Fleet Transport June 2020 by Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE JUNE 2020 Inside!

“We Are Unstoppable and COVID-19 will not stop us”

INSIDE

- Thomas Hilse, IVECO Brand President

COMPARISON: MAN TGX 18.510 vs MAN TGS 18.480 Racing Truck TIMES PAST SPECIAL: Roadside Relics from the USA EURO TEST: First Drive in the new Volvo FH with Globetrotter XXL Cab REPORT: Irish Exporters Association Webinar Series

Contents JUNE 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, Donal Dempsey, Howard Knott, Jerry Kiersey, Milan Olsansky, Gienenrico Griffini, Javier Pedroche, Will Shiers, Oliver Willms, Alan Nolan Photography: Jarlath Sweeney, Paul White, Howard Knott, Milan Olsansky, JX2, Will Shiers, Oliver Willms Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: In-House Printed in Ireland

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For transport related updates on COVID-19 log on to www.ﬂeet.ie Welcome to the June edition, digitally published as you no doubt have noticed. As Ireland opens up the retail and hospitality sectors dormant for so long, this should help bring the remainder of the transport sector out of hibernation. Apart from the grocery sector, which remained busy over the pandemic period, the express parcel delivery specialists, including An Post who basically kept the country going as e-commerce has become a habitual practice and likely to remain as the new normal way of living continues. While the auto dealerships re-opened last month, trade has been slow with sales of vans down 70% compared to May 2019 with truck sales showing similar decline in new registrations. New van and truck models due for launch later this year will hopefully spur things on before the end of 2020. Interesting to note too that excise duty from diesel fuel was down 55% in April, compared to April 2019, the lowest figure since 2000 and a measure of the reduced road and public transport usage over the COVID-19 period. In this month’s issue, we have an exclusive interview with the new Iveco boss, an interesting comparison between the MAN road and race trucks and a fi rst drive report in the Volvo FH with the new Globetroter XXL cab.

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.

Also featured is the Fleet Maritime newsletter, plus the regular Fleet Van & Utility and Handling Network supplements. As always we are interested to hear from you as to how you or your company is dealing with the current situation. Please email enquiries@fleet.ie with any issues you wish to raise. Enjoy the read for now. Take care, Jarlath Sweeney, Editor, Fleet Transport

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 Intralogistics & Forklift Truck Awards

4 Interview With Thomas Hilse, Iveco Brand President 6 New Fleet Featuring a new Scania ‘S’, Iveco fleet sales and a Renault Tipper 7 Comparison Exclusive Report on contrasting MAN trucks 10 Alternative Developing Hydrogen Fuel Cell power for Ireland 12 Time Past Special US Roadside Relics 13 Euro Test Long Distance Drive in the Volvo FH Globetrotter XXL

16 First Drives Testing the new MAN D15 powerplant 18 Webinars Report from the IEA Series 21 Fleet Maritime Shipping & Freight Newsletter 25 Comment Greening the Supply Chain 26 Opinion Damaged Reputations 28 Finance Staff Motivation 28 Soapbox Uncharted waters

Contents | 3 P6

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4 | INTERVIEW a network of dedicated heavy-duty truck stations across Europe to deliver a highly professional service to our customers and maximise the uptime of their vehicles, and these are operating very well. Then, of course we are continuing to look at our quality situation, which has dramatically improved.

One-to-One with Thomas Hilse, IVECO Brand President How are you translating CNH Industrial’s Transform2Win strategy into reality? What are you implementing first? How, in practical terms, is IVECO preparing for next year’s spin-off?

•

The most important thing is that the strategy for the spin-off remains valid, nothing has changed despite the unprecedented situation that we find ourselves in. We have a long-term goal – the timeline might change a litt le, but our ultimate goals will not. We are most definitely still on track with all activities.

•

CNH Industrial has been preparing for the spin-off and working on the design of the new business, its structures and processes. Due to the current situation, our main focus has temporarily shifted to crisis management, but the strategy remains in place and we are proceeding with it.

•

• From an IVECO point of view, the Transform2Win strategy doesn’t change at all. The evolution of our product portfolio is on track and moving fast. What we have achieved in just a year is quite amazing: • In April we launched the new IVECO Daily – we took an outstanding

vehicle and made it even better, with advanced driver assistance systems and connectivity. Then in July we launched the IVECO S-WAY, which I think surprised the industry and our customers. It is a vehicle truly designed around the customers’ needs, and feedback has been extremely positive. And then at the end of last year we announced our cooperation with Nikola on hydrogen and battery electric trucks. I think that we again surprised the industry with this move and with the remarkable speed of delivery: just three months after we signed the agreement, we presented a prototype. And there is more to come later this year when we will launch the IVECO T-WAY, our off-road vehicle and the successor to the Trakker. So, by the end of the year we will have a completely renewed product portfolio across all segments.

Another part of our strategy is the renovation and reorganisation of our entire service network, which fits with the repositioning of our heavy-duty line. We have established

Last but not least, is our quantum leap in connectivity, which will play a key role in how we will provide our customers with the best TCO and fleet management capabilities into the future. We now have our state-of-the-art infrastructure and product, and we will be launching additional connectivity features over time, continuously raising the bar on benefits for our customers. Fundamentally, Transform2Win will create an On-Highway company focused on trucks and powertrains, and based on the solid strategy that IVECO has been pursuing for the last year. And the crisis will not stop us. As we say in our brand, “We Are Unstoppable”, and COVID-19 will not stop us. A top priority for IVECO is the re-positioning of heavy-duty trucks. Is the new IVECO S-WAY – both in its diesel version and Natural Gas CNG/LNG) models – the right product to achieve this target? What feedback have you received so far from IVECO customers in Europe? Yes, the IVECO S-WAY is the right product. The feedback we are receiving from our customers tells us that it is. They see the progress in IVECO’s heavy-duty proposition. What’s more, large fleet customers who had moved to other brands are now coming back to us for two main reasons: they like the IVECO S-WAY, its product concept, the cabin which is amongst the best, and it is a very good-looking truck. The second reason is that we are the leader in CNG/ LNG technology, a solution which we have pioneered for the past 20 years. Our drivers, too, really like the IVECO S-WAY, they talk about it a lot on social media, where they are very active. All this feedback we are getting is testimony that we are on the right track.

First new Iveco S-WAY to arrive into Ireland. FLEETTRANSPORT | JUNE 20

And this is also confirmed by our market share: before the crisis, in the fi rst three months of 2020, we increased our share

INTERVIEW | 5 of the European market by around 2%. Th is is a remarkable achievement in a very competitive segment. What’s more, this is only the beginning because the IVECO S-WAY is still in the launch phase. Our second-generation LNG vehicle is coming now, bringing a further technological improvement on the Stralis LNG. Th is year we will also launch the right-hand version and we will complete the whole IVECO WAY family. Fortunately we completed the public launches of the IVECO S-WAY before the COVID-19 crisis, because for customers it’s essential to experience a truck first-hand, sit behind the wheel and get a real feel for it – our drivers live in the truck! And we were able to offer them this experience: we organised about 130 events all around Europe, with around twenty thousand people attending, which wouldn’t be possible now. And once the health and safety situation allows our dealers to reopen their showrooms, I am confident that we will continue to attract a growing number of customers. What about bio-LNG, is it the right solution to manage the energy transition from a Diesel engine truck to BEV or FECV? I believe that bio-LNG will be the rocket launcher to reach the moon. It is the only available zero-emission alternative currently on the market. In the last 2 years we have seen roughly 2.5% of the heavy-duty market make the transition to LNG technology, and I believe that it will increase to 5% in the medium term and 10% over the next 10 years. The enabler for this growth is certainly the expanding LNG fuelling infrastructure across Europe: today we have about 217 stations, and the plan is to go up to 450-480. It is absolutely clear that in 10 years’ time there will be more choices for heavy-duty trucks: it won’t be just Diesel, or just hydrogen, or just LNG. There will be different solutions in Europe, depending on different customer applications and on the approach to the energy balance that the various countries will take. Pure electric trucks will account for a small segment and hydrogen will play an important role –there’s absolutely no doubt, this is the Text: Gianenrico Griffini - ITOY

future! And there will be a market for LNG, which isn’t just the bridge solution, but will continue to be a valid alternative providing a very interesting economical proposition. Very importantly, bio-LNG will make a huge difference when it comes to the market. In the last six months we have seen energy companies make announcements regarding this; for example, Shell has declared that its plans for bio-LNG will account for up to 30% of its LNG supply. It is very interesting to see that many customers have developed their own bio-LNG sources. We are seeing a growing number of small bio-LNG producers in Italy, Spain and Germany, who are providing customers with the opportunity to operate their vehicles on bio-LNG generating 95% less emissions than with Diesel – and, at least for now, at the same cost. Th is makes a difference: companies like Lidl and Carrefour, as well as beverage producers, are coming on board, wanting to extend their green fleets and saying that for them bio-LNG is the only solution. If you look back at IVECO’s results last year in the major European markets, how would you judge them? We achieved very good results, there’s absolutely no doubt. IVECO sold 125,000 vehicles, of which about 100,000 of these were in Europe. We are doing well in the Daily segment, where we have been a market leader for 40 years. With our market share at around 12% on average, we are in very good position in a segment that is set to continue growing. Post COVID-19, we will see a change in customer behaviour around the use of the Internet and digitalisation, and the Daily is very well positioned to meet the new demands with its advanced connectivity and related services. Also, I believe that the markets for last mile delivery in this segment and small businesses will come back quickly, and we are in a strong position to meet this demand.

2019 was the turnaround year for IVECO, and 2020 will hopefully be the accelerator when we come out of the COVID-19 situation. I am very much looking forward to the time, later this year, when we bring the IVECO T-WAY to the market too. IVECO and the Nikola partnership: what are the next steps in introducing BEV & FCEV trucks in the market? COVID-19 will not stop us. We are working full force with our American partners. Luckily modern communication technology makes this possible, so we are not slowing down. We expect to begin testing later this year, as we announced. We recently communicated that the production location of the Nikola Tre in Europe will be Ulm, in Germany. Th is, I believe, is a very smart move for us: it is right in the heart of the European supplier hotspot for hydrogen, and in a State that is very supportive of this investment. We also have a very large part of our heavy-duty vehicle development team in Ulm. We are now working on the technical development of the vehicle. We are at a very advanced stage and on schedule to have the electric version of the Nikola Tre in 2021 and the fuel cell version in 2023. So there is no change, we want to be unstoppable here! BEV & FCEV trucks will be sold by the IVECO sales network under the Nikola brand: how will the market react? I think the market will react very positively, because we are two partners with significant synergies. Nikola is market leader in fuel cell technology for trucks, so we are very confident that in them we have found a partner that has the edge in this technology. On the other hand, we are able to contribute 45 years’ experience in producing, running and testing heavy-duty trucks in Europe. Nikola TRE

The Eurocargo is an excellent product, very versatile, and I think it will maintain its position in special applications in the public services and military environments. Our success going forward will depend on the IVECO S-WAY and the IVECO T-WAY. We have a 6% share of the heavy-duty market, and we touched 8% in February this year. I believe www.fleet.ie

6 | NEW FLEET

Glynns ‘Into the West’ with new Scania S520 V8

ictured near An Cloigeann (Cleggan) in the heart of Connemara is Glynns Transport’s new Scania S520 4x2 tractor-unit, purchased recently from Westward Scania, Strokestown. The County Galway award-winning haulier’s flagship truck is fi nished in the company’s familiar livery, which is a striking contrast between blue and white.

Eric Treacy, Sales Executive at Westward conducted the deal with Glynns Transport Managing Director, Padraic Glynn. During the course of the negotiations they reflected on the 1993 Scania 113M 380 4x2 that Padraic bought used from Westward Scania in 2001, and served the company well. (See picture on page 3). Fully restored seven years ago, it still does a day’s work for Glynn’s. It is a great example of a 113 as there are not too many left in daily operation.

Emerald Iveco ﬂeet sales on the go!

lue chip transport and logistics related companies such as UPS and Hertz that have a global presence have recognised the value of the Iveco Daily van as a durable, economical and efficient light commercial for urban deliveries and general distribution duties.

Hertz

UPS Ireland has received the keys to ten 7 tonne Iveco Daily 70C16s with Sommer bodywork, part of an order of twenty units, UPS

from Emerald Truck & Van, the Dublin based Iveco dealer, while Hertz Leasing has been supplied with two 4.1 tonne Daily 35C16, fitted with fridge/freezer systems, supplied by Coldchain, Naas. In addition to these sales, Emerald also conducted a deal with Enda Geoghegan, at Lift Hire Ireland, Mullingar to provide two Daily 35S14 chassis/cabs fitted with aluminium bodies and Multitel aerial platforms. Lift Hire Ireland

Larke Haulage ‘Grabs’ new Renault C430 8x4

atrick Larke Haulage Limited, Killenure, Ballybrittas, County Laois, has purchased this new Renault Range C430 8-wheeler for operation within its Grab Hire Irl.ie business, from Aaron Clarke, Sales Executive at Setanta Vehicle Sales, Dublin, the Renault Trucks dealer.

Pat explained the merits of the fully specified, ready-to-go truck fitted with a Thompson tipper body and Palfi nger crane grab on board; “Our grab trucks are self-loading, thereby eliminating the need for a skip, and cutt ing costs on skip licences, loading shovels and manpower.”

FLEETTRANSPORT | JUNE 20

Text: Jarlath Sweeney - editor@fleet.ie

COMPARISON | 7

MAN TGX 18.510 versus MAN TGS 18.480 Racing Truck TAKING DIFFERENT DIRECTIONS

Never before have the same products been so different. The MAN TGX 18.510 EfficientLine3 has been developed to achieve maximum transport efficiency, while the MAN TGS 18.480 Racing’s priority objective is to arrive before the others.

he famous Madrid circuit of Jarama was the location for a unique duel, putting two heavy-duty trucks from the MAN Truck & Bus production line in Munich head-to head. The two trucks may have been manufactured for the same purpose, but have ended up with very different tasks, their purpose and destinations in stark contrast with each other. The TGX 18.510 EfficientLine3 travels along the main European transport routes with its 40-tonne load, while the TGS 18.480 Racing tackles the race tracks of Europe in the hands of three-time FIA European Truck Racing Champion driver and Spain’s native son, Antonio Albacete.

The smaller MAN C model cabin with its short and low roof is used. It is equipped with all kinds of wraparound and aerodynamic fairings with two purposes, reducing the air resistance on the one hand, and accommodating the logos of all sponsors, on the other.

But how does a conventionally made transport truck from the outset become a competition beast?

Regarding size, the XLX cabin, the second biggest from the German manufacturer, encompasses all the elements that must accompany the driver on the long daily commutes, both for driving and resting times. As such, it comes equipped with many comfort features, ranging from the pneumatic suspension of the cabin and seats to double bunks, air conditioning and different storage area for belongings.

Antonio points it out: “The regulation requires us to use the chassis and cabin of a commercial model of which at least 50 units have been produced. From there everything changes, the cabin is completely transformed, both the tunnel and the radiators are repositioned, and roll bars fitted that will protect the pilot in the event of an accident. The main objective is to lighten weights and gain stability.”

A litt le more modest is the aerodynamic package that creates the styling of the TGX EfficientLine3, limited by the dimensions and those of the semi-trailer that must be towed. It should not be forgotten that this specific MAN configuration is developed to reduce the carrier’s operating costs, which is why all the elements have been optimised with this idea, including the powertrain, auxiliary equipment and aerodynamics.

The same is not the case with the competition truck, where austerity and safety are the most important and outstanding characteristics,

and where the only comfortable element (and not always), is the driver’s sports seat. Here, neither the seat nor the cabin has any type of suspension, since the latter is anchored directly to the chassis. “The reason is because it is about the driver feeling the behaviour of the truck on the track at all times, which we would not achieve with a suspension like that of the conventional truck,” explained Antonio. In the interior section, there is no comparison with the conventional truck, since here the race driver is surrounded by an impressively strong safety cage that makes it difficult even to access the driving position. The pilot is always focused on the behaviour of the vehicle during the race. Included on the makeshift aluminium wraparound dashboard are five clocks that inform the driver of the amount of water being supplied to the front, left and right, and the rear brakes, plus data on the pressure in the pneumatic circuit and the brake pressure difference between the front and rear wheels. All of these parameters can be modified by the driver during the race. In addition, two digital displays give all the information on other parameters, such as speed, revolutions and timings.

