Fleet Transport April 2020 by Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

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INTERVIEW: With Joe Jordan, Ballinlough Refrigeration & Tail Lifts ALTERNATIVE: Gas Networks Ireland’s Plans & Scania’s new R410 6x2 CNG FINANCIAL: Jamie Heaslip teams up with Flender AWARDS: Entry Form Inside FEATURE: Commercial Vehicle Hire & Rental LCV: What’s to come for Van Brands in 2020

Contents APRIL 20

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 | Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, HSA, Dr. Betty Maguire, Rob Van Dieten Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Paul Sherwood, leinsterrugby.ie, IVOTY, TIMOCOM Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne Printed in Ireland

For pan-European transport related updates on COVID-19 log on to www.ﬂeet.ie 4 News • Last Mile Delivery Seminar held • FUSO makes history at GPO • Pick-ups being put down • Volvo Truck survey results • SDC extends EN Certifications 8 Interview With Joe Jordan, Ballinlough Refigeration 10 Alternative I Natural Gas presents real opportunity 14 New Fleet Newly registered Mercs, DAFs, Renault, Van Hool trailers and Ford vans 16 Fleeting Shots • MAN TG history recalled • Unique utility body from LCVT 18 Alternative II Scania focuses on CNG chassis development 20 Financial Flender is progressing well according to Jamie Heaslip

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 Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

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

Fleet Transport Official Irish Jury Member of the International Truck of the Year Award

Official Irish jury member of the International

www.fleet.ie | 3

23 Cover Volvo to the fore with arrival of 4 new trucks models

32 Fuel Prices Week 13.20 33 Safety Matters Advice on Warehousing and storage 34 Health Matters Triage 36 Launch Pad - LCV New vans due for launching this year 38 Fleet Maritime Shipping & Freight newsletter 42 Comment A green world 44 Opinion Getting better all the time? 46 Feature CV Hire & Rentals plus Directory 50 Finance Details on Tenders 53 Legal Spare Parts & Components 54 Soapbox Meeting emission targets

27 Awards Entry details for the annual Fleet Transport Awards

Transport Barometer: Data from 15/02/2020 - 15/03/2020

TIMOCOM continues to T p promote digitalisation w within the transport p process via Smart A API T The IT and data specialist TIMOCOM is setting their T sails for the future of logistics s with FreightTech. The w company has just presented c its latest modern interface it ttechnologies, known as Smart APIs. S

Intralogistics & Forklift Truck Awards follow us on twitter twitter.com/ﬂ com/ﬂeettransport eettransport

The Smart APIs create a bridge between TIMOCOM’s Smart Logistics System and the transport management and tracking systems used by the over 43,000 TIMOCOM customers throughout Europe.

4 | NEWS 1

CILT hosts Last-Mile Delivery Seminar

he Chartered Institute of Logistics & Transport (CILT) hosted an important seminar at the Crowne Plaza Hotel Santry, Dublin on a topic of increasing importance to the transport and distribution sector - the Last-Mile Delivery (LMD). In association with GeoDirectory, the CILT gathered a wide range of speakers to present the current situation on LMD. First to the podium was Byron Dunne from Urbantz who set the tone clearly when he highlighted that over the next ten years, seventyfive percent of the world’s population will live in an urban zone. Interestingly, Byron highlighted the ‘last mile’ speed in Dublin is at present 7.5 kp/h, which is poor when compared to London with a speed of 11 kp/h. If Ireland’s annual growth in ecommerce at 11% is added, it is easy to see we need to start working on solutions as a matter of urgency. Although the industry, and public to some degree, is reasonably aware of the available transport technologies, it seems as if there are too many platforms. Finn Mongey of Message Bird presented its system that will automatically adapt to whatever platform the customer is using to track and trace a consignment, or to communicate with the client. Th is is particularly important when operating internationally where different countries use different platforms. Message Bird creates a unified host for all services such as What’s App, SMS, Instagram, Facebook and others, greatly enhancing interactions with the customer. Luke Binns presented on behalf of Small Business Innovation Research (SBIR) Smart Dublin. In February 2018, as part of a feasibility study in conjunction with UPS, SBIR created a drop off zone in the city centre where a de-mountable body would be dropped and parcels distributed by various forms of pedal power throughout the city. The project is ongoing and appears to show promise especially for parcel post consignments. The study is expected to conclude in April this year. It appears that data is the future, according to GeoDirectory’s CEO Dara Keogh: “Unlike land or labour, the more you use data the more valuable it becomes.” Dara expanded this in greater detail after the presentation and it certainly makes for a fascinating subject. Through GeoDirectory’s free App, Dara encourages people to engage with the data they already have in their businesses. Unfortunately, many companies feel this information is of litt le value. however, efficiencies can be gained from correctly reading the information already in possession. Of course, products still have to be delivered, on time, and undamaged. Th is is where Galway based company Autofulfi ll can play a role. It specialises in delivering the promise of ecommerce retailers of any size or type with a distinct focus on SMEs. From its Oranmore headquarters, it has developed an interesting traffic light pricing system for deliveries which proves that people will pay for transport. Capcon’s Rory Comerford delivered a presentation on the use of roll-cages, combies, or caddies depending on what term is used. Th is was quite the eye-opening presentation as many dismiss the advantages of these cages. Using some simple mathematics Rory FLEETTRANSPORT | APRIL 20

clearly described the efficiencies of roll-cages. He also highlighted the obvious point that pallets were designed to move goods through a warehouse and they work well for that purpose. However, for the LMD they are increasingly unsuitable and cumbersome. Arguably the slide that raised most eyebrows on the day was from Colm Ennis of Dublin City Council (DCC). A slide showed some measures under consideration by DCC to alleviate traffic. One proposal included a ban on 4-axle commercial vehicles, though when questioned, Colm admitted that DCC is aware of the possible ramifications such a measure would bring. Paul White

NEWS II | 5

History making continues at GPO with An Post and FUSO

t the General Post Office (GPO) on Dublin’s O’Connell Street, history was made once more when FUSO Ireland officially marked the recent launch of the fi rst FUSO eCanters, the world’s fi rst all-electric light-duty truck, into the Irish market. An Post has become the first postal service provider in the world to attain zero carbon emission delivery status within a capital city, following the addition of two 7.49 tonne FUSO eCanters to its Dublin-based city fleet. The 100% emission-free FUSO eCanter is almost silent while still containing a powerful electric motor with 115kW (156hp) and with a max torque of 390Nm. Providing a range of over 100km with a full payload and up to 4.3 tonne load capacity, it offers 30% lower maintenance costs and can reach a full charge in just 7 hours, with the option

Pictured at the delivery of the first FUSO eCanter to An Post at the GPO, Dublin were: from left: Robertino Renz; Regional Marketing & Sales Manager FUSO Europe; Olive Kiely; Head of Business Support, Transport & Network An Post and Gerard Rice; Managing Director FUSO Ireland.

of fast charging in only one hour. FUSO eCanter delivers on comfort too as its interior comes equipped with ergonomic seating, 12” digital displays, a keyless push start, and button shift – resulting in hassle-

free and low-cost operation. Its chassis cab provides a platform for various different body types including Box body, Dropside and Tipper, making this light-duty truck ideal for urban delivery and green business needs.

Mercedes-Benz drops X-Class while Volkwagen stalls Amarok

or differing reasons Mercedes-Benz and Volkswagen have suspended production of their X-Class and Amarok Pick-up truck model lines respectively. Daimler, Mercedes-Benz’ owners, spent multi-millions on redeveloping the Nissan Navara to create the uniqueness of the X-Class, but it has turned out to be unsuccessful. While the modifications were credited by the press and clientele alike, it was not a success at dealership level. While the X-Class was the fi rst Pick-up to be marketed by a premium automotive brand which was well regarded by the marketplace, it was deemed to be too expensive. Just 15,300 units were sold last year. An official statement from MercedesBenz regarding the discontinuation of the

X-Class reads: “As you will already know, we continuously check our product portfolio. With the X-Class launch in 2017, MercedesBenz entered into a new segment and presented a mid-size Pick-up. We drew in a lot of attention with this vehicle. In our global product portfolio, the X-Class is a niche product which plays a great role in a few markets, including Australia and South Africa. Already in the first quarter of 2019, we decided that the X-Class would not be built in Argentina as planned. The reason for this was, above all, that the price expectations of the Latin American customers have not been economically viable. Now it has been decided that from the end of May 2020, we will no longer produce this relatively young model. We will of course, serve the current demand for the X-Class. What’s more, service and warranty coverage will continue to be assured by Mercedes-Benz Vans.”

of the new ID Buzz and next generation Transporter (T7). According to a press representative at the brand, Volkswagen CV will have enough Amaroks built to meet demand before the cut-off point. To import the South American version which is made in Argentina as an alternative source would work out too expensive, due to import taxes and other duties. Global sales have been positive with the Amarok meeting and maintaining market trends. Last year worldwide sales reached 72,513 units following 79,000 and 81,000 purchased the previous two years. An announcement is due from Ford soon about the development of an all new Ranger and Amarok coming next year, as part of the recently formed Ford Motor Company/Volkswagen Commercial Vehicles collaboration projects.

The situation in Hannover, Germany is that the production of the multi-award winning Volkswagen Amarok will be suspended in May, due to a number of reasons, fi rstly as it does not meet new European exhaust emission targets (especially with its 3.0 litre V6 TDI) and secondly that parent company Volkswagen Commercial Vehicles has to make room at the plant for the production www.fleet.ie

6 | NEWS III

Interesting ﬁndings from Volvo Truck Survey by Ipsos, conducted with 306 European based road transport operators/business owners oinciding with the launch of the Q2. How important are the following factors Residual value of the truck – 30% by 40+% next generation of Volvo Trucks, for profitability? Fuel consumption – 40% by 40+% the Swedish marque researched Avoiding damage to the truck – 97% various issues relating to the current state of Fuel efficiency – 96% Q5. Is the truck brand important to attract the road transport industry at present and Avoiding damage to the load – 88% qualified and motivated drivers? into the short-term future. The focus was Residual value of the truck – 70% 60% consider the truck brand being an primarily on drivers, profitability, impacts important (Fairly + very important) to attract running and operating costs as well as truck Q3. How much impact does the driver have qualified and motivated drivers. brand recognition. on? Avoiding damages to the truck – 97% Q6. How important are the following areas Q1. To what extend do you agree with the Having clean and good-looking trucks – for attracting qualified and motivated following statements? 73% drivers? The difficulty of finding and hiring qualified Fuel efficiency – 92% Salary – 99% and motivated drivers will increase in the Avoiding damage to the load – 91% Driver environment/comfort – 93% coming years - 88% The customer’s experience of contact with Working hours – 89% It is a challenge for you to find and hire the driver – 86% Safety – 86% qualified and motivated drivers – 84% Delivery on time – 89% Home time – 84% Haulage companies are competing to attract Residual value of the truck – 65% Truck performance – 78% qualified and motivated drivers – 82% Being able to influence how and when to Lack of qualified and motivated drivers Q4. How much can it differentiate, in terms work – 65% inhibits our growth – 76% of annual cost, between a good (qualified Health benefits – 67% The transport industry will grow in the and motivated) driver and a worse (lower Policy for sustainability/environment – coming years – 65% performance) driver when it comes to …? 55% We will hire truck drivers during the next 6 Damages/repairs to the truck – 47% by months – 62% 40+% Damage to the load – 43% by 40+%

SDC provide EN 12642 XL certiﬁcation on Freespan and Insuliner Curtainsiders

s more road transport operators continue to opt for EN 12642 XL vehicle certification, SDC has expanded its portfolio to include the standard on the Freespan and Insuliner curtainsider semi-trailers. Each vehicle successfully completed structural testing carried out by the German independent assessment body TUV-NORD to certify the build. EN 12642 XL is a whole-body, European load containment standard which details the safety and technical parameters required to secure a load for transport. While trailers are not legally required to have EN 12642 XL in EU Member States, it provides part of the load securing system and certifies that quality standards are met. Commenting on the qualification, SDC’s CTO Jimmy Dorrian said: “In response to market demand we are pleased to offer the EN - XL option to our customers providing an extra quality guarantee on our Freespan and Insuliner curtainsiders. Each trailer passed a series of rigorous tests, fully loaded to simulate

FLEETTRANSPORT | APRIL 20

emergency manoeuvres in cornering and braking. While EN-XL provides extra assurances for load security, SDC also offer a wide range of load restraint options for compliance when cargo does not meet the positive fit guidelines. As the market leader, SDC is committed to delivering the highest level of quality and safety across our trailer portfolio and our engineers have over 40 years’ experience in this field.” SDC offers EN 12642 XL as standard on the Freespan curtainsider, recently launched in the UK following years of manufacturing solely for the Irish market. Built on a robotically welded chassis, the Freespan features a clear side aperture and 5* easy-roll curtain technology to advance efficiency, safety and reliability during loading and unloading. The second trailer to receive certification is SDC’s Insuliner with integrated fridge for the transport of temperature sensitive cargo. Featuring insulated curtains, doors, roof and front bulkhead the Insuliner provides a thermally efficient solution with EN 12642 XL certification up to 29,000kg payload.

SDC Trailers full EN 12642 XL offering: • Freespan Curtainsider • Insuliner Curtainsider • Wrap around rear step frame double deck trailers • Fixed rear bulkhead step frame double deck trailers • Straight frame ‘Fastliner’ trailer • 13.6m Straight frame curtainsiders with fi xed and sliding roof • 15.65m Straight frame curtainsiders with fi xed and sliding roof • GRP Boxvan • 34 pallet GRP Boxvan • Platform • Alloy double skin Boxvan • Hydraulic lifting deck Curtainsider

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8 | INTERVIEW

One-to-One with Joe Jordan, Ballinlough Refrigeration & Tail Lifts

fter a career spanning almost forty years, Joe Jordan has decided to take a step back from his position as head of Ballinlough Refrigeration and concentrate on other projects. Joe is confident that with the expertise and experience built up within his management team, the company will continue the progress made over the past decades, even in a marketplace that is ever changing. This management team includes Joe Malone, Hugh Nolan, Mike Crowe, Teresa Fitzmaurice, Noel Flanagan Joyce and Neil Jordan. The next generation is in a position to bring fresh thinking and practices as the times move on. Reflecting back on the history of Ballinlough Refrigeration, Joe can look back with great pride on what has been achieved through hard work and sacrifice. One key development,

that was paramount to the success of the business was the acquisition of the Thermo King refrigeration sales, fitt ing and service agency. Another was the contract for the national distribution and maintenance of Dhollandia tail lifts. The perfect combination of products notes Joe, as customers typically require and specify the two systems on their vehicle bodies/trailers at the same time. Another significant addition to Ballinlough’s business portfolio has been the supply and maintenance contract with Tesco for their home delivery service, an area that will further expand in the shorter to medium term. As with any accomplished entrepreneur, Joe recognised early on that timing is everything. If the journey to achieving the desired objective may mean giving up on certain aspects of the objective sought, the bigger picture has always been recognised when aiming for the ultimate goal. Joe’s persistence in the early days of his career path paid off, but not without meeting and dealing some hurdles along the way. Hailing from Ballyhaunis in Mayo, Joe set up his business in a village situated near the border between Mayo and Roscommon called Ballinlough (hence the name of the company). His own career began by serving his time on the production line at the Thermo King factory in Mervue, Galway. Four years there taught him about transport refrigeration systems from the operations side. Looking to move closer to home, he got a job with Sher Mohammad Rafique, the legendary owner of Halal Meats which operated a large fleet of trucks and trailers serving continental markets. Joe looked after the industrial refrigeration systems at its five lamb and beef processing plants. “I spent six years there, was very busy and had four lads working with me. Having the desire to set up my own business, I bought a site on the Ballinlough Road (outside Ballyhaunis) and built up a good customer base.” With his business carrying out repair and maintenance work for both Thermo King and Carrier Transicold refrigeration units, Joe was keen to secure an agency, and after a lengthy legal process the Thermo King dealership contract was agreed. Winning the contract was a landmark event as it was one of the fi rst European Block Exemption cases to go through. That was back in the early ‘90s and meant

