, the company had applied to take part in the field test with the aim of keeping its competitive edge in the future. Like the other participants and applicants in the field test, Schwarz Spedition is also facing prob-lems in obtaining the special permit for the “last mile” before and after the approved section of the

motorway. There is a 2.4 kilometre stretch between the company’s headquarters and the slip road to the A7 motorway that requires applying for an ad-ditional permit. If the application is denied, Tho-mas Schwarz plans to assemble the long lorry at the motorway rest stop.According to information from the BASt, eight transport companies with 13 vehicles are current-ly involved in the field test, and more participants are expected to join in the coming months. There are numerous applications. But many are still waiting for the respective municipality to grant the permit for the “last mile”.

k Starting immediately, KRONE customers will be benefitting from an expanded service network in Austria. Three new service partners have been add-ed to the longstanding network: the service points operated by MAN Truck & Bus Vertrieb Österreich AG in Kundl, Imsterberg and Innsbruck. The lat-ter was recently distinguished with the “Service Quality Award 2011”.The service points offer high-quality service and guarantee our customers expert assistance in their local region, such as repairs on trailers or the com-plete supply of spare parts. The MAN service cen-tres are located close to the A12 motorway and the B169 and B170 state roads.

more volume in low gear

more service in Austria

Sealing the partnership: Martin Czermak (MAN Kundl and Imsterberg) and Harald Kammerlander (KRONE).

Schwarz Spedition equips the long lorry with KRONE dollys for high-volume transports.

TRUCK ART FROm pAKIsTAn

Phot

os: H

asna

in K

azim

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FORUm

k The BPS Speditions-Service Basel AG company is expanding its transport activities to Spain with five new vehicles from KRONE. In addition to approxi-mately 100 KRONE swap bodies and trailers already used in the BPS fleet, Managing Director René Häner decided to pur-chase five more Profi Liner trailers; “Alongside our com-bined transport services, the Europe-wide transport of struc-tural ceramics and wine – espe-cially to Spain – has developed

into a key business for us,” says Häner. Daily transport enables the cargo to be delivered within 72 hours. BPS was founded in September 2001 and achieved sales of 14 million Swiss francs last year. Just about two years ago, the company expanded its transport business to include Spain and established a new sales base there. The centre-piece is the “Barcelona Ex-press,” which can deliver goods to Barcelona even faster, within just 24 hours.

»barcelona Express« for Ceramics

97%

RALF FAuSTFaust, 48, has been the Managing Direc-tor of the KRONE Customer Serv-ices, Service, and Telematics depart-

ments since April. His area of responsibility thus comprises all of the value chains in the service segment, such as full service, spare parts and deliveries, as well as the complete telematics segment.

This Profi Liner was sold by Swiss KRONE importer P. Fankhauser AG, based in Studen.

ANDRé MENZINGOn 1 August 2012, KRONE will be opening its own sales subsidiary in the Utrecht region in the Netherlands. André Menzing will be taking the helm as Managing Director. Menzing, 48, is considered an expert

in the transport industry and the Dutch market.

PHILIPPE LAMBERET,55, is the new Managing Director of KRONEFrance, based in Chassieu, near the city of Lyon. Lamberet has more than three decades of profes-sional experience in the commercial vehicle sector

and aims to further strengthen KRONE’s posi-tion in France.

KRONE MOuRNS THE LOSS OF MATTHIAS JuNKER

The Regional Sales Manager for Hessen died unexpectedly in March at the age of 43 years. Matthias Junker worked at Fahrzeugwerk KRONE

for more than eight years and contributed significantly to the company’s success during that time. His death is a great and tragic loss, and we express our deepest condolences to his family.

k Upon receiving the membership certificate from the German Federal Minister of Transport, Dr. Peter Ramsauer, KRONE is now an official member of the Logistics Alliance Germany. The aim of this initia-tive, which is funded by the Federal Ministry of Transport, Building and Urban Development, is to fur-ther promote and develop Germany as a logistics centre. “The open dialogue between economics, in-dustry and politics is of great importance in order to further consolidate Germany’s competitive position within the scope of the dynamic development of the global markets,” says Dr Frank Albers, Head of Sales and Marketing at KRONE. He emphasizes that the sustainable approach to eco-friendly and economical transport will become increasingly vital in the future.

LOgIsTICs “mADE In gERmAnY”

In germany, the per capita consumption of frozen foods rose by 97% between 1990-2010, from 20.4 to 40.2 kilograms – and that’s not counting ice cream.by

Source: Deutsches Tiefkühlinstitut e.V. (German Frozen Food Institute)

IN BRIEF

C  argo on board, doors closed, paperwork done, off we go: 33 pallets with Buttergipfel croissants are on their way. It’s 7:00 p.m. and they have more than 400 kilome-

tres of road ahead of them. Tomorrow morning, the bake-off products will be sold as crispy golden-brown croissants. Right now, however, they are still deep-frozen and thus especially sensitive cargo: They need to be kept frozen at a constant temperature of minus 24 degrees Celsius.

HALLOG GmbH, based in Halle/Ei-sleben in the German state of Sachsen-Anhalt, transports the baked goods from the production site, a plant oper-ated by Hiestand & Suhr Handels- und Logistik GmbH, to the nearest distri-bution centre. There, they are picked up by smaller vehicles and delivered to bakeries, supermarkets or service stations, where the employ-ees bake the sweet pastries for about 17 minutes until they are ready to be displayed and sold to customers.

Fresh and frozen food logistics is a challenging business. The goods need to be handled with care during the loading process, and the cool chain may not be interrupted. The drivers have to be extra careful, and long delays are not acceptable, otherwise, the freight will quickly become worthless for the recipient and the transport company will be held liable for damage. At the same time, this sector has also long since adopted the motto “faster, higher, farther”; the sales outlets need the goods deliv-ered fresh daily. “In the frozen food sector as well, ‘just in time’

is in strong demand,” explains Uwe Ritzmann from HALLOG. Usually, the fresh baked goods his customers produce every day are not ready until early evening and can be picked up at the plant around 7 p.m., but the rolls, bread and pastries often still have to travel several hundred kilometres throughout Germany before they can be sold the next morning and enjoyed at the

breakfast table.Frozen goods can be produced

well in advance and stored for a long-er time. However, customers can or-der them each day up until the after-noon hours, and the goods have to be delivered the next morning. “For example, petrol stations have virtu-ally no storage space. Therefore, they depend on daily deliveries,” Ritzmann explains. At the same time, the snacks

and baked goods sector is particularly important to the success of the petrol station operators – making a professional, reliable logistics chain all the more important.

Due to the inherent delays, groupage transport is not a suit-able method for the fresh and frozen food sector. It needs spe-cialists such as HALLOG and it requires completely reliable vehicles. HALLOG uses the KRONE Cool Liner constructed from steel or GRP panels with an insulated floor. According to Ritzmann, his vehicle fleet has to provide consistent quality, a long service life and stability. In his opinion, the reliability of the cooling units is particularly crucial: “The worst case for us would be if these units failed.” The Cool Liner has a capacity

»nO COmpROmIsE WITh FROZEn FOOD.«The HALLOG company from Eisleben, Germany, specialises in transporting fresh and frozen baked goods.