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8 | COMPARISON

Interior MAN TGX War on weight The other main component that competition trucks must incorporate from the series models is the chassis framework, so they use the two side rails as the suspension anchorage points must be the original ones. From there, a subframe is incorporated in the lower part and the modifications of the entire mechanical part begin. The engine and gearbox are placed in the lowest position allowed by regulation, in order to achieve maximum stability in the race. Speed and handling are the two most important elements in the development of a competition truck, so the reduction of the overall weight is essential when it comes to reducing those vital seconds per lap that help to win races. It is with this section that the differences between the two trucks can be truly appreciated, since the load supported by only the front axle in the road version is greater than the entire tare weight of the competition type. We are talking about total weights of 8,008 kg on the EfficientLine3 whereas the mount of Antonio Albacete weighs in at a mere 5,300 kg. Just as the forces and loads of the two confi gurations are in stark contrast, so

Interior MAN Racing too do the distribution of weights differ from each other. The weight distribution between both axles of the competition truck, by regulation, is 60% on the front axle and 40% on the rear, while in the EfficientLine3, 69% of the tare weight of the truck rests on the front wheels and only 31% on the rear axle, which also must support the weight of the semi-trailer. Nothing in its place In order to achieve the weight distribution established by the European Truck Championship regulations, the teams have full freedom to place the engine and the gearbox at any point along the chassis. That is why it is normal in all race prepared vehicles to see both the engine and the transmission located behind the cabin, leaving space for huge radiators alongside that improve cooling, necessary given the high temperatures reached by these asphalt beasts. With this layout, stability is gained, especially on cornering. We must not forget that it is in the corners where races are won or lost, and in these areas of the circuit the chassis, brakes and traction capacity are essential. The TGX

EfficientLine3â&#x20AC;&#x2122;s suspension features parabolic leaf springs on the front axle and ECAS pneumatics on the rear with the TGS 18.480 having two rigid axles with semi-parabolic leaf springs with two interchangeable blades and adjustable gas shock absorbers, together with an interchangeable stabiliser bar which is adjustable on the rear axle. As for the brakes, these components suffer the most during the competition and are the area to which the drivers pay the most attention. Both axles have ventilated discs, cooled by water spray and pneumatically actuated, all backed up with an Electronic BrakeMatic brake system, Emergency Brake Assist (EBA 2) or a retarder attached to the gearbox on the road version. The steering also differs between the two trucks; servo-assisted with an electronic regulation pump in the EfficientLine3 for more comfortable handling by the road professional, while in the competition version, advancements are made to supplement the fi xed rear axleâ&#x20AC;&#x2122;s reactions, without differential, particularly in the committed sections, such as cornering.

The easy access and comfortable posture behind the wheel are the key features of the TGX, while the pilot of the race truck, in addition to the difficulty of getting into the truck, requires a more ergonomic posture. FLEETTRANSPORT | JUNE 20

COMPARISON | 9 For the road version, autonomy and being able to drive the greatest number of kilometres without refuelling is essential to improve transport efficiency. Thatâ&#x20AC;&#x2122;s why we see two huge fuel tanks located on both sides of the chassis, with a capacity of 580 litres each. However, these are not necessary in the race truck, where water consumption, to cool the enormous temperatures that the brakes acquire, is much more important. So the diesel tank is limited to a capacity of 85 litres, while the water tank holds 200 litres. Something that both trucks do share, although not entirely, are the measurements of the 315/70 R tyres on 22.5 rims. The difference lies in their drawing and composition, since the forces they are subjected to in competition make them one of the elements that get damaged the most. In the European Championship the official race tyres are supplied by Goodyear and are specially designed for competition, with specific compounds and tread pattern close to the slick used in Touring Car Championships. In short, two different concepts and two different tasks based on the same product. At fi rst glance it might seem that compared to the competition version, the road model represents the premium range. However in reality the cost of transforming the road going model into a racing truck triples the price of the original, to approximately â&#x201A;Ź330,000.

Technical Data MAN TGS 18.480 Racing Engine D2676 RT Displacement 12.419 cm3 Power (hp/rpm) 1,200/,900-2.500 Torque mkg (Nm)/rpm 510 (5,000)/1.400 Gearbox Mechanical ZF, 16-speed Front axle

MAN TGX 18.480 EfficientLine3 D2676LF878 12.419 cm3 510/1.800 265/950-1,350 MAN TipMatic, 12-speed automated Parabolic leaf springs, stabilizer bar

Tyres Fuel tank capacity

Rigid. Interchangeable semiparabolic leaf springs, adjustable gas shock absorbers Parabolic leaf springs, stabilizer bar Rigid, without differential. Interchangeable semi-parabolic crossbows, adjustable gas shock absorbers. Stabilizer bar, interchangeable and adjustable 315/70R 22.5 Competition 85 litres

315/70 R 22.5 Two of 580 litres

Overall Weight Front axle weight Rear axle weight

5.300 kg. 3.180 kg. 2,120 kg.

8.008 kg. 5.530 kg. 2.478 kg.

Rear axle

Beauty and the Beast The particular mechanical and equipment characteristics of both MAN road and race trucks would be useless without the true heart of the vehicle, its engine. Starting with the 13-litre MAN D26 engine with 6-cylinder in-line, turbocharged and common rail direct injection, both have also followed different tracks. In the EfficientLine3, consumption becomes one of its main parameters, while the legislation requires it to comply with the Euro 6d emission standards. The road-going MAN offers high reliability with the lowest fuel consumption, to which the ZF TipMatic 12-speed automated gearbox contributes, together with the optimized EcoRoll system. All this, offering a maximum power of 510hp and a maximum torque of 2,600 Nm. Those figures are far surpassed by the tarmac gladiator. Using the same basic engine the MAN TGS racer boasts a power rating of

ECAS pneumatics, 4 balls, differential lock

1,200 hp. and an extraordinary torque output of 5,000 Nm, from a maximum revolution speed of 3,000 rpm. The gear change is a 16-speed manual, although the low group is only used for in tight manoeuvres, while the most common gears used in the race are 7th and 8th. If the mechanical data is impressive, so too is the performance, with the MAN racer capable of reaching a maximum speed of 200 km/h (albeit race regulations limit this maximum speed to 160 km/h). From start the instant acceleration takes it from 30 km/h to 160 km/h in less than 6 seconds. Another issue is fuel consumption, a fact that is not taken into account in competition, but is analysed. Suffice to say that while the EfficientLine3 grossing at 40 tonnes will consume around 28 litres of diesel per 100 kilometres, the competition type weighing only 5.3 tonnes will use up to 120 litres in a single race - a figure that no transport company could possibly bear.

Text: Javier Pedroche, ITOY & Photos: Juan Caraballo - Truck magazine, Spain

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10 | ALTERNATIVE

Setting the Stage for Hydrogen Powered Transport in Ireland

Policy stakeholders & Industrial members of Hydrogen Mobility Ireland

orkingonthedevelopment o f e n v i r o n m e nt a l projects can be a bit like working back-stage in the build-up to a big spectacular stage event. Much of the excitement and the interest of expectant observers will be focused on something to be delivered complete, fully functional and beyond expectations …. on some future day that can’t come quickly enough. Back stage there is litt le to see other than frantic, repetitive, dull, often boring tasks and very often focused on safety issues. So, few people tend to be particularly interested in this behind-the-scenes work “but then it is the few that matter” to quote Dylan Thomas. Hydrogen Mobility Ireland’s (HMI) work to deliver H2 as a secure, renewable, green, affordable and normalised mobility option is currently in this back-stage phase, well out of the spotlight but seeking to ensure that it will be more than alright on the night when the vehicles start rolling on our streets. HMI was founded last year and in October launched, A Hydrogen Roadmap for Irish Transport, outlining not only the contribution that hydrogen can make to reducing transport emissions but how it might be delivered. Since October a Group of organisations, committed to delivering on this Roadmap have been working on how to make that transition from theoretical planning into developing the practical steps and actually delivering the project. The key FLEETTRANSPORT | JUNE 20

challenge in this for all of the partners is the need for a choreographed roll-out where all components need to be in place and operating at the same time.

about delivering each of the pieces with a view to being ready at the same time. Not an easy or simple thing but a very interesting and exciting challenge.

Unlike Battery Electric Vehicles (BEV), a buyer taking delivery of a Hydrogen Fuel Cell Vehicle (HFCV) doesn’t have the option of plugging-in at home, at work or elsewhere. What they need is a refuelling network so they can gain the easy refuelling benefits of the vehicle. That means Hydrogen refuelling stations need to be in place and Hydrogen Production facilities need to be producing and supplying H 2 to these stations. It is a classic example of mutual dependency; vehicle buyers need refuelling stations and production in place, refuelling stations need Producers and vehicles in place and Producers need both refuelling stations and vehicles to be in place. The HMI Project is

The Group has been focused in its work on business structures based on projected volumes of vehicles, Hydrogen usage and potential Production and Refuelling locations as well as information on available vehicle types and on costs, budgeting, funding and the potential benefits to the end-user customer and to the Environment. This is the back-of-house work that will excite only the most committed of champions for the project but it is key to building and delivering what is required.

HINO FCV

The arrival of COVID-19, with all its restrictions, has obviously had an impact but through distance-working and virtual-

ALTERNATIVE | 11 meetings, like the rest of the economy, managed to keep the project on track. Of course COVID-19 will have a huge impact on State fi nances and large environmental projects such as this necessarily rely fairly heavily on levels of State supports, in their early stages when costs tend to be very high and commercial income very low. And yet this pandemic has prompted many commentators to observe that we may not wish to go back to what we did before. In a post-pandemic world there is likely to be even stronger support to drive for greater progress on the environment and at a quicker pace. In the Government formation talks there is a particular focus on the level of annual CO2 savings that can actually be achieved within a few years. The HMI group has also been keeping an eye on the increasing commitment of vehicle manufacturers to deliver an increasing range of vehicles into the market over the next few years, intent on ensuring that Ireland can capture a good initial share of such vehicles, as they become available, and that can deliver benefits at an early stage in this game-changing transition to a greener transport sector. Indeed a fi rst sight of Hydrogen Fuel Cell Vehicles operating on the road in Ireland had been planned for this year, with two separate trials involving a number of buses on routes in the Dublin area. As with every other aspect of life, COVID-19 considerations have impacted on the practical delivery of this and the dates will have to change somewhat. These will happen in the months ahead, (subject to many health and logistical considerations). Watch out for further news in due course. Of course these vehicles can only operate commercially on the road when Hydrogen production is up and running with a network of refuelling stations in place to service them. The HMI implementation project is currently in development with a phased spread of refuelling from an initial cluster of stations in the Dublin area, followed by a presence in the other major cities and the larger towns and intermediate locations. The strategy is based on â&#x20AC;&#x2DC;normalisingâ&#x20AC;&#x2122; this fuel as quickly as possible by replicating the type of refuelling coverage that exists for fossil fuel vehicles. While all of this may sound ambitious, the current aim is to see each of these phases as a three year process so that from the fi rst stations in place from 2022 should see a national network operating just a few years later. If it can be delivered within Text: Alan Nolan

H2. City Gold

Hyundai history fuel cell technology ulsan

Hyundai history fuel cell technology ix35 stack

that planned timescale, a future of green transport is within touching distance. In the meantime back-stage preparations will continue for a grand opening for Hydrogen transport in Ireland. www.fleet.ie

12 | TIMES PAST SPECIAL

Roadside Relics – America’s Abandoned Automobiles

s the author of ‘Roadside Relics – America’s Abandoned Automobiles’, commercial vehicle and road transport journalist Will Shiers has a passion for exploring the United States to fi nd vintage and classic trucks

that have been lying around in obscure places. As he explains, he has covered the four corners of this massive country: “Over the past 25 years, I have explored barns, fields, ghost towns, deserts and junkyards in all 50 States, trying to avoid

being stung, shot, stabbed and bitten, while photographing America’s roadside relics.” Here are some highlights of a recent 3,000mile roadtrip through California, Nevada, Idaho, Washington and Oregon.

I think it’s fair to say that this 1940s Chevy truck has a face that only a mother could love. It was photographed in an old Nevada ghost town called Gold Point, which as the name suggests was once a gold mining town, which remained in operation until the 1960s. This truck probably spent most of its working life servicing them. Note the bullet holes in the passenger door.

Ford’s once ubiquitous C-series is fast disappearing from America’s roads, but they’re still plentiful in salvage yards. Th is one was spotted in Turners Auto Wrecking of Fresno, California. At least four other truck makers used the same cab, including Mack, FWD and Canadian fire truck specialist Carl Thibault. Despite being in production for 33 years (1957 to 1990), incredibly the Ford C series isn’t the longest-built truck in America. That accolade goes to the Kenworth W900, which is still rolling off the line after 57 years.

In 1864 a prospector exclaimed “Eureka”, when he discovered silver deposits in a mountainous region of central Nevada – and that’s how the town of Eureka got its name. To be honest I was equally as excited on my latest tin-hunting trip, when I spotted this beautiful 1941 K4 International pickup truck parked-up outside an abandoned hospital. Eureka sits on US50, a 3,000-mile road that starts in Ocean City, Maryland, on the east coast, and fi nishes in Sacramento, California, in the west. In total it passes through 12 States, and the Nevada leg is known as ‘The Loneliest Road in America’.

All American Classics of Vancouver, Washington, recently had a massive cull. Ever increasing property taxes have forced the salvage yard to sell-off 14 of its 20 acres, resulting in the crushing of 1,200 classic vehicles. Fortunately, this wonderful 1950s White 3000 wasn’t one of them.

Rhyloite, Nevada, 120 miles north west of Las Vegas, is a true ghost town. Gold was discovered there in 1904, and two years later an estimated 5,000 people called it home. But when the gold ran out, so did the people, and by 1920 the place was deserted. Today, the town still has some fantastic stone ruins, including the old school that you can see in the background, behind this late 1940s Ford truck.

FLEETTRANSPORT | JUNE 20

Cabovers were once hugely popular in the States, but began to lose favour in the late 1970s when length law restrictions began to ease up. Th is 1980s Freightliner, complete with trailer, was photographed at a bus graveyard in Williams, California.

Text & Photos: Will Shiers, ITOY

EURO TEST | 13

VOLVO FH XXL &A Swedish bedtime story! International Truck of the Year journalist Oliver Willms takes a rather special Volvo - an FH 540 with extended XXL cab on a 1,250 kilometre journey from Germany to its Swedish homeland.

t’s 5:45 a.m. on a foggy October morning in the periphery of Munich: Not everyone’s favourite time to start a test. But the conditions of daylight, tour planning and the practicalities of the test drive demand it.