FLEETTRANSPORT | APRIL 20

that investment in facilities and staff was required with a nationwide focus now in mind. Therefore, a move to Dublin was imminent, which required Joe and his young family to relocate to the Capital. A depot was originally set up in Finglas, with a move to Chapelizod and then to Knockmitten (Western Industrial Estate) for a few years. Due to space restrictions, a purpose-built site was then purchased in Ballymount. “Yes, we were always struggling for enough space as trailers were gett ing bigger and more of them were placed in the yard,” said Joe. A couple of years later, the Dhollandia tail lift franchise was taken on. Joe is proud that the gentleman’s agreement made with the Belgian company back then remains to this day. Clearly a West of Ireland thing, a slap and shake of the hand was enough for both parties to deal with each other. As the business expanded, the need to provide a comprehensive nationwide back-up became necessary. A Cork branch was set up in Carrigtwohill to serve a big contract with Musgraves amongst others. Bearing in mind that the road network was not as good as it is today, another depot was established in Galway, while service agents were appointed in other parts of the country, notably Frank Quinn (South West Refrigeration) based in Limerick and Gareth McKenna (GMK Refrigeration) in Monaghan. As the logistics supply chain grew and demand increased for temperature control trailers, so the number of blue chip and prominent national and international companies among Ballinlough Refrigeration’s clientele grew to include such household names as Kerry Foods, Dunnes Stores, Irish Blood Transfusion Service, Musgraves and Tesco. The Tesco home delivery vehicle contract was obtained through an opportunistic meeting at an event in England that led to discussions on how the British supermarket chain could maintain its fledging internet-led service in Ireland. Ballinlough and Tesco did have some prior dealings through the maintainance of the retail outlet’s delivery trailer units, so the expansion of services was a win-win for both companies. “We always had a very good relationship with Tesco which at the time had 150 vans in operation, all with fridge units that needed looking after. We said, ‘Sure we’ll do that for you.’ It was a big undertaking and that was seven years ago. We haven’t looked back since and their home

INTERVIEW | 9 special emphasis on sales and business growth. Joe has also been responsible for many new innovations at the company. Hugh Nolan will take up the new position of Operations and Finance Director. Hugh has been with us for almost three years and has already made a big contribution to the operation, administration, Health & Safety and training in the company.”

delivery section has expanded gradually, with more to come,” he added. In that segment, going green are now the buzzwords and this will be the way forward, according to Joe. Thermo King is ahead of the curve in this regard, with a purely electric reefer unit that will fit to types of vehicles now in production. Tesco has in fact ordered 30 new electric vans for London with these fitt ings, which will likely lead to the further expansion of the zero-emission fleet in due course. Joe accredits much of the success of Ballinlough Refrigeration & Tail Lifts (to give the company its full title) to his employees, many of whom have accumulated decades of loyal service with the company. He admits that back in the day he was a poor delegator, but as the workload got bigger, he realised he needed to rely on senior staff members for assistance. “There’s a fi ne line between delegating and dumping. I was trying to run everything which wasn’t working and decided that I was better off to let them have a go. If they did make a mistake or two, I’d say ‘what the hell’ – as long as they don’t make too many. They have to make mistakes to learn.” Announcing his decision to step down as Managing Director, Joe had his ducks in a row, with the appointment of leaders in various departments to take the reins. “To this end the following changes to our Management structure have been implemented: Joe Malone takes over as Managing Director of Ballinlough Refrigeration. He has been with the company for over 22 years starting fi rst in a junior sales role and for the last number of years as General Manager with Text: Jarlath Sweeney - editor@fleet.ie

Joe’s son Neil Jordan takes up the position of Sales Director after spending nine years in a similar role in Novum Refrigeration where he set up operations for Novum USA. Joyce Jordan, his daughter, becomes a Director of the company and continues in her Sales and Administration role with emphasis on co-ordination between all the company’s locations and scheduling on unit fitt ings. “Mike Crowe will continue as the Financial Controller with Teresa Fitzmaurice remaining as Credit Controller. Likewise, Noel Flanagan will continue as Purchasing Manager,” stated Joe, who now takes up a new role as Chairman of the Group. “Then there are our dedicated Service Managers; Simon Kealy (Dublin Fridge), Clive Monaghan (Dublin Tail Lift), Kevin McCarthy (Cork), and Kevin Meehan (Roscommon), plus Terry O’Hanlon in Training and Quality. I must also compliment the ladies who look after service management and administration team,” he added. While Tesco has put an emphasis on the green supply chain, Joe is also investing in home grown electrification through solar panels on the roof of the company’s Kingswood headquarters, established on the Naas Road, in 2016 – a major acquisition that meets the demands of its ever-expanding portfolio. Electric Vehicle charge points are also to be installed at a dedicated area within the compound. There is another part of Joe’s business that many may not know about. It’s at the retail end where the company operates the wellknown Novum brand. Joe, along with the help of his son Neil, supplies a global export marketplace with over 22,000 display and storage fridges sold each year, mostly to supermarket chains.

Mercedes-Benz Sprinter with Thermo King E-200

There is a growing trend in multi-sized reefer boxes, manufactured by Thermo King and others, that can be dropped in and out of these vehicles, which serve many purposes and a variety of users. It’s an area that Joe sees great potential in and a concept that can be supplied to a broad customer base. Meeting with ongoing market trends is to the foremost of Joe’s mind. He sees that the urban environment is moving towards more light commercials for deliveries rather than trucks, which should bring more custom to this side of the business. Manufacturing of these van interior insulation and mouldings is based in Ballinlough, where the origins of the business began all those years ago. Joe’s departure as Managing Director coincided with Ballinlough Refrigeration’s recognition as Thermo King Dealer of the Year 2019 for Europe, Africa & Middle East, presented at the annual Dealer Principal’s Conference in Barcelona. On winning the prestigious title, Joe commented: “Th is is highly coveted award, which is adjudicated among all the dealers from Europe, the Middle East and Africa and it is the first time Ballinlough Refrigeration has won it! To say we are thrilled is an understatement!” And so, Joe’s decades of entrepreneurship and innovation have turned the full circle. That’s not the end of the story though, as with other ideas and things up his sleeve to bring to market, there’s little doubt that we will hear much more from him in due course.

Another transport and logistics related development within the company is the formation of a vacuum press to produce insulation and mouldings for van interiors that may or may not require refrigeration. www.fleet.ie

10 | ALTERNATIVE I

“We have a real opportunity” Time to step on the (Natural) Gas

or some time now it has not been possible to get through a news bulletin on radio or television without the words ‘Climate Change’ being mentioned. Whether it is concerning global measures such as deforestation in South America or walkout protests at the local secondary school, the issue will remain high on the agenda for the foreseeable future. It would appear that there is no single silver bullet solution to the problem, and instead, we must combine several different approaches to combat what we are being told is an impending apocalypse. John Lowry & David Hanahoe Gas Networks Ireland

However, we need someone to blame and the transport industry is an easy target despite the remarkable strides made in reducing emission levels since the early 1990s. The public, in reality, is quite unaware of this and even less interested. They just want to know what are you going to do next, and what are your solutions? At this time the only realistic solution available to Irish road transport operators is Compressed Natural Gas (CNG), or BioCNG. Some will remember the days of LPG, with large cylinders of liquid petroleum gas in the car boot, thankfully modern vehicles and systems are far removed from those

times. In Ireland, the availability of ‘cheap oil’ over the past few decades has meant that gas-powered vehicles have faded from the collective memory. Fortunately, this has not been the case in many European countries where gas-powered vehicle development continued, meaning we now have trucks that can deliver the power and performance we expect from a regular 400hp unit. It must be remembered that transport operators are running businesses and they have certain obligations to do what is best for that business. To date CNG would not have been the best option for most companies, primarily due to two factors. The fi rst being the trucks, with the second, the refuelling network. The trucks consideration, has for the most part been solved. Natural Gas Vehicles (NGV) perform equally as well as the equivalently rated diesel, and the vehicles are available in just about all axle configurations. The other concern for operators is the vehicle range due to gas carrying capacity or the lack of a refuelling network. However, this can be resolved by fitting more carrying capacity (tanks) on the chassis or possibly on a trailer. Or by providing an improved network of CNG refuelling stations nationwide. Th is is where Gas Networks Ireland comes in. Gas Networks Ireland (GNI) is the semiState body charged with overseeing the national network of almost 14,000 km of

FLEETTRANSPORT | APRIL 20

ALTERNATIVE I | 11 pipeline, and the installation of refuelling points in Ireland. The company has been criticised on many fronts for the slow progress of the promised roll-out of a refuelling network. While some of this may be justified, GNI’s David Hanahoe explained to Fleet Transport: “GNI has been slow to tell its story, but the time is now. When each case is looked at closely, much of the delay with fi lling points was due to issues beyond the control of GNI.” David mentioned that some delays were caused by difficulties establishing exactly who owned the land on which a site was to be located. Th is caused other knock-on issues with the installation of equipment and electrical sub-stations and further complicated the projects for the partnered businesses who were to run the station. These highly important issues must be clarified and resolved before any installation work can begin, and the gas network is a new venture with much to learn for all involved. As the network widens the experienced gained with each station completed is expected to quicken the completion of the next. David also noted that as a nation we are a litt le late getting to the CNG party, although this does allow us the advantage of learning from other people’s mistakes. It is hoped that the increased number of completed stations will encourage operators to invest in CNG vehicles. The perceived poor refuelling network has always been a major factor hindering greater acceptance by operators. On the other hand, the lack of customers to Natural Gas Vehicles (NGV) hampers the building of new stations. Why build stations when there are no clients? Both arguments are valid, though we do need some element of the ‘build it and they will come’ approach. Nevertheless, it is probable that we will soon reach a positive tipping point. The trucks are available and with natural gas recognised as the cleanest fossil fuel available nowadays, some large manufacturing companies - both Irish and foreign - which are major users of gas are beginning to exert some pressure on their transport providers to make a move to CNG over the next few years. Although this move will not happen overnight, any haulier working for one of these produces and intending to replace vehicles within the next two to three years would need to consider the implications if their customer will only load CNG powered units after five years.

Iveco Eurocargo CNG

There is one additional drawback or unknown quantity for operators wishing to invest in Natural Gas Vehicles (NGV), and that is the potential residual value. Because there are as yet few second hand NGVs on the market, it is hard to determine what the units are worth. As the market matures this will resolve itself, and we could fi nd they benefit from a premium. David appreciates that the initial outlay is more costly than that for standard diesel engined trucks: “GNI recognises that the residual value of gas trucks is an issue for operators, and is working to develop solutions with a number of finance institutions. One possibility could be a lease hire option.” There is litt le doubt that if the issue of residual values were addressed it would encourage more operators to justify the investment.

However, even with the current limited refuelling network, there has been significant growth in the number of NGVs on the road, in addition to an encouraging number of orders placed by operators with the main OEMs. Th is is expected to further increase as companies in certain areas seek to reduce their carbon footprint. While these companies could arguably be called fi rst adopters, they are far from pioneers in the field of natural gas transport. Major operators like grocery wholesaler BWG Foods are making the switch, but not just for environmental reasons as CNG power can make a convincing fi nancial argument. According to Gas Networks Ireland, CNG “is a proven alternative to diesel or petrol and reduces transport costs by 25%, and carbon emissions by over a fi ft h. These vehicles

Mercedes-Benz Econic CNG www.fleet.ie

12 | ALTERNATIVE I

can achieve zero-carbon transport when operating on renewable gas.” There is litt le doubt that CNG or BioMethane powered vehicles work particularly well in certain sectors, for instance refuse collection and municipal vehicles operated by or for the County Councils and Local Authorities. These bodies are now signalling their intention to move to CNG. Also, some city authorities around Europe are favouring gas-powered vehicles for city deliveries. Th is policy could see the number of NGVs rise dramatically if operators in the light commercial and sub-3.5 tonne segment were to adopt CNG vehicles. Currently though, David feels the range of models available in right-hand drive is not wide enough for it to cause a significant shift here. The passenger transport and commuter sector is one that could transfer to CNG, especially as the majority of vehicles operate on a daily return to base basis. There are opportunities for large companies or State authorities to encourage a move to lower carbon transport. David alluded to the possibility of ‘Green Lanes’ for cleaner vehicles, or special parking points or zones at places like Dublin Airport or in city centres. If a customer were to suggest that their transport supplier should move to natural gas, one argument that will not stand up from the end of this year will be the lack of refuelling stations. GNI, through agreements with Applegreen, Circle K and other partners, will have opened a total of eight stations by the end of 2020, with a ninth station in Q1 of 2021. Granted, this is still relatively few when compared to the number of stations in other countries, for example Italy, which has over 1,000 stations. However, nine well placed public stations in a country the FLEETTRANSPORT | APRIL 20

size of Ireland should adequately cover the major transport routes. GNI identifies that a full network would be around thirty-five stations dotted around the country, which would leave no doubt as to the availability of fuel. Th is could be further enhanced by any number of private stations, and sites that employ an Anaerobic Digester (AD) plant. The greater use of AD plants is an aspect that David believes “will play a huge role as a stepping stone to green technology and a huge amount has been done by GNI as custodians of the Green Certificate.” Th is accreditation allows producers to inject Bio-Methane into the grid and GNI will then issue a certificate of conformity to the end-user. There is a great deal happening behind the scenes with a significant number of transport companies showing an increased level of interest in NGVs. Many of these entities are aware of their responsibilities to demonstrate what they are doing to address the issue of climate change. They are talking to their vehicle suppliers, although some are finding that not all OEMs are in favour of gas power and will actively discourage operators from investing because they may lose sales. Yet those other OEMs which have invested in the production of gas trucks have a different opinion. “If you don’t have a gas offering for your customers you won’t like gas, and

you will believe it won’t work,” says one manufacturer that has to date sold 35,000 gas trucks, and indeed it is worth noting that today over two million gas vehicles are operating in Europe. Of course, for operators the price of fuel is critical and possible price fluctuations of gas are a major concern for operators. Also a concern is the possibility of additional duties or taxes any future Government may apply that could make using CNG less economical. That said, while the price of fuel is determined by the market, GNI has a derogation on the carbon element of the excise duty of CNG over diesel until 2024, and GNI is hopeful of gett ing this extended beyond that date. There is litt le argument against the use of natural gas or Bio-Methane for transport in Ireland. The fuel is plentiful to the point that 60% of what we use goes to generate electricity. According to David, the ideal situation is to further develop Bio-Methane. “Measured on a well-to-wheel basis, BioMethane wins hands down and this closing of the loop is what we are aiming for. BioMethane is key to us solving a lot of the problems we have, and with greater use of AD plants we have a real opportunity in Ireland to have a circular economy with homegrown fuel.”

CNG Filling Stations Opening during 2020 Circle K Dublin Port

Applegreen Midway (J17), Portlaoise

Circle K Cashel, Tipperary

Circle K Clonshaugh, Dublin 17

Panda Ballymount, Dublin 12

Panda Cappagh Road, Dublin 11

Circle K Ballysimon Road, Limerick

Applegreen Birdhill, Tipperary

Circle K City North (2021), Gormanston, Meath Text: Paul White - paul@fleet.ie

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When we bring the forecourt to you, your drivers can refuel when and where it suits them - on your premises or at any of over 200 Applegreen service stations nationwide - using the Applegreen LowFuelcard. We can enhance your existing system or install D QHZ WDQN HLWKHU ZD\ \RXÂ·OO H[SHULHQFH OHVV hassle, lower bills, greater convenience and absolute transparency.

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14 | NEW FLEET I

Joe Curran Mercedes-Benz Commercials – supporting local business

New Mercedes-Benz Sprinter 316 sold to Briody Beds, Oldcastle, County Meath.

Latest award-winning Mercedes-Benz Actros 5 1842 (with MirrorCam) purchased by Farrell Furniture, Ardee.

Another local fi rm BD Flood (Oldcastle) was supplied with this Arocs 3243 8x4 with Palfi nger crane.

Doherty’s new DAF LF Series

echanical Engineering supply specialist James J. Doherty Ltd., Summerhill, County Meath went to great detail to specify this new DAF LF 290 4x2 rigid bought from DAF Trucks Ireland (Dublin).

The 19-tonne rigid with Day Cab features a 26 ft aluminium dropside with removable pillars, built by Thompson’s of Carlow. It is also equipped with a 6-cell PM on board weight system. Pictured at the handover are, John McCann, Sales Manager, DAF Trucks Ireland and Anthony Darcy, driver, James J. Doherty Ltd. Founded in 1909, James J. Doherty Ltd is a wholly Irish owned company that has provided the engineering industry in Ireland with quality products and valued expertise for over a century.

New Renault Range C440 8x4 Tridem on the right Road(stone)!

ublin based owner-driver and Roadstone Retail contractor John Sherry has put into operation this new Renault Range C440 8x4 Tridem with rear lift and steer axle, delivered by Aaron Clarke of Setanta Vehicle Sales (Dublin). Along with numerous personal touches such as bottom light bar and various other lighting, along with a personalised reg number to honour Celtic Football Club, John has specified this multi-axle rigid, with sleeper cab, driver comfort pack, refrigerator and air conditioning. It is extremely manoeuvrable, thanks to the rear steering axle. It also comes fitted with a block body made by Bennett Steel and a new PL 18.001L crane supplied by Palfi nger Tullamore. The new Renault Truck is also packaged with an Excellence Aftermarket contract which includes maintenance for an extended period of time. FLEETTRANSPORT | APRIL 20

NEW FLEET II | 15

Donovan’s Done Deal with Van Hool

red Everiss, Head of Sales UK & Ireland for the Belgian tanker trailer manufacturer is pleased to conduct another sale to Dennis Donovan Transport, Tipperary. “We at Van Hool are proud to specify and supply another quality 30,000 litre tank to our loyal customer Donovan Transport, Tipperary for the use in milk transport. Th is trailer is fully electro polished, approved and accredited for milk transportation and also is fully approved by the Health & Safety Authority for its walkway and handrail system. It comes specified with BPW axles, Alcoa Dura-Bright wheels, Fortvale valves and equipment. We enjoy a good business relationship with Paul Donovan and Cathal Donovan and appreciate their loyal support of our brand.”