FROZEn FOOD LOgIsTICs

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“Just in time” is in demand here as well:

produced or ordered today, delivered tomorrow.

RUbRIK

Uwe Ritzmann, Managing Direc-tor of Hallog, inspects the ready and waiting Cool Liners from KRONE. The cargo scheduled for transport has to be loaded quickly and precisely, the cool chain must not be interrupted.

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of 33 to 66 pallets, i.e. up to 20 tonnes of cargo. HALLOG han-dles far more than 100 loads daily, 350 days of the year. Fresh goods account for approximately one-third of the total volume, frozen goods for about two-thirds.

The orders are transmitted electroni-cally. After the computer-aided route op-timisation process has been completed, the scheduler forwards them directly to the driver by mouse click, and thus all or-der data is transferred to the telematics system in the vehicle.

The navigation system displays the vehicle’s estimated time of arrival at the customer’s premises. If there is a deviation from the target time, the scheduler can already take measures even before the vehicle departs. In particular, the scheduler can plan whether the delay will affect the driver’s rest periods and there-fore the schedule for the next day, or whether it will be neces-sary to reschedule routes or look for another driver.

The speed and accuracy that the company can guarantee its customers is primarily enabled by a highly sophisticated, con-sistent and seamless IT system: “We are a paperless transport

company,” says Uwe Ritzmann, 47. According to Ritzmann, this investment in the future is an integral part of the company’s philosophy. “We have consistently raised our quality stand-

ards to the highest possible level. It was no easy feat, but it was the only way to meet the requirements of our customers from the premium sector. When it comes to fresh goods and frozen food, there are simply no compromises.”

In its present form, HALLOG GmbH has been in operation for four years. Dur-

ing that time, the number of employees has increased from approximately 100 to 200. However, one of Ritzmann’s first decisions was to use intelligently deployed IT to handle the company’s administration with a team of less than 15 employ-ees. And the Service department was dissolved completely: “If you don’t make mistakes, you don’t have to mend them and consequently, you don’t need service agents,” explains the Man-aging Director. In addition, HALLOG employees are encour-aged to think like entrepreneurs: “Everybody contributes his or her share to the success of the entire company.”

An employee checks the undercarriage of a vehicle at HALLOG’s in-house workshop: In order to be ready for daily use, engineers perform regular maintenance on the logistics company’s vehicle fleet. HALLOG has also established its own driving school: Among other things, the instructors teach efficient driving techniques.

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A sophisticated IT system ensures

speed and accuracy.

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FROZEn FOOD LOgIsTICs

Ritzmann is convinced: “As a company, we need to be attractive to our employees first and foremost. Only then, can we be a reliable partner to our customers.”

The drivers are the main actors in food transport stories with happy endings: Their know-how and discipline make all the dif-ference. They need to strictly observe all the measures re-quired for fresh and frozen food, from correctly locking the refrigerated dock, up to regular and accurate monitoring of the cooling units. HALLOG conducts driver training cours-es and has its own driving school. In addition to conducting ECO training, the instructors at the school are regularly on the road with our employees – even including experienced drivers – in order to identify any mistakes that might have cropped up over time.

Almost unnoticed, they are also driving forward an even higher degree of customer satisfaction: When they ride to the loading platform with the drivers, they ask the employ-ees there whether they are satisfied with the order handling or if there are any problems. “The things that often lead to poor reviews in the regular written feedback from our custom-ers frequently turn out to be quite trivial. For example drivers sometimes forgetting to wear their work boots on the company premises,” Ritzmann remarks. “As soon as we hear about that, we can resolve it immediately. We have had excellent experi-ences with this approach, our customers really appreciate it.”

Analysing and consistently changing workflows in the compa-ny, boosting success by implementing simple, yet effective meas-ures – that is a craft Uwe Ritzmann learned at the Allgäu-based Dachser logistics group, a company known for its modern philoso-phy. These continuous improvement processes are also anchored in the ISO certification the company earned back in 2010. “For in-stance, while our scheduling team basically only consists of two employees, we also have two employees exclusively in charge of managing the packaging material,” explains Ritzmann, an ex-

perienced logistics professional. “I am aware of the enormous costs associated with packaging materials; they have been the undoing of many a company.” All of these gears mesh with each other in the background: Ultimately, it’s not only the company that benefits, but most of all the customers – who can rest as-sured that their customers can sell their rolls and croissants to-morrow morning again, right on time.

ABOuT uWE RITZMANNuwe Ritzmann, 47, originally comes from Karlsruhe, Germany, and has been

working in the logistics industry for almost 3 decades, most recently at Dachser.

He has been the Managing Director of HALLOG GmbH ever since the company

was founded.

Two schedulers – that’s all it takes to coordinate 100 routes each day. After the computer-aided route optimisation process has been completed, the employees forward the orders directly to the driver by mouse click. All order data is thus transferred to the telematics system in the vehicle. The navigation system displays the expected time of arrival.

The drivers make all the difference.

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COmbInED TRAnspORT

WELL-COOLED ACROss ThE ALpsWeatherproof business model: Why transport and logistics specialist Carsten Hemme believes that shifting transport to rail drives flexibility and how combined transport has put his company on a growth course.

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COmbInED TRAnspORT

I t took six years until Carsten Hemme discovered the successful formula for his transport and lo-

gistics company. That was in 2002. Since then, the family-owned business, based in the German city of Vechta in the Olden-burg Münsterland region, has been sky-rocketing. Paneuropa, headed by Hemme and his joint partner Jürgen Muhle, ac-quired the Bremen-based Rösch trans-port company in 2005. Three years later, they opened a branch in Hamburg. And in 2009, right in the midst of the global economic crisis, Hemme established a new site in Cologne.

“All three expansion phases were aligned with the goal that we wanted to grow our combined transport opera-tion,” explains the 38-year-old transport specialist. Because for ten years now, the concept of combined road and rail trans-port has been and still is the company’s formula for success. “Up until 2002, we focused exclusively on road transport.”

The success of the shift to combined transport is particularly reflected in the number of employees. When Hemme be-came a scheduler at Paneuropa in Vech-ta in 1996, the transport company had five office staff and 25 drivers. Today, the business, now renamed Paneuropa-Rösch, has 100 permanent employees as well as another 150 working as contractors who are commissoned on a regular basis.