Right from the off, this Volvo FH Globetrotter XXL cab is something special: Maximum cabin comfort with a coffee machine and a microwave means that breakfast can be elegantly prepared quickly inside the cab. This XXL cab is unique for Europe: it’s 25 centimetres longer than the standard XL model, space which can be converted directly into a longer and wider bunk. So, size does matter! The extension to the standard Volvo FH Globetrotter XL cab is discreetly hidden behind the side flaps attached to cab’s rear section. Inside, the space gain immediately catches the eye. With impressive measurements of 107 centimetres wide and just under 220 centimetres long the new spring matt ress actually invites the driver to stretch out fully. Especially since a third of the wide bed can be raised like

that of a couch in the direction of the TV screen. Unfortunately, the extra-long cabin does not meet the current EU maximum length dimension for standard articulated trucks. For this reason and the purposes of the test drive, Volvo Trucks configured this FH XXL on three air-sprung axles, pulling a shorter silo Feldbinder semi-trailer in order to comply with maximum length regulations. For this test, a load of fi ne sand was being transported on the 1,250 km trip - not on a true test track, but on quite traditional European motorways as well as a ferry crossing to Gothenburg, Sweden. It was there, at the home of Volvo Trucks, that we had arranged to meet the developers of the XXL cabin, which was actually designed exclusively for the Australian long-haul market. There was much anticipation ahead of this special long-distance test, as this unique three-axle FH XXL featured many high-tech fitt ings such as dual clutch transmission, electro-hydraulic steering, I-See

www.fleet.ie

14 | EURO TEST

cruise control and a whole host of safety assistance systems. The powerful 13-litre six-cylinder engine with its 540hp got the Sweden road-train going, with 2,600 Nm of torque available to pull the 40 plus tonnes over the hills along the route. Slowing down is via a compact Voith retarder and the VEB + engine brake which release 1,122 brake horsepower for wear-free deceleration. Optimal conditions for one of the most comfortable long-distance journeys recorded. While rolling smoothly into the fi rst few kilometres northwards of Holledau, in Bavaria (an area popular for its hops plantations), a few motorway gradients were encountered without concern. With I-See, the Volvo route-related predictive cruise control programme masters the ascents confidently and reduces the fuel consumption just before the crest to let the 40-tonner roll over the apex. The I-Roll freewheel gearing climbs pleasantly helping the unit to gain fuel-saving speed down the valley until the VEB+ engine brake with its powerful force stops at the set maximum mark. The Voith retarder is rarely used. In this way, the high-tech drivetrain smooths out the short, but sometimes tricky, speedy stings in the scenic countryside. From previous experience this Volvo FH 540 6x2 is one of the fastest around going uphill, thanks to its double clutch transmission which is free of shift ing force. After passing the A9 at Nuremberg, the hilly sections were complete for now, and the FH kept moving on confidently and exceptionally quietly on through to Franconia. Driving towards Leipzig the hunger pangs began to drown out the whisper of the six-cylinder engine. Here the Fichtelgebirgshof Kauper in Himmelkron satisfied the need with typical hearty Franconian food at reasonable prices. Once back on the road it took almost four hours from Leipzig to the stage destination at Linthe, a stress-free

Deesign Des ignner e Han Haand Ber Hand Berg rgqvi q st (left) an a d X X L pro p jec ectt m ec mana a gger ana gee La Lars rs Fra Franck nckk , brou brought ght th thee XXL XL ccabin to to ssee rie r ie s maturity in 18 18 months. onths. FLEETTRANSPORT | JUNE 20

journey because of the moderate traffic and the Volvo contributing to the best possible driving comfort - full air suspension on the three axles working in harmony, even with 385 wide tyres at the front. The fi ne, electro-hydraulic VDS steering system can be programmed in various degrees from very tender to taut hard, and roll set according to the driver’s own well-being. The softest setting lets the wheels turn slightly without too much effort, while there is a much greater feedback from the road through the steering in the hardest sett ing. In general, the Volvo’s acceleration from a standing start is powerful, but thanks to the double clutch it is as smooth as an electric motor. If tempted to press the brake pedal it’s recommended do this elegantly…. please. The overview of the road is good, while the look back into the mirrors, which are practically designed with a see-through spot on the frame, is excellent. The interior fittings look timeless, even if the somewhat small information display and the analogue instruments are no longer top of the league in comparison to the latest high-tech digital screens. They are easy to read, with the switches ideally located except for the somewhat hidden hazard warning button - what more could you want? Well, a larger display with multimedia content would be nice, but the large switchgear which features typically clear Swedish design from Volvo is simply among the best that a truck cab has to offer. You won’t fi nd glamour in the cab of this Scandinavian bestseller, but what you get is utility and practical functionality under one roof. The driver’s seat has enough support and adjustment options, although the adjustment path to the rear should be somewhat longer. Th is would at the expense of the bed, in the “normal” Globetrotter cab. For a driver of well-built stature the shoulder area in the drivers’ seat quickly becomes a litt le tight. Testing the new bed was on the agenda after the recommended dinner in the Linther Hof. The traditional restaurant in the small town of Linthe, about 70 kilometres south of Berlin, also offers cheap overnight

EURO TEST | 15 accommodation for XXL-free journeys. For the XXL sleeper, however, there is no comparison between a normal 90-cm bed and the super-sprung comfort wide mattress in the FH XXL ‘house’. The generous width and the elongated length offers sleeping comfort just like home, including the option of turning a rou nd w it hout making immediate contact with the wall. In the driver only trim level, the upper storage boxes over the dashboard and above the bed provide plenty of storage space for clothes, food and luggage. The quietly grumbling auxiliary heating and the quietness at the village parking lot complimented the high comfort levels experienced. Happy as a lark, the FH540 was ready to head on via the Berlin Ring Road towards Hamburg, with both major cities quickly passed through. In Hamburg, the navigation system guided us on the shortest, if not the least stressful, route through the middle of the city. Due to the smooth dual clutch technology and precise steering, the city streetscapes became a tour without regret. At the Kieler Schwedenkai, the FH 540 had to master the last climb in Germany before the ferry journey to Sweden. After our 1,000 kilometres the Volvo had returned fuel economy figures of 27 l /100 km. Travelling onboard the Stena Germanica, its massive diesel power of 31,300 hp from four large eight-cylinder engines transferred us overnight to Gothenburg. The 14.5-hour Baltic and North Sea passage on this 240-metre-long modern RoPax ferry costs around €700 for a standard truck with driver, with dinner included in the price plus there is the option to avail of neat individual cabins. Drivers save around 700 kilometres on the moonlight sailing, ten hours of time behind the wheel, not to mention the savings from bridge tolls and fuel costs - and win a complete working day! Good to know that out of season, when the ferry is not fully booked, drivers can get a cabin upgrade or a second cabin for an additional passenger for a small surcharge when checking-in. What was striking at Kiel, while checking in and gett ing on board, truck drivers are treated in a most friendly manner as appreciated customers. Sitt ing back in the deluxe cabin of the FH XXL fully refreshed the next morning, the Swedish power-horse was already sensing it was in its home country as it gallantly pulled its way through the landmark Älvsborgs suspension bridge across the harbour towards Volvo Trucks’ headquarters. Tonight the king-size bed will remain cold after three interesting touring days. Bye bye XXL: We enjoyed the wonderful bedtime story with you! Text:&Jarlath Text Photos: Sweeney Oliver -Willms editor@fleet.ie

Volvo XXL Cab, the FH at a stretch!

he roots of Volvo Truck’s XXL cabin emerged from Australia. More than twenty years ago, the Kenworth K200 made a big impression ‘Down Under’ in more ways than one. The K200 imported from the United States had a king-size bed, 107 centimetres wide in its open-plan cabin - and mercilessly stood out from every European or Asian long-haul truck when it came to sleeping comfort. This did not go unnoticed by representatives at the Australian Volvo Truck assembly/production facility at Wacol, Queensland. So, in 2006, in response to driver requests for more sleeping comfort, they designed and developed an extended cabin, and tested the new longer cab-over engined tractor-unit over thousands of miles through the Australian outback. After two years of development, the XXL cab was born, at least in its first design. For this purpose, the Australians used the side panels and bonnet of the Volvo VNL model, sold in the North American market. Th is version offered the potential for more living space behind the driver with its slanted front window. A wider mattress satisfied the demands of road-train drivers who, on their extra-long journeys with up to 13 hours a day shift, place high demands on their comfort when living and travelling in the Outback. In contrast, the FH series cab concept remained unchanged from the A pillar to the B pillar in order to save immense conversion work and the associated costs. With an extra weight of 80 kg, the long cab hardly affected the weight balance of the 60-tonne road-trains. A major stumbling block to extending sales of the stretched cabin to other markets has been the total length of the XXL compartment, which is increased by around 90 centimetres compared to the regular XL body. As a result, the supersized tractor with a conventional 3.63m semi-trailer does not comply with EU dimensions legislation. Only Norway, which allows 19.5 meters for a tractor-trailer combination, is in a position to play the XXL card for driver comfort and pleasure. To date, almost 160 units of this longer Volvo flagship have found their way to that Scandinavian country. www.fleet.ie

16 | FIRST DRIVES

MAN D15 is available on the TGS and TGX range of trucks.

he newly developed MAN D1556 Euro 6 StepD engine is now available to power the MAN TGX and MAN TGS ranges. One of the first European truck journalists to assess the advantages and abilities of the new MAN powerplant on the road was Milan Olšanský, the International Truck of the Year & Truck Innovation Award representative for the Czech Republic & Slovakia. The new in-line six-cylinder MAN D15 is 230 kg lighter weight compared to the MAN D20 engine it replaces. Fleet Transport asked Milan for his first driving experience impressions. What MAN test trucks were available to you? Three vehicles were tried out, typical applications where the new MAN D1556 engine suits best - the MAN TGS 18.330 with box body, a MAN TGS 18.400 construction tractor-unit and a standard MAN TGS 18.400 tractor-unit. Cab types available were M (medium) and L (large). All were fitted with TipMatic (ZF) automated transmissions, Turbo EVBec engine brake and EfficientCruise 2 and EfficientRoll systems. The construction specification on the MAN TGS 18.400 was completed with a three-axle tipping trailer and had a total weight of 39 tonnes, while the MAN TGS 18.400 distribution had a two-axle tarpaulin semi-trailer and a total weight of 28.16 tonnes. The MAN TGS 18.330 4x2 delivery box body rigid had a total weight of 18 tonnes. However, I was most interested in how the MAN D1556 engine performed with its maximum output of 294 kW /400 hp grossing 39 tonnes. What did you do to try out the new MAN D1556 engines? The MAN D1556 (330 hp) proved more than sufficient for an 18-tonne MAN TGS 18.330. Its user-friendliness was clear immediately and thanks to all of its electronic systems, I was able to enjoy working comfort just like being in a large truck. An interesting feature was the on-board camera system scanning the so-called “birds-eyeview” - fi lming everything that happens around the vehicle. I highly

The new in-line six-cylinder MAN D15 is 230 kg lighter compared to the MAN D20 engine it replaces.

recommend using this option for safety reasons alone, for example, when reversing or driving in confined spaces, or in urban areas with a significant proportion of pedestrians or cyclists who always have priority. It’s a step to a higher level. The MAN TGS 18.400 distribution tractor followed. Four hundred horses for the 28 tonner were again more than enough. Notable is a new function of logic preselection and DD gear shift ing style. In this mode, the MAN TipMatic automated transmission notes the road terrain, staying in gears longer and shifting much faster. Th is is particularly useful on district roads, when driving around the city or in heavy traffic. Also when starting off at intersections it is a pleasant function. In addition, I liked the possibility of setting the speed limiter to the desired speed, in my case to 70 km/h. Then you can stand on the “throttle” as you want and the truck goes smoothly at the selected speed limit. This avoids the need for constant acceleration and braking, plus the ride is smoother. Thanks to the new shifting system on the MAN TGS 18.400 construction tractor-unit - the MAN TipMatic Off-road automatic transmission - it is best to chose first gear when starting off or making very sharp turns. Although this isn’t very common, I found it very practical in practice, and smooth to operate. Driving on an unpaved road in a small gravel quarry, I again, found that using the shift systems DD and DX was advantageous. The engine coped with everything presented, with the 1,800 Newton Meters of torque of this 39-tonne rig offering ample power on the unpaved road. Were you impressed with the new MAN D1556? The MAN D15 engine pleasantly surprised, especially in the most powerful version. From the smooth handling, to engaging the gears from lowest to highest, the low internal noise in the cabin compared to what we know in luxury buses. It is not by accident that I mention this, as this Spring the MAN D15 was first introduced in MAN buses and coaches. Knowing the weight benefits of 230 kg, a maximum output of 294 kW/400 hp with 1,800 Nm of torque is enough for a wide range of heavy duty truck applications.

The ergonomics of the driver’s workplace and the entire cab interior are typical M A N.

9.0 litres will certainly work in this drivetrain for construction sector work. FLEETTRANSPORT | JUNE 20

Text: Rob Van Dieten - rob@fleet.ie

FUEL PRICES (WEEK 22) | 17 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.010

1.157

0.980

Belarus

EUR

0.672

0.736

0.672

Belgium

EUR

1.301

1.384

1.310

Bosnia-Herzegovina

BAM

1.726

1.943

1.629

Bulgaria

BGN

1.690

2.100

1.750

Croatia

HRK

7.960

9.160

7.960

Czech Republic

CZK

25.730

26.970

25.310

Denmark

DKK

9.490

10.490

7.890

Estonia

EUR

1.149

1.199

0.999

Finland

EUR

1.258

1.342

1.117

France

EUR

1.295

1.362

1.202

Georgia

GEL

2.070

2.310

2.030

Germany

EUR

1.192

1.385

1.060

Greece

EUR

1.330

1.582

1.093

Hungary

HUF

331.000

355.000

343.000

Ireland

EUR

1.220

1.140

Italy

EUR

1.427

1.313

Kazakhstan

KZT

173.370

193.490

Kosovo

EUR

1.200

1.170

Latvia

EUR

1.034

1.099

0.934

Lithuania

EUR

0.945

1.024

0.845

Luxemburg

EUR

1.009

1.103

0.898

Moldova

MDL

15.550

16.180

13.100

Montenegro

EUR

1.050

1.090

0.940

Netherlands

EUR

1.621

1.704

1.296

North Macedonia

MKD

57.500

57.100

49.500

Norway

NOK

15.850

16.750

14.960

Poland

PLN

3.990

4.340

4.050

Portugal

EUR

1.414

1.421

1.248

Romania

RON

4.130

4.240

4.150

Russia Federation

RUB

47.170

54.570

47.670

Serbia

RSD

123.400

132.900

131.900

Slovakia

EUR

1.090

1.202

1.010

Slovenia

EUR

1.000

1.144

1.000

Spain

EUR

1.093

1.263

1.030

Sweden

SEK

13.480

14.080

13.730

Switzerland

CHF

1.410

1.496

Turkey

TRY

5.879

6.288

5.494

Ukraine

UAH

21.850

23.480

21.280

GBP

1.049

1.366

1.117

USA

USD

0.518

0.631 www.fleet.ie

18 | WEBINARS

The Irish Exporters Association 2020 Export Series adopts virtual platform

Pictured (left to right) at the launch of the IEA’s Webinar Series are Simon McKeever, IEA; Jarlath Sweeney, Fleet Transport; Kasia Steyn, Irish Rail and Declan Sinnott , Rhenus Logistics.

he Irish Exporters Association (IEA), the voice of the export industry in Ireland, in association with Rhenus Logistics Ireland and Iarnród Éireann – Irish Rail, has hosted a number of Webinar conferences as part of the 2020 Export Series, covering a broad range of topics and issues pertaining to current business and industry sectors. Among the matters on the agendas discussed were the Green Supply Chain and the COVID19 experiences of Irish Ambassadors around the world, together with the latest information from various Governmental Departments.

While COVID-19 has dominated the headlines, negotiations continue on a future partnership between the European Union (EU) and the UK, and on efforts to address the climate crisis. The IEA’s priorities for 2020 have not changed. Brexit and Market Diversification, Climate Change and Sustainability and Trade Compliance are as relevant today as they were at the start of the year. In this context, the IEA hosted its fi rst Green Supply Chain webinar on 26th March with presentations from Romain Couture, Circular Economy Researcher, Irish Manufacturing Research (IMR), Dr.

Cera Slevin, Managing Director, Climate Matters Ltd., David Sadlier, Director of Customer Solutions, Rhenus Logistics Ltd. and Howard Knott, Logistics Consultant. The webinar participants were briefed on how to turn a manufacturing challenge into an opportunity, resource efficiency with a circular economy and on climate change risks and opportunities for their business and understanding the impact of a green Supply Chain. Commenting at the gathering Romain Couture said: “The circular economy is a $4.5 trillion business opportunity and is at the heart of the new European Green Deal. Businesses should be looking at embedding circularity in their supply chains for environmental and economic reasons. Th is is why Irish Manufacturing Research has launched CIRCULÉIRE, which is a public private consortium whose vision is to accelerate the transition towards a zerocarbon circular economy in Ireland.” Cera Slevin added:“Like pandemic risk, climate risk equals financial risk. Now is the time to build resilience into your business model against climate risk but also harnessing opportunities.” In conclusion David Sadlier stated: “Long

FLEETTRANSPORT | JUNE 20

WEBINARS | 19 term Supply Chain Sustainability requires a multi-layered approach looking at environmental benefits, economic benefit to companies cost to serve, warehouse facilities and supply chain design. A green Supply Chain is an enabler to business growth via improved service offerings, lower cost base and greener credentials.” On 23 April, the IEA hosted a second webinar on the subject ‘Race towards a Green Supply Chain’ with presentations from Maeve Morrissey, SME Programme Executive, Sustainable Energy Authority of Ireland (SEAI), Kasia Steyn, Freight Services Executive, Irish Rail and Howard Knott, Logistics Consultant. Attendees were briefed on who are the main players in greening the supply chain, on the 2030 model supply chain and energy and climate change, and where to get help on those matters. Maeve Morrissey from SEAI announced the launch of an online energy academy to help businesses cut energy costs. Their online training is free, quick, and easy and can be completed by employees from home. Kasia Steyn promoted the merits of rail freight to help reduce transport’s carbon footprint: “I was delighted with an opportunity to present at the Irish Exporters Association Webinar on Green Supply Chains and highlight the great benefits of using Rail for moving freight. I am also thankful to Fleet Transport Magazine for featuring an article on same in their Ezine. Rail freight is

truly an environmentally friendly mode of transport with so many other added benefits such as punctuality, reliability, safety and efficiency. It’s worth noting rail freight is not affected by COVID-19 crisis and our dedicated frontline staff ensure supply chains remain intact.”

a significant medium through which the IEA can develop its thoughts in this vital Green Technology area and contribute to the national discussion.”