Limited Edition 1 Actros for McElchar International Transport

arry McElchar is now the proud owner of this new Mercedes-Benz Actros 2453 LS Edition 1 4x2 tractorunit which will operate across the European Continent. Featuring the 2.5m wide BigSpace cab (from only 400 built) with the award winning MirrorCam system, this Edition 1 is highly specified both inside and around the cab. Located in Castlefi nn, County Donegal, McElchar International Transport specialises in refrigerated transport for the Irish and Scott ish seafood industries.

Sporting Transit Custom for Azette Ltd

otorists driving the M50 will notice this new Ford Transit Custom sporting this eye-catching paintwork. Purchased from Rialto Ford, Dublin through Sales Executive, Dave Carroll, the Custom 280 SWD features ‘Sport’ styling with its specially painted bumper and distinctive large double stripe that dominates the frontal and rear bodywork. It was bought by Brian Kelly, Azette Ltd., Dublin who operates a domestic battery distribution business.

…….. While BS Tiling doubles up on Transits

lso purchased from Rialto Ford by BS Tiling, Naas, County K ildare were these t wo new Ford Transit LW B vans with medium height roof featuring the new Ford ‘Chrome Blue’ colour.

Company Director, Brian Stacey has been running the company for over twenty years and is very proud of his eye-catching new Transits! He has been a loyal customer at Rialto Ford for many years, and runs seven Ford Transits in the business.

Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

16 | FLEETING SHOTS

MAN recalls its original Trucknology Generation

he year 2000 heralded the arrival of a brand-new generation of vehicles at MAN. Ranging from 3.0 to 44 tonnes, each truck featured “TG” as part of its name. “TG” standing for “Trucknology Generation” – a term that combines trucks and technology. With the TG series, MAN set the benchmark in terms of comfort, safety, efficiency and reliability in the commercial vehicle sector. It all started with the TG-A series, which made its debut at Munich’s Olympic Hall on 24 March 2000 in front of 6,500 visitors. The event was also broadcast across Europe, with around 100,000 customers, partners and MAN employees at around 130 locations spread across 33 different countries taking part in the product launch. The TG model name indicated the truck’s weight class. At that time, “A” represented the heavy-duty application, as the successor to the successful F2000 Evolution series. The new flagship was a standard bearer when it came to design, comfort, aerodynamics, ergonomics and new technology, including the automated MAN TipMatic or MAN ComfortShift gearshift systems, which supported drivers when manually changing gears. Driver assistance systems and telematic solutions were gradually making their way into the series.

t d its it 4x4 4 4 edition diti all-terrain ll t i chassis h i presented at bauma – the world’s leading trade fair for construction machinery and vehicles.

Twin-axle tractor-units and rigid chassis with 4x2 and 6x2 wheel configurations were the fi rst to roll off MAN’s production lines. Step by step, the product portfolio expanded, with the new trucks designed to accommodate the broad range of industry applications. One year later, in 2001, MAN

Other details in brief: • The TGE, TGL, TGM, TGS and TGX series make up MAN’s entire portfolio of commercial vehicles • The TG-A, TGS/TGX and TGL have each received the coveted “International Truck of the Year” award. Full Times Past profile on the history of the MAN TG will feature in a future issue of Fleet Transport.

Innovative multi-purpose utility body from LCVT

CVT Ltd a specialist light commercial body builder based in Peterborough, has worked in partnership with idverde, Europe’s leading grounds maintenance and landscaping service provider to develop and build a 3,500kg beavertail body which has the ability to not only carry commercial mowers during the summer period but also offer tipping capability during the winter.

exceptional grip for both machinery and operatives in all weather conditions. The spring assisted tailgate is attached via a pair of compact maintenance free torsion hinges, has an aluminium frame, and a textured GRP mesh surface for ease of use and slip resistance properties.

The body which can be fitted to all mainstream chassis cabs, has a number of unique, and innovative features. The vehicle has a payload up to 1,280kg which means it can carry a wide variety of commercial mowing machinery, and in the winter proves invaluable for collecting general waste and brush. Th is ensures the vehicle can be utilised all year round unlike the traditional beavertail which in most cases is parked up over the winter period. The body sub-frame is a combination of aluminium and stainless steel to ensure weight is kept to a minimum while giving structural strength where needed. Another key feature of the vehicle is the extruded Aluminium floor which has a punched fi nish - this offers FLEETTRANSPORT | APRIL 20

Text: Jarlath Sweeney - editor@fleet.ie

The new Actros. Ready to set a new standard. Voted International Truck of the Year 2020 - The 5th generation Actros. With innovative features including the all new MirrorCam system and Multimedia Cockpit, it is the safest and most connected truck ever produced by Mercedes-Benz.

For further information and to find your nearest authorised Mercedes-Benz Truck dealer visit: www.mercedes-benz.ie

18 | ALTERNATIVE II

Scania R410 6x2 Rear Steer CNG

Currently, the capacity on this unit is rated at 100kgs of CNG at 200bar pressure, this allowing for a range of approximately 300kms. However, with the possibility of increasing gas capacity on the truck/trailer and with the impending rollout of new gas fi lling points, range anxiety should not be such an issue. To highlight the roll-out of stations and to assess the new CNG powered Scania, David Hanahoe and John Lowery of Gas Networks Ireland (GNI) travelled to Sodertalje to mark the occasion and to attend a number of meetings with Scania’s team of alternative fuels specialists. The meetings offered a valuable opportunity to exchange information on GNI’s planned refuelling network and to hear about Scania’s plans to further develop gas and alternative drivelines.

‘Getting on the Gas’

rilliant winter sunshine lit up what was a momentous day at the Scania Headquarters in Sodertalje, Sweden. The milestone occasion marked the culmination of a two-year project by Irish importers Westward Scania, the result being the first rear-steer Scania 6x2 tractor-unit in righthand drive form, powered by Compressed Natural Gas (CNG). For many years Scania has been a recognised leader in the field of alternative (to diesel) drivelines, especially in the production of gas-powered trucks and buses. However, to date its 6x2 chassis have principally focused on rigid vehicles which have space to increase tank capacity and allow more options to locate the tanks. The 6x2 tractor-unit platform, in

comparison, restricts those options to a far greater extent. A nationwide campaign by Gas Networks Ireland to promote the merits of Natural Gas as a viable fuel option has led to a significant increase in demand from Irish customers. As a result Westward Scania embarked on a project with Scania engineers in Sodertalje to develop the specially configured tractor-unit especially for the Irish market. Having a 3.3-metre wheelbase with a steering rear axle makes this 6x2 highly manoeuvrable, and the 410hp R-series will suit many transport sectors, such as milk collection, animal feed distribution, regional bulk tipping and construction work. Widening the scope of possible applications even further, it is worth noting that the unit is fully ADR (FL) certified.

VR Remote Crane Operation FLEETTRANSPORT | APRIL 20

Scania views gas power, especially BioMethane, as a significant way to reduce vehicle emissions. Scania and MAN are both members of the Traton Group which is the commercial vehicle division of Volkswagen AG. At its recent Innovation Day event (ID19) Traton announced that it will launch a new 13-litre engine towards the end of 2020 and this will be available across the group from 2021. When questioned, Chairman at MAN Truck & Bus, Joachim Drees confirmed to Fleet Transport that the new unit will be available as a gas-powered alternative. We can reasonably expect this new gas unit to deliver a higher power rating than the max 410hp available today. Certainly upping the power output would attract more operators whose work demands a touch more than 400hp. Tours of the factory and engine testing facility were facilitated courtesy of Scania, followed by a visit to the impressive Scania Museum. Another must include feature of a trip to Sodertalje is to pay a visit to Scania’s Demo Centre. The circuit allows anyone who

ALTERNATIVE II | 19

Scania 730S 8x4/4

wishes to get behind the wheel of whatever truck or bus they wish. This can range from a small 4x2 distribution truck to the largest 730S heavy-haulers. Unfortunately, we were not able to drive the Irish specified 6x2 CNG here. Available was a G cab 4x2 running on BioLNG, which demonstrated that whatever perceived gap there may once have been in the performance of gas-powered trucks, this has in reality diminished to the point of being non-existent. The principal difference now is that gas is quieter and smoother. Next, we moved up from the shallow end of the Scania Truck pool, to dive in at the deepest end with a heavy hauling 730S 8x4/4 hitched to a self-steering 5-axle DOLL Panther lowloader grossing 70 tonnes. The 730S came with a final drive ratio of 3.96:1 and even grossing 70 tonnes, the truck was capable of the most gentle of standing starts on a 1 in 8 gradient completely untroubled. Following the 730S was a typical example of Swedish Steel - a 25.25-metre 6x2/4 tractor pulling a standard tri-axle trailer which itself was pulling a pup trailer. Performance of this 580S was what one would expect even at 58 tonnes, though what was interesting was the performance of the trailers and how they follow the drawing unit. It can be difficult to explain how easy these vehicles are to drive unless you are fortunate to have the experience. We then had a run in Scania’s 4x2 P320 Hybrid city distribution combination. The truck is a well-specced unit for city delivery, and while it is easy to drive, any driver would benefit from some input from a Scania driver trainer familiar with Hybrid trucks. Diesel-Electric Hybrid trucks have been with us for over ten years and while the technology has improved there is still some way to go to widen the appeal, which can only be achieved through a Text & Photos: Paul White - paul@fleet.ie

Scania R540 HVO 25.25m

practical and profitable offering for operators at a reasonable price. Until that happens they will remain an amusing vehicle to drive. From the list of vehicles available, the one we wished to drive was the R540 6x4 truck and trailer. Th is 25.25-metre timber hauling combination came with a technical design gross train weight of 74 tonnes, and on the day was weighing in at 62 tonnes. Interestingly this impressive unit was powered by Hydrogenated Vegetable Oil (HVO). The SCR-only DC13 166 delivers its 540hp at 1,800 rpm, but more importantly, it delivers its 2700 Nm of torque between 1,000 and 1,300 rpm. This is the same torque rating as Scania’s 16 litre 520hp V8. Immediately the savings are obvious, especially for weight-sensitive applications. By opting for this 13 litre in-line 6, customers get the weight saving, the power, and the performance. On this drive, we tested starting off from standstill on the 1:8 gradient as we did with the 730S. Arguably the R540 was more impressive than the 730 - in that you would expect the 730 to excel. Yet tonne for tonne the R540 in its timber hauling configuration Spec Check Make Model / Chassis Engine Rated Power / Torque Euro Rating Transmission Drive Axle / Ratio / Tag Brakes Safety Retardation Device/s Suspension (F)/(R)/(Cab)

Tyres / Wheels

CNG Capacity

performed just as well. Th is is an excellent engine, well balanced, quiet and with topclass performance, and we finished our drive impressed. That said, this was not our first drive in a 25.25m timber-truck, though our demo driver John Naslund pointed out that the truck had one novel feature which he proceeded to demonstrate by donning a pair of Virtual Reality Goggles. John then pulled down the two armrests on the passenger seat which housed two joysticks. By using the joysticks while wearing the goggles John was able to fully operate the crane to load and unload the logs from the truck and trailer combination. Loading and unloading logs is a normal day’s work in Sweden though usually done from on top of the crane. Being able to complete the task while remaining in the cab, especially during the severe sub-zero temperatures of an Arctic winter, offers some highly important and potentially life-saving safety benefits. It also shows that in addition to its pioneering work on gas-powered drivelines and chassis adaptions, Scania is looking to use technology in some highly innovative applications.

AB Scania R410 / 6x2 Rear Steer Tractor Unit / Sleeper OC 13 101 Litre - Scania XPI Injection 410 hp (305 kW) / 2000Nm from 1100-1400 rpm Euro 6 – EGR Opticruise (GRS905R) + 12 Speed Automated Drive AD400SA / Ratio 2.92:1 / Tag AM602SA Discs All Round- AEBS, EBS, ASR, ACC, ESC, EBA, ESP, Hill Holder, Lane Departure, Cornering Lights, ADR (FL) Certification Scania TMS Retarder R4100 Air Suspension F/Steer: Conti Hybrid HS3 - 385/65 R22.5 D/ Axle: Conti Hybrid HD3 - 315/80 R22.5 R/Steer: Conti Hybrid HS3 - 385/65 R22.5 Alcoa DuraBright Rims 100 Kgs www.fleet.ie

20 | FINANCIAL

Flender – A different ball game for Jamie Heaslip We’ve twenty people here, it’s not a big corporate structure. It’s very much part of a team, meeting and working with people of different roles, everyone’s got to get along, each bringing their own values. JS: But this is not your first business venture?

amie Heaslip iss a household name from international and provincial rugby, a leader on and off the field. Since hanging up his boots and gumshield, Jamie has ventured into the financial arena with Flender. Jarlath Sweeney recently met up with the Ireland, Lions and Leinster star to discuss his entry into the world of commerce. JS: Coming from being a professional sportsperson to the financial sector, you probably try to maintain a high level of fitness and also benefit from the day-to-day discipline that you undertook during the course of your playing career. Has that helped you in this career move? JH: Yes, it definitely helped me because I live by my calendar. That’s in terms of I’ve got to have a disciplined approach to what I’m trying to do. Being involved with a relatively new start-up takes one in numerous different directions but having that disciplined approach really helps. Also the importance of staying healthy both physically and mentally is significant, because this type of work consumes a lot of energy so you need to be at your best. And then obviously knowing what good teams look like and what successful teams look like is something I’ve learned over the years. Jamie playing for Ireland

JH: When I was playing I started investing in different companies and different industries, in things that did interest me to find out if that’s where I could go. Then when I went into Google for 13 months – a lot of people don’t realise I did that - that gave me an insight of what it means to be part of a big corporate structure and how they run things, but I knew in the meantime I wanted to get back to a company that I was involved in myself. So, I eventually circled back and an opportunity came up with Flender. It was perfect timing to get back into the financial world having been involved with Pointy, the retail listing start-up (that was acquired by Google) because I’ve a big passion for enabling SMEs, they are the beating heart of the Irish economy. Small Irish companies need to grow essentially and this is what Flender does and that’s eventually what I want to get back into. JS: What differs Flender from other SME financial providers? JH: Right now we are an end-to-end digital platform. The client doesn’t have to come to see us – it can be done purely online or over the phone. It’s a digital platform and that’s the beauty of it. Then its USP is that we’ll give an answer today and yes, have the money available by tomorrow. And for SMEs that speed of an answer, yes or no, getting that within 24 hours versus waiting four, six, eight weeks from pillar banks is really important because they need certainty, clarity in the decision making. Also when it’s a yes, the drawdown period is immediate, compared to the two weeks on average from other financial institutions. I think now is a good time to be doing this because there are a lot of businesses out there that as you know are going to be under pressure in the coming weeks and months. JS: While you’re eager to lend money to progressive companies, you will also turn down applications. What needs to be just right before the candidate is suitable to lend money to? JH: There are different filtering systems in terms of what we’re looking for – the ideal customer, for example, has over two years of filed accounts available, net profit reports, details of last two years of profit and loss accounts, net current assets and shareholder funds positive on their balance sheet, and they have all the required documents including Tax Clearance Certs, etc. That’s the ideal type of customer – we’re not investing in start-ups. Essentially the credit team will look at the risks associated with the company, the industry, and they’ll go through everything with a fine toothcomb, and we are able to do that with speed. We have a different set of points, through our soft ware, that really facilitates a speedy answer. JS: Since you became involved with Flender nearly €22 million has been loaned out to 5,000 customers, creating 1,000 jobs. Has this exceeded your expectations or are you on target?

FLEETTRANSPORT | APRIL 20

FINANCIAL | 21

Jamie in Leinster colours

JH: We have the ability to loan – we have a credit line of up to €100 million currently. The goal is to get that €100 million into the market place for businesses and realise the benefit that that can bring to companies, to the people they employ, their families, the network effect and impact. That’s the one thing I learned at Google, how do you do these things at scale, how will you have the most impact on helping companies grow and thrive. Give them the opportunity to do stuff at scale. That’s what we are trying to do, we have the credit line and we are trying to get it out there. If you are saying what’s the target, I would say that is the target. ‘Reach for the stars and you might get the moon’, is a phrase that I love. In February we had our biggest month, with just over north of €2 million in loans given out to Irish businesses. We want to grow that, and keep enabling Irish SMEs to grow.

that quickly and deliver that answer quickly as well, so I think that’s why it has been attractive to people in the haulage industry. The fact that it’s unsecured, it’s not tied to any assets as such has been a big factor. Now we are leaning into the sector and looking at different ways and means of how we might be able to provide. We are always looking to making our services better. We are constantly coming up with different ideas, we see how we can further enable SMEs in Ireland with different products or different solutions to enable them to continue that growth strategy that they might have in place. So we have this roadmap, I would like to do everything at once but I can’t, that’s not the way the world works. The roadmap, we prioritise different ones and hopefully we get round to them but haulage is one that we are definitely looking at how we can offer more services and products to them.