When Hemme, who is now CEO, ex-plored combined transport (CT) in 2002 as a way to avoid traffic bottlenecks on the road, he quickly became aware of its advantages. “The secret is to view the swap body and the driver or tractor unit as separate entities,” he says in ret-rospect. Drivers and motor vehicles can

efficiently serve their respective region. “They only drive the first leg to and the final stretch back from the combined transport terminal; semi-trailers and swap bodies dash through the longest leg of the route via rail. That also makes it easier to adhere to the drivers’ on-duty hours and rest periods. “Bearing in mind driver error, electronic driver logs and digital odometers, that is a benefit that should not be underestimated.” More-over, four additional tonnes of cargo are allowed in CT: The legally permitted to-tal weight is 44 instead of 40 tonnes, even on the road, as long as the freight in the lorry is being transported by rail for part of the route.

“Thanks to our use of the rail network, I do not have to be as concerned about the diesel prices at the petrol station,” says Hemme. At the beginning of 2002, the price of diesel was 80 euro cents per litre. “Today, it is 80 percent higher! The costs of rail transport have not increased as sharply during the same time period.” Furthermore, toll charges only have to be paid during the first and final legs. And less capital is tied-up for individual jour-neys, because only a swap body is used on the long-haul route, not an entire trac-tor-trailer. That has a greater impact the longer the route is.

That’s why Hemme developed a love for Italy. neuropa-Rösch now generates more than two-thirds of its sales volume, of about 50 million euros, from trans-port between Northern Germany and Italy. On this route, Hemme, who, com-pleted his apprenticeship at the Ter-ratrans transport and logistics compa-ny in Bremen, transports about

Independent of traffic bottlenecks on the road Rail transport offers

price stability

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REFRIGERATED CARGO ON THE RAILS?

“Just five years ago, it was not possible to transport temperature-sensitive goods in CT with the temperature not only monitored, but controlled as well,” says Casten Heme, CEO of the Paneuropa-Rösch transport and logistics company. But together with the Kombiverkehr operator, other transport companies and the industry, Hemme helped to develop an innovative cranable thermo trailer. The requirement: the trailer had tohave its own power supply independent from the tractor unit and a two-way com-munication system. Using this system, the temperature in the trailer’s interior had to be capable of being both monitored and controlled by satellite. The solution that was developed quickly became a success, since it was based on already existing and proven standard modules instead of expensive special solutions. “The KRONE two-way com-munication system and the option to combine standard modules made the solution very cost-efficient.” recalls Hemme, who primarily uses the technology for transporting food products across the Alps. In January 2009, he purchased the first 20 trailers, which cost about 75,000 euros each. “Despite the crisis, we were using the thermo trailers to full capacity within two weeks.”

85% of the freight volume via rail. Here, he was able to utilise the benefits of cost reduction and load capacity optimisa-tion twice.

The company runs eight of its own trains weekly between Bremen and Ve-rona. 30 lorry road shipments fit on each train. Since Paneuropa-Rösch purchases the complete trains and assumes the ca-pacity utilisation risk itself, the purchase price is less than buying individual spac-es on the train of a combined transport operator.

In addition, Hemme is guaranteed the space on the company’s own train and he can specify the cargo list. There is no guar-anteed space on third-party trains, and if a train is fully booked, the terminal decides which trailer will be taken aboard.

Moreover, Paneuropa-Rösch has en-larged its fleet by adding 45 refrigerated trailers suitable for rail transport.

Given the company’s fleet of 60 lorries, 180 jumbo swap bodies, 300 curtainsider trailers and about 250 BDF swap bodies,

the number of refrigerated trailers seems relatively small. However, the new re-frigerated trailers (see text box) have al-lowed the transport specialist to not only expand its product range, but also ac-quire more customers for whom curtain-siders can be used. “In the past, we were turned down by customers who require both curtainsider trailers and refrigerat-ed transport because we could not offer temperature-controlled transportation.” It is a different story now – and one of the reasons why Hemme sees continued growth potential for his company.

Surprisingly, he mentions “more flexi-bility due to CT” as another reason. “Of course, the railroad is not considered to be the epitome of flexibility, but particularly in times of crisis, using CT proved its worth,” Hemme says. “After all, if there is a de-crease in transport volumes, it is much easier to reduce capacity if it only means putting swap bodies “back on the shelf ” instead of involving entire tractor-trailers or even having to let employees go.”

With the company’s own trains from bremen to verona

pursuing new paths with refrigerated trail-ers in CT

COmbInED TRAnspORT

The dog has to be in the picture, too. But Carsten Hemme (left) and Jürgen Muhle, joint owners of Paneuropa, deny that they bring the dog for sup-port during price negotiations with customers.

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14  trailerforum

COOL GOODS, HOT TECHNOLOGyParticularly when it comes to retail logistics in-volving food products, transport can be made more efficient if different temperature zones enable the combined transport of, e.g., frozen and fresh foods. The multi-temp partition for KRONE refrig-erated box bodies, which has been improved and now has more convenient and practical handling features, meets the requirements for  the ATP and HACCP certifications, and with a K-value of  < 0.7 W/m2K, offers an excellent insulation value. The partition can be operated with minimum effort and is quick and easy to handle. A stable collision protection guard protects the panels from getting damaged during day-to-day use. The multi-temp partition can be used and retrofitted in any insulated vehicle and is suitable for all conventional interior heights and widths.  A thermostatically controlled cordless fan for keeping the rear compartment at a constant tem-perature can be mounted or retrofitted ex works.

Thermostatically controlled fan

To produce different temperature zones in the trailer, the KRONE multi-temp partition is available with a thermostatically control-led fan. The fan is cordless and can also be retrofitted.

In unlocked mode (lever to the left), the automatic ventilation

unit is open, thus preventing negative

pressure from building up. The bulkhead can now be easily raised.

Central locking lever

TEChnOLOgY

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COOL GOODS, HOT TECHNOLOGy partition balancer

The newly developed partition balancer is supported on six castors (three in front and three at the rear) on each balancer. The load-bearing components are made of steel and stainless steel. The partition balancer (shown here folded up) is lighter and more stable than its predecessor. With the new balancer, there is very minimal height loss of less than 120 millimetres.

handles

Special ergonomic handles make

it easier to open and close the

bulkhead, which weighs less than

130 kilograms.

TEChnOLOgY

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OnE-sTOp shOppIng In ThE FOOD LOgIsTICs sECTOR

Food logistics companies are evolving into supply chain managers. Customers expect companies to provide more and more solutions and services from a single source. A study identifies the megatrends up to 2020.

F  ood service logistics in the year 2020: Customers work much more closely with their logistics service

providers than they do today and have entrusted them with handling a large share of the supply chain – all the way through to stock management in the retail stores and conducting the fresh scan, a hygiene check performed be-fore the food is delivered. Despite an increasing volume of transport, the to-tal emissions generated by transport have steadily decreased. Barcodes have largely been replaced by RFID radio chips. The majority of waste is recycled and is no longer viewed as a cost factor, but rather as a lucrative resource.