Howard Knott spoke in a similar vein, focussing on alternative drivetrains: “My purpose in my presentations to these webinars was to explain to the participants just how quickly the different modes of freight transport are developing, each steadily reducing its environmental footprint. Manufacturing companies operating from Irish locations are under increasing pressure to ensure that the supply chains being used for both their export shipments and their raw material procurement operate with minimal climate impact.

Also under the IEA’s 2020 Export Series’ banner, another webinar brought the COVID-19 experiences of Irish Ambassadors around the world to the fore. The IEA heard from the Ambassadors of Ireland to China, Italy, Germany, France, Spain, Sweden and the USA. “Irish businesses export to and have bases in all parts of the globe and it is imperative that they understand the situation in different countries and supports that may be available. Each country has responded in varying degrees to the crisis, but all with the one premise, to contain the virus and protect lives. The Ambassadors also gave an insight into how the Embassies and staff have adapted to the respective restrictions and day to day life in the different countries,” explained Simon McKeever, Chief Executive at the Irish Exporters Association.

In the discussions following the presentations it became clear that, despite the substantial availability and steadily dropping prices of fossil fuels, the progress towards a lower carbon world was relentless. The single most important development will be in the area of electric power generation. The production of significantly increased electric power both on the national and international grids and within individual enterprises will enable the use of battery propulsion for trucks, trains and ships, perhaps, even aircraft . It will also enable the production of Hydrogen to power vehicles of all kinds with zero carbon footprint. The webinar series is becoming

The recordings of the webinars are available on www.irishexporters.ie/webinars/

On 1 April, the Irish Ambassador to Italy took part in a webinar and went through the economic impact that the crisis is having on Italy and on the Italian Government’s work to keep trade moving. On the specific economic relationship between Ireland and Italy, the Ambassador commented that “chemicals, pharmaceuticals and medical equipment make up approximately 75% of

IVECO Daily Red Cross Romania

www.fleet.ie

20 | WEBINARS March to go through measures taken to improve the movement of the supply chain under the restrictions. A Department official commented on the fact that all links in the supply chain are essential “it is essential that the work of the supply chain continues to the greatest extent possible. Where practical, all goods should continue to be distributed (not just food and medical supplies) to warehouses, businesses and distribution centres around the country. All activities necessary for the continued provision of an essential service in the supply chain should continue.”

Irish exports to Italy. Trade in these goods is not impeded by the restrictions in place in Italy.” The Irish Ambassador to Germany and the Irish Ambassador to France and Monaco went through the situation and approach in both EU countries during a webinar on 9 April. The Ambassador to France, commented that “8 million people are now working remotely in France. All Irish State Agencies and the Embassy are open and ensuring our continuity of service to Irish citizens and companies.” The French Ambassador also went through actions taken by the French Government, including approving “derogations to employment law to allow for Sunday working and for a working time of up to 60 hours in certain sectors. These measures are brought in for logistics and haulage workers to keep the food supply chain functioning.” Style Green Projekt

“Germany is a key trading partner for Ireland. It is our third largest export market, worth approximately €39 billion. The trade balance is currently in Ireland’s favour, standing at 60-40%” commented the Irish Ambassador to the Federal Republic of Germany. The Ambassador also remarked on the actions taken by the German Government to ease the economic impact of the crisis. The Ambassador stated that the response “centred on loans to larger companies and subsidies to smaller companies and the self-employed. A €600 billion economic stabilisation fund has been launched. Reduced hours compensation, unlimited liquidity aid for the SME sector, tax measures and a rapid loan schemes are some other measures brought in.” The Department of Tourism, Transport and Sport participated in a webinar on 27

On 15 April, the Department of Business, Enterprise & Innovation (DBEI) went through the supports and schemes available to businesses. DBEI has a range of working capital supports for businesses impacted by COVID–19. “For microenterprises, Microfi nance Ireland is offering loans of up to €50,000 at a subsidised interest rate of 4.5% and the SBCI COVID19 working capital scheme offers loans of up to €1.5 million to businesses with up to 499 employees at a maximum interest rate of 4%.” The Department commented that they are “continually improving and adding to supports. We are also planning for the next phase to help businesses grow and prosper again – investment, growth and recapitalising businesses are just some of the issues we are working on with stakeholders.” The Department of Employment Affairs and Social Protection stated during the webinar on 29 April, that “approximately 1 million people are in receipt of some form of employment subsidy or income support from the State.” Specifically, on the temporary Wage Subsidy scheme, the Department commented that the scheme’s premise “is to retain the link between employees and employer. “Retaining this link is important in anticipation of the economic recovery that will follow.” The IEA continues to organise webinars to alleviate its members concerns, give clarity on various supports and fi nd a way forward in these challenging times. Fleet Transport Magazine is the official media partner to the IEA’s 2020 Export Series programme.

FLEETTRANSPORT | JUNE 20

Text: Jarlath Sweeney - editor@fleet.ie

fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 21

Compiled by Howard Knott Edited by Jarlath Sweeney email: maritime@fleet.ie

Volume 15, No. 3 Summer 2020

There’s something familiar about: Stena Nordica

tena Line took the Stena Estrid out of service on 1 May and replaced her on the Dublin-Holyhead route with the veteran Stena Nordica. The Stena Estrid, completed in China in late 2019 and introduced on the Irish Sea in January, had suffered some teething problems, putt ing one of her engines out of action. Stena Line decided to take the opportunity to take her out of service for a few weeks and undertake substantial work on the matter. While the Stena Nordica offers less passenger and freight capacity than the new vessel, the COVID-19 collapse of passenger business and reduction in freight, meant that the Line continued to offer adequate capacity to meet demand. The Stena Nordica was built as the European Ambassador and delivered in 2000 to P&O Ferries. She was one of three similar vessels built for P&O by Mitsubishi Heavy Industries in Japan, all of them for Irish Sea services. The European Highlander and European Causeway went directly into the long-established Larne/Cairnryan service on which they have remained ever since. The European Ambassador sailed to Dublin

and P&O used her to open a weekday service from there to Mostyn. Th is port, at the mouth of the River Dee estuary on the North Wales coast, and with good access to the British motorway system, did not previously have a history of operation as a ferry terminal, even though its location, close to the British Aircraft Corporation factory at Broughton which manufacturers aircraft wings for Airbus, maintains a steady traffic flow through the port. The European Ambassador also opened a weekend Dublin to Cherbourg route for P&O, supplementing that company’s Rosslare/Cherbourg route. Th is was to be a forerunner of Irish Ferries’ deployment of the Epsilon on the same route over several recent summers.

In 2019 she stood in for the Stena Europe on the Rosslare/Fishguard service while that vessel underwent a major re-fit at a Turkish yard. While her freight vehicle capacity is much greater than that of the older ship, her passenger capacity of 400 is significantly less than the 1,400 on Stena Europe. In early June, on completion of her standin duties running between Dublin and Holyhead, Stena Nordica will again move to the Rosslare/Fishguard route, enabling the Stena Europe to undertake her annual re-fit. She is then scheduled to return in early July to her established route linking the Polish Port of Gdynia with Karlskrona in Sweden.

In 2004 P&O closed its Mostyn and Cherbourg routes and the European Ambassador was sold to Stena Line where she was renamed Stena Nordica. Apart from a brief period in 2015-16 when she sailed as Malo Seaways for DFDS on the English Channel, she has been operational on Stena services ever since. FLEETMARITIME | Summer 2020

22 | MARITIME II

Rosslare Windfarm Support project could play key role in renewable energy drive

he 2018 “Irish Ports Offshore Renewable Energy Services” (IPORES) report commissioned by the Irish Maritime Development Office (IMDO) opened with the following: “Since 2012, the offshore renewable energy (ORE) sector in Europe has tripled in size, primarily through the deployment of offshore wind turbines, with energy companies investing over €22 billion in the construction and operation of over 11GW (2,000 turbines) of capacity. The rapid growth of the offshore wind industry in Europe is projected to continue over the next ten years, where offshore wind is becoming a mainstream supplier of low-carbon electricity due to achieving competitiveness through a continued focus on cost reductions and innovation throughout the supply chain.

Rosslare Europort did play a significant role in the development of Ireland’s first offshore wind farm which was located on the Arklow Bank, offshore in 2004. That project is now under further development by SSE Airtricity with plans to increase the power output from the windfarm from 25MW to 520MW by 2025.

quay for the loading a nd of f load i ng of offshore wind equipment as well as providing storage and assembly areas to manage the turbines, transition pieces and mobilisation equipment. Space will also be made available to enterprises interested in providing maintenance, operational and repair services. The development is alongside the new port access road which is planned and being developed by Rosslare Europort and several transport related enterprises. The Rosslare Europort Development Plan, some of which is already completed in anticipation of Brexit with the provision of State Control facilities and vehicle parking areas will provide facilities that are important to the developers of the Wind farm projects. The availability there of a range of ferry services to and from European Ports and of regular lo-lo container services to and from the nearby Waterford Port, together the tugboat and other supports in the region will also be an advantage.

In May 2020 XELLZ Ireland Ltd. announced that it had secured an area of approximately 200,000 sq. metres of land alongside Rosslare Europort where it plans to establish an offshore wind supply base to serve and support the development of offshore wind energy farms. The Europort Business Park being developed on the site will give direct access to the

In addition to the already operational Arklow Bank windfarm and its development, seven further offshore renewable energy projects have been designated as ‘Relevant Projects’ by the Ministers for Urban Development and Climate Action and have been approved for transition to the upcoming marine planning regime. This approval should enable them to

Ireland’s offshore renewable energy resources are among the largest in Europe; however, these assets remain largely undeveloped. To date, the only offshore wind project deployed in Ireland is the 25MW (7 turbine) offshore wind demonstration project commissioned in 2004. However, recent policy developments in Ireland have stimulated a renewed focus on investment opportunities in Ireland’s offshore wind, wave and tidal energy resources. In particular, the new Renewable Energy Support Scheme (RESS) being designed to contribute to Ireland’s 2020 renewable electricity targets, and to deliver Ireland’s renewable energy ambitions out to 2030, could act as a catalyst for the deployment of ORE projects in Irish waters and create new business opportunities for Ireland’s ports.”

FLEETMARITIME | Summer 2020

be processed to receive a valid grid connection offer. Six of these projects are located off the Irish East Coast, two off County Louth, one each on the Kish Bank outside Dublin and off Bray, two on the Codling Bank near Wicklow while the seventh is located off the Connemara Coast. A further project announcement in recent weeks came from Simply Blue Energy, who propose to locate a floating wind farm some 45km west of Pembroke in the Celtic Sea. The technology for such a development is based on that in use for floating oil exploration platforms. Any of these projects could be developed and maintained from the Rosslare location.

MARITIME III | 23

The post COVID-19 Maritime world

t the time of writing this worldwide pandemic is far from being over, but already some significant changes in the way in which the maritime sector operates are becoming apparent. Some of these arise from changes in the way in which people and industries have begun to work in order to keep some sense of normality in a unique global event. Many others come from the unique “opportunity” that has required people, businesses and Governments to, almost literally, stop and think things out again.

One development that has been brought into sharp focus by the pandemic has been the use of e-documentation. There is an imperative to avoid, where possible, the physical handling of any form of paperwork. Shipping lines and Forwarders have come together in groups like the Digital Container Shipping Association to promote the use of technologies such as blockchain to develop valid documentation that will ease the flow of cargo through ports on a global basis.

Britt ania leaves Dublin

•

To look at different sectors from an Irish perspective: Irish export and import performance Four sectors of the Irish export economy, Financial Services, ICT, Food and Drink, along with Pharma and Medical Devices, while suffering some disruption and reduction in business as their customers have slowed their activities, have, in the main, kept active throughout the crisis. On the import side, food and drink volumes have remained strong as has the requirement for medical equipment, PPE’s and the like. At the time of writing, as markets in Europe and further afield begin to open-up, volumes shipping through Irish ports are beginning to recover from the March/April slump. Short Sea Shipping services • Ferries: Due, in part, to the short-term State assistance to ferry routes out of Rosslare and the Cherbourg route out of Dublin, the shipping lines have been able to maintain full schedules. Another significant factor is that, in the main, ferry services operating through Irish Ports are very freight traffic focussed and passenger traffic is limited and very seasonal. Thus, routes, other than those to Roscoff have continued to be served with the planned schedules. Th is is unlike the case on several English Channel, North Sea and Scandinavian routes which, following the collapse of passenger traffic, have closed either temporarily or permanently. In the course of a recent IEA webinar, Rosslare Europort CEO, Glenn Carr made the point that when a service closes, even if it supposed to be temporarily, it is extremely difficult to get such a service up and running again. One change, that was already happening but which the COVID-19 outbreak hastened, has been the switch by hauliers to operations using unaccompanied trailers on ferries. Doing this has enabled them to sidestep many of the difficulties that they may otherwise have faced at ports and border crossing points, but it has also put the Shipping Lines under pressure in maintaining their loading and discharging time schedules. While Brexit and the potential disruption arising from it, has, up to now, been the main reason for shippers and hauliers to consider the use of direct shipping services from Irish to

•

continental ports, the potential COVID-19 disruptions have made shippers and customers more likely to ship now on the direct services rather than use the British Landbridge. Lo-Lo containerships: Volumes, though down, have been enough to enable lines to keep services and schedules running normally, and there have been no health-related issues at ports or on-board ship. Unlike the ferries however, the container lines have an operational model in which they not only supply the vessel on which the cargo is shipped but also provide the container in which it is packed. Due to the closures of premises throughout Europe it has been more challenging to keep the container equipment in the right balance and lines have had to move many containers empty. Deep Sea Shipping Services: In order to maintain the rates paid by shippers the major Container Lines started a programme of “blanking” sailings early in the New Year. Th is sought to limit capacity to a level that kept the vessels operating with minimal losses, but it disrupts the supply chains of many shippers. There have also been major issues concerning the availability of appropriate containers due mainly to equipment being tied up at ports awaiting discharge. Cruise Ship operations: These came to a complete halt at the start of the pandemic and are unlikely to resume until 2021 at the earliest. Th is will have a severe impact on the lines involved and on the partners on shore. Adding to the industry problems is the increasing resistance from many ports and cities to the servicing of some of the massive vessels and the strain that these put on the local city infrastructure. There are also pollution issues with these vessels.

In the next issue of “Fleet Maritime” we will develop the postCoronavirus scenario further.

MSC-Ambra FLEETMARITIME | Summer 2020

24 | MARITIME IV

PORT PORTALS CLdN has opened its first route out of Cork. The Con-Ro service links Ringaskiddy with Zeebrugge where there are connections with the Europe-wide CLdN ferry and rail service network. The vessel deployed on the new service is the 1999 built Melusine, one of six sister ships owned by the Luxembourg based operator. She sails from Cork each Tuesday at 20.00, arriving at Zeebrugge on Thursday at noon, sailing for Cork again on Friday at 22.00, reaching Ringaskiddy at noon on Sunday. The vessel is worked at Cork on Monday. The Melusine has capacity for up to 446 trade cars and 2,317 lane metres of freight. The line expects to ship substantial container volumes which are carried on board using Mafi-trailers. Welcoming the new service Port of Cork Chairman, John Mullins, said: “Th is is a very exciting development for both the Port of Cork and CLdN. In these unprecedented times this direct freight link with Europe from Ireland’s primary southern gateway will reinforce the Port’s commitment to supporting businesses in the region and preparing for any eventuality Brexit may still bring.” When announcing the new service CLdN also advised that the frequency of the Dublin/Zeebrugge link would now return to a three round trips weekly basis.