JS: Do you have an actual threshold of loan capability and do repayments rates vary?

JS: Just turning to the other side of the Flender business, there are investment opportunities. How does that work or what’s involved?

JH: Yes, in terms of flexibility we go anywhere from 6 months to 3 years. In relation to our rates we’ve a couple of products. We start at 6.45% and adjust according to risk. That’s on a case-by-case basis, the average is about 8%, with the average loan having been around €100,000, but that’s just the here and now.

JH: It’s an element that we have but we haven’t really pushed it all that much. However, we are seeing interest from people contacting us through our website to help Irish SMEs by lending through our platform. When we see that some haulage company is looking for funding, we can lend them money effectively from our platform and the interest rate is priced according to risk. The lender will get a return based on the agreed interest rate relating to whatever the terms are, such as the length of the loan, it’s very straight forward. It’s not something that we have actively pushed but it’s a feature that people are using to help Irish SMEs.

JS: But you’re not looking for security, just looking at the overall business structure? JH: Yes, they’re senior unsecured loans. We just look for a Personal Guarantee. To get up to €300,000 at that rate, that’s tough to get and tough to get it quickly. That’s what we want to highlight here. Sometimes people don’t want to deal with the banks or have had bad experiences with them. We just want to highlight that there is an alternative or a different way of doing things. JS: Already an interest from the transport, logistics and warehousing sectors has developed. What’s on offer for these particular segments? JH: I’m a medical engineer at heart and I love the numbers. When I started looking at some of the data and started to analyse where a lot of our business is coming from, one of the top industries was construction, then retail and then transport and storage. And when you think of the network that is in Ireland, people like these need it for working capital, managing cash flow or they’ve just landed a big contract and they need to expand their fleet. We can deliver

JS: Is there more potential there as interest rates from banks are low, as you know. Even if you offer a small percentage return, it is probably better than some of the pension plans that are out there now due to the stocks and shares collapsing. JH: The retail lending side of things can be an advantage when you consider there’s not a whole lot of return in terms of lending on various different platforms right now. I don’t want to be dismissive but my drive is to enable Irish businesses, and yes we can help people by providing the platform that they can loan money on and potentially offer a better return than putting it on deposit somewhere. Is there an element of risk with these things? Of course, but it’s not a bad idea to look at as an option. As mentioned previously, people are using our platform in the current environment to help Irish SMEs by lending through Flender. www.fleet.ie

Irish International Freight Association

COVER | 23

New Volvo Trucks: Built on Solid Foundations

*Latest FH, FH16, FM & FMX launched

olvo Trucks is playing its part in attracting young drivers to the road transport industry. Making trucks inspirational and aspirational will no doubt att ract attention and create the derived effect, according to Roger Alm, President Volvo Trucks (pictured). The Swedish brand is continuously focussed on developing its truck range to make them safer, more efficient and more attractive working tools for qualified drivers. With the introduction of new generation versions of four of its truck models, Volvo has struck the right chord. “Our new trucks will help drivers work even more safely and productively,” stated Roger. Unfortunately what was planned to be a gala occasion in Gothenburg to launch the four new models, namely the FH, FH16, FM and FMX, turned out to be a non-event (literally), as the spread of the Coronavirus led to its cancellation.

Nonetheless we can report on what is a milestone occasion for the Swedish truck brand. While both the FH and FH16 series benefit from a major revision and upgrade, the FM and FMX ranges have been totally revamped with new cab design. All are built on the solid foundations of the previous editions both technically and mechanically, plus a lot more. As with truck launches these times, the shiny new models introduced are more evolutionary than revolutionary. In the case of these new Volvos, the drivetrain has gone through constant modifications and improvements, while the new FM/FMX cab design is similar to that of its bigger brother the FH series. Roger is pleased with the outcome; “We are really proud of this big forward-looking investment. Our aim is to be our customers’ best business partner by making them more competitive,” he added. Like the outgoing variants, the various Volvo Trucks series are available with many different cab types, drivetrain options and numerous axle configurations. When looking to revise and develop the new trucks, the engineering team looked at improving every aspect of design from visibility, comfort, ergonomics and noise levels to manoeuvrability and safety. Mentioning aspirational, the Volvo FH16, as the flagship model is the object of desire. New V-shaped slimline headlamp clusters plus a waterfall themed grille establish the new styling theme that carries right through to the new Volvo Truck family. These new high beam lamps help to improve safety for

all road users by automatically disabling the LED high beam when the vehicle approaches oncoming traffic or another vehicle from behind. The new Volvo FH16 also features a road sign recognition system which detects signs such as overtaking restrictions, road tyre and speed limits. Overall visibility can be further enhanced by the addition of a camera on the passenger side that provides a side view of the truck. The FH16’s interior gets a significant makeover with new sash and trim colours, while the upgraded dashboard includes practical new storage spaces and a fully digital 12” high resolution instrument display. To the side a 9” display provides infotainment, navigation and camera monitoring. Th is data can be assessed through buttons on the steering wheel, through voice control or directly via the touchscreen and display control panel. Despite speculation that more horsepower may be provided, the powerful 16-litre with 750 hp remains the range topper. “The Volvo FH16 is a genuine premium product that can handle all the most demanding applications and, at the same time, give customers and drivers the best of everything,” declared Roger. “With the new generation we have created a package that makes no compromise between power and fuel efficiency, comfort and style.” “The Volvo FH16 delivers everything you expect from a Volvo truck, and more, thereby solidifying our position as the brand for heavy, demanding long-haul operations,” he added. “In the new Volvo FH16 we have re-imagined the most iconic design elements from our www.fleet.ie

24 | COVER earlier generations and further enhanced them. With the new high tech headlights, for example, we have taken our strong light identity to the next level, while the entire front of the truck has been reworked to convey a more powerful impression,” explained Ismail Ovacik, Chief Designer Exterior for Volvo Trucks. “Bolder, more sophisticated and confident, the exterior of the Volvo FH16 reflects the fact that this truck is more connected and smarter than ever before,” he said.

Volvo FH

Volvo FH Interior

Elements of the new FH16 are to be seen with the next FH series, both inside and on the exterior. Attention to detail within the cabin ensures additional productivity from the driver typified by the easy access to the switchgear and infotainment programmes. Drivers will be less distracted as key-driving data is shown clearly and obtained by intuitively positioned buttons on the steering wheel, for example. They will also notice the new I-Shift gear selector that’s slimmer and has a new illuminated display. On the exterior, the new slim V-shaped lights dominate the frontal area along with the new grille design and larger ‘Iron-Mark’, the brand’s iconic symbol. The other main change is that the indicators have been moved to the door panel area. This initiative, along with the fact that the side marker lights also indicate, help to make vulnerable road users more aware of the intention of the driver’s movements. As before cab types include Sleeper x 2 and Globetrotter x 3. There are no major changes to the powertrain that includes Euro 6 StepD diesels and gaspowered LNG. “The Volvo FH series has been a favourite among truck drivers for many years, especially for those who spend a good portion of their lives on the road,” said Roger. “With the new Volvo FH, we are continuing our clear focus on designing trucks and offering services that can help drivers do a world class job.” Improvements all round with the new FM and sister construction truck the FMX are plain to be seen, with many key areas modified from outgoing versions.

Volvo FM FLEETTRANSPORT | APRIL 20

As the FM covers a multitude of operations and applications through tractor-units and rigid variants, its new larger cab designs will be appreciated by all drivers, asserted Roger;

COVER | 25 “Spacious and with exceptional visibility, the new Volvo FM heavy duty is designed to be the ultimate workplace on wheels in all segments,” he stated. Carina Byström, Chief Designer Interior for Volvo Trucks highlighted the att ributes of the new FM. “The new Volvo FM is the versatile workhorse of our range – agile and fit to serve its purpose of being spacious, safe and comfortable for drivers. We’ve also achieved a very good visibility using a lowered door line, new rear view mirrors and a passenger corner camera.”

Volvo FM Mirrors

Th rough its sleek lines both to the front and side, aerodynamics have been enhanced. Th is has been made possible by changes to the A-Pillars that provide up to one additional cubic metre of space inside and more light too. The additional room inside accommodates the insertion of the new dash panel similar to the new FH with its large console and interactive touchscreen. Behind the newly designed seats is an upgraded bunk area with raised bed, better storage and lighting. Available on the order bank are cab types ranging from Day, Low Day, Low Sleeper and Sleeper to Globetrotters and Crew Cab. The FMX gets a more dramatic look, but also boasts increased payloads and innovative safety features. Built on an entirely new cab platform, the FMX continues to be a robust and functional construction sector truck.

Volvo FM Interior

It boasts a rugged appearance with its protected V-shaped LED headlamps and tough bumper sections (that can be easily replaced). For its daily work the FMX comes equipped with a new traction control panel that helps the driver easily and quickly handle potentially dangerous situations both on and off-road. Engineered to carry more tonnes than before, the FMX now includes the heaviest addition to the Volvo chassis range – a 38-tonne bogie that allows for a Gross Combination Weight (GCW) of up to 150 tonnes. In addition the front air suspension has been upgraded, allowing front axle loads of up to 10 tonnes, or 20 tonnes for double front axles. For versions with a steering tag or pusher axle, the steering angles have been increased, resulting in better manoeuvrability and reduced tyre wear.

Volvo FMX

FM will continue to be specified in multiwww.fleet.ie

26 | COVER

Volvo FMX Interior

axle rigid form for the construction sector alongside the FMX, although the latter is proving to be more popular in that segment since launch.

Volvo FH 16

As with the FH16, FH and FM, the FMX comes with many safety elements including Adaptive Cruise Control, Electronic Brake System, Stability Controls, Volvo Dynamic Steering and Lane keeping Assist.

With the next generation of trucks, Volvo has clearly combined comfort, power and safety elements together for superior productivity.

Hydrogen fuel cells offer huge potential – not just yet

ollowing the cancellation of the planned reveal of the new FH, FH16, FM and FMX due to the Covid 19 virus, Roger Alm, President, Volvo Trucks and his Executive Management Team, along with product specialists answered questions at Volvo Trucks’ Gothenburg HQ during a Live WebCam broadcast, They presented the highlights of the new truck range and services, together with sharing the brand’s view of the big picture for future commercial transports. The following question was asked by Fleet Transport: Following the launch of your new electric trucks, what is your medium to long term plan for alternative fuels for heavy duty long distance road transport? Will it

include hydrogen fuel cell and / or hybrid systems? “There is no one silver bullet solution available to cut carbon emissions. But we need to start cutt ing CO 2 with the technologies we have today. We will see a gradual introduction of alternative drivelines including battery driven trucks and gas driven trucks over the next 5 years. In order to accelerate the transition to climate-neutral transport, large investments in infrastructure for the static charging of heavy trucks are needed. Incentives for that as well as to haulers who are pioneers and choose to invest in heavy electric vehicles will speed up the development.

We continue our research and development on fuel cells and believe this technology will be more mature in maybe ten years from now. A significant barrier to the wider adoption of hydrogen vehicles is the cost of production of renewable hydrogen, which means that as a fuel source hydrogen currently is significantly more expensive than diesel. There are also currently gaps in infrastructure which is costly to build and today there are not enough hydrogen vehicles on the roads to make this technology profitable. However, we see indications that fuel cells will enter certain markets and the current challenges are possible to overcome. Hydrogen fuel cells still offer huge potential as a clean source of fuel and by electrifying our trucks, we will be well prepared.”

Volvo Trucks launches VNR Electric Semi in USA

ontinuing its electromobility programme across the globe, Volvo Trucks has revealed the V NR Electric Semi, featuring: Dual Electric Motors; 400 Kilowatts (peak) / 260 Kilowatts; Two-Speed Automatic; RearWheel Drive; 300 kW battery; 75-175 Miles range. Weight: 24,500 Pounds/11,113 kg (empty). Payload: 42,500 Pounds/19.278kg

FLEETTRANSPORT | APRIL 20

Text: Jarlath Sweeney - editor@fleet.ie

TRANSPORT www.fleet.ie

Engaging Connectivity

AWARDS 2021

Irish Haulier of the Year 2021 Rewarding Best Practice

‘Fly the flag for your company at the Fleet Transport Awards - Enter on-line today’ in association with Rosslare Europort

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2 | AWARDS

FLEET TRANSPORT AWARDS Irish Haulier of the Year 2021 The leading Awards Programme for the Irish Road Transport and Haulage Industry Entries open for the Fleet Transport Irish Haulier of the Year Awards 2021 Welcome to the Fleet Transport Irish Haulier of the Year Awards 2021. This year the organiser Fleet Transport magazine has streamlined the Entry Form to allow applicants to take a more targeted approach to the categories they wish to enter. All the original criteria for success remains as before, with companies and individuals invited to demonstrate how they provide quality service to their customers; how they operate in a modern business environment, facing the challenges within strict legal constraints and taking advantage of the opportunities of the digital and on-line economy. In the specific categories, the entrants will be judged on a particular project - how they identified an opportunity, implemented it, sold the idea internally and externally and how they measured the benefits in savings, efficiencies or extra profitability. Transport companies and individuals within the sector are encouraged to enter more than one category. The entry should include a brief synopsis of the operation (500 words) and for the particular category entered (500 words). If successful in being shortlisted for interview, these aspects can be explored and expanded further. The key to winning an award is by demonstrating the success of the company or the individual’s impact on it, using measurable results. So, now is the time to get the entries in. Please include customer testimonials if you wish. Thank you. What category can my company enter? • • • • • • • •

National Haulier of the Year International Haulier of the Year Own Account Transport Operator of the Year Owner Driver Haulier of the Year Regional Transport Operator of the Year Best Van Fleet Award Best Livery Award Best Safety Practice Award

• • • • • • • •

Innovation Award Care for the Environment Award Fleet/Transport Manager of the Year Women in Transport Award Excellence in Warehousing & Product Handling Customer Service Excellence Award Best On-Line Home Delivery Operator Award Services to the Transport Industry Award

You may enter as many of the following categories as you wish. A full description of each category is included on the attached Application Form. The overall title of Irish Haulier of the Year 2021, sponsored by Rosslare Europort, will be selected from one of the category winners. What do I need to do now? ……….. 3 simple steps! There are 3 simple steps in the entire process to complete your submission. STEP 1 - Complete the entry form The easiest way to enter is online at www.fleet.ie which takes approximately 5 minutes. Alternatively complete the attached form. STEP 2 - Submission After receipt of your entry form you will receive a number of questions related to the category/categories which your company has entered into. All information submitted as part of this process is handled in the strictest confidence and is protected under the Data Protection Act. STEP 3 - Important dates for your diary Please reserve the following dates in your diary now: • 1 & 2 July - Interviews - Johnstown Estate Hotel, Enfield. • Finalists will be announced in the September edition of Fleet Transport magazine. • 1 October - Fleet Transport Awards Gala Dinner, Citywest Hotel, Dublin. Questions? if you would like to discuss any aspect of the process please contact our Awards Team at: E-mail: awards@fleet.ie or telephone +353 86 1451330 | +353 94 9372819. Main Sponsor www.fleet.ie

Associate Sponsor

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Award Categories

NATIONAL HAULIER OF THE YEAR

INTERNATIONAL HAULIER OF THE YEAR

(sponsored by Volvo Trucks)

(sponsored by Thermo King)

This category is open to operators that transport goods within Ireland and are registered in the Irish Republic. Entrants must operate some of their own vehicles in the fleet used and will be judged on particular projects completed with measurable outcomes.

Open to Irish registered hauliers that transport goods internationally. Companies must operate their own vehicles. Entrants should include contracts undertaken. If there are depots or alliance partners formed overseas, please mention this, and detail measures taken in terms of driver and load security when abroad.

OWN ACCOUNT TRANSPORT OPERATOR OF THE YEAR (sponsored by Mercedes-Benz Commercial Vehicles)

OWNER DRIVER HAULIER OF THE YEAR

Entrants must operate their own fleet of vehicles to distribute their own goods. Companies can demonstrate the cost effectiveness of not outsourcing their transport and some of the advantages of running own vehicles.

Operators of own vehicle(s) as an owner-driver are eligible to enter this category. Ideally an entrant in this category should spend a significant amount of time driving, more importantly they should demonstrate how as a driver they can contribute to the success of the business and the advantages it brings, along with the challenges it presents.

REGIONAL TRANSPORT OPERATOR OF THE YEAR

Best Van Fleet Award B

(sponsored by FUSO)

((sponsored by Peugeot)

This category is open to operators whose main operation is focused within a specific region of Ireland, running a dedicated fleet of vehicles for local distribution. Members of pallet networks are well positioned to enter this category.

T award sets out to recognise companies which operate a number This of light commercial vehicles and consistently demonstrate best practice in their operation. It is often more challenging to operate small vehicles than large ones, so outline how your company faces tthese challenges.

BEST LIVERY AWARD

BEST SAFETY PRACTICE AWARD

(sponsored by ORBCOMM)

((sponsored by Health & Safety Authority)

Livery, while it can be described as mobile advertising, it is something that is very personal to a transport company or owner driver. What has inspired your logo design and colour scheme and how it has been adapted over time in practical ways will be taken into account. Has the identity been incorporated into other aspects of the business, ie., staff uniforms, letter heads, signatures etc?