Sound like a distant dream? Indeed, but the projections described here ven-ture a glimpse into developments in the years to come – however, not arbitrar-ily, but rather based on current data and specific expectations of customers and logistic companies in the food sec-

tor. This scenario is described in a study called “The Future of Food Service Lo-gistics 2020+.” published by HAVI Logis-tics. In a joint project with the Centre for Future Studies and Knowledge Man-agement at the EBS Business School, the logistics company interviewed 88 experts from 15 countries – customers, suppliers, logisticians, and scientists – as well as 57 of HAVI’s representatives.

CLOSER PARTNERSHIPS. The picture that emerges from the interviews is clear: The food logistics companies of tomorrow will offer their customers a much broader range of services than they do today – from demand plan-ning, warehousing and supply up to waste management. Accordingly, this will necessitate forming much closer partnerships in the coming years. In line with the “everything from a single source” and “one-stop shopping” ap-proach, which HAVI is already pursu-

ing today, customers in the future will focus on fewer logistics service provid-ers and will integrate them more closely in all of the processes along the supply chain. That development is expected by 68 percent of the HAVI representatives and by the majority (57%) of the exter-nal respondents as well.

ONE-STOP-SHOPPING. According to the authors of the study, one of the main aspects of one-stop shopping is the additional services that customers will be requesting from food logistics firms: Around two-thirds of all respond-ents assume that in the future, service providers will undertake more tasks, including in the customers’ stores. Ex-perts see high potential for greater

new services that go beyond transport

REsEARCh

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OnE-sTOp shOppIng In ThE FOOD LOgIsTICs sECTOR

efficiency here, along with a growing market for customised services that logistics service providers can profit from. This includes inventory manage-ment as well as the disposal and recy-cling of waste. Almost three-quarters of the respondents are certain that such services will be offered by food logistics companies starting by 2020. Compliance with hygiene standards is a given for food logistics providers – both today and in the future. In the years to come, however, the respondents expect there to be even stricter requirements and regulations.

TRANSPARENT COSTS. Closer part-nerships also give rise to greater trans-parency: Two-thirds of the external experts anticipate that in the future, food logistics companies will have to disclose their costs to their customers. Data from such an “open book pricing” approach, similar to the one already widely used in the automotive industry

today, could therefore become an im-portant decisive criterion in terms of awarding contracts. A megatrend that is already moving the logistics world to-day is expected to gain even more mo-mentum: sustainability in various forms.

In this connection, the experts men-tion alternative modes of transport with lower CO2 emissions alongside op-timisation of customers’ processes. The challenge here: Since shifting transport to rail or water is still considered un-suitable for the food logistics segment, the goal is to better utilise the poten-tials of sustainable road transport.

SuSTAINABILITy ON ALL LEVELS. How-ever, sustainability includes more than

just climate and environmental protec-tion: Responsible handling of sensitive food products is also becoming an in-creasing focus, as is the role of the em-ployer. According to the study, since the average age of employees is likely to continue to rise, new concepts for designing ergonomic workspaces are in demand, in part to counteract the growing shortage of skilled workers.

At the same time, the Havi study found that service providers in the food logistics segment will need to make larger investments in the years ahead: Due to regulations, tougher competition and greater cost pres-sure, companies will inevitably have to intensify their activities with re-gard to developing new services and innovations. The vision: Customised solutions will be individually developed for every customer and implemented across all project stages – the exciting new world of logistics...

THE FuTuRE OF FOOD SERVICE LOGISTICSHow can logistics companies meet growing customer expectations and increase their com-petitiveness? What means of transport will be most in demand in 2020? How will modern technologies continue to shape business processes in the food service logistics sector?

The answers can be found in the 76-page study titled “The Future of Food Service Logis-tics 2020+”, a joint publication of HAVI Logistics and the Centre for Future Studies and Knowledge Management at the EBS Business School. Haluk Ilkdemirci, President of HAVI Logistics Europe, is convinced that “the projection study offers us and the general sector the great opportunity to proactively meet the requirements posed by the megatrends in the logistics industry.” For more information on the study, visit www.havi-logistics.com.

Investments in store for logistics companies

REsEARCh

FREsh AnD hEALThY vARIETYTemperature-controlled transports allow us to keep food fresh and healthy for longer and to enrich our tables with fruit and vegetables from distant lands – no matter what the season.

Carrier TransicoldEurope has more than

550 service stations ready to provide assist-

ance round the clock.

pARTnERs

M  ilk and cheese in the dairy section, ice cream and pizza in the freezer section – but fruit and vegetables

have also come a long way to get to the supermarket. Nowadays, temperature-controlled – usually refrigerated – trans-port is an indispensible element of the food supply network. Refrigerators that absorb heat from the goods to be cooled and dissipate the heat to the environ-ment by first compressing and then ex-panding gases in a closed loop were origi-nally so large that they could only be used in cold storage houses and factories.

IN THE PAST, ICE HAD TO DO THE JOB. “Dairy products from Normandy and fish from Brittany were transported to Paris in railway cars that had ice blocks inside their insulated walls to keep the food cold – at least for a few hours, until the ice melted,” recalls Lionel Pourcheresse, Product Manager of the trailer segment at Carrier Transicold Europe, a compa-ny based in Rueil-Malmaison, France, near Paris. The first refrigerated lorries with a unit on board that ensured inde-pendent cooling for long stretches ar-rived on the USA market in 1940 and did not gain ground in Europe until some years later. However, with the establish-ment of central markets – the largest one in the world was opened in 1969 in the French city of Rungis (near Paris) – and the boom in the frozen food sector, the demand for refrigerated lorries skyrock-eted. In the interest of standardised and optimal conditions, the “Agreement on the International Carriage of Perishable Foodstuffs” (Accord international sur le transport des denrées périssables or “ATP” for short) was passed in the early

1970s. It established standards regard-ing the insulation of the transport vehi-cles, the performance of the refrigera-tion technology, as well as the requisite temperatures and their monitoring. The agreement specified that in general, fro-zen foods must be maintained at a min-imum temperature of minus 12 degrees Celsius, while ice cream and frozen fish have to be kept at –18 degrees Celsius and fresh fish have to be refrigerated within a temperature range of 0 to +2 degrees Cel-sius; meat and dairy products as well as most other foods have to be transport-ed at a temperature of +4 degrees Celsi-us maximum. In industry practice, three temperature ranges are generally used: –18 degrees to –25 Celsius for frozen foods, 0 to +4 degrees Celsius for dairy products, meat, fruit and vegetables, and 8 to 15 degrees Celsius for baked goods, beverages, chocolate and bananas.