Fast Lines Belgium has launched a Liner service between its home port of Antwerp and Drogheda with the first monthly sailing taking place in March 2020. The service operates under the “Bel-Eire Lines” brand and targets all kinds of breakbulk and general cargo including steel products, bagged material, palletised goods and project cargo. The company has operated into Drogheda since 2000 and has its own facilities at the port’s Tom Roes Point Terminal and at the Drogheda Town Quay with warehousing of up to 10,000sqm capacity. FLEETMARITIME | Summer 2020

On 27 April Hyundai Maritime’s HMM Algeciras sailed from the Chinese Port of Quindao on her maiden voyage to Europe. With a length of 400 metres and a container capacity of 24,000 TEU she becomes the largest container ship currently in service. She is the fi rst of twelve sister ships to be completed by September 2020 for HMM. The owner claims that this fleet, along with the eight 16,000 TEU capacity vessels also under construction for the South Korean owner, will be amongst the most environmentally friendly vessels af loat. Each vessel is being fitted with exhaust gas scrubbing equipment. As of April 1 Hyundai, switched from membership of the “2M Alliance” a group in which they partnered operationally with Maersk and MSC, to becoming a full partner in “THE ALLIANCE”, along with Hapag Lloyd, Yang Ming and Ocean Network Express (ONE). MSC has also commenced the introduction of a series of similar capacity vessels to the new Hyundai fleet. In early May two of the 23,750 TEU ships were deployed to call at US West Coast Ports to collect empty containers and return them to China for loading. These were, by a significant margin, the largest cargo ships to call at US West Coast Ports.

Brittany Ferries plan to return the chartered Kerry to her owners, Stena Ro-Ro, at the end of her current charter period later in 2020. She will be replaced on the Rosslare services to Bilbao and Roscoff by her sister-ship, Connemara. That vessel will be displaced from the Portsmouth/Bilbao service by Galacia, the fi rst of three E-Flexer vessels currently under construction in China to

a Brittany Ferries specification, but under the Stena series order. Further delays in completion have been reported for Brittany Ferries’ first LNG powered vessel, the Cruise Ferry Honfleur, and she is unlikely to enter service until close to the end of 2020. Irish Ferries plans to retain the chartered Epsilon for a further year. It remains unclear when its Cruise Ferry ordered from German builder FSG will be built and enter service. FSG built the W.B. Yeats and, mainly due to extreme delays in delivery of that vessel, suffered major losses in 2019. Irish Ferries has, according to the company’s recently published results, put down a deposit of 20% (€33m) on the new order and is unlikely to switch the order to another builder until the fi nancial position of FSG is clarified.

Stena Line has advised that the planned lengthening work on the former Belfast/ Birkinhead ferry Stena Lagan has been deferred by six months due to the COVID19 outbreak. The work had been planned to be completed by July, at which time her sister ship Stena Mersey would have been taken out of operation on the Birkenhead route and have been extended. That work will not now start until the New Year when Stena’s third e-Flexer delivery, Stena Embla will take up service on that route.

COMMENT | 25

The Race towards being Green in the Supply Chain

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

n early January, I put together a power-point under the above title that was intended for the National Manufacturing Conference taking place at Citywest later that month. I reckoned that the audience would be drawn from a range of industries and disciplines and would not have many Supply Chain specialists. So, what I set out to do was to make them aware of just how diverse the Supply Chain options were for any export or import shipment point of view, and to indicate how “good” or “bad” each mode was in terms of its carbon and other noxious gas footprint. Even before the intended launch of the talk I was given the opportunity to take it to a high level group meeting of exporters. Out of that meeting came a fresh focus on the superopenness of the Irish manufacturing export economy, in which many of the companies involved had their headquarters outside of Ireland and where much of the production from locally based companies was in the food and drink sectors. Each of these categories have been becoming increasingly sensitive to just how “green” their supply chains are. Both groups of shippers now find themselves under pressure from both “ethical” investors and from consumers who are demanding to know the carbon footprint of their products and seeking to purchase those products with the lowest score. At that exporters meeting some were anxious that Ireland’s very obvious location on

the map, as an offshore island off another offshore island, might turn investors to relocate to places closer to their home market. Th is puts significant pressure on everybody with an interest in Irish export development to be able to demonstrate that production here is low on the emissions scale. Over the intervening months I have had the opportunity to make a similar presentation mainly through webinars. February’s General Election results validated the thesis that the general public is indeed becoming “green” aware, while the new European Commission has also come out with its European Green Deal programme outline for the next seven years. In conversations surrounding these presentations I was told of a very significant number of real developments involving each of the modes of freight transport, with each of them seeking to make that mode the least polluting mode - or at least a great deal better than hitherto. From the road haulage side, Stage D Euro 6 diesels and Electric LGV’s are already delivering, while fuel cell and hydrogen technology is being developed by Nikola and others. For rail, the designation by the EU Commission that 2021 is to be the “European Year of Rail” is expected to push substantial investment into development of that mode, both in terms of services being offered and technology being developed. This is bound to help enable Irish Rail to make the long hoped

for development of its liner freight services linking Irish ports with manufacturers and consumers with longer, faster and ever more environmentally friendly trains. Meanwhile, full implementation of the global low-sulphur emissions regulations by the maritime industry is now a fact and is already showing dramatic improvement of air quality in coastal areas of the English Channel and elsewhere. The airfreight business is the mode that could face very significant changes with the arrival on the scene of the cargo drone. The most dramatic of these may be the US Air Force developed Sabrewing unmanned cargo aircraft launched on 1 May, with a cargo carrying capacity of 2,450 kg. Pulling together the learnings from this series of talks, two things jump out for me. First is that the key enabler of low-emission transport is renewable electric energy. In an Irish context the big push must be on the development of offshore wind technology. Second is the development of freight route planners that enable the shipper to choose not only the quickest or cheapest route to market, but also to know exactly how “green” that chosen route is. It will be fascinating to see, but maybe Ireland’s geography is not too bad as a global manufacturing location after all.

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26 | OPINION

Finance Minister tells Insurers risk damaged reputations

n article in a recent Sunday newspaper posed a headline warning from Minister for Finance, Paschal Donohoe to Insurance Ireland, the representative group for insurers, “Donohoe told Insurers they risked ‘irreparable damage’ to their reputations”. I was a bit surprised with that statement because most people felt that that insurance companies never seem to care what people, Government Ministers, customers, or regulatory agencies think of them. Of course, insurance firms don’t act illegally, but they do have a lot of latitude in what they can do. These comments come against the backdrop of a refusal by some insurers to pay business interruption claims in the light of the COVID-19 crisis. At the moment there are some cases before the Courts for adjudication and that will be interesting when arbitration is decided. Another aspect that this current crisis is who sold these products and what was the appeal for the policy holder to take out the premium and put cover in place? Insurers might argue that nobody could have predicted this event and it falls into the category of a ‘natural disaster’. Not an unreasonable position maybe, but other businesses are not taking that view. Hotels are working with their FLEETTRANSPORT | JUNE 20

customers to rearrange events and reduce the impact on companies. Airlines, which are often in the media for the way they handle complaints and issues with their customers, are arranging refunds and rebooking for disappointed passengers. So back to the Courts. In the past year or so, judges seemed to hold insurers to account more than in the past. Minister Donohoe told the insurers to do the right thing in relation to those pending claims and while we know he cannot offer an opinion to the judiciary, let’s hope that sentiment would hold good. On reading the headline, some people may think the Minister may have been showing leadership. Maybe he has good reason to be annoyed with insurers. Over the years he and his predecessors in Government have given the insurers so many tools to help their business, particularly in the area of motor insurance, such as speed limits, seat belt usage, NCT testing and the penalty point system. All progressive tools and they certainly improved road safety and in reducing fatalities. Insurers on the other hand have not shown any transparent advantage for their policy holders that obeyed the law. In the past other Ministers

have threatened sectors that did not show some level of appreciation. Maybe this Minister should act and not talk. On the subject of the COVID-19 crisis, I got some amusement from another headline, stating that ‘we should take our advice from experts, not vested interests’. So what is the difference between both these groups of people? At the moment our airwaves are fi lled with experts and from what I can see most of them have one thing in common, they are employed by the State or one of its agencies. Here employment is secure and so too is their income. Vested interest are just that; people who need to work, keep their jobs or businesses trading so they can survive and get paid. For road hauliers, bus operators, and truck and bus dealers, there is nothing new about this order of things, it is the way the world and democracy works, it may not be fair, but litt le can be done about it. At times of crisis people focus a little more on it and it can create some tensions. When recessions and downturns in the economy come to an end, it will be the private sector that will take the most pain and be relied on to rebuild the economy, while the experts plan for the next event. Stay safe!

Text: Sean Murtagh - sean@fleet.ie

FINANCE | 27

Staff Motivation

ne of the most important elements of any business success is the managementâ&#x20AC;&#x2122;s ability to motivate all staff to succeed in the achievement of the business goals. For this strategy to maximise its potential, these goals, at all levels, must be communicated effectively and clearly. Staff then must be incentivised and motivated to achieve these short, medium and long term targets. In relation to road transport operations and the success of the business versus the competition, the set standards and self-belief to really succeed must be replicated by all staff. There are five key elements of staff motivation. To recruit and retain staff the fi nancial remuneration for the specific job must be on par with industry norms. Where practical and compliant, staff remuneration should be linked to productivity, so pay for the amount and standard of work done, as opposed to just clocking in time. At every level and every function link remuneration with job productivity and reward those that want to succeed. Most employees are motivated to work in an organisation that will further develop their skills and ability. Logistics firms that are now managed by staff that have come up through the ranks and have the in-house training and business acumen to succeed means that that business will be seen as a preferred employer in both recruiting and retaining staff. The ability to develop in oneâ&#x20AC;&#x2122;s job can be a key factor in the motivation of staff to maximise their potential. Now more than ever before, transport has an opportunity to Text: Donal Dempsey - donal@fleet.ie

build a strong motivated workforce that are seen as fulfi lling an essential service. The respect that staff are shown by management and fellow employees is crucial to staff motivation and productivity. Many organisations have an autocratic system of staff monitoring and control. It is felt that without clear rules and regulations and supervision staff will not perform their basic functions and all business decisions and suggestions are made by senior management and owners. In other businesses the flow of information works both ways and all staff are part of the overall business success. The ability to communicate with owners and senior management is not dependant on business size, large organisations can successfully make their business all-inclusive by implementing good communication methods. While the buck always rests with the business owner gett ing staff on side and working can make life a lot easier in the long term.

country by many logistic companies. The fi nal element in this staff motivation advice relates to being part of a team, it encompasses the branding and image of the business, the corporate ethos and the calibre of individuals that work in the business. Being part of a team as a motivational tool should not be underestimated, it works in sport and transfers to all businesses regardless of size.

Being part of a successful business that has a high profi le image and an ethos of social care, whether thatâ&#x20AC;&#x2122;s an indigenous Irish business or a global player are all key issues in staff motivation and well-being. Small to medium sized businesses that support local community developments and are at the forefront of social development can be very rewarding to be a part of. Now more than ever this is apparent with many transport fi rms stepping up their service delivery to key clients that are manufacturing or distributing health care products. Look at the role An Post has played in this crisis and this has been replicated up and down the www.fleet.ie

28 | SOAPBOX

Uncharted Waters – A Bureaucrat’s Delight

he sight of convoys of Italian Army trucks carrying the dead victims of the COVID19 virus from Bergamo in the middle of the night will always remain in my memory as will refrigerated trailers being used to store the dead bodies in New York. Who could ever have foreseen such circumstances? A sense of foreboding almost verging on panic during my first two weeks of lockdown in Ireland slowly adjusted to recognise the new norm of life in a pandemic. No one should dare to criticise the Government for the steps taken to contain the virus. They didn’t ‘Run to the Bunker’ like some famous politicians did in the past at time of crisis. Ireland seems to have come through the very worst of it and the fi nancial supports from the Government to completely locked down businesses keeps away the deep pain taken during the recession. Truly, we are all in this together and the chances of survival are much enhanced, thank you Government. My concerns now are with the efforts being made to restrain any re-emergence of the Coronavirus. While we are all in this together, cracks have started to emerge, particularly with the brilliant sunshine att racting people to beaches where people partied and left their rubbish lying around, showing no sign of restraint. Given that our civic authorities could do no more than try to move these people on, what could have been done? Now, however, those that design and enforce the myriad of rules for business appear to be going into a halcyon period, businesses which the Government has done so much to protect, are now faced with an onslaught from these bureaucrats. Employers are required, under the protocol, to put together a reopening plan. Among other things, they have to ensure strict adherence to social distancing, provide hand sanitiser, monitor their employees’ temperatures and create designated isolation areas for workers who might fall ill over the course of the working day. Workplaces are supposed to designate a “lead worker representative, charged with FLEETTRANSPORT | JUNE 20

ensuring that COVID-19 measures are strictly adhered to in their place of work”, according to the Government notice. Under the plan, the Health & Safety Authority (HSA) can order businesses to shut down operations if they do not comply with the rules. Business owners do not have to notify Gardaí or the HSA before reopening, nor will the HSA have to pre-approve a business’s back-to-work plan.

Testing debacle. In addition, I understand that taking a person’s temperature and the information gained is subject to GDPR regulations. We are indeed in uncharted territory.

I don’t have any problem with insisting that we are required to regularly wash our hands, use sanitizers and generally use our heads. However, common sense seems not to be the most common of instincts at times, just witness what’s happening at our beaches? To require us to become semi-paramedics in diagnosing potential carriers of COVID19 is to my mind stretching the duties of employers. Be that as it may, what happens if we fail to detect or alternatively misdiagnose and send someone home? Th is has all the potential of becoming a legislative minefield and fodder for the Courts. If an issue arises, the bureaucrats will ask to see the fi rm’s COVID-19 Policy and I wonder who will adjudicate on this being adequate, just like the issues truck operators and owners have with Commercial Vehicle Roadworthiness Text: Jerry Kiersey - jerry@fleet.ie

TEST DAYS: International Forklift & Intralogistics Awards 2020

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SUMMER 2020

cyber security

Third-party cybersecurity risks and how to manage them more efficiently

Herman Errico, Senior Cybersecurity Consultant, Cyber, Risk and Advisory at BSI Consulting Services Herman Errico, Senior Cybersecurity Consultant at BSI Consulting Services

The presence of cybersecurity risks due to different governance structures and security controls can be vast and challenging in Ireland and across global supply chains. Supplier risks may result in data breaches that expose a company’s information or their customers personal data and can have a significant impact on an organisations’ people, finances, and reputation. Whether a company has been in operation for multiple years or just starting out, adopting a more structured approach with increased visibility, controls and preparedness could support a better cybersecurity and information security risk management. Managing suppliers’ cybersecurity and information security risks has always been a challenge for many organisations. Normal procedures may be bypassed or ignored due to a reduction in staff or users may not be accustomed to the standard processes that need to be followed. There may be downloading of applications or procurement of services from untrusted sources. This along with the escalation in cyber threats through online scams, phishing, and malware, that are exploiting the current situation, are putting companies at risk. The recent pandemic has highlighted the need for trusted suppliers that can provide reasonable assurance. Organisations are faced with unprecedented challenges, such as extensive remote working and increased

stress levels that could expose employees to phishing attacks. In this context a reliable supplier is a fundamental requirement to ensure that remote operations are securely carried out. What are the main supplier relationship risks? BSI carried out research recently that outlined the main third-party uncertainties in order of the highest risk levels as: • •