Safety experts often advise that good safety practice is not expensive compared to the consequences of an accident. How good is the safety practice within the organisation? How often is the Safety Plan updated? What training courses have been conducted?

INNOVATION AWARD

CARE FOR THE ENVIRONMENT AWARD

(sponsored by easytrip)

(sponsored by Gas Networks Ireland)

Innovative ideas can often make the difference between a company succeeding or failing. The concept does not have to be your own invention, but you should demonstrate that you have implemented an innovative idea to improve efficiency, safety and well-being in the organisation.

Road transport operations now have an increased focus on the need for environmental awareness. There are many ways to reduce the impact of your carbon footprint and possibly improve efficiency. Details of a project undertaken, possibly in conjunction with a supplier or a customer can be added.

FLEET/TRANSPORT MANAGER OF THE YEAR

WOMEN IN TRANSPORT AWARD

(sponsored by Iveco in partnership with Emerald Truck & Van)

( (sponsored by Freight Transport Association IIreland)

Overseeing the efficient and safe operation of a fleet of trucks and their drivers are what the judges are looking for here. This person must demonstrate the highest levels of ability, CPD (Continuous Professional Development), methods of reducing costs as well as knowledge of IT systems. An entrant should outline how they work within the overall management of the company in terms of involvement in a management team, particularly the challenges it presents.

T category is designed to recognize women working in all areas This of the transport and haulage industry. If you have achieved success in your area of expertise in the road transport industry, the judges will welcome an entry from you, whatever your position. This w category aims to recognize women who are positive role models in tthe industry to encourage more women to see the haulage industry as a worthwhile career. The judges will look for CPD (Continued Professional Development) innovation, enthusiasm and dedication in what is often perceived as an unattractive industry by and for women. w

(sponsored by MAN Truck & Bus)

www.fleet.ie

4 | AWARDS Best On-Line Home Delivery Operator Award

The growth of ecommerce means that home delivery operator’s activities now take place on line. From ordering through a website, communication with staff, to the link between suppliers and customers, tell us about a particular project, the challenges and the advantages for your company.

(sponsored by Tranzaura)

EXCELLENCE IN WAREHOUSING & PRODUCT HANDLING (sponsored by TBC)

CUSTOMER SERVICE EXCELLENCE AWARD

Warehousing and storage is a business that many transport companies expand into. It is a way to win extra business and often a way to improve the efficiency of your own vehicles. Entrants should focus on projects that show how the synergies between a transport company and its own warehousing operation have improved their overall efficiency.

The ‘Customer Service Excellence’ award recognises specific accomplishments in customer service, whether they are achievements by an individual, a team, or a department. The judges will look for evidence of the effort and impact of excellent customer service on the customer and business. Training and demonstrable commitment of the company to customer service will be an added bonus in this category. Customer testimonies will also be of benefit.

(sponsored by TBC)

SERVICES TO THE TRANSPORT INDUSTRY AWARD

Each year Fleet Transport recognises an individual who has brought distinction and credibility to the industry. Over the years a variety of people have been selected for this award. Ideally the candidate will be someone who has worked for a part of their career in a voluntary capacity, furthering the perception of the industry in the public eye. We are happy to take suggestions for candidates for this category.

(sponsored by Close Brothers Commercial Finance)

Fleet Transport Awards 2021 Irish Haulier of the Year Entry Form Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trading Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Telephone: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Website: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of Vehicles: . . . . . . . .

Category Entering - please tick boxes National Haulier of the Year International Haulier of the Year Own Account Transport Operator of the Year Owner Driver Haulier of the Year Regional Transport Operator of the Year Best Van Fleet Award Best Livery Award Best Safety Practice Award

TRANSPORT www.fleet.ie

Innovation Award Environment Award Fleet/Transport Manager of the Year Women in Transport Award Excellence in Warehousing & Product Handling Customer Service Excellence Award Best On-Line Home Delivery Operator Award Services to the Transport Industry Award

AR 2

‘I have read and understood the terms and conditions of entering the Fleet Transport Awards 2021’. Engaging Connectivity

Signature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please send completed Entry Form plus additional material by Friday 5 June 2020 to Competition Secretary, Fleet Transport Awards 2021, D’Alton Street, Claremorris, County Mayo. Alternatively it is much simpler and quicker to enter online at www.fleet.ie Tel: 094 93 72819 Email: awards@fleet.ie Terms & Conditions: • • • • • • • • •

Any licensed Haulier or Own Account Transport Operator is eligible to enter in the Fleet Transport Awards 2021, established to honour excellence in operation or services to the transport industry. Entries must be received by Friday 5 June 2020 and will not be returned. There is no entry fee. All entries will be treated in strict confidence and are judged by a panel of experts from the industry. Confirmation of receipt of entries will be sent out to all applicants. The completed entry form can be accompanied by a 500 word document outlining further details on your company and its operations. Photographs and customer testimonials can be included. The finalists will be published in the September edition of Fleet Transport Magazine. Shortlisted candidates will be called for interviews on 1 & 2 July 2020. A five minute video or Powerpoint presentation, although not essential, will be welcomed on the day of the interview. Presentation of the prizes will take place on Thursday 1 October 2020 at the Fleet Transport Awards Gala Dinner at Citywest Hotel, Dublin. The decision of the Adjudication Panel is final and no correspondence will be entered into afterwards.

www.fleet.ie

New Premises

NOW OPEN New purpose-built 16,000 sq ft premises to house Dennison Fastparts,Trailer Servicing and New Trailer Collections

Naas Industrial Estate Fishery Lane, Naas, Co Kildare, W91 PT98 Contact telephone numbers remain the same

32 | FUEL PRICES (WEEK 013) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.070

1.311

1.050

Belarus

EUR

0.663

0.740

0.663

Belgium

EUR

1.182

1.257

1.298

Direct Vision Standard

Bosnia-Herzegovina

BAM

2.210

2.360

2.210

Are you ready?

Bulgaria

BGN

2.110

2.480

2.150

Croatia

HRK

8.880

9.387

8.620

Czech Republic

CZK

29.350

29.380

28.790

Denmark

DKK

9.290

10.290

8.590

Estonia

EUR

1.299

1.349

1.279

Finland

EUR

1.403

1.485

1.264

France

EUR

1.405

1.451

1.278

Georgia

GEL

2.450

2.660

2.510

Germany

EUR

1.251

1.479

1.125

Greece

EUR

1.413

1.690

1.192

Hungary

HUF

352.000

360.500

361.400

Ireland

EUR

1.430

1.330

Italy

EUR

1.536

1.422

Kazakhstan

KZT

174.000

193.000

Kosovo

EUR

1.200

1.180

Latvia

EUR

1.164

1.229

1.064

Lithuania

EUR

1.055

1.134

0.955

Luxemburg

EUR

0.962

1.079

0.951

Moldova

MDL

17.550

17.460

15.500

Montenegro

EUR

1.140

1.180

1.050

Netherlands

EUR

1.662

1.744

1.342

North Macedonia

MKD

54.500

56.000

48.500

Norway

NOK

16.350

18.940

15.520

Poland

PLN

4.550

4.930

4.670

Portugal

EUR

1.423

1.472

1.304

Romania

RON

4.600

4.990

4.730

Russia Federation

RUB

47.120

54.540

47.630

Serbia

RSD

144.400

153.700

153.900

Slovakia

EUR

1.270

1.344

1.160

Slovenia

EUR

1.210

1.333

1.150

Spain

EUR

1.185

1.344

1.118

Sweden

SEK

12.730

13.330

13.880

Switzerland

CHF

1.525

1.618

Turkey

TRY

5.357

5.752

5.413

Ukraine

UAH

26.400

27.330

25.770

GBP

1.203

1.427

1.244

USA

USD

0.594

0.722

From 26th October 2020, ALL goods vehicles over 12 tonnes will require a permit to enter London.

How Brigade can help Brigade Electronics can advise transport operators on the requirements of the Direct Vision Standard and how to achieve a permit to enter London if your vehicle falls short of the minimum star rating. If you are unsure what your vehicleâ&#x20AC;&#x2122;s DVS star rating is, we offer a free service to obtain that information for you.

products to comply with the DVS requirements For comprehensive information about the requirements of the Direct Vision Standard and how we can help you comply; visit our website or give us a call.

brigade-electronics.com FLEETTRANSPORT | APRIL 20

01322 420300

SAFETY | 33

Safety Matters . . .

Safety in Warehousing & Storage Facilities

arehousing and Storage covers a wide range of activities that can result in various hazards and risks. These risks must be effectively managed in order to protect employees and members of the public from harm, while at the same time protecting premises, goods, equipment and the firm’s reputation. The main priority hazards requiring attention within the storage and warehousing industry include: • manual handling/musculoskeletal disorder • slips and trips • vehicles in and around the warehouse • storage systems, including work at height and moving or falling objects. There may be other risks on site that should also be considered, for example, health and psychosocial risks, exposure to chemicals and dangerous substances or extremes of cold. Manual handling People suffer from work-related aches and pains in the warehousing and storage industry, including problems such as lower back pain and neck pain. If there is a risk from a manual handling task, the first goal should be to look for ways to avoid the task. If the task cannot be avoided, the risk of injury occurring must be minimised. Manual handling risk assessment should cover: • the task; • the load; • the working environment; • individual capability; and • other factors. Manual handling risk management requires an identification of all systems of work and tasks that involve manual handling. The nature of manual handling work activities carried out in the workplace must be fully understood (e.g. be aware of the type of loads that are handled). What do they weigh? How are they handled? Are there good handling systems in place? Have you planned how loads will be handled?). Information is key to making informed judgements, (e.g., weight of loads, work environment issues such as stairwells, working in tight space). Risk assessment tools, such as the Mac Tool and Rapp Tool, should be used to quantify risk. The tasks should be redesigned to avoid the need to move loads manually, or to use mechanical handling devices as appropriate, e.g., lift trucks, pallet trucks, trolleys, conveyors, chutes, scissor lifts etc. Training should be provided in safe manual handling techniques and the manual handling devices used. Training should be specific to the task. It should complement a safe system of work and not be a substitute for it. Slips and Trips Objects on the floor or uneven surfaces are usually the cause of trips. These hazards can include items like goods, waste packaging, banded strapping loops and pallets. Workflows and storage must be planned to make sure that goods, equipment and waste do not cause obstructions or project into places where people may walk. Floors and traffic routes must be kept free from obstructions. Floor surfaces must be maintained so that they are keep even and free from potholes etc.,

both inside and outside the buildings. A good housekeeping regime is vital, to ensure that if items fall onto traffic routes, they are cleared as soon as possible, with regular inspections to make sure that there are no trip hazards. Vehicle related procedures Procedures must be in place that clearly outline how, when and where vehicle related activities are to be carried out, and involving whom. Activities include loading and unloading, reversing, parking, manoeuvring, coupling and uncoupling, deliveries and collections, and vehicle checks and maintenance. Traffic routes should be properly designed and laid out. Consideration should be given to the vehicles being used, minimising the need for reversing, avoiding sharp bends and blind corners, proper maintenance to avoid potholes developing, and anything that can affect load stability, e.g., steep slopes. Routes should be marked and controlled with sensible speed limits and supported by safety information signage. Warehouses should be designed to reduce the risks from reversing vehicles where possible, e.g. by using a one-way system. Where reversing cannot be avoided, pedestrians should be kept out of the area where a vehicle is reversing, and in such cases, reversing sensors, lights, sensors and CCTV on vehicles can be useful. Work at height Work at height should be avoided as much as possible, but if it cannot be avoided, select the correct equipment for the task. Any work at height, including maintenance work, must be properly planned, appropriately supervised and carried out in a safe way. Pallets on fork-lift trucks should never be used for accessing work at height or as working platforms. Persons should never climb on racking unless it is specifically designed for use as access equipment. Anyone involved in working at height should have the ability to do the work safely, and training may be needed. Some access equipment may require specialist training, e.g., a mobile elevating work platform (MEWP). Storage racks, such as common pallet racks, are typically used in distribution centres, warehouses, and the storage areas of manufacturing plants and retail operations. Moving materials on and off storage racks, either manually or using mobile equipment, puts workers at greater risk of injury due to slips, trips, and falls; overexertion; and being struck by falling objects. There are additional risks if the racks are not properly installed, inspected, used, or maintained. The racks themselves can then be a hazard if they become unstable or collapse, thus increasing the risk of injury to workers. Factors that can increase the risk of injury include overloading, poor maintenance (resulting in deterioration), and unsafe loading practices. Storage racks should have an installation certificate, be marked with safe working loads, and be protected as much as possible from being damaged by impacts. There must be an inspection and maintenance regime to make sure the racks are kept in good condition. More comprehensive information on managing warehousing and storage risks is available at: https://www. hsa.ie/eng/Vehicles_at_Work/Workplace_ Transport_Safety/Warehousing_Safety/

www.fleet.ie

34 | HEALTH MATTERS

Triage

hen we are faced with a sudden disaster - the recent outbreaks of highly infectious rapidly spreading diseases such as the influenza pandemics Sudden Acute Respiratory Syndrome (SARS) and the new COVID-19 virus being examples, it tests our society, our health services, and our humanity.

In a civilian triage scenario, the most ill or vulnerable patients are prioritised, but in a sudden widespread pandemic situation the triage will probably be between the batt lefield and civilian triage protocol.

It would appear that due to this new virus, there is a fear that hundreds of thousands of patients would get severely ill simultaneously with a resulting breakdown of the health service, not to mention the disappearance of medical and nursing personnel due to their gett ing the disease also.

Because triage systems distribute medical resources among people in need, they typically appeal to one or more principles of distributive justice. These are, the principle of utility, the difference principle, and the principle of equal chances.

When the needs for medical treatment outstrip the available resources, the governments on behalf of society must make decisions on how to distribute these resources.

The utility principle holds that actions should be judged by their consequences, and that actions are good insofar as they produce the greatest benefit to those affected.

These decisions are made in a system of triage meaning the sorting of patients for treatment priority. In the middle of a natural disaster, difficult decisions have to be made about who will receive life-saving treatment and who will be left to die without treatment.

The difference principle permits unequal distribution of social and economic benefits as long as such inequalities provide the best outcome for the least well off.

Triage decisions must be made by people who understand the ethical basis for their decisions or they may be indecisive, thereby failing to act due to moral uncertainty. Inaction is probably the worst of all options. Triage aims to foster the values of human life, health, efficient use of resources and fairness. Although human life is important, it is not an absolute value. If the chance of success is too low, or if the required treatment would expend too many resources needed to treat other patients, certain patients with life threatening conditions will not be given treatment. Patients with needs to preserve health or restore function are given next priority, but patients with less urgent or less serious conditions may have to wait until those with more serious needs have been treated. Th is waiting time may cause distress to the patient and will probably increase the risk of poor outcomes. The efficient deployment of available resources are usually used to achieve the best overall outcome. The patient whose needs are great, and whose treatment is likely to be successful will be treated, but resources will be withheld from those who are not likely to benefit from treatment, because they are too ill to be successfully treated or their illness is too minor to require treatment. Of course, the thinking behind the triage system is important, for example in a batt lefield scenario, it is important to save those soldiers who can recover, and go on to serve and protect civilians. To a certain extent the severely wounded will be regarded as expendable and in fact expended. (They wonâ&#x20AC;&#x2122;t tell you that on the recruitment poster). FLEETTRANSPORT | APRIL 20

The principle of equal chances would create a system of a fi rst come fi rst served basis. Basically, in order to distribute health care resources when multiple patients need the available resources, a triage system is a good way to do this. Triage will operate on a continuum of decreasing resources, social order and the resource to patient ratio. At present this will focus on giving the maximum benefit for each individual patient, and giving treatment priority to those in most need of it. If however there is an overwhelming medical disaster, and the hospitals are flooded with acutely ill patients, not all individual needs for life saving care will be met. Th is will then trigger a different triage response which will focus not on the individual perspective but on the group perspective where triage doctors will seek to save as many lives as possible with the limited resources available at their disposal. In a war situation batt lefield triage may operate, where only those who will be available to fight on will be treated, as in order to achieve military victory, conservation of manpower is given priority over any civilians, inevitably resulting in no resources available for civilians. In civilian situations where there is overwhelming disease rampant in the community, leading to lack of social order, decreasing resources may make triaging irrelevant, so it is important that openness and transparency by the politicians continue, with information for the public in regard to their relative risks and also the consequences for them and the community at large if they do not obey simple guidelines in disease prevention.

Text: Dr. Betty Maguire - contributor@fleet.ie

36 | LAUNCH PAD

New LCVs set for launch this year

lthough now sad ly cancel led as a result of the COV I D-19 pandemic, the C V Show 2020 had been shaping up to be a major showcase for new vehicles and products in the light commercial vehicle sector. Here we high light a f lavour of what the various brands were intending to showcase.