BROADER uSE ALSO ENTAILS STRICT-ER REQuIREMENTS. “Today, more and more products are being transported un-der temperature-controlled conditions. That has to do with the development of hygiene regulations, but also with new

medical findings concerning the health risks that can arise if the correct con-stant temperature is not maintained for certain products,” Pourcheresse ex-plains. In addition to food, increasingly more medicines are also being shipped in temperature-controlled vehicles, be-cause the right temperature is needed to ensure their integrity. More and more fre-quently, fruit and vegetables also require refrigerated transport, since the produc-tion centres are located ever farther away from the consumers and, due to seasonal differences, often even come from Africa or South America. Bananas and other products are loaded before they are com-pletely ripe, and a certain temperature must be maintained to allow the ripen-ing process to occur during the trip. To verify that the cool chain was not inter-rupted during transport, the ATP re-quires that the temperatures be logged and the data stored and retained for one year. Despite the additional costs, about 15 percent of transport companies have even implemented systems to monitor and record this data via real time satel-lite transmission.

ENVIRONMENTAL INTERESTS TAKE THE FOREFRONT. Environmental regula-tions, which have become stricter in re-cent years, pose yet another challenge for this sector. Use of the R12 (dichlo-rodifluoromethane) refrigerant, which was widely used in the past, as well as CFC (chlorofluorocarbon) propellants were banned by the Montreal protocol because they deplete the ozone layer of the earth’s atmosphere. The use of R22 HCFC (hydrogen chlorofluorocarbon) as a replacement was somewhat

Temperature-controlled transport provides variety: Fruit and vegetables from distant lands arrive fresh in germany

About Lionel PourchesseBorn in 1975, Lionel Pourcheresse earned a

degree in energy and thermal

engineering and his master’s

degree in management at the

University of Lyon in France.

At Carrier Transicold, he

initially held the position

of Product Service Engineer

for two years, followed by

a two-year stint as Service

Network Manager, three

years as Regional Sales and

Service Manager, six years

as Product Manager Trailers,

and has been the Head

Product Manager of the Truck

& Trailer department for one

year now.

In 1902, Willis Carrier, a 25-year-old American who had just earned his engineering degree a year earlier, invented the first air conditioner. Its main element was an air conditioning unit that utilised ammonia as the coolant. It was used in a printing plant in Brooklyn. In 1906, Carrier was granted his first patent, and in 1907, he founded the Carrier Engineering Corporation. The corporation was just a development company at the beginning, but in 1922, it started manufacturing turbo (centrifugal) chillers as well. Initially limited to factories and warehouses due to size, this technology was deployed in the 1930s for air conditioning in offices and homes, and in the 1940s, was installed, in increasingly smaller dimensions, on ships, busses and lorries as well.

CARRIER ENGINEERING CORPORATION:HISTORy OF THE AIR CONDITIONER

Willis Haviland Carrier (26-11-1876 to 7-10-1950)

trailerforum  19 

pARTnERs

20  trailerforum

less dangerous, but still contained chlorine and was therefore gradu-ally banned. Today, Carrier, the mar-ket leader in cooling and refrigeration technology, uses the R404 hydrogen gas mixture for negative temperatures and R134 for positive ones; R404 is used for about 90 percent of the produc-tion. “However,” as Lionel Pourcheresse notes, “…of course these natural gases are also hazardous to the environment when they are released. One kilogram of R404 that escapes into the environ-ment is equivalent to 3860 kilograms of CO2. That’s why it is very important to make sure that the closed loop cool-ing system does not leak at any point. To ensure this, EU regulations pre-scribe annual tests for them. Since re-cent studies have shown that escap-ing refrigerant gases are still causing a lot of environmental damage, the EU Commission is considering making the regulations even stricter. Carrier intends to take a proactive stance in

the future and replace R404 with nat-ural gases that are less harmful to the environment and climate, such as CO2 for example. “Carrier has already been manufacturing cooling units with CO2 for refrigerated warehouses for several years now, and in 2011, introduced the first sea container with a CO2-based cooling unit,” Pourcheresse reports. “The experience we have gained dur-ing this project will be utilised in the development of units for road vehicles.”

EVER MORE ECONOMICAL, EFFICIENT AND QuIET. The environmental regula-tions also stipulate economical and effi-cient consumption of the increasingly more expensive diesel fuel used in the motor that powers the compressor for the coolant circuit and ensures inde-pendent cooling, no matter whether the lorry is moving or stopped. And that is a reason why smaller and smaller motors are being developed. Pourcheresse says that “stricter and stricter noise regula-

tions are another legal constraint. With the revitalisation of city centres, retailers are returning to them, but since the peo-ple living there do not want to be torn out of their sleep, night deliveries are more complicated than the ones made to su-permarkets located on the outskirts of the city.” In the Netherlands, a retail store chain developed the PIEK standard in 2004, which only allows refrigerated trucks with noise emission levels of less than 60 decibels to make deliveries dur-ing the quiet, low-traffic night hours. This requirement can be met by cooling units in which the relatively loud me-chanical power transmission by the V-belt between the diesel motor and the compressor has been replaced by a fully electronic solution. The diesel motor then directly drives a generator, which produces the electricity that is used to run the compressor and other elements. In addition, the heating units that are needed for some modes of transport can also now be electrically operated.

The electronic control element on the cooling unit ensures optional utilisation of the refrigerated trailer’s capacity and seamless tem-perature control.

The most powerful of the Carrier cooling units for trailers is the fully electronic Vector 1850 model. Featuring a cooling capacity of up to 18,000 watts, it can maintain differ-ent individual temperatures – between –20 and +30 degrees Celsius – in three sections of the trailer. In practice, most customers do not even need such a high capacity, since they do not operate where the doors have to be repeatedly opened and closed or the required temperature has to be quickly restored. They also only need one temperature for the entire cargo bay, as they are just transporting the same type of product from one point to the other. Therefore, the 1550, a downscaled model of the Vector 1850, was developed. It has a smaller and thus lower-consumption motor. However, to enable a cooling capacity of up to 14,800 watts, an economiser is used, which is comparable to the turbocharger in the engine of a sports car and can be switched on if needed. Due to its low consumption and low noise, the Vector 1550 model won awards last year in Germany and the UK. Carrier Transicold is also especially proud that trailer manufacturer KRONE, the company’s longstanding partner, uses a special logo to highly recommend Carrier cooling units to its customers.

uP TO 14,800 WATTSWITH THE TuRBOCHARGER

FRAnCE

S  ince the business is named Cœur (“heart”), it is only natural that the suc-cessful company, based in Merville, a small town in northern France near the city of Béthune, adorn their lorries with a large heart as a logo. All of

the family members who work in the company have a heart for transport as well. The patriarch, Jean-Pierre Cœur, has been retired for a year, but his busi-ness card still names him as a “consultant”, and almost every day, he can be found right there, supporting his sons, who now run the company. Moreover, he keeps in contact with old customers and occasionally even sits behind the wheel of a lorry if someone is needed to drive a short route in the surrounding region. He started out at the company as a driver, until he took over the helm from his father in 1970. “My son Damien also worked as a driver for a year, even though he had already completed a five-year degree programme,” Jean-Pierre says. “Now he is the CEO. He knows the business down to the last detail and no driver can pull the wool over his eyes.”