•

Lack of reasonable assurance on information security controls implemented by the third party Inadequate information security governance, risk tolerance and compliance practices or different cultural or organisational attitudes resulting in gaps in security requirements and controls Conflicting or different information security controls that interfere or weaken the information security of the other party Over reliance on supplier’s services and capabilities designed to ensure compliance with acquirer‘s own information security requirements resulting in unintended controls dependencies

organisations can reduce threats to their data. The risks for acquiring services vary from onsite physical and remote access to information and information systems, to offsite information processing, equipment, and applications. The first step for many companies is their procurement policy for the planning of a new service or product. At the selection phase a supplier risk management programme should be implemented which would include the support of a third-party management tool, a questionnaire, a review of the supplier risk profile - graded from very high, high, medium to low. The resulting supplier report would then be shared with the information security department who review it, assess the supplier’s risk, and whether they can be reduced. If the supplier is successful, then an agreement is drawn up outlining the responsibilities for information management as part of the contract. The supplier relationship is reviewed regularly through audits and assessments to identify any change requirements. By managing a company’s third parties correctly and building good relationships, cyber threats are reduced, and data becomes more secure, resulting in the reduction and prevention of misuse. BSI Consulting Services provide a range of solutions to help organisations address challenges in cybersecurity, information management and privacy, security awareness and compliance. For more details visit bsigroup.com/cyber-ie

Implementing an effective third-party risk management programme By strengthening a company’s information resilience, and adapting best practice on how we work remotely, www.handling-network.com

SUMMER 2020

case study 1

Irema's Limerick factory making 2.5 million face masks per week to fight COVID-19

As demand for surgical face masks reach an all-time high, health services across the globe have been clamouring for more supplies. In response, Irish manufacturer Irema doubled its facemask throughput to help keep the Health Service Executive (HSE) and others provisioned. In rural Kilmallock, County Limerick, a small factory has been producing disposable face masks for the global market since 1986. Irema now makes two types of face mask, as well as air filtration systems. Following a management buyout in 2005, the firm invested in a second factory in Thailand and developed its

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FFP2 and FFP3 ‘respirator’ type masks. All Irema’s products are in high demand in the current environment, as they all filter pathogens such as the coronavirus from the air. The respirator masks in particular are badly needed as they offer protection for the wearer, as well as those around them, by virtue of a tighter seal to the face. In response to the global surge in demand, Irema has extended its shift patterns to allow production to continue 24 hours a day, seven days a week. It has hired additional staff to double its workforce to 94, and has invested in an

extra machine, which has been installed specifically for the respirator masks. In an average week before COVID-19, Irema’s Irish factory was producing some 1.3 million face masks and respirators. That figure is now up to 2.6 million. The main recipient of the extra productivity has been the HSE. The warehouse has two reverse-in loading bays and a team of four to six staff, many of whom have been working at the factory since the firm was founded. Kieran O’Brien, Irema’s Marketing Manager said that the company has risen to the challenge of keeping the goods flowing at an unprecedented pace: “It’s definitely a bigger challenge for our very experienced and hard-working warehousing team… they’ve really ramped things up in terms of turning things round extremely quickly.” The usual warehousing space is now being used to quickly load and wrap pallets to prepare them directly for despatch, such is the urgency of the HSE’s demand for masks. Previously two or three container loads were collected each day; now there are 12 – 14 collections daily. Kieran explained that Irema’s Distribution Manager is currently liaising with the HSE to organise multiple collections each day of perhaps eight to ten pallets, containing in the region of 250,000 masks. He said that some 90% of the firm’s products are usually exported, but that has all changed now: “We’re doing everything we can, particularly the respirators, they’re the key one… they’re very much for the front-line health services” and added that its full capacity of these respirator masks is now going to the HSE. “At the end of the day, this is unprecedented. Even though we’ve been through SARS, and we’ve been through swine-flu, this is different. At this stage supplying the HSE is a priority.” This draws attention to Irema’s unique position in the supply chain. It is estimated that about 80% of the

SUMMER 2020

case study 1

world’s face masks are produced in China or Korea. But as the Coronavirus hit these regions, those countries have enacted export bans which exacerbate the worldwide shortage brought on by the pandemic. Irema is part of a very small cohort of European manufacturers of these essential supplies. And happily for the HSE, Irema is not dependant on importing its component materials from the Far East either. “We’re quite lucky that we make our own mask material. That’s a huge advantage we have, and to that extent we’re not as affected as other companies who are waiting on a shipment or two or three.” However, Kieran stated that they are not entirely unaffected: “There are other elements of supply chain that have been

TEXT: Johanna Parsons – contributor@fleet.ie

impacted to an extent. We’re quite lucky that the majority of our supply chain is European, so we’re not as impacted by the big shutdown that happened since the start of the year in China. But there have been slight delays on certain elements, the plastic for the tie-ons at the back, or plastic frames for the air filters.” These are things they can keep stock of and thankfully it hasn’t held them back. “We haven’t been overly impacted.” The current crisis highlights the dangers of relying on a single source at any stage in the supply chain. “The disposable mask market (and indeed global manufacturing in general) is facing up to a real challenge, the consequences of a single source procurement model. Many of the very large mask manufacturers, including

OEM clients Irema manufactures for, deliberately shy away from a single source procurement model to avoid the scenario the market now finds itself in.” Kieran mentioned that single source procurement has grown as a model over the last 30 years with a switch towards far Eastern manufacturing. “Quite often this single source of supply for a number of brands is due in the main to perceived cost savings and efficiencies. The reason Irema Ireland has managed to buck this trend and indeed grow significantly, is due to our alternative location in Ireland and the desire for the very big players in the market to have multiple sources of procurement in multiple geographical locations.” “When the dust settles on the Coronavirus, there will be a lot of questions asked of the procurement policies in place throughout the market. It will make brands think about diversifying their supply chain and creates an opportunity for Irish manufacturers to position themselves as a safe pair of hands to those making the key OEM partnership decisions,” Kieran concluded. It has been beneficial for the HSE - and us all - that a small factory like Irema has been able to flex its production systems as much as it has. And whatever the future holds, one suspects it will include expansion for this little factory in Limerick.

www.handling-network.com

SUMMER 2020

case study 2

New Combilift Container Slip Sheet for Fast Freight

Fast Freight Srl is one of the first companies in the world to take delivery of a new product launched by Combilift – the Combi-CSS Container Slip Sheet, designed for the faster loading of containers. Based in Constanta in Romania and with an office in Castellon, Spain, the family owned business is a leading freight forwarder providing global door-to-door deliveries. To ensure that it can handle any type of cargo, the company has invested substantially in equipment for its bonded Constanta Port terminal in the past couple of years, much of which was supplied by Combilift, the Monaghan headquartered specialist manufacturer of materials handling solutions. The goods that pass through Constanta Port are diverse in type as well as size and weight. They include sheet materials, logs, profiles, marble 34

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blocks and containers as well as project cargo such as paper reels, steel coils and machinery, many of which are oversized or of non-standard dimensions. Fast Freight uses around eight Combilift products, each suited to the specific requirements of individual loads. Loading goods into containers was a procedure that the company wanted to improve upon in terms of safety and efficiency, leading to a joint project with Combilift, which resulted in the Combi-CSS. “Safety and the reduction of risk across all operations is a major priority for us,” said Ms Ioana Nedu, Export Sales Representative. “I believe our collaboration, experience and input has been crucial to the success of this new product. It has also enabled us to increase capacity and margin per load.” Using the mechanised CombiCSS system to load products such as

steel pipes or timber into containers avoids a combination of forklifts and manual labour. It significantly speeds up the process while increasing safety to operators and minimising product damage. A full load can be assembled on a steel sheet, which is hydraulically guided into the container. A barrier then swings across the container opening and is locked in place. This holds the material within the container while the metal sheet is slipped out from underneath it. With a 30,000 kg capacity, an entire load cycle can be performed by a single operator and a 20’ container can be fully loaded in just three minutes. The other Combilift machines working on the 7,500m² site at Constanta resemble a showcase of the diverse solutions the manufacturer can offer. Two telescopic Straddle Carriers with automatic 20/40 spreader bars handle

SUMMER 2020

case study 2

containers, a Combilift Tipper loads 20” containers with bulk materials such as cereals, multidirectional 5t and 8t forklifts are used for handling long loads and an Aisle Master articulated forklift works indoors for space saving storage, as well as inside containers. Some of the models are fitted with specialist attachments such as a C-Hook for the Straddle Carrier for steel pipes and a heavy duty fork attachment for loading and unloading blocks of marble “We first became aware of Combilift at a trade fair and realised that the ability to source such a wide range of customised handling equipment from one single supplier would be a great advantage,” said Ms. Nedu. “The company uses common components on a lot of its models which simplifies maintenance for example, and the high level of cooperation between the two companies means that we can offer the best quality service for our customers’ individual needs.”

TEXT: Rob Van Dieten – rob@fleet.ie

www.handling-network.com

SUMMER 2020

IFOY awards

Finalists assessed for IFOY 2020 *The best in Forklift and Intralogistics tested Mid-February and a few weeks before the word ‘Pandemic’ reached everybody’s lips, the annual Intralogistics Forklift & Intralogistics Awards (IFOY) Test Days took place once again at the Hannover Messe in Germany. Sixteen products and solutions from fifteen manufacturers shortlisted into a number of categories were put through many hours of assessment by an expert technical panel, together with 27 International Jurors (from 19 countries). New developments from Bosch Rexroth, cellumation, Combilift, Crown, doks.innovation, EasyMile, ForkOn, Geek+, Hyster, Jungheinrich, ProGlove, Raymond, Sany Europe, Still and Wiferion underwent an elaborate multi-stage testing process. For the first time, representatives from the automotive and logistics sectors were invited to draw their own impressions about the finalists’ products. Among the companies present were BMW, Porsche, Dachser and Kühne + Nagel. For the Material Handling Products shortlisted, the combined adjudication panel determined factors such as functionality, economy, energy efficiency, sustainability, safety and ergonomics. They were also assessed for their innovative potential, with areas such as market relevance, customer benefit, type of design and degree of speciality scrutinised. The announcement and presentation of the awards was to take place on 20 April 2020 at the Hannover Messe, but as this event was cancelled due to COVID-19, the awards will now take place on digital channels in July. In the meantime, Handling Network magazine, which is the official Irish Jury journal for IFOY, exclusively reports from the Test Days and its assessment of the nominated finalists.

www.handling-network.com

The full list of shortlisted candidates, with product name and brand manufacturer, for IFOY 2020 are: Counter Balanced Truck RX60, Still J60XNL (J3.0XNL), Hyster Warehouse Truck - Lowlifter Combi-CS, Combilift Warehouse Truck - Highlifter ESR 1000, Crown ERC 216zi, Jungheinrich Intralogistics Software Locator – Laser Localization Software, Bosch Rexroth The ProGlove Cloud, ProGlove AGV/Robot TractEasy, EasyMile Robot Shuttle System C200, Geek+ Courier 3030 Automated Stacker, Raymond Special Vehicle Combi CBE4, Combilift SRSC45H9 Hybrid Reach Stacker, Sany Europe Start-up of the Year Fleet Management Software, ForkOn inventAIRy X, doks.innovation celluveyor, cellumation etaLINK 3000 – wireless charging system, Wiferion

SUMMER 2020

IFOY awards

Category: Counter Balanced Truck Hyster J60XNL

Category: Warehouse Truck “Lowlifter” Combilift Combi-CS

Designing the J60XNL around the integrated lithium-ion battery pack provides many beneficial aspects, such as a lower centre of gravity, improved stability, faster charging, plus more foot space for the driver. Despite the additional room to work from, the judges noted that the entry and exit step has not increased in size. Performance in relation to productivity and energy consumption is better than average. Available space under the seat is not used and deemed a missed opportunity. Regenerative braking can be adjusted to maximise batter power. Overhead visibility is somewhat restricted.

One of two products shortlisted from the Monaghan based manufacturer. Among the Combi-CS compact pedestrian stacker’s merits is that it’s solidly built and robust. Best of all are that it has a small turning circle due to its short wheelbase, and that it’s electric powered. The version tested had a capacity of 1,000kg with a lifting height of 2,500mm. Its main features include power steering, AC motor, rear-wheel drive and multi directional travel functionality. As the tiller can be turned left or right, this enables push button rotation of the rear wheel. This ensures the operator remains on the safest side when placing and picking in narrow aisles.

STILL RX60

Category: Warehouse Truck “Highlifter” Crown ESR 1000

High performance all round describes the RX60 electric truck range from STILL. In all seven models are in its E-Series (from 2.5 – 3.5 tonnes) with numerous options available. Slightly longer than previous models means more leg and working space plus a wider step. The dashboard is lower resulting in better visibility. In operation the RX60 is precise with lifting speed powerful and quick. It is estimated that 363 pallets can be moved in eight hours. The panel suggested some additional improvements like having an adjustable armrest and an audible signal when reversing. Its long running time impressed.

Built to create efficiency which is achieved through added productivity and low energy consumption, the judges noted the increased lowering speed of the fork in combination with energy recuperation and new to the reach truck segment. With Crown’s experience and expertise, the ergonomic design of the driver assistance system and safety features also impressed. In spite of its compact size, when handling a 1-tonne load with its 12m mast, its regeneration energy gain is maintained at 12.5%. Options include Auto Height Select and Tilt Position Assist. www.handling-network.com h dli k

SUMMER 2020

IFOY awards

Jungheinrich ERC 216zi

Thanks to its centrally located lithium-ion battery, this stacker truck is compact in design and shape while offering plenty of space for the operator. Easy step-on is also considered through its 195mm access height. Mentioning height, its new mast offers lifting up to 6 metres, which can be pre-set. Visibility all around is good. Its intuitive colour display screens relay info on the operational assistance systems, while built in warning alarms alert when overloading or lifting danger. Whether right handed or left, the tillerâ&#x20AC;&#x2122;s functions are easy to operate.

ProGlove â&#x20AC;&#x201C; The ProGlove Cloud

Rated as a good new product by the expert grouping, the ProGlove is a competitive product in the current marketplace. The ProGlove could provide added potential to create value for the industrial user. It helps companies and users to map a digital twin of their processes and thereby better manage their devices thereby saving time and money. In essence, ProGlove builds industrial wearables that are the light and small barcode scanners in the world, connecting the workforce efficiently.

Category: Intralogistics Software Bosch Rexroth; Locator - Laser Localisation Software

Category: AGV & Intralogistics Robot EasyMile - TractEasy

Similar to other solutions currently in the marketplace, but the difference being that up to now, localisation systems have often been directly coupled with navigation. The Locator is primarily a software component for the reliable positioning and orientation of a wide range of vehicle types like automated guided vehicles (AGV) and autonomous mobile robots. No reflectors are required with its system. The Bosch Locator enables new industrial truck manufacturers to easily enter the market with this software and allows for multi-connectivity.

Trundling around one of the enclosed areas inside the Hannover Messe was a TLD autonomous tug tractor using TractEasy taught-in-route software developed by EasyMile. This driverless, zero-emission tractor has a towing capacity of 25 tonnes, reaches a top speed of 25km/h and can operate both indoors and outdoors, and is electrically driven. Using this software, speeds can also be adjusted accordingly. Safe and controlled operation provides for increased productivity and reduced operating costs.

www.handling-network.com h dli k

SUMMER 2020

IFOY awards

Geek+ - Robot Shuttle System C200

Working away silently in another section of the Hall was the Geek+ bin carrying C200 Series robot, moving storage bins from rack to rack. We were informed that the system is 50% cheaper than shuttle systems, is lighter and more flexible. At the time the market for this type of product was said to grow substantially to 350,000 by 2022. That figure will take a little longer now post COVID-19. The new Geek+ 200 is innovative, productive and improves order fulfilment efficiency in the warehouse distribution centre in a cost-effective manner. Build quality seems strong.

Category: Special Vehicle Combilift - Combi CBE4

The judges agreed that the Combi-CBE electric three-wheeler, based on the Combi CB range, is an easy to use 4-way truck robustly built and designed for a wide variety of applications. Its versatility was demonstrated by the Monaghan based technical team in that it can handle both standard pallets and long loads due to its 4-way drive system. With a maximum capacity of 4 tonnes, the new model benefits from a number of innovative features such as an electric traction system that provides power front and rear via independently controlled drive wheels.

Sany Europe – SRSC45H9 Hybrid Reach Stacker Raymond – Courier 3030 Automated Stacker

This is a forklift with a difference in that the Raymond Courier 3030 can be used in both automated and manual modes. It has a lifting height of 1,800km and offers a 3600 view of its surroundings while providing the ability to map the location, identifying obstructions and controllingvehicle behaviour. As demonstrated, the instruction process is simple and intuitive. Within minutes new routes are learned or adjustments to existing tasks are made. ROI is good.