Since 2014, GEELY has invested more than £500m into the London Electric Vehicle Company (LEVC), allowing it to build an entirely new manufacturing facility in Ansty, Coventry. LEVC manufactures the world’s only purpose-built, range extended electric taxi from its state-of-the-art factory and its future vision as the leading green commercial mobility solution provider.

Ford accelerates Electrification Promise

Since January 2018, more than 3,800 electric taxis have been produced, already preventing 30,000 tonnes of CO2 from entering the atmosphere and, as a result, saving 17.5 million litres of fuel. By 2022, the Ansty facility will be working at full capacity, building 20,000 vehicles a year that include the TX Taxi, TX Shutt le and a new electric van called the VN5, due for launch here. PSA Opel/Vauxhall goes AWD & Electric

Ford has launched a new ‘Go Electric’ experience that will help business consumers across Europe make an informed transition to an electrified future. The company is promising to deliver electrified options on all future models, investing more than $11 billion dollars to electrify its vehicles. Ford’s electrified vehicles utilise a range of powertrain technologies including 48-volt mild hybrid, full hybrid, plug-in hybrid and allelectric – delivering innovative solutions to suit every customer need. All-electric and plug-in hybrid Ford vehicles will be backed by an industry-leading Ford Charging Solutions ecosystem that will deliver seamless, integrated access to charging at home and across Europe. The company also plans to introduce 1,000 charging stations at Ford facilities across Europe during the next three years to make charging simple and convenient for employees. Already launched is the IVOTY 2020 award-winning Transit Custom Plug-In Hybrid and Tourneo Custom Plug-In Hybrid – with the Transit EcoBlue Hybrid to follow, offering pure-electric driving capability alongside the driving range and freedom offered by a traditional combustion engine. LEVC gets E-Van

FLEETTRANSPORT | APRIL 20

Opel/Vauxhall’s multi award-winning Combo Cargo is now available with four-wheel drive. With additional grip, the Combo Cargo 4x4 has been adapted to provide up to 205mm ground clearance, with stronger underbody protection and the power to take on all kinds of rough terrain. As the only small 4x4 van on the LCV market, Combo Cargo 4x4 gives Opel/Vauxhall an excellent opportunity to grow in sectors including agriculture, construction and telecoms/communications. French traction experts Dangel carries out the 4x4 conversion and was deeply involved during the design and development of the new Combo Cargo 4x4. The steering and suspension systems are optimised for all-wheel drive and installed at the vehicle assembly plant for maximum efficiency.

LAUNCH PAD | 37

However, the big news this year from Groupe PSA is the arrival of its all-electric van range with the e-Expert, e-Dispatch and e-Vivaro representing it’s respective Peugeot, Citroen and Opel/Vauxhall nameplates. Maxus to Deliver 9 & 3 Mark Barrett, General Manager of MAXUS UK & Ireland said: “2020 is going to be the brand’s biggest year ever with the impending launch of our game-changing diesel panel van, the Deliver 9 and the arrival to market of MAXUS’ second EV model, the E Deliver 3, which was unveiled last year at the Commercial Vehicle Show.” “With cutt ing edge design, a brand-new platform and 2.0-litre engine, the LDV Deliver 9 will be the brand’s most comprehensive and versatile offering to date. Available in a choice of three lengths, three heights and a choice of front or rear wheel drive, this van really is on another level.” Formerly known as the EV30, the E Deliver 3 is a fully electric small van of zero emissions and an industry-leading battery range, clocking up to 320km (NEDC) / 270km WLTP2) range on a single charge (52.5kWh battery). It has been billed as the litt le brother to the company’s EV80, but is the fi rst vehicle in the range that is only available as a fully electric model. The flagship LDV V80 (Euro 6) is one of the most competitively priced LCVs on the road, and will still be available under the LDV badge, while stocks last. The multi-award winning EV80, recognised for its industry-leading green credentials will also remain under the LDV name.

The highlights of the 2020 facelift: • eVito Tourer with 150 kW and 421-kilometre range12 • New OM 654 engine generation, incl. 176 kW top major assembly with passenger car registration • AIRMATIC air suspension • More safety thanks to Active Brake Assist as standard and optional DISTRONIC • Improved reversing camera • Digital rear-view mirror • New infotainment portfolio • Enhanced vehicle interior and new seat covers • Radiator grille in new look

Mercedes-Benz refreshes Vito It is a proven specialist for the tradespeople, commerce and service: the success of the Mercedes-Benz Vito is based on strengths such as versatility, flexibility and a balanced price/performance ratio. Extensively updated, the new version is now even more att ractive. Highlights include the locally emission-free eVito Tourer with a high-torque electric machine and up to 421-kilometre range as well as the new, efficient and powerful four-cylinder diesel generation of the OM 654 engine family. New products and features in infotainment and the assistance systems as well as enhancements in the design round off the facelift . The eVito Tourer follows in the summer of 2020. www.fleet.ie

38 | MARITIME I

fleetMaritime: IRISH SHIPPING & FREIGHT Compiled by Howard Knott Edited by Jarlath Sweeney email: maritime@fleet.ie

Volume 15, No. 2 Spring 2020

New infrastructure and services a massive boost for logistics in the South-East

n Friday morning, 28 February, the Brittany Ferries vessel Kerry sailed from Rosslare Europort and docked at Bilbao the following evening, marking the start of the first Ro-Pax service between the two ports. The service runs twice weekly and, in addition, there is a weekly Rosslare/Roscoff rotation for the Summer season. Speaking at the launch of the new route to Spain, Brittany Ferries Group Freight Director, Simon Wagstaff said: “I am delighted to be here for the first Brittany Ferries sailing from Rosslare. Since we opened operations linking Ireland and Spain in 2018, we have listened carefully to feedback from freight customers, on what is predominantly a route for commercial traffic. The clear message was that a move to Rosslare would help them and us deliver a more attractive option to the UK land bridge. We now operate from two ports in Ireland, reinforcing our commitment to the country, its people and its economy.”

Scheduled Ferry Sailings ex Rosslare Summer 2020 Destination Time

hrs. Fishguard

08.00 ✓

✓

3.25

Stena

Pembroke

08.45

✓

Irish

Bilbao

Also significant is the return to service of Stena Line’s Stena Europe following a major re-fit. The freight garage has been re-configured so as to take away the restriction on the number of full height trailers that can be carried on board. When welcoming Brittany Ferries to Rosslare Europort, its General Manager, Glenn Carr took the opportunity to spell out what Irish Rail, along with a number of State Agencies and private companies are doing to develop the port into a major gateway to a post-Brexit Europe. The current €25 million spend in the Port estate includes

11.00

✓

Cherbourg 16.30 Fishguard

18.10

✓

Cherbourg 20.30 Pembroke

20.45

✓

Stena

✓

3.25

Stena

18.5

Stena

Irish

✓ ✓

✓

Ferries Cherbourg 21.30

✓

23.00

✓

17.5

Stena

Britt any Ferries

Roscoff

23.30

✓

Britt any Ferries

•

Each of the above sailings are operated using Ro-Pax ferries with freight, car and passenger capacity. Neptune Lines call at Rosslare every 10 days on a loop also calling, Santander, Le Havre, Zeebrugge and Portbury with limited freight capacity.

the installation of the fi rst Border Inspection Post outside Dublin which will enable vehicles using the ferry services to and from Wales to move easily through the Port. The Border Inspection Post controls not only Customs, but also Department of Agriculture and other regulatory controls. Port Operations are being streamlined with new IT facilities and a revised Port layout while passenger facilities are being enhanced. The company recently recruited dedicated Commercial and Operations Managers and will recruit further personnel as needed. Employment at the Port has also been increased with the appointment of fi ft y new Revenue officials and a team from Brittany Ferries. Operators including Perennial Freight have opened enhanced facilities for cargo and trailer handling at Rosslare. Meanwhile Dutch based Offshore windfarm support specialist Xellz has taken an option on land close to the port which will facilitate the development of a significant

DIARY DATE: Thursday 1 October 2020 Citywest Hotel, Dublin FLEETMARITIME | Spring 2020

Britt any Ferries

•

There are now Ro-Pax services linking Rosslare to two ports in Wales, two in France and one in Spain. In addition, there is the Neptune Line service which, though focused mainly on the trade car business, carries freight, including out of gauge freight, on a loop that includes the ports of Santander and Zeebrugge. As the schedule below indicates, the concentration of services at Rosslare makes it a more effective alternative to Dublin for the movement of unaccompanied trailer freight in particular. (See Schedule)

✓

Ferries

Bilbao

The new service replaces that operated by Brittany Ferries linking Cork and Santander. While the Summer season Ro-Pax service to Roscoff switches to Rosslare, the weekly Cruise Ferry service to the Brittany Port operated by the company’s flagship Pont Aven continues to operate as it has done for a number of years.

Sun Mon Tue Wed Thu Fri Sat Voyage/ Line

MARITIME II | 39 support operation based at the Port. Wexford County Council has also committed to the development of the road network in the Port area while there is a longer-term plan to extend the M11 Motorway into the Port, enabling non-stop driving from the Rosslare Harbour onto the M50 circling Dublin. While the rail network out of Rosslare Port is currently only operating as a passenger service to Dublin, it could be used as a freight link to the national network. The current availability of lower platform wagons would enable Nolan Transport on the new Kennedy bridge containers to be moved on the Dublin Line, while the currently unused Waterford link is in mothballs and could be returned to freight traffic. The launch of the Bilbao link coincides with the opening of the Rose Fitzgerald Bridge at New Ross and that of the Enniscorthy By-Pass in late 2019. Each of these takes out major bottlenecks for exporters and importers seeking to access the South-East Ports with a reduction in Rosslare/Dublin transit time by half-an-hour. Rosslare/ Waterford travel time has been reduced by a similar amount to about one hour.

on the Bill of Lading, thus avoiding potential delays and extra costs that occur in using Dublin. Operating a schedule that includes a call to Liverpool en route to Waterford also enables the line to ship empty containers direct to Waterford as required by exporters. DFDS Logistics and Samskip are long-established lines sailing the Waterford/Rotterdam route and plans are now well advanced for the restoration of the Ballina/Waterford container rail service feeding traffic for all three operators. Irish Rail has commissioned an expert study of how best to develop both passenger and freight operations and this is expected to give guidance for the further development of rail freight services. The Waterford Port facility at Belview is already integrated into the National Rail Network, with track work running the full length of the quays which would facilitate the development of bulk freight movement to and from the port by rail as well as container services. Over the last number of years, several firms servicing the Agri/ food sectors have invested heavily in Warehousing and Distribution facilities within the port estate with further developments ongoing. Following its takeover by Wexford County Council the Port of New Ross continues to develop its business which is focussed very much on bulk traffic mainly supporting the agricultural and construction businesses carried in vessels of up to 6,000 tonnes. New Ross also has the only dry-dock facility in the region. It services mainly fishing and other trading vessels up to 70 metres in length.

Similarly, the introduction by BG Freight Line of the weekly Lo-Lo service from Waterford Port to Rotterdam and Liverpool in July 2019 was a significant event for a number of reasons. Maersk Line is a major user of the new service, using it as a feeder for its deep-sea services operating out of Rotterdam and those running into Liverpool. Th is has enabled regionally based shippers of cargo to and from a wide range of locations to nominate Waterford as their chosen feeder port Containers at Waterford BG Rott erdam at Waterford

Looking to the future The road, port and rail developments taking place in the South-East region should enable shipping lines, hauliers and freight forwarders to further enhance their service offerings and to return the region to the position that it had a quarter of a century ago when it was the main focal point for services to and from Continental Europe. It does not suffer the congestion that currently affects Dublin Port. Though neither Rosslare or Waterford Ports are classed by the EU as â&#x20AC;&#x153;Tier 1â&#x20AC;? ports and eligible to receive grant support from their Connecting Europe Facility (CEF), it is clear that there is a combined commitment at a more local level that will enable any necessary developments to proceed.

DIARY DATE: Thursday 1 October 2020 Citywest Hotel, Dublin FLEETMARITIME | Spring 2020

40 | MARITIME III

What is the most remarkable innovation of the second half of the 20th Century?

ill Gates, writing in his blog Gatesnotes stated: “In the second half of the twentieth century an innovation came along that would transform the way the world did business. I’m not talking about soft ware. I’m talking about the shipping industry, and an innovation you might not have thought much about, the shipping container.” His comments came after he had read the book written by economist Marc Levinson entitled; “The Box – How the Shipping Container made the World Smaller and the World Economy Bigger” (1).

I read this book some weeks ago and, given my own experience of having been involved in various aspects of the unit load freight sector for the best part of forty years, found it to be an almost eerie experience. There were pieces in it that I knew quite a lot about, others that I wondered about, but didn’t realise how certain characteristics of the container had evolved, and many things that I had not really thought about at all. Levinson was able to stand back from all of this and analyse the hows and whys. In doing so he was able to place the freight container as the key driver in a number of developments. Perhaps the most significant has been that it has enabled the development of the global economy. For example, without its development Asia could never have become the manufacturing centre of the world. Looking to cities including New York, London and Hong Kong, containerisation has changed the whole geography of cities with the quays being replaced by housing and offices while the shipping activities moved to new facilities either downstream or, as in the case of London, in previously small harbours such as Felixstowe. As told by Levinson the story of containerisation is very much an American story. The truck operator Malcolm McLean kicked the whole development off through securing an old tanker and loading a number

of trailers on board and then following through with determination so that within ten years, by 1966 the shipping container was very much the container as we know it. For sure, it would be wrong to underestimate the American role in the evolution of the container to its present dominant role in world trade both on ships and on rail, but there is, perhaps, a chapter missing from the book. Th is is the Irish Angle. Over the coming issues of Fleet Maritime, it could be interesting to delve a little further into this. It would seem to me that there are a number of angles here; there is the historical story of how containerisation changed the role and geography of many Irish Ports, and there is the story of the development of container shipping services linked to rail routes in Ireland, Britain and Continental Europe. Then there is the pioneering role of engineering companies based in Ireland in designing and producing the equipment necessary to allow the development to happen, and the huge success that a number of these companies continue to have as they innovate into the second quarter of the twenty-first century. Finally, perhaps, it is useful to examine how containerisation enabled multinational manufacturers establish exporting locations throughout Ireland and service world markets. In seeking to get this all together I would appeal to readers who have knowledge of these Irish angles to the container revolution to make contact by email at howard@fleet.ie. To start you thinking I would mention a few things: Lancashire Flats, McArdle Containers, CPV, Liebherr Cranes, Combilift, Bell Lines, Freightliner… the list goes on. (1)

THE BOX How the Shipping Container Made the World Smaller and the World Economy Bigger” by Marc Levinson published by the Princeton University Press.

Port of Cherbourg plans for rail development

oinciding with the European Commission’s declaration of 2021 as being the ‘European Year of Rail’ the Port of Cherbourg opened a tender for a development within the Port that would bring a new railhead to a new location at the Ferry Terminal. The €7 million development is being financed by Ports of Normandy with the backing of European funds and would accommodate trains of up to 750 metres long. Construction is planned to start in September with

completion by April 2021. Brittany Ferries, which operates services to Cherbourg from Poole and Portsmouth has announced plans to operate daily trains from the new terminal to Bayonne, close to the Spanish Border. The overnight trains would consist of 22 wagons, and loading and discharge would be done using the Lohr intermodal system enabling trailers to be rolled onto the wagons rather than being lifted in the more traditional manner. The service will be available to trailers arriving

and departing Cherbourg on Stena and Irish Ferries as well as those carried on board Brittany vessels. There are also plans for the development of a similar rail link from Cherbourg to the Port of Sete on the French Mediterranean coast which would provide links to the ferry services from there to Tangier and Nador in Morocco. Discussions are also ongoing about a container shipping link from Cherbourg linking to Le Havre and Rouen on the river Seine.