LIKE HAVING AN OVERVIEW FROM THE AIRPORT TOWER. Damien’s place is behind the computer monitors, which let him use maps with zoom features to track the trips of the entire fleet in real time, including checking whether the order has been delivered and accessing data about the driver’s travel and rest times, which is simultaneously transmitted as it is registered on the odograph dial, also in real time. At his post, Damien feels like he is sitting in the tower at an airport, similar to the one located right next to the company’s premises. If in-structions have to be given to a driver, for example and there is a problem with the customer’s scheduled delivery date or concerning a return load, they are sent via satellite as a text to the on-board computer in the lorry, and the driver replies in the same way. The drivers do not use the telephone, since it is illegal to make calls while driving. The written communication also has the advantage that the messages can be saved and nobody can later say that he or she did not get the instructions or did not understand them correctly. The initial concern that drivers would reject this new technology because they would feel constantly controlled and kept on a leash, proved to be unfounded. “The drivers had a very positive response, because it gives them security, and today, they are the first ones to complain if something is not working right.”

SENSE OF TRADITION AND STATE-OF-THE-ART. Jean-Pierre’s sister, Christine, is Chief Financial Officer of the firm and a walking encyclopaedia of the com-pany’s history. “The company has been in existence since the 1880s,” she re-ports, “and was purchased in 1926 by our grandfather, a baker who was allergic to flour. At that time, everything was transported by horse and cart, and funer-

als were also included in the range of services.” The company did not switch to lorries – initially dump trucks for coal and construction materials – until the 1950s. When the company started to use lorries, only eight employees were left from the once 20 workers and 40 horses. However, the number of employees quickly grew as the customer base increased. Transports Cœur became a part-ner of SNCF (France’s national railway) and transported cargo to the freight terminal in nearby Hazebrouck or from there to customers. “Back then, the railway was basically used for all long-distance transport,” recalls Jean-Pierre. When the company’s main customer, the Franco Belge foundry in Merville, a manufacturer of heating appliances, switched from rail transport to road transport in 1967, Transports Cœur had no choice but to become a long-dis-tance transport company. The company’s destinations now include the entire country of France, as well as a few in Germany, Belgium and the UK. Trans-ports Cœur was first based in the town centre of Merville, but when the

A hEART FOR ROAD TRAnspORTThe Cœur transport company began operations in 1926 with a fleet of horse-drawn carts. Today, it is on the road throughout France with more than 30 lorries for customers from industry and trade. Versatility and flexibility are the strengths of the family-owned company.

At his post behind the computer monitors that he uses for tracking lorry transport, Damien Cœur feels like he is sitting an airport tower.

trailerforum  21 

22  trailerforum

firm’s main customer, Franco Belge, need-ed warehouse logistics services as well, the company moved to the industrial area around the Merville airport – into a ware-house building that spans 3,000 square metres where it now has offices.

TECHNOLOGy IS BEING SWITCHED TO NEW BRANDS. Jean-Pierre’s second son, Olivier, is General Manager and responsi-ble for vehicle technology and driver de-ployment. “Our tractor-trailers – all of which are from Renault – travel one mil-lion kilometres, corresponding to about six years, before we replace them with new ones,” Olivier explains. “Trailers are replaced every six to eight years.” Since the company plans to switch to a German brand of tractor-trailers in the future, the trailers will gradually be replaced by the German KRONE brand. Cœur already has six KRONE curtainsiders, one closed box model and one refrigerated trailer. “We are very satisfied with the quality and service,” Olivier says. “We are especially impressed that KRONE strictly adheres to its offers, commitments, schedules and deadlines. They would rather deliver one week earlier than a day too late, and at KRONE, inspec-tions and repairs only take a fraction of the time that we lose at other manufacturers. That is really a difference in terms of busi-

ness culture as compared to what we often experience with companies from our own country.”

PROuD TO BE A GENERALIST. The cus-tomer base has changed greatly over time. “Cœur is a generalist, and we transport what is needed,” Jean-Pierre emphasises. “Today, we no longer depend on one or two key accounts, but rather generate 60 percent of our sales revenue with twelve customers. If a client doesn’t need us any-more or cancels an order, it can be quick-

ly replaced with another. More than any-thing, we are flexible. Due to the variety of the transport, the peak times that arise during different months of the year with various customers are also pretty evenly distributed. Cœur still transports cast iron heaters for Franco Belge, but now also transports pots and pans for the foun-dry, along with plastic laboratory equip-ment for Gosselin, an American company. These routes go from northern France to Lyon, as well as to Nantes, Marseille, Bor-deaux and Toulouse. For the Kiabi and

FRAnCE

»The company was purchased in 1926 by our grandfather,

who was a baker. back then, everything

was transported by horse and cart.«

Christine Cœur, CFO

Jean-Pierre Cœur, the patriarch of the family, is right there supporting his sons every day, and even occasionally still takes an active part in loading the trailers.

trailerforum  23 

Camaieu textile brands, pallet loads of textiles produced in Asia are brought from the Port of Dunkirk to the warehouse at Roubaix in northern France. Transports Cœur also services retail chains such as Leroy-Merlin and Lidl, albeit only in its homebase region of Nord-Pas de Calais. When it comes to refrigerated transports, Cœur transports bananas for the Fruidor Group, moving them from the Port of Dun-kirk to all areas of France, and transports chocolate products for the Cémoi com-pany, taking them from the production site in northern France to the distribution warehouses in Macon and Orléans. In ad-dition, there are regular shuttle transports between Lyon and Lille for groupage trans-ports of frozen goods from various manu-facturers. All of the refrigerated trailers are equipped with systems for continuously controlling the temperature en route and for logging the temperatures values, in or-der to be able to provide proof to the cus-tomer, if needed, that the specified temper-

atures were maintained and that the cool chain was not interrupted. However, these values are not transmitted to the head of-fice in real time. “Since we drive relatively short routes, it would not make any sense. That is more for longer, international jour-neys,” asserts Jean-Pierre.

CONSCIOuS DECISION TO FOREGO COM-BINED TRANSPORT. Cœur does not utilise combined road and rail transport, either, because the nearest CT terminal is 50 kilo-metres away in Dourges, and thus too far. Furthermore the stretches of road driven during each journey are 500 to 600 kilo-metres at most and combined transport is not feasible for such distances. In order to organise the regular transport service between northern France and the Lyon re-gion in a way that saves the drivers from having too many unnecessary overnights away from home, the company hired five drivers who live in Lyon and stationed just as many tractor-trailers there. The trail-

ers intended for destinations in northern France are thus taken to a rest area near Dijon, where, at a designated time, the drivers meet their colleagues from Mer-ville with the trailers destined for Lyon. Thanks to the truck-meets-truck traf-fic, the trailers are switched and re-cou-pled and everyone drives back towards home again in the evening.