And now for something different. A hybrid reach stacker that’s designed and built to meet today’s high demands. With lifting capacities of between 15 to 45 tonnes, its productivity levels are higher and more fuel efficient than the brand’s standard model. 30,000 hours of testing were undertaken to prove these improvements. Powered by a Volvo 11 litre 265kW (355hp), the main lifting cylinders are slimmer, allowing faster lifting while using less engine revolutions and thereby less fuel usage (by 20%). At full load the gain in lifting speed is 13% according to Sany. Overall the simple innovation-recuperation without conversion by hydraulic accumulators was merited. www.handling-network.com h dli k

SUMMER 2020

IFOY awards

Category: Start-up of the Year ForkOn – Fleet Management Software

Transport and warehouse fleet operatives seek fleet management solutions that can co-ordinate with each other. ForkOn collects and evaluates data through its management software which operates across several manufacturers’ systems, thereby providing many customer benefits. However, the software is limited to manual forklifts and does not include engagement with today’s AGV systems or decentralised transport hubs. The development of this multi-functional, manufacturerindependent fleet management system is implemented to good effect and goes beyond class and system.

Cellumation – celluveyor

Many of the adjudicators were intrigued by this conveyor system that has a selection or deselection capability. It accommodates the broadening up of layers of cartons or boxes during the de-palletisation process. Cellumation offers an extensively modularised system that allows a high degree of flexibility. Free movements are possible and the systems tracks are self-charging. Failed modules can be replaced easily and do not have to be recalibrated. The conveyor looks robust and suitable for numerous industrial uses. However, the applications are limited to layer palletisation/depalletisation.

Wiferion – etaLINK 3000 – Wireless Charging System doks. Innovation – InventAIRy X

This drone system simplifies stock taking processes enabling speedy and efficient annual record taking. Digitalisation is the key to the future here and the innovative InventAIRy X system brings this technology forward. The combination of an AGV and a drone facilitates independent recording of stock. Labels are recognised and registered while the navigation and control are done from the AGV, on which the drone can also land if necessary. It takes 2 minutes per charge carrier and 20 minutes between battery life. 40

www.handling-network.com h dli t k

With the etaLINK 3000, Wiferion has created a generic inductive battery charging method that can be used for different vehicles and applications. The universal charging system when professionally implemented makes for long-term usage due to its strong build quality. Thanks to its adaptability to different systems (batteries, charging patters/management) there are no tripping points and it is well designed and user friendly. It will soon be adapted to become compatible to last mile delivery vehicles. Text: Jarlath l h Sweeney - jarlath@fl l h fleet.ie

SUMMER 2020

safe practices

“All about doing more with less” at Combilift

Martin McVicar, Managing Director at Combilift is a supreme strategist. While the company’s plans to reach into its ever expanding global markets have had to be modified as a result of the Coronavirus pandemic, Martin, together with his management team at the Monaghanbased materials handling production facility, has implemented a number of clear, well communicated initiatives over the past month in light of the current challenges. Categorised as a designated ‘Essential Supplier’ from the beginning of the COVID19 restrictions, production continued at the outset. However a decision was then made to shut down operations for three weeks in order to facilitate the introduction of new operational measures to meet Government regulations and protect the 600-strong workforce. As Martin McVicar explained during a webinar trade press briefing, the traditional single shift production system operating five days week would not be able to meet the social distancing requirements. As a result, and following a series of risk assessments, a two shift manufacturing system was introduced. Martin explained that due to the generous size of Combilift’s new 46,500 sq.m. facility which opened last year, they were easily able to adhere to the 2 metre social distance requirement using this two shift system. Through regular communication with employees (by video and YouTube) the new measures decided upon were made clear from the start and helped each member of staff to integrate with the new practices. Another major challenge for Martin and his team was the large canteen area. “This TEXT: Jarlath Sweeney – jarlath@fleet.ie

area is where most of the ground floor staff assemble and to change this practice in a safe manner was a challenge. So, we decided to close the main hot food section and create eight individual canteen areas around the plant, with staggered break times introduced,” he said. Martin outlined a range of other measures adopted around the premises. For instance, the door handles now have copper plated covers, a thermal camera system has been installed inside the main door and the finger printing clockingin system has been replaced by a key fob, similar to that used on the Combilift trucks. It is mandatory for all staff to wear face masks while at work. The implementation of these practices has seen production levels return to 95% pre-COVID-19 levels, with demand from customers in Europe increasing, particularly in Germany. However, due to the rescheduling of shipping lines’ schedules, together with the temporary closure of its agents, there have been some delays in getting product to the end customer. Similar issues have been experienced with regards to importing raw materials, but Martin being Martin has found ways to speed up the transportation of these materials by rail and ferry from mainland Europe in through Dublin and Cork Ports. One area of speciality that Combilift offers is warehouse design and it’s an area that has expansion potential for companies that have to readjust their storage facilities during and postCoronavirus. Client discussions begin with looking at the existing storage/production facilities and ascertaining where additional space can be eked out. This stage of the process can be done remotely with the aid of What’s App video links between the Combilift Warehouse Design Engineers and the customer. Combilift’s innovative and award winning multidirectional technology, together with over two decades of experience in volume optimisation means that its engineers are experts at identifying where greater efficiency can be achieved throughout the client’s

facility. The consultancy service will come up with a number of solutions, creating 2D and 3D on-screen visuals to demonstrate the possibility to increase existing capacity or illuminating the need for additional warehousing or yard space. Like other businesses, Combilift has been missing the opportunity to network up close and personal during this pandemic crisis, with communication mainly done by phone or on the web. The cancellation and postponement of events and exhibitions across Europe and further afield has also had a significant effect on Martin’s sales teams. He is well aware that one-to-one interaction is invaluable in getting to know the customer and their requirements. Combilift and its sister brand Aisle-Master also rely on trade publications across the globe to keep the positive message going and ensure they are reaching potential new customers. Separately, Combilift has come up with a unique contribution to helping the current COVID-19 medical demands. Martin along with Technical Director, Robert Moffett and a team of mechatronic and software engineers, developed the Combi-Ventilate, a splitter device which turns one ventilator into multiple ventilator stations. The Combi-Ventilate has automatic adjustable flow control valves which allow a health service professional control the tidal volume to each patient electronically without having to make manual adjustments. “We have made Combi-Ventilate under the same ethos and with the same objectives as we do with all our Combilift products – which is all about doing more with less,” concluded Martin.

www.handling-network.com

THE OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL VAN OF THE YEAR & INTERNATIONAL PICK-UP AWARDS

Volume 17. No 2. Summer 2020

ARCTIC VAN TEST 2020 -

INSIDE

Four to the Fore in Finland!

INSIGHT: Volkswagen Commercial Vehicles Ireland and COVID-19 INSIDER: Exclusive look inside Ford UKâ&#x20AC;&#x2122;s HQ at Dunton TEST DRIVE REPORTS: Ford Fiesta Van & Renault Master MILESTONE: 45 years of the Volkswagen Crafter lineage

Contents Summer 2020 45 News • First draft drawings of new Volkswagen Amarok • 200,000 Generation 3 Citroën Berlingos

Fleet Van & Utility holds the Chairmanship of the International Van of the Year Jury

Fleet Van & Utility Magazine, D’Alton Street, Claremorris, County Mayo, Ireland. Tel: +353 (0)94 9372819 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Cathal Doyle, Rob Van Dieten, Henri Pakarinen, Klaus Bremer

Photography: Jarlath Sweeney, Cathal Doyle, Rob Van Dieten, Henri Pakarinen, Juho Kauranen Administration: Denise Owens, Paula Mullarkey

46 Insight Report on LCV market from VWCV - Covid-19 48 Fleeting Shots • Nissan’s zero emission Ambulance • Next generation EU platform created • Secure your van valuables 49 Group Test Exclusive! Arctic Van Test 2020 – Finland

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Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland

Disclaimer: Fleet Van&Utility 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.

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P49

P54

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54 Insider Unique look at what happens inside Ford’s UK HQ 57 Test I Ford Fiesta Van 58 Test II Renault Master on the move 60 Milestone Volkswagen Crafter’s 45 year timeline

NEWS | 45

REVEALED: First design sketches of new Volkswagen Amarok

t the recent annual Volkswagen Group Media Conference a dramatic design sketch of the next series Amarok 1-tonne Pick-up truck was revealed. As previously reported, the new Amarok will be one of the fi rst new models to emerge from the much heralded collaboration between Volkswagen Commercial Vehicles (VWCV) and the Ford Motor Company’s Commercial Division. Due for launch late next year, the new Amarok will share many components with the next generation Ford Ranger, while keeping with Volkswagen family model styling. V WCV Head designer Albert Kirzinge informed Fleet Van & Utility that the Amarok project is well underway and he and his team are excited about what lies ahead. The fi rst design drawings suggest that the new Amarok will feature an even more powerful and aggressive stance than the current model, though we expect what will fi nally emerge will take styling cues from the new Caddy 5 launched earlier this year, with the actual production model being toned-down somewhat from the design artist’s impression.

Co-designing of a range of vans between both parties are to follow, with the fi ft h edition of the Volkswagen Caddy van and MPV to form the basis for the new Ford Transit Connect line-up, while there is an as yet unannounced plan for partnership between both brands in the medium and large van categories, which will include a joint assembly programme. The coming together of these two powerful auto brands is all about production volume and synergy cost savings, in what’s likely to be an even more competitive global marketplace post Coronavirus.

There are no details yet about the powertrains but we expect a hybrid option available alongside traditional diesel engines. Twice winner of the International Pick-up Award, since the award was introduced in 2009, the Amarok won many other national titles around the globe when it was launched. Global sales were positive with the Double Cab utility cum leisure vehicle maintaining strong market performance throughout its life. Last year worldwide sales reached 72,513 units following on from 79,000 and 81,000 units purchased the previous two years.

200,000 third generation Citroën Berlingos

ess than 18 months since it was launched, the third-generation Citroën Berlingo has already generated over 200,000 sales worldwide. Across Europe, the 2019 International Van of the Year winner achieved 16% segment share (Berlingo and Berlingo Van combined) in 2019, making a major contribution to the strong European performance of Citroën overall, as the brand achieved the strongest growth amongst the top 12 carmakers in 2019. In its segment in 2019, two out of three registrations were for the commercial vehicle version. With its class-leading comfort, intelligent design and driving assistance technologies, the multi-award winning third-generation Berlingo van strengthens its appeal through

a rich product mix, and options such as the Extenso Cab (three front seats) which nearly 80% of customers in Europe are selecting. Another popular choice, selected by nearly

a quarter of buyers, is the Surround Rear Vision option that comes with a five-inch screen located in the place of the interior rear-view mirror. www.fleet.ie

46 | INSIGHT

Volkswagen Commercial Vehicles Ireland reboots with RESTART

Alan Bateson, Director Volkswagen Commercial Vehicles Ireland

E STA RT is Vol k s wagen Commercial Vehicles Ireland’s (VWCVI) new strategy with a broad range of initiatives for its dealer network, in order to resume sales and aftermarket activity during the COVID19 pandemic. All dealers are well prepared and equipped to meet the Health & Safety (HSA) guidelines. To date some dealers have had HSA inspections and were passed with 100% compliance. From the showroom to reception area to workshop and parts sections, no stone has been left unturned in meeting the required measures and more. On a webcast press briefi ng Alan Bateson, Director VWCVI outlined the programme for progress under the RESTART initiatives covering fi nance packages, a focus on used sales and the arrival of the new product renewals and additions to same. He highlighted the peaks and troughs of the

various models under the Volkswagen Commercial Vehicles umbrella. “The Caddy, Ireland’s best-selling van, which peaked at 25.8% market share last year, is due for renewal with the next generation to be launched here early 2021. The Transporter T6.1 is touching 20% with the current recently revised model, while the Crafter is doing exceptionally well, with its premium qualities pushing beyond 15.6% (up from 6.5% in 2007). As the Amarok has ceased production at this stage, it still commands almost 11% of the Pick-up market. While we await the new version, which will be a collaboration between Ford and VWCV, we still have a number of units left to sell, keen demand is expected during the fi nal run out of the multi-award winning Pickup truck.” Commenting on the current situation and into the remainder of the market year, the darkness continues as Alan predicts that the estimated 21,500 unit sales of light commercials for 2020 is unlikely to reach 16,800 resulting in almost 22% downturn, so dramatic in that these figures won’t make it commercially viable for some dealerships to continue in business. From a graph shown on screen, back in 2007, at the peak of the marketplace for vans and utilities, it almost topped 30,000 units. From then on, as the recession hit, the all-time low of 6,835 units in 2009 took five years to recover with a decent upward trend to 13,258 LCVs recorded in 2014 to near 23,000 in 2016 and 22,531 units last year.

To help boost sales and retain (if not increase) market share in a declining market, VWCVI has come up with a number of att ractive offers. “We have come up with a ‘Together, we restart stronger’ campaign, with a ‘Drive business now, pay later’ offering. On all new Volkswagen vans purchased before 31 July, we’ll defer the fi rst three months payments and help customers with a purchase contribution of up to €3,500. It’s our way of helping Irish businesses get back to full speed faster,” said Alan. “And with 2.9% HP fi nance, it’s the lowest rate in the business,” he added. On the subject of fi nance, the Volkswagen Bank or Financial Services (FS) is also doing their bit to keep businesses afloat with payment breaks to current customers and looking favourably towards new deals with 96% acceptance to date. Actually, VWCVI has the highest penetration of VW Finance customers in the world with two in every three customers taking out an FS contract with their new vehicle. Alan also mentioned that some of the offerings are unique in that as an LCV supplier VWCVI is the only manufacturer to provide commercial PCP and commercial lease and also to guarantee residual values. It’s success has been acknowledged in winning the 2020 International Financial Service Market Award. “Now our focus is to improve on this, expand rapidly and go digital immediately. A new on-line sales consultancy has been established where enquiries are channelled through the dealer sales team to where and when the process begins. Looking on the bright side and with the current restrictions in place, together with the lengthy summer sunshine has resulted in growing interest and demand for Volkswagen campervans, namely the California (T6.1) and new Grand California (Crafter) from #StayCation customers.

New Volkswagen Caddy FLEETVAN&UTILITY | Summer 2020

On the back of the new sales drive is a new Approved Used Programme, with many benefits for potential customers such as one-year warranty, roadside assistance, 4.9% finance, CVRT and Ready-to-Go preparation.

INSIGHT | 47 While the lockdown was in situ, some dealers were working behind the scenes to keep front line workers and blue light vehicle operators on the road with call-out services and parts availability provided. A full emphasis on hygiene and customer care was ensured at all times. Alan returned to the new Caddy Generation 5 that will replace ‘Ireland’s best-selling van for the past ten years’, as he put it. Generation 4 will cease production by the end of week 30, 2020, with the new arrival due here by week 3, 2021. He proudly highlighted the high spec packed into the totally new model, with many infotainment and driver assistance systems on board. Then there is the all allelectric version of the Transporter T6.1 to come with the zero-emission technology engineered by eABT, a technical partner to the Volkswagen Group. With its 37.3 kWh/109hp battery pack, the 2.8 tonner GVW will carry over 1-tonne and cover a range distance of 130kms. Prices after the SEAI grant is €52,600. To come next year is the Caddy 5 eABT and upgraded e-Crafter, with the I.D. BUZZ planned for 2022. In conclusion Alan Bateson said; “We are delighted to be back in business and look forward to making our RESTART strategy a success for our Customers and our Retailers, our country and business sector is in a difficult place at present, and that will not improve rapidly so the measures we have deployed are there to assist Irish businesses and that is why we believe, together, we restart stronger. We have been working over the last 12 weeks to ensure we have the best offers for commercial vehicle buyers in the Irish market and what we have launched now is demonstration of that with a number of measures not available from any other commercial vehicle manufacturer in Ireland at present, also our digital development will assist customers by making it even easier to discuss their needs with a Volkswagen Commercial Vehicles Product Expert. The market outlook is not great but our fi rst priority is to restart safely and put our staff and customers fi rst and ahead of anything else. The market will recover just like Irish businesses which were strong before and will be even stronger in the future. We are all in this together and we will do whatever we can to make sure we are there for our customers, the Irish business community.”