DIARY DATE: Thursday 1 October 2020 Citywest Hotel, Dublin FLEETMARITIME | Spring 2020

MARITIME IV | 41

PORT PORTALS Stena Line has displaced the Stena Superfast X from the Dublin/Holyhead service following the arrival into service of Stena Estrid. Having completed operations standing in for each of the Stena Irish Sea fleet as they went for annual maintenance, the Stena Superfast X sailed for Piraeus, Greece. There she will be converted into a night ferry before being renamed A Nepita and being chartered to Corsica Linea for operation on western Mediterranean services. Stena Superfast X joined the Stena fleet in 2015 taking over the schedule operated by the Stena Nordica following the withdrawal of the HSS Stena Explorer and the route from Dun Laoghaire. Arklow Shipping has launched the bulk carrier Arklow Ace at the Ferus Smit yard in the Netherlands. The 120-metre-long vessel will, when she enters service, bring the owner’s fleet to 57 vessels. She is the third of a series of similar vessels being built at this yard and will trade in European waters. The Port of Cork has taken delivery of two Liebherr built post-panamax size ship-toshore container gantry cranes. The Killarney built cranes were delivered to the completed quay site for the new Cork Container Terminal (CCT) at Ringaskiddy where they are currently undergoing assembly. Speaking about the new cranes, Liebherr Container Cranes Sales Director Daniel Griffi n said: “These new cranes are fitted with the latest energy saving Liebherr Liduro drives, power management systems and safety features available. The cranes will have an outreach of 45 metres, a back reach of 15 metres and

a lift height over rail of 32 metres ensuring that they have the lift and reach capacity to cater for the largest vessels which will visit Cork in the coming decades.” Construction of the CCT began in June 2019 and will finish later this year. The €80m project will initially offer a 360-metre-long quay with a 13-metre depth alongside. The development also includes the construction of a 13.5-hectare terminal and associated buildings. A key area, particularly for the Port of Cork, was the continued increase in container traffic in 2019. Over 240,000 TEUS were handled in 2019, a 5% increase on the previous year. Brendan Keating, Port of Cork Chief Executive commented: ‘Once operational the new terminal will enable the port to handle up to 450,000 TEU per annum. We already possess significant natural depth in Cork harbour, and our work in Ringaskiddy Port will enable us to accommodate vessels of 5500 to 6000 TEU, which will provide us with a great deal of additional potential for increasing container traffic.” Mediterranean Shipping Company (MSC) has put the first two of its fleet of 400-metrelong container vessels into operation. The MSC Gulsun and MSC Ambra each have a container capacity of 23.756 TEU and are the largest such vessels currently in service. Reefer container capacity on board exceeds 2,000 and the line claims that CO2 emissions are reduced by 48% compared to the normal deep-sea vessel.

tied up at the Port. Haropa - Port of Le Havre and local port-related stakeholders have signed an agreement in an effort to boost activity following these strikes in which several lines switched operations to other ports. The agreement includes a series of discounts and rebates for lines and cargo owners and particularly for those that would introduce a new service. The Port of Le Havre has had a difficult labourrelations history and, despite considerable investment by both the port and the major shipping lines, fails to provide the level of service available at competing ports. Regulations came into force on 1 January, requiring that vessels either use Low Sulphur Fuel or that they install exhaust gas scrubber systems to clean the exhaust emission arising from the use of Heavy Fuel Oil. An effective grace period was applied by a number of administrations ending on 29 February. Starting 1 March, ships found merely storing, not just burning, non-compliant fuel that are not fitted with scrubbers are subject to fi nes that could run up US$ 75,000 per violation per day.

MSC Gulsun- containership

Irish Continental Group (ICG) fi nancial and operating results for 2019 show a steady improvement in all areas. Ro-Ro freight unit volume was up by 10.4% to 313,200 units while the Eucon Lo-Lo operation shipped 343,400 TEU, an increase of 4.8% on the 2018 figure. Port Lifts undertaken at their terminals at Dublin and Belfast were also up, reaching 320,000 in 2019.

Le Havre Port experienced a series of strikes running from 5 December to 31 January, bringing port activities to a halt and leading to a significant number of containers being

Looking ahead to 2020 the company expects some soft ness in the results because of the Coronavirus outbreak. Considerable uncertainty persists as to the likely delivery date of the Cruise Ferry currently on order from the German Flensburger ShiffbauGesellschaft Yard. ICG has confi rmed the continuation of the charter for the Epsilon Ro-pax ferry until the end of November 2020 with an option to extend the charter for a further year.

New Liebherr cranes for CCT

DIARY DATE: Thursday 1 October 2020 Citywest Hotel, Dublin FLEETMARITIME | Spring 2020

42 | COMMENT

How Green is my world?

t the time of writing this article, the Coronavirus is becoming the big story both in Ireland and further afield. We all must hope that the damage to people’s health is not too serious. Within months, hopefully, it will have passed, and the world will have learned good lessons on just how vulnerable society is to unexpected shocks.

Th is concern, however, should not deflect attention from making serious efforts to halt climate change. Th is is no longer something that happens in the far reaches of the Arctic with chunks falling off icebergs, or in Australia with rampant forest fi res destroying animal life, homes and communities. It is something that is right here. Each February, I have been out on Sunday mornings taking part in a Spring Chicken Yacht Racing series, but not this year, as with wind speeds gusting up to gale force every weekend, we have stayed ashore. Looking seaward, every ferry has been far off schedule for most of the month. While the snow has kept away, the rain most certainly hasn’t. During the month, among the events in which I took part was a conference hosted by the Economic & Social Research Institute (ESRI) on environmental policy, competitiveness and green growth. I also addressed the Manufacturing & Supply Chain Conference which took place in Belfast. While the fi rst event focused very much on the scientific and economic evidence behind climate change and the issues faced by businesses in meeting them, at the second one I was quite taken aback by the large and attentive audience that my Green Supply Chain presentation drew. Interesting to see as well how what might have been a very similar presentation to that which I had given in Dublin a month before had in fact changed, reflecting new developments and new knowledge within the month. During February a series of trials had commenced for meal deliveries using drones to students within the UCD Belfield Campus. If these are successful then there would seem to be no reason why the whole activity of parcel delivery, not only in congested city areas but also in more rural areas, could not could not be done by drones, taking a lot of white van with driver deliveries out of that supply chain. As I came out of the ESRI event onto the Dublin Quays, I was struck by the number of diesel-powered buses and trucks heading to and from the Port and the Port Tunnel. Transport for Ireland has now ordered 100 hybrid (diesel-electric) buses for use in Dublin and is planning a follow-up order for a further 500 such vehicles. That will help to reduce pollution as would switching the tractor-units hauling trailers up and down the Quays to electric or CNG power. I read a report by a driver working in Los Angeles who hauls containers between a Distribution Centre to and from the Port some miles away. Following a three-month trial using an electric powered tractor-unit, the obvious benefit was the reduction in pollution not only affecting the public, but also the driver. Less obvious was the time saving due to faster acceleration of the vehicle as it navigated traffic congestion, as well as the noise and vibration reduction in the cab. Range anxiety proved not to be an issue as the distances covered were quite short and, with the very “Stop-Start” nature of the driving, the regenerative battery charging as the vehicle braked added significantly to range. FLEETTRANSPORT | APRIL 20

From where I'm sitting - Howard Knott - howard@fleet.ie

It has always struck me that both the ferry and rail companies have been very shy about promoting their ‘Sail-Rail’ services and, indeed, the city-to-city coach services using the ferries between Ireland and Britain. Th roughout Continental Europe travellers are switching from air to rail in droves, not only because of radical improvements in rail services, but also because they are seeking to take the less-carbon and less cramped mode. Perhaps now is the time for people to be encouraged to at least look at the surface option to and from Britain. We are in for an interesting decade.

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Successful Scania Gas Roadshows

Westward Scania, Strokestown, County Roscommon, the Irish importer and distributor of Scania Trucks, held a series of Roadshows through its dealer network to promote Compressed Natural Gas (CNG) as a viable fuel alternative for transport operators. The initiative was to launch the newly configured Scania R410 6x2 CNG Rear-Steer tractor-unit and provide operators the opportunity to drive the new truck for the first time. “The first three Gas Roadshows were a resounding success,” according to Thomas Diffley, Westward Scania. “The first event took place at Delaney Commercials in Naas. There was a lot of interest and questions regarding alternative fuels and the drivers were very impressed with the power of the 410hp. They soon became aware of the lower noise levels, less emissions and additional payload on offer with this option,” he added. AOC Commercials in Carrigtwohill, County Cork hosted the second of the nationwide series. “There was great interest in the truck as well as the mobile refuelling unit. The customers and potential customers asked many technical questions in relation to the truck. The drivers were very delighted with this model in

particular with the turning circle with the rear-steer tag axle. We also received a visit a visit from a group of final year students from Cork Institute of Technology (CIT), all studying transport management. The students were engrossed in the alternative fuel presentation and to see the truck in the flesh.” Kerry dealer Nolans at Castleisland had a large gathering throughout the day. The programme had to be split into three phases to accommodate the large groups and to give everyone an opportunity to drive. Needless to say the R410 6x2 was very well received we were delighted that so many people attended. It is a great shame that we have to postpone the remaining events in Dublin and Strokestown due to COVID- 19. As all will appreciate, we at Westward Scania value health and wellbeing of everyone and we wanted to ensure that our staff and customer’s didn’t take any unnecessary risks. We would like to thank David, John and all the team at Gas Networks Ireland (GNI) for making valuable contributions to make these events a success. The team is working hard behind the scenes to get the CNG infrastructure built and operational. Thank also to Roadgas for leasing the mobile gas refuelling station,” concluded Thomas.

Scania R410 6x2 CNG – more payload – less emissions Contact us for details of your local SCANIA Dealer www.scania.ie | Importer@westwardscania.com Phone 071 9634 500 Westward Scania-Importer Ireland since 1976

44 | OPINION

“As grim as the situation looks now, it will get better”

am writing this piece on St. Patrick’s Day, just after An Taoiseach Leo Varadkar addressed the nation. His speech is probably one that will go down in history forever, as he recapped the situation we find ourselves in as a country and society due to the COVID-19 virus. By the time you are reading this piece, God only knows how much disruption will have taken place in our lives and businesses. As we look to the situation across mainland Europe, we see very litt le to give us any comfort. Some people are taking solace that the situation may have peaked and levelled off somewhat in China. When you look at what has happened in terms of the havoc created to the economy, that comfort is short lived. One positive aspect of the Taoiseach’s speech was the recognition by him that hauliers and their drivers are as important as the front line responders. Trucks and their drivers are keeping the “supply chains” moving. In other words, making sure there is bread and milk on the shop shelves, medical supplies in the hospitals and providing a host of other essential items. So the scene is set for a terrible intrusion into our personal and professional lives. We have no way of knowing how long it will be before we get to a point where the situation

FLEETTRANSPORT | APRIL 20

starts to improve and where we can restart the economy. Some have compared these events to that of a World War in terms of disruption, something that is difficult to argue with. There is one difference though. Our infrastructure will be intact, so there is no reason for economic activity not to commence straight away. It is encouraging to hear our own Government and all world leaders state that they are planning for economies to be able to get up and running as soon as the virus is under control. There is evidence that many businesses have put their operations to sleep, so to speak. By ceasing all activity at the earliest opportunity, money has been saved that will be needed to restart their activities when the time comes. By promising support and announcing practical supports the Government has allowed companies to act fast and prepare for the unfolding crisis. There are some comparisons between these events and the financial crisis of 2008/2009 in the impact it is having on trade, but there are some very striking differences. In the fi rst instance most companies are taking drastic and severe action at the fi rst opportunity, lett ing go staff, parking up

trucks and drastically reducing spending. Last time many companies waited too long to take these type of actions. Secondly, the Government have come in very fast with support for companies. Th irdly, and possibly most importantly, the banks are in from the start with help. We have to take the leadership being displayed here at face value. In the past the Banks felt they were preferential and special creditors. Th is time around, they seem to be anxious to genuinely help and be part of the solution to get the country moving again. So far the evidence is that dealing with the banks has been a positive experience, I hope they stay with the game until the end. When this crisis is over many companies will not reopen, some will survive, reopen and fail. Unfortunately there is nothing that can be done, not every company can be saved. We know from past recessions that companies survive when they cooperate and give each other support. This time companies are promised support and assistance from the Government and the banks, this will allow more to survive and thrive. As grim as the situation looks now, and although it will likely get worse for a time, it will get better.

Text: Sean Murtagh - sean@fleet.ie

TIME TO WORK TOGETHER (just a little further apart)

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46 | FEATURE

Is Commercial Vehicle Hire or Rental the Operator’s best option? of weeks depending on the complexity of the order, the vehicle is delivered. Th is can include full fit out with ancillaries and also covers pre-owned vans.

l t T leet Transportt ttalks lk tto the leading players in the commercial vehicle hire and rental market to get a feel for trends and what are the available options for customers in 2020. The one thing business can be sure of for the coming year is that it can be sure of very litt le. The economic uncertainty resulting from Brexit, combined with the devastating consequences of the Coronavirus outbreak, mean business is well justified in being apprehensive. Apart from Brexit and COVID-19, another area of concern noted by the hire companies we talked to was that of insurance. Th is was of particular importance to the smaller companies, and in particular those who specialise in short term hire to the general public. The days of taking a vehicle for the weekend and transferring your personal insurance to the hire unit are not as simple as it used to be. Importantly, this is affecting drivers over 25 years of age with

f ll licences, li i ’ full andd iis nott jjustt a ‘‘young ddriver’ issue. Interestingly, this is a countrywide problem and not restricted to particular regions. Currently, fi nance rates are for the most part manageable and main dealers have some attractive offers that can be tailored to suit all needs. Even so, to fi nance a vehicle and then discover in a few months that business is not what was thought initially, or circumstances have changed, could end up being a milestone that could be done without. That said, companies have now become used to meeting their requirements through the subscription model of renting or hiring what’s needed for as long as necessary - then handing it back. If the decision is made to refresh the vehicle fleet with some new number plates, one alternative method to source the vehicles that could become the norm is online. The customer generally knows what they want and once the specification is decided on, the order is placed. Within a few days to a couple

Long or short term rental demands litt le commitment from the customer other than paying the agreed monthly amount. Maintenance, testing, depreciation, even tyres and in some cases insurance can be covered. If transport is not the business, why get involved? Today financial controllers play a greater role in the decision-making process. It is quite obvious that such agreements make accountants’ lives easier so they are quite enthusiastic about the idea. It is possible that the option to lease or lease-purchase could work better for certain businesses. Often the repayments are lower and the agreement is usually over a longerterm. Against this, in many cases if the contract is not completed or terminated early there may be penalties. Nevertheless, it is normal for these agreements to offer a buy outright option at the end of the agreed term, the result of which means that the business acquires an asset. However, Lease Purchase can come with its own problems in the form of ensuring that the vehicles are correctly maintained and compliant with the relevant legislation and directives - all of which costs. Of course a lot depends on what the vehicle is to be used for, not forgett ing that in the case of light commercials it may also be used in a private capacity. Th is is paramount when making the initial decision. If the vehicle is to be fitted out for specific work then the short-term option may not be realistic. Which isn’t to say that it cannot be done, it simply means that the costs will increase depending on what the hirer can do with the vehicle next. Vehicles with special bodies, fitments or attachments such as refuse trucks with a rear-end loader (REL) have little value outside of their specific sector. That’s why for these dedicated applications the better option is often to go with the long term contract hire. The residual value of a 3,4, or 5-year-old 6x2 REL when trading in could be a movable feast and it might be better to let the hiring company move

FLEETTRANSPORT | APRIL 20

FEATURE | 47

from the swings to the roundabouts at their own pace. Th is sector gives another indicator of what might be facing the industry with the drive to go green. There is a slow but steady move towards the use of alternative fuels, and we can be sure that this will gather pace with time. Buying specialist or dedicated equipment does require a greater commitment. To invest in a special trailer such as a lowloader or machine trailer, the operator needs to be sure of the work. Being heavily reliant on one sector is risky, and small changes in legislation or planning laws can suddenly make a fi ne piece of equipment redundant. Being able to try out different trailers from a rental fleet to see how they work with a variety of loads/machines is wise and could prevent an expensive mistake. To ‘try before you buy’ is always a wise move.

Most of our respondents fi nd that a move towards alternative fuels, whether gas or electric, has not emerged as a real issue for anyone, and while some have received requests they are in reality more enquiries of interest rather than intention.

today operators simply do not want the bother of dealing with maintenance and periodic checks. These reasons combined with simplified accounting appears to be reason enough for them to feel contract hire is the way forward.

Taking an overall view of the country there seems to be several patterns emerging. The vehicle hire market and especially the light vehicle and van sector has always been an important barometer of the economy and delivers an instant reflection of the business sector. People will only hire for as long as necessary, and once a job is completed the vehicle/s are returned immediately – unless there is further work close on the horizon.

In addition rental fleets are for the most part only kept while they are covered by the OEM’s warranty. Once the warranty period is up the unit is replaced and the vehicle is traded on as a pre-owned. What is good for the hire company is ultimately good for the customer.

While it can be said that the hire of lighter commercials provides an instant picture of the economy, it is the heavier vehicle rentals that provide a slightly longer-term overview. Many hire companies are finding that

Historically for most transport operators, there was nothing worse than having to hire a van, truck or trailer as it always felt like money down the drain that could never be recouped. Today, this mindset has changed. Thanks to the Rental or Hire companies who have transformed their operating models, leasing or hiring rather than purchasing have now arguably become the operators’ best option.