STRONG COMPETITION IN THE INTERNA-TIONAL TRANSPORT. Despite the current functional concepts of Cœur Jean-Pierre's heart is heavy when he thinks of the next year. From mid-2013 France wants to in-troduce an eco-tax, that will be imposed on lorries travelling on federal roads and autobahn stretches that are now still toll-free. In Jean-Pierre's opinion, “that will be expensive for everyone, especially for the end consumers who are not even aware of it. For transport companies, particu-larly smaller ones like ours, the question is how and if we can pass on the additional costs to our customers. They are already annoyed about the constantly increasing surcharges caused by rising diesel prices.” As Jean-Pierre sees it, the hotly debated topic of cabotage is less of a problem with-in France than it is for international trans-ports. He is especially irritated with Span-ish companies that look for return freight and undercut prices in order to acquire orders. Because of this, Cœur also lost its regular northern France-to-Madrid busi-ness for its customer Gosselin to a Span-ish competitor. “The competitor charges 1,500 euro per transport,” Jean-Pierre says indignantly. “For this price we would not even cover the cost.” Nevertheless, Jean-Pierre Cœur is certain that the family Cœur holds together in solving these problems and rising to the challenges.

TRANSPORTS CœuR MERVILLEThe family-owned company achieved sales amounting to approximately 6 million euros last year, and its 34 tractor-trailers covered a total of 5.3 million kilometres. Cœur’s vehicle fleet includes 30 curtainsider trailers, 10 closed box trailers and 10 refrigerated trailers.

Only trailers younger than 5 years old are used for long-distance transports. Older trailers are kept at the customer’s premises and can be gradually loaded until they are filled and ready to be picked up. The company has 48 permanent employees, five of whom are drivers stationed in Lyon, and hires additional employees during peak times.

»We are very satisfied with KROnE’s quality and service. They would rather deliver one week earlier than a day too late.«Olivier Cœur, General Manager

24  trailerforum

nEW FROm KROnE

By producing its first trailer tyre, KRONE aims to harmonise the various requirements that a mod-

ern lorry tyre has to meet. The innova-tive Easy Rider is immediately available – both as original equipment and for af-tersale business at the service partners. Customers will benefit from numerous advantages and added value – in the form of a premium tyre with high mile-age, an attractive price-performance ra-tio and excellent cost efficiency.

READILy AVAILABLE. One of the clear advantages is ready availability. Because accidents frequently occur at the most inopportune times – a blowout during a

journey in a foreign European coun-try, for example, far away from

the driver’s homebase. In such cases, KRONE’s service partners provide im-mediate help and mobility with the Easy Rider, without expensive delays. In addi-tion to the quick, Europe-wide service, the new, innovative tyre scores with even more advantages. Systematic quality as-surance pursuant to ISO 9001 and annual audits of the tyre factories guarantee the desired properties. Moreover, the Easy Rider is certified by the German Tech-nical Inspection Agency (TÜV) – as evi-denced by a marking on the tyre wall.

COST-EFFICIENT AND SAFE. The choice of materials and the design ensure high mileage as well as fuel efficiency and noise optimisation. Cost efficiency that pays off for the user: During the develop-

ment of the innovative tyre, the focus was on both attractive pricing and lifecy-cle costs. For example, the carcass is fully retreadable, making it ecofriendly while also saving on maintenance costs.

It’s good to know that the Easy Rider is E&S labelled. Moreover, the tyre can be funded through the De-Minimis pro-gramme and is Green oil produced, apply-ing state-of-the-art standards; the goal was to achieve a harmonious eco balance.

The first KRONE trailer tyre is now available in three customary sizes: Easy Rider KR 811 385/55 R 22.5, Easy Rider KR 711 435/50 R 19.5 and Easy Rider KR 911 385/65 R 22.5. Additional technical data about the innovative tyre: 160 K load index, 4.5 tonne load bearing capacity, 110 km/h speed rating.

GREAT IMPACT ON CONSuMPTIONIn vehicle fleet management, tyre costs are one of the smaller aspects – a greater one, however, is the impact that tyres have on fuel costs. Experts have calculated that up to one-third of the total fuel consumption is directly affected by the tyres. The keyword here is rolling resistance: The deceleration effect caused by the rolling tyre depends on various factors – starting with the material and the respective design. Longitudinally oriented tyres with groove profiles and low rolling resistance are considered advantageous. Efficient low rolling resistance tyres lead to demonstrably lower fuel consumption.

If further actions are taken as well, for example always maintaining the correct tyre inflation pressure and using an economi-cal driving technique, the right choice of tyres can thus significantly cut vehicle fleet costs. Therefore, suitable models such

as the “Easy Rider” are funded through the De-Minimis programme. This aid programme supports companies in the road haulage sector in implementing measures for increasing safety and protecting the environment.

Low rolling resistance, high mileage, secure grip in all conditions: Lorry tyres have to meet a wide range of criteria.

EXCELLEnT pERFORmAnCE

trailerforum  25 

C ompanies that want their cargo to arrive safely, intact and dry at the destination rely on proven closed

box technology. In the retail trade logis-tics sector, closed boxes are essential, for example when it comes to supply-ing stores. The new generation of Dry Liners from KRONE is even more ver-satile: State-of-the-art materials enable new ways to combine light weight and ro-bustness. For instance, the new Dry Liner Carbofont is equipped with special side walls for the closed box superstructure.

The 20-millimeter thick Carbofont side walls in the new Dry Liner have a core material made from polycarbonate as well as impact-resistant cover lay-ers made of GRP (glass fibre reinforced plastic). The roof is made of electroplat-ed stainless steel and upon request, the interior can be lined with an anti-condensation coating.

The 30-millimeter thick multilayer board floor is bonded and waterproofed, and all of the cut sections are sealed in addition. The floor is designed for forklift axle loads up to 7,000 kilograms (strength in accordance with DIN 283). The stabil-ity of the superstructure complies with DIN EN 12642 Code XL.

Along with the stability of the closed box, the new Dry Liner Carbofont scores points with its low tare weight of about 7,300 kilograms. In contrast to the plywood Dry Liner model, this vehi-cle is lower in weight by approximately 380 kilograms, and weighs up to 600 kg less as compared to the steel Dry Liner – a clear advantage in terms of higher load capacity.

Polycarbonate, the material used in the Carbofont side walls, is widely utilised in a broad variety of sectors, such as in the pro-duction of safety helmets and the manufac-ture of airplane windows and automobile headlights. The advantages of the mate-rial: It is deformation-resistant, temper-ature-resistant up to 135 degrees Celsius, resistant to moisture and humidity, and is highly resistant to ageing.

All Dry Liner models have a trade-mark rear section that is specially de-signed for every day transport. Since the rear has to withstand extreme strain during ramp loading and unload-ing, for example when making deliver-ies to supermarkets, it is well-equipped for the job. Special diagonal frame rein-forcements, underrun guards and im-pact buffers show their strength during daily transport, thus efficiently protect-ing the superstructure.

Low tare weight, high load capacity

EXCELLEnT pERFORmAnCE

The rear of the Dry Liner holds up well during daily transport and tough ramp traffic.