New Volkswagen eATB T6.1

Volkswagen California

Volkswagen Grand California

I.D. BUZZ www.fleet.ie

48 | FLEETING SHOTS

First Nissan all-electric Ambulance in service in Tokyo

apan’s first Nissan NV400 Zero Emission (EV) Ambulance is the result of a strong collaboration among Nissan, the Tokyo Fire Department and the Tokyo Metropolitan Government. The Nissan EV Ambulance is based on a converted Nissan NV400 currently on sale in Europe. The bodywork, executed by Autoworks Kyoto, is compliant with Japanese regulations and designed to meet customer needs. The robust and practical ambulance package was developed by Gruau, a major European emergency vehicle bodywork company. Thanks to its EV powertrain, the noise and vibration levels in the vehicle are significantly lower in comparison with a traditional

gasoline-powered vehicle, helping reduce negative impact on patients as well as on staff handling sensitive equipment. Two lithium-ion battery packs support its EV capabilities (33 kilowatt-hours) with an additional battery (8 kWh) allowing longer use of electrical equipment and the air- conditioning system. The ambulance can also turn into a mobile source of power in case of a power outage or natural disaster. “Nissan strongly believes in sustainable mobility and strives to contribute to a world with zero emissions and zero fatalities,” said Ashwani Gupta, representative Executive Officer & Chief Operation Officer at Nissan.

“Th is project is another great example of our efforts to enhance accessibility of ecofriendly vehicles to local communities.” The introduction of the fi rst EV ambulance in the Tokyo Fire Department fleet is part of the Tokyo Metropolitan Government’s “Zero Emission Tokyo” initiative. The Nissan EV Ambulance is equipped with an electric stretcher that enables ease of operations for ambulance staff.

REE & KYB to develop next-generation modular EV platform

EE Automotive (R EE) and KYB Corporation (KYB) have formed a strategic partnership to develop suspension capabilities for future electric vehicle (EV) platforms. Automotive Tier 1 supplier KYB’s semi-active and active suspension systems will boost REE’s n e x t- g e n e r a t i o n electr ic EV platform, which delivers complete design freedom and cost-effective, scalable solutions in e-mobility. The combined expertise of REE, a pioneering technology company and leader in electric vehicle platforms, and KYB, a leading global hydraulics manufacturer, will reshape the

movement of goods, people and services by revolutionisingg electric vehicle design. R E E ’s partnership w ith KYB further expands R EE’s global manufacturing capabilities. It also ignites a gywithinthe new level of suspension technology within the R EEcorner architecture solution, which integrates all drivetrain vehicle components (steering, braking, suspension, e-motor) into the wheel. The REEcorner combines with the REEboard – a completely flat platform – allowing complete freedom of design, improved performance and safety,

and modular applications for any vehicle type – from last mile delivery to heavy duty shipping. The KYB-REE partnership marks the fi rst time KYB has formally collaborated on EV platforms with a technology company.

Keeping the van ﬂeet secure

leet managers have a tough job keeping their van f leet on the road. Van security is constantly one of their biggest headaches, especially when it comes to vehicle security. It is a worrying time for all van users and these statistics will no doubt increase, unless we start to install better security systems into our vans. The fault for tool theft always lies with the criminals, though tradesmen and f leet managers do need to take action to protect themselves from the risk of tool theft and prevent thieves from compromising their

FLEETVAN&UTILITY | Summer 2020

livelihood. “A robust supplementary locking system could be the difference between thieves making you a successful target, or their attempt to break into your vans being thwarted,” said a spokesman for Locks 4 Vans. As the UK’s leading manufacturer and supplier of high security van theft deterrents and with nearly 20 years’ experience, many of the leading corporate fleets in the world use Locks 4 Vans products and seek its advice on how to fit robust supplementary van locking systems, that will not only give added security to the fleets, but to also give

the drivers and the fleet managers peace of mind. “Our Research and Development team are a vital part of this business and every time a van manufacturer brings out a new model or a face-lifted model, the R & D team are quick off the mark to develop locks specific to each door on the new vehicle,” the spokesman added.

GROUP TEST | 49

Arctic Van Test 2020

he 2020 version of the annual Arctic Van Test included four light commercial vehicles from the one-tonne class, Finland’s most popular van category. Although the weather conditions were not particularly extreme this Winter, once again the extensive test programme provided a comprehensive analysis of the strengths and weaknesses of each of the contenders by measuring and comparing the properties of the vans from a wide range of different perspectives. The 34th Arctic Van Test was held at the end of February in Southern Finland. The line-up of light commercials under review were the Ford Transit Custom, Renault Trafic, Toyota Proace and Volkswagen Transporter 6.1. Van registrations declined slightly in Finland last year, for the fi rst time in almost a decade. One tonne vans are especially popular here, while sales of vans with all-wheel drive and automatic transmissions have grown substantially in this class. Last year, the Volkswagen Transporter was Finland’s best-selling van model with 2,080 units delivered. When including all models Ford was the best-selling van brand last year with the Transit Custom challenging the VW Transporter. The Toyota Proace, the heir to the old Hiace which traditionally dominated the Finnish van market, continues to appeal, while the Renault Trafic remains a highly popular choice across Europe. Last year Renault increased its van registrations in Finland despite the shrinking overall market. Th is year’s group test included the top selling one-tonne vans in Finland, with the exception of the Mercedes-Benz Vito.

As part of the test, all the vehicles were measured and their equipment and serviceability functionalities were checked. Each van’s cab noise level was measured with a decibel meter while stationary at idle with air conditioning at minimum and full, and at 60 km/h and 80 km/h on the road with air conditioning at minimum. Regarding load capacity, the Toyota Proace as tested can carry up to 1,255 kg, the Trafic 1,160 kg, the Transit Custom 970 kg and the Transporter 818 kg. On the towing front, the VW Transporter’s 2,500 kg braked trailer mass was the highest in the test. The driving tests themselves were performed in two sections. An urban route simulating the operation of vans, and a road test with a longer driving journey. Drivers evaluated the att ributes of the vans during both test runs. Fuel consumption was also measured from both trips. In the driving tests, all vans were loaded with a load of 175 kg. The runs were made on Shell’s GTL (gas to liquid) diesel, which contains fuel made from liquefied natural gas. The Shell GTL’s cetane number is higher than regular diesel and therefore it ignites more easily and brings immediate performance to the engine. Dry weather Unfortunately, in southern Finland the new year began with a prolonged warmer than usual Autumn, and went directly into a mild Spring. Fortunately, during the test week a slight frost emerged, with air temperatures ranging from minus eight in the morning to one in the afternoon.

Contenders Arctic Van Test 2020 • Ford Transit Custom 320 L2H1 Limited 2.0 TDCi EcoBlue • Renault Trafic 2.0 dCi L2H1 EDC Navi Edition • Toyota Proace L2.0 D 120 Automatic Edition Pro Premium • Volkswagen Transporter 6.1 Pitkä 2.0 TDI 4MOTION DSG Automatic transmission All the vans tested had front-wheel drive, except the Volkswagen T6.1 which was equipped with its 4Motion all-wheel drive system. Ford and Renault topped the diesel engine output with 170 horsepower, with the Volkswagen producing 150 hp and the Toyota 120. Updated versions of Transporter and Trafic were introduced last year and were included in the test. All vans were specified with automatic transmissions and friction tyres.

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50 | GROUP TEST

Ford Transit Custom

Renault Traﬁc

Although there has been a lot of snow in northern Finland this Winter, in the south the general conditions remained dry. Therefore, during the tests the road surface were mainly dry, but due to the frost there was very occasional black ice on the road. During the road trip, snow could be seen on the Vierumäki ski slopes and on the slopes of the Messilä ski resort. The traditional ‘Arctic’ name may not best describe this year’s test, but fortunately the frost provided a touch of winter for the test programme and the vehicles in particular. The minus temperatures put the vehicles’ heating equipment to work and challenged the engine, as well as fuel consumption. Usually February is wintery throughout Finland, but this time the organisers of the test could do nothing but bow to the forces of nature. As the climate warms, the snow line is constantly pulling further north and the likelihood of more snow-free weather as experienced this winter will increase.

distribution tasks. Even in our now highly digitalised world, drivers may still have to use some paperwork. The test driver panel estimated that the best facilities for A4 sheets were in Transit Custom while the Proace was rated the poorest. The cabin storage in the Transporter also received some criticism, with testers noting that it was difficult to fi nd a suitable place for a phone or paper.

Mobile office A well-equipped cab interior helps drivers perform their daily FLEETVAN&UTILITY | Summer 2020

The Transit Custom and Proace were praised for their convenient writing pad area, available by turning down the back of the middle seat. In general, all test vehicles have versatile multimedia s y stem s a nd appropr iately-si z ed touch sc reen s . Smartphones are easily connected to in-vehicle multimedia systems such as Bluetooth. USB-slots for charging phones and other devices were also conveniently found in all test cars. Volkswagen is ahead of the game in terms of wired data transfer, as the T6.1 is equipped with the new and faster USB-C plug. Unfortunately, this type

GROUP TEST | 51

Toyota Proace

Volkswagen T6.1

of connection is not yet very common among users, requiring a separate adaptor to connect older USB devices which can be a disadvantage.

it is a slightly smaller vehicle and its floor is lower than the others. On the downside, the Proaceâ&#x20AC;&#x2122;s cab is smaller and therefore slightly narrower. However, unlike the gear handle fitted to other vehicles, its gear selector solution is a round disc. Th is provides extra legroom as a result making it easier to pass through the cab. In contrast the Renault Trafic was the most difficult to get through.

Ford and Volkswagen were the only ones equipped with two hooks for storing jackets and coats, and the Transit Custom stood out for providing a drop-down storage case for sunglasses or driving glasses. Operators of these 1-tonne vans typically are involved in distribution work where the driver has to egress and ingress several times during the working day. Therefore ease of access is important. According to the judges, the Transporter received the poorest rating for boarding. The Trafic was rated as the best, while the Transit Custom and Proace received almost the same score. Getting into Toyotaâ&#x20AC;&#x2122;s cabin also received a special mention from the tallest test driver. It is easier to get into the Toyota by the fact that overall,

In the City The city driving part of the test performed in Helsinki was less than 130 kilometres in total distance, with each member of the test team driving the same 30 kilometre route on all vehicles, which included many stops and a broad urban drive. In terms of driveability, each vehicle presented is at a high level, with light handling and good engine performance. The Proace with its lower displacement diesel offering 120 horsepower, also proved to be the most agile in city driving. However the 170-horsepower of the Transit Custom and Trafic proved to be the best, with the torque www.fleet.ie

52 | GROUP TEST levels of the engines pleasing the test drivers the most in the urban environment, although the Transporter didn’t lag far behind.

bulkhead hatch that allows long goods to be transported.

Transporter’s controls were rated most efficient in urban driving with Proace’s systems receiving the thumbs down. Indoor noise levels during city driving was found to be most pleasant in Transit Custom with the Trafic likewise perceived to be quietest.

As the one-tonne class vans are made for transporting goods efficiently there were a number of well-placed load lashing loops in the cargo space of each van tested - up to 17 in the Trafic. In addition to the loops, the Proace had load-bearing rails. Thanks to these load lashing loops, the securing of the cargo is fast and easy in every van.

The Transit Custom recorded the lowest average fuel consumption in urban driving, returning 7.47 l/100 km, with the Trafic coming in second with a reading of 7.63 l/100 km. The average consumption of Proace in city driving was 7.78 l/100 km, while the four-wheel drive Transporter consumed 7.82 l/100 km. Margins differed litt le around the city.

While the Proace’s load volume capabilities was less than the others, the Transporter’s cargo space was measured as the largest. Surprisingly, the loading sill height at the rear door in the Proace was higher than the others. From the side door, the lifting height was prett y much the same on all the vans. The widest cargo compartment doors were seen in the Ford and the Volkswagen.

In the urban environment, the importance of mirrors and reversing is significant. Defi nitely the best exterior mirrors were to be found in Ford Transit Custom’s large frames, with testers noting that its wide-angle section assured good all round visibility especially when reversing. The Renault Trafic’s mirrors also received an honourable mention, being of good size and having a small wide-angle section. The mirrors of the Transporter and Proace were deemed to be too small.

In conclusion In all respects, the analysis went very smoothly. The test drivers were impressed by the good driveability of each vehicle. The overall assessment of the urban driving phase was a close call. The Transit Custom, Trafic and Transporter received the same average rating from test drivers in city driving. On the longer road test, the Transit Custom received the best overall rating, while the Toyota Proace, on the other hand, (which as we know is based on the Groupe PSA Peugeot/Citroen/Opel Expert/Dispatch/Vivaro) excelled in terms of overall fuel economy.

Evenly on the highway On the 300 kilometre long on-road driving section, the Toyota Proace proved to be the most economic vehicle. Its average road consumption was 5.99 l/100 km, which is almost two litres less than in the urban drive sett ing. Second in the road consumption trial was the Renault Trafic with a fuel usage figure of 7.01 l/100 km, with the Volkswagen Transporter third with 7.87 l/100 km and the Renault Trafic next on 7.88 l/100 km. On the road, the Transporter’s engine and dual-clutch transmission impressed the drivers the most, along with its overall control. The driver’s seat, on the other hand, felt most comfortable in Transit Custom. Each vehicle was fitted with cruise control, with adaptive (ACC) versions on the Proace and Transporter increasing driving comfort by one notch. The cruise control systems were slightly different in each vehicle, and looking for them while driving takes time to engage . However each solution does work well once the driver is used to it. Some noise levels were experienced at high speeds, with the Transit Custom and Transporter being perceived as the quietest. In decibel measurements at the speed of 80 km/h, the indications were almost equal among the vans. On the highway, a vibrating sound was noticed from the Renault, while the sound of the Transporter’s turbo was clearly heard as it accelerated. In general, the measured decibel levels were surprisingly similar between all the vehicles. Load space Noticeable at fi rst was the Toyota’s load area, being slightly smaller than other test vehicles. In contrast, the Volkswagen differed from the others in that it was not equipped with a lower FLEETVAN&UTILITY | Summer 2020

Big man in cramped conditions The van does the distribution work. The addresses of the goods to be delivered are usually close together, often in population centres on the streets, in cramped places. Being a van driver, having to bounce in and out throughout the day tests the taller person. As a measured 190-centimetre driver experiencing the 34th Arctic Test in a big winter jacket, it was quite a challenge. The Volkswagen T6.1 had the narrowest space to get behind the wheel. Space was cramped behind the steering wheel between the backrest and pedals, even with the best seating position at the steering wheel. The Renault Trafic was the second most difficult to get into, as the front seat was positioned 100 centimetres above the ground. However, the doorway aperture made room for the fi rst step. There was a more spacious feel behind the steering wheel than in Volkswagen, mainly due to the steering wheel placement and its more suitable position. The driver’s seat of the Ford Transit Custom was 98 cm from the ground, but the large size of the door opening made it easier to enter. From the fi rst step, there was as much space. A comfortable driving position was possible, with the pedals and arm rests suitably placed behind the wheel. On the Toyota Proace, the driver’s seat was only 92 cm from the ground. It was the easiest of the four vans to enter and exit. From that fi rst step, the space at the top of the doorway was only 181 centimetres. Of the four, the driving position offered the most room for both the pedals and the steering wheel. The choice of a long driver would surprisingly be the Toyota, then Ford, Renault and Volkswagen, respectively. Text: Klaus Bremer

GROUP TEST | 53

Comparison: Arctic Van Test – Positives & Negatives

he development of the one-tonne category of vans is noticeable when compared to, for instance, the Arctic Test of 2015. In that year, the Ford Transit Custom, Renault Trafic and Mercedes-Benz Vito were compared, and all were found to be top notch vehicles suitable for professional use. With all the vehicles having received upgrades over the years, these vans have become even better, notably in the provision of more driver assistance systems. Additionally their multimedia systems are more versatile, with each van tested here now boasting a large touchscreen in its console. Hand-in-hand with these developments is the growing importance of smartphones for delivery drivers, and as a result the connectivity features of these vehicles have also evolved. Improvements made to the powertrains is also noticeable, as the average consumption figures for high-performing Euro 6 diesel engines are about a litre lower compared to five years ago. The competition in the tonnage van market is interesting because there are several good and functional products. From the consumer’s point of view, the service ability of the van is of great importance. Location of