Some feel that an amount of uncertainty in the business community at the moment is characterised by an increased hiring of sub-3.5 tonne vans and a move away from 18-tonne distribution trucks - one reason given for this is the ongoing shortage of suitable drivers. This driver issue has been with us for a while and is arguably getting worse. While there are numerous training courses freely available, the industry is simply not att racting the younger person. Th is has produced a significant increase in the demand for vans. However, replacing the work of an 18-tonne distribution truck with 3.5 tonne vans is not exchanging like for like and the efficiencies over a long period are questionable. www.fleet.ie

48 | FEATURE

CV Hire & Rental Company Directory Ashbourne Truck Centre Address: Ballymadun, Ashbourne, Co. Meath Phone: 0862556677 or 0872556677 Email: sales@ashbournetruckcentre.com Web: www.ashbournetruckcentre.com

Fleet Options / Value Van Rental Address: Old Airport Road, Cloghran, County Dublin K67 P2H4 Phone: 1850 444 555/Mob: 087-7980749 Web: www.fleetoptions.ie

Avis Fleet Solutions Address: Kilbarrack Road, Dublin 5 Phone: 01-8660520 Email: sales@avisfleetsolutions.ie Web: www.avisfleetsolutions.ie

Fleetplan Hire Ltd Address: 118 Bann Road, Dublin Industrial Estate, Dublin 11 Phone: 01-8307250 Web: www.fleetplan.ie

Commercial Fleet Truck Rental Ltd Address: Unit H2, Chapelizod Industrial Estate, Dublin, D20 AP62 Phone: 01- 6262623 Email: bookings@cft r.ie Web: www.commercialfleet.ie

Go Rentals Address: Newhall, Naas, County Kildare Phone: 045-880393 Email: info@GoRentals.ie Web: www.GoRentals.ie

Cork Rent-A-Van Address: Tramway House, Albert Road, Cork, T12 X8WN Phone: 021-4310400 Email: info@corkrentavan.com Web: www.corkrentavan.com

HB Dennis Leasing Address: Columba House, Lakeshore Dr, Airside Retail Park, Swords, County Dublin, K67 R2Y9 Phone: 01 88 33 200 Email: Leasing@hbdennisleasing.ie Web: www.hbdennisleasing.ie

Dennehy Truck & Van Rental Address: Unit 802, NW Business Park, Blanchardstown, Dublin Phone: 01 912 3232 Email: ggreen@dennehycommercials.com Web: www.dennehytruckandvanrental.ie

Hertz Van Rentals Address: Block F, Eastlands Car Hire Facility, Cloghran, Swords, County Dublin. Phone: 087-2563122 Email: soneill@hertz.ie Web: www.hertzvanrental.com

Dennison Trailer Group Address: Maudlins Cross, Naas, County Kildare Phone: 045 866 468 Email: info@dennisontrailers.com Web: www.dennisontrailers.com

Hireco Dublin Ltd Address: Hireco Park, Longmile Road, Dublin 12 / Naas Ind Est. Naas, County Kildare Phone: 01 855 4144 Email: helen@hireco.ie Web: www.hireco.ie

Donal Ryan Car & Van Rental Address: Templederry Nenagh, Co. Tipperary Phone: 067 43000 Email: carhire@donalryan.ie Web: www.donalryan.ie

Joe Duff y Leasing Address: Exit , M50, Finglas, Dublin 11 Phone: 01 864 7711 Email: info@joeduff yleasing.ie Web: www.joeduff yleasing.ie

Enterprise Rent-a-Car Address: Unit 4, Lyncon Court, IDA Business & Technology Park, Snugborough Rd, Dublin 15 Phone: 01 4290200 Email: Gary.J.Killeen@ehi.com Web: www.enterprise.ie

Johnson & Perrott Fleet Address: Unit C, South City Business Park, Tallaght, D24T62C Phone: 01-4097575 Email: info@jpfleet.ie Web: www.jpfleet.ie

Europcar Business Fleet Services Address: 35 Northwood Court, Northwood Business Park, Santry, Dublin 9, Ireland. Phone: +353 1 8122830 Email: businessfleetservices@europcar.ie Web: www.europcarfleet.ie

LeasePlan Fleet Management Address: 1st Floor, Central Park, Leopardstown, Dublin 18, D18 X5T1 Phone: 01-2407600 Email: info@leaseplan.ie/ sales@leaseplan.ie Web: www.leaseplan.com/en-ie

FLEETTRANSPORT | APRIL 20

Murphyâ&#x20AC;&#x2122;s Truck & Van Address: Ballymount, Red Cow, Naas Road, D22 R3H2 Phone: 01 4592069 Email: sales@murphystrucks.ie Web: www.murphystrucks.ie National Truck Rental Company Limited Stadium Business Park, Ballycoolin Road, Dublin 11. Telephone: 01 513 6828 www.nationaltruckrental.com North Dublin Commercials Address: Knocknagin Road, Balbriggan, Co. Dublin Phone: 01-8412875 Email: admin@northdublincommercials.ie Web: www@northdublincommercials.ie Northgate Vehicle Hire Ltd. Address: 200a Northwest Business Park, Dublin 15, D15 Y8VX Phone: 1800 608070 Email: sales@northgatevehiclehire.ie Web: www.northgatevehiclehire.ie PC Commercials Address: Unit 42 Baldoyle Industrial Estate, Dublin 13 D13F6T8 Phone: 01-8321316 Email: una@pccommercials.ie Web: www.pccommercials.ie TIP Trailer Services Address: Airport Business Park ,Swords Road, Cloghran, County Dublin K67P3V8 Phone: (+353) 1 8444144 Email: michael.murphy@tipeurope.com Web: www.tipeurope.com Van Buddy Address: Bray Business Park, Southern Cross, Bray, County Wicklow Phone: 01 9109930 Email: jim@vanbuddy.ie Web: www.vanbuddy.ie Walker Vehicle Rentals & Contract Hire Address: Bluebell Lane, Bluebell, Dublin 12, D12 P7FD Phone: 01 456 8433 Email: info@walkers.ie Web: www.walkers.ie Westlink Van Hire Address: Prospect, Athenry, Co. Galway Phone: 086-3697978 Email: westlinkvanhire@hotmail.com Web: N/A

Text: Paul White - paul@fleet.ie

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50 | FINANCE

Winning Tenders and Business Growth (Part 2)

his article expands on key issues raised in the last edition, such as positioning the business to submit tenders, pricing of tenders, and the obvious do’s and don’ts that must apply to operate profitably. It is quite obvious that many Irish road transport companies are excellent at networking and promoting their business within their own industry. However some are poor at generating a profi le that warrants their inclusion in the tender processes undertaken by purchasing managers or major buying groups that specialise in looking at cost savings and efficiencies for their businesses or clients. Obviously road transport fi rms have the largest moving billboards in Ireland, but unless the business brand has a significance to the target audience, it is wasted. Winning nationally recognised awards and then using these to promote the business in print and digital media is key. Such fi rms should consider strategic business networking to target key influencers in the company’s business niche area, such as banks, accountants and directly to senior management in the customer sector. Th is will pay off by being in the mix when it comes to the tender process. If the tender process is purely price and rate driven and the sector is ultra-competitive then look at another niche segment. Maybe by taking on this work the business can achieve efficiencies of scale, it may be a good fit for seasonal capacity, or it could alter and improve productivity over time. Ideally all three scenarios will be applicable to bring a win/win outcome to the tendering process. Obviously price is a key factor, but if tendering to achieve a logistics solution to a business that is crucial to its success and growth, then other factors such as compliance, continuity of service, business

FLEETTRANSPORT | APRIL 20

innovation and business partnership will all have a weighting when fi nal decisions are made. If the tender involves the disposal of the business’s own account fleet clients will want long term guarantees on rates and an open book approach to the margin and business’s fi nancial standing. It’s the norm in Ireland that if the current service provider offers good service levels and has developed good communication channels within the client’s business, it’s business not to lose. Unless, of course, the tender process throws up alternatives that are dramatically more cost efficient and bring other significant positives to the table. An example of this is where one of Ireland’s large groupage networks wants to dominate a sector of business and can do so in the realisation of economies of scale and specialisation. When it comes to the dos and don’ts re tendering, some are quite obvious and others are the key points that result in profitability or loss. The fi rst item is to accumulate as much information as possible relating to the work tendered for. It is very easy to correlate data

and clearly see seasonal trends that can give rise to peaks and troughs. Find out actual details of operations and visit the production and delivery sites as there is no point in assuming. Look at work practices and see trends in their industry - is it a business that is growing or contracting? Are the current or future management team people easy and accommodating to deal with? If successful in the tender process, is the firm in a position to fi nance the expansion by way of capital expenditure or working capital? Is the workforce able to take on this work and is there a real appetite from all concerned to take up this challenge? With regard to don’ts, the obvious one is do not put the business at risk by committing to a contract that will have onerous fi nancial effects if factors that are not protected against go wrong. If it looks like a duck and quacks like a duck, it probably is a duck. Companies would be well advised to seek independent advice from an accountant/ business advisor to avoid exposure to such fi nancial risks.

Text: Donal Dempsey - donal@fleet.ie

Fuelling Ireland’s Cleaner Transport Future Gas Networks Ireland is developing a network of Compressed Natural Gas (CNG) re-fuelling stations, allowing Ireland’s commercial fleet to choose a cleaner fuel alternative.b Working with forecourt operators, private hauliers and public transport companies, plans are well underway to deliver a comprehensive national network of stations. As the operator of Ireland’s gas network, Gas Networks Ireland is leading the development of this new, cleaner transport network, to support Ireland in reducing its carbon emissions. CNG is a proven alternative to diesel or petrol, with studies showing it can reduce transport costs and harmful emissions. It is particularly suitable for use in commercial vehicles, with an estimated 25 million Natural Gas Vehicles (NGV) in operation worldwide, and almost two million in Europe. In the future, these vehicles can achieve zero carbon transport when operating on renewable gas.

Ireland’s planned CNG refuelling network for 2020.

Last year, Gas Networks Ireland officially opened Ireland’s first publicly-accessible, fast-fill CNG station at Circle K’s Dublin Port premises, as part of the Causeway Project which is being led by Gas Networks Ireland and is supported by a grant from the EU’s Connecting Europe Facility Transport Fund and the Gas Innovation Fund, approved by the CRU. Research is being co-funded and conducted by the National University of Ireland Galway. Coming in 2020 CNG refuelling stations are planned to be completed this year in Dublin (3), Tipperary (2), Meath, Limerick and Laois. Further locations are planned for 2021.

Pictured at the launch of Ireland’s first public CNG refuelling station at Circle K in Dublin Port were Gas Networks Ireland’s Head of Commercial and Corporate Affairs Ian O’Flynn and Managing Director Denis O’Sullivan with Circle K Managing Director Gordon Lawlor and Aidan Doody of Harris Transport.

Interested in knowing more? Gas Networks Ireland offers support to businesses seeking to transition to CNG. To find out more, please email cng@gasnetworks.ie.

52 | LEGAL

Be warned – Spare Parts are not always what they seem to be and can be dangerous

ny activity that involves the use of tools is likely to require the easy availability of spare parts. Th is fact has long been recognised by people who are not unduly concerned with the strict requirements

of their replacement parts, but try to prevent purchasers of their vehicles fi nding other sources of spare parts by, amongst other things, removing the benefit of any guarantee or warranty in the event that a spare part is used that has not been bought from the manufacturer or an approved agent.

As time has gone by and manufacturing techniques and materials have improved, the quality of spare parts of every sort has improved. In many cases it is hard to distinguish them from the originals. A modern example of this is in the provision of brake units for modern motorcycles. Th is market has had more than its fair share of forged spare parts, some of which did not work at all, presenting obvious dangers.

It is important to remember that as a road transport operator, the primary duty is to ensure the safety of employees, and of those members of the public with whom they may come into contact. Provided therefore that a spare part is ‘fit for purpose’, the cost is not of itself relevant and an attempt by the vehicle manufacturer to prevent a purchase may be illegal.

of the law.

So far as is possible spare parts should always be ordered from the manufacturer of the vehicle for which the parts are required. It is likely that there will be a six figure number with the original SP (spare part) number, and this should always be checked with the manufacturer. In the event of an insurance claim following the failure of a part, the claim may well be denied if the insurance company finds that the part that failed was not approved by the manufacturer. Alternatively you should check with the manufacturer that they are happy with the particular part. We do know however that there are genuine spare parts manufacturers that meet OEM (Original Equipment Manufacturer) requirements.

However, whenever a spare part is fitted to a vehicle, the purchaser has an absolute duty to ensure that the part is not only suitable but safe in use, and must be able to show that the suitability and safety of the part has been properly checked.

When spare parts are ordered from a new supplier there are a number of things that might indicate that the parts may be counterfeit. Wording on the packaging may be spelt wrongly, or there may be a surprising ‘Country of Origin’. Errors like this should always make you wary. The colour of inks used in the packaging may be slightly wrong. If the alleged origin of the part is the USA, make certain that the date format is correct (m.d.y). In the event that the product is surprisingly cheap it may well be ‘too good to be true’ and best left alone, however tempting the price may be. A faulty spare part may result in, at the best, a serious accident and, at the worst, a fatal accident, and the blame may well be seen to lie with the owner of the vehicle. There is no doubt that the manufacture and sale of spare parts can be a very profitable business. As the market expands and becomes increasingly technical, the att raction of the spare part market increases. Of course there are companies making legitimate and approved spare parts, but these companies tend to have one thing in common, loyalty to the integrity of the part for which they make the spare. The reality is that companies needing a spare part may have a genuinely difficult fi nancial decision to make. Some of the major manufacturers of commercial vehicles are notorious for the cost FLEETTRANSPORT | APRIL 20

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Text: Jonathan Lawton - jonathan@fleet.ie

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PARTS

&5,3 0335 ! ! 327530 #&09* = "-* (327530 9&09* (3140*7* :.7- 630*23.)6 "-* ! ! &5* 03(&7*) 32 7-* 3876.)* 3+ 7-* (-&66.6 "-* ! .6 +.77*) &6 67&2)&5) +531 &5(-

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Irish stock

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54 | SOAPBOX

Enemies of the State (in achieving emissions targets)

t a recent Environmental Protection Agency (EPA) event, the European Commission’s Director of the Director General (DG) Climate Action, Dr. RungeMetzger delivered a lecture on the Commission’s goal of “Making Europe a Climate Neutral Continent by 2050”. Th is, he said, will be delivered and emphasized that it will be delivered by a mixture of both regulation and directive. Therein lays the danger for our industry. Directives are subject to national interpretation and just like the Driver’s CPC (DCPC), they will be interpreted by those who think they know best. That means in general ignoring the industry those measures are to be enforced upon. As most of us are caught up in the day-to-day running of our businesses we perhaps ignore the larger issues and in particular matters such as global emissions reductions. The Irish Road Haulage Association (IRHA) members and all involved will ignore the issue of emissions reductions at their peril and will end up as handy whipping boys for those who wish to proclaim themselves “The Good Guys” to their political masters. Amongst the debates on new Government formation I heard an opinion that strongly rang a bell and I slightly paraphrase, as follows: “The election and possible entry into Government of Sinn Fein could bring a bonus of thinking independently of senior civil servants, as in the speaker’s opinion the three main parties had always been too respectful of senior public servants’ opinions to advance their own independent thinking having been in Government for so long.” It reminded me of Dessie O’Malley’s “Dead Hand of the State” speech. In my own view it is a combination of both that and simply lazy thinking. Witness Minister Ross and the 42 versus the 40 tonnes issue. It is alleged that he gave the matter no thought, rather he simply listened to Department officials. What has been the damage to our emissions levels by this ruling? One diary company alone reckons it has cost them an additional 1.5 million kilometres per annum. Emissions increases or decreases never entered his or their minds. In the February edition of “Fleet”, contributor Sean Murtagh writes of the “sour” relationship between the Road Safety Authority (RSA) and the IRHA. He notes that in his opinion an improved relationship is very much needed and “will only be achieved by dialog and mutual respect.” Sean is not the only one to think so and no doubt it arises from the fiery leadership style of Verona Murphy, however I demur. Talk is something semi-State bodies such as the RSA is good at; delivery is an entirely different matter.

FLEETTRANSPORT | APRIL 20

In response to criticism of the DCPC, an RSA spokeswoman stated: “The content from the EU Directive is regularly updated to replicate new legislation and industry developments – we regularly review CPC with the assistance of professional drivers and leaders in the industry.” Unless she is talking of a timescale of ten or more years, that is simply untrue. Along with four hundred plus stakeholders, I took part in European Union consultations on the DCPC in 2014 and as a result the European Commission issued new guidelines in 2016. Amongst other things there was an emphasis on emissions reductions and updating drivers’ knowledge of the importance of same. To date in 2020, there has been nothing by way of revision from the RSA. Alternatively fuelled trucks are being debated and it seems to be led by the “Mantra of anything but Diesel campaign”. One wonders why, when the latest Euro 6 (Step D) engine is among the cleanest technology in long distance vehicles currently available for our export dependent country. I think perhaps in many cases it makes the proponents look like they are doing their job in their Transport/ Environment Ministers eyes? Perhaps it is the same influence from those who led to the size of the Dublin Port Tunnel being lower than the motorway network it is part of? Th is in turn, by dictating the overall truck/trailer height, without considering emissions increases, combined with installing an antiquated style ventilation system, has now led to the tunnel entrances emitt ing the highest exhaust emission pollution levels in Dublin. It’s not for nothing we are known as the Emerald Isle and it can be our greatest asset in becoming a carbon neutral Europe. However, it seems it is being taken for granted by the ‘Enemies of this State’ in achieving that goal. The likes of those which I have written about simply pay lip service to the ideal of emissions reductions, but won’t help deliver them.

Text: Jerry Kiersey - jerry@fleet.ie

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