RObUsTLIghTWEIghTDry cargo transport places special requirements on vehicle engineering and technology: Customers expect  robust handling and a low box tare weight in order to enable maximum load capacity.

DRY CARgO

26  trailerforum

InTERvIEW

gREEn LIghT FOR mORE EnERgY EFFICIEnCYGreater energy efficiency, state-of-the-art telematics applications, and future legal  regulations: There is a lot on the move in the area of temperature-controlled transport. Uwe Sasse, Head of Design and Development at KRONE, describes the latest developments.

uwe Sasse (52),

has been Head of Design and Development at KRONE

since 2007. Sasse, who holds a degree in engineering,

has been with KRONE for 22 years.

Let’s talk about telematics: When they hear the word, most people first think of the complete traceability of products. Does the field of telematics offer more opportunities?

»In the future, far more potential and areas of application will open up for the telematics sector, and some of them are already under development today. For instance, telematic services can be used to control the flow of goods with the aid of RFID radio technology. Such services could go as far as triggering entire business workflows – such as automatic billing when the goods are delivered at the ramp. Moreover, telematics applications can be used to more efficiently manage maintenance processes for the vehicle fleet, which is particularly relevant for vehicles in circulation that are driven by different drivers.«

When will the Cool Liner Duoplex VIP go into series production?

»The VIP, or vacuum-insulated panel, is not the only component of our goal to realise energy-efficient transport, but is a very interesting one. This is also reflected in the great interest for vacuum-insulated technology that is already seen on the market. At the current time, the panels have reached a development stage where they successfully meet all of the requirements, including in field trials as well. The next step is to make a few necessary adjustments in the plants before we start series production.«

Everyone is talking about “energy efficiency”. What can we specifically expect in terms of improvements in temperature-controlled transport?

»This topic is indeed becoming increasingly important and entails various factors: from transport volumes – an area in which we have developed new solutions, including double deck loading – to insulation values and modern, energy-saving refrigeration technology. Aerodynamics, rolling resistance and optimally insulated superstructures also play a major role in our development ac-tivities. For example, the insulation values in our Cool Liner, with its patented vacuum-insulated panel construction, are about 25 percent higher than those in conventional designs, which in turn lowers operating costs in the long run.«

trailerforum  27 

Publisher: Fahrzeugwerk Bernard KRONE GmbH Bernard-Krone-Straße 1, 49757 Werlte/Germany

Publishing personnel:Dr. Frank Albers Phone +49 5951 2092-00 Fax +49 5951 2094-20 E-mail: frank.albers@krone.de www.krone-trailer.com

Publishing Home:DVV Kundenmagazine GmbH Nordkanalstraße 36 20097 Hamburg, Germany Phone +49 40 23714-01

Redaktionelle Mitarbeit an dieser Ausgabe: Dr. Frank Albers, Juliane Gringer, Paul Itzer, Kai Jacobsen, Ralf Klingsieck, Nadine Röseler, Oliver Schönfeld, Martina Schulz

Photographer/Graphics: Andreas Stedtler, Hasnain Kazim, Paneuropa-Rösch, Hedda Christians (hausgemacht.net), Carrier Transicold, Ralf Klingsieck, HAVI Logistics, Fotolia.com (luntra, contrastwerkstatt, Stefan Körber), Anne-Katrin Gronewold, KRONE, Jan Schaefer (DVV)

Print: ASCO STURM DRUCK, Bremen/Germany

trailerforum appears four times a year with a total circulation of 30,000 copies in German and English.

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A  simplified certification process, new auditing intervals and more stringent quality standards: Those

are the main changes in the revised Inter-national Food Standard – Logistics (IFS),

which will take effect on 01 July, 2012. Logistics service providers who serve the food industry are already thoroughly pre-paring for the new standard.

According to information from the IFS, the standardisation organisation de-veloped the new version of the IFS Logis-tics standard with the aim of making the

requirements more clear and more close-ly aligned to practical requirements. The standard includes all logistics services, from transport, consignments, picking, warehousing and distribution up to load-

ing and unloading.The objective is to ensure a high de-

gree of transparency along the entire process and supply chain. The focus is on topics such as hygiene, merchandise and inventory management, tempera-ture control, cleanliness and traceability. In the revised version, which replaces the

2006 standard, the number of audit cri-teria has been increased from 98 to 145. In contrast to the previous three KO re-quirements, there are now six. The scor-ing system has also been changed for the “D” score, indicating that a require-ment has not been sufficiently imple-mented: Instead of zero points, as used in the former standard, the score for not meeting a requirement will be minus 20 points.

The audit intervals have also been standardised. Companies now have to undergo an audit every twelve months – an extension to 18 months is no longer an option. The IFS has also added eight new criteria related to protecting the food chain from terrorist attacks, including safety assessments, risk assessments, site security and safety, personnel and visi-tors, and external controls.

Experience has shown that compa-nies which become certified in compli-ance with the IFS Logistics Standard have a major advantage when it comes to positioning and distinguishing them-selves on the market as high-quality serv-ices providers. The standard also covers the legal framework for food companies, thereby providing for more safety and as-surance, for example in the case of in-spections. The complete IFS Logistics Standard is available for download at www.ifs-certification.com.

IFs sTAnDARD EnsUREs TRAnspAREnCY

IFS STANDARDSIn recent years, the IFS has become an established organi-sation among both suppliers and service providers. IFS certi-fication ensures uni-form quality standards that logistics compa-nies can document for their customers at any time.

Hygiene, temperature control, cleanliness, traceability: The requirements for food logistics are quite  demanding. The new enhanced IFS Food logistics standard, comprising 145 audit criteria, ensures a high  degree of transparency.

Implementation of the strictest hygiene requirements for food transport is crucial.

InDUsTRY

Food

IFS

international featured standards

®

Our new PK3000 pallet stow box is now on the roads. Lighter, more compact and considerably easier to use than its legendary predecessor, the PK2000. We have been able to lower the lid’s pivot point by shortening the lid stanchion, so that the PK3000 is much easier to open and close.

The new box lid has undergone multiple remodelling processes in addi-tion to its attractive, modern design, all of which combine to provide increased stability. The ground clearance has also been increased as a result of the bevelling of the lid edge. The PK3000 has the same loading volume as its predecessor but it can also be up to 70 mm shorter, depen-ding on the model you choose.

The PK3000 is available in four different heights, ranging from a minimum height of 350 mm with a cathodic electro-dip coating that includes zinc-phosphating to a hot-galvanized body with cathodic electro-dip coating and a powder-coated lid in versions that can hold 8-36 pallets.

Well received –PK3000The from

HS-Schoch

+49(0)7363/9609-14

HS-Schoch GmbH

Southern Germany sales office Am Mühlweg 2, 73466 Lauchheim, Germany

Northern Germany sales office Postfach 1206, 23764 Fehmarn, Germany

2012

Awarded the European transport prize for sustainability!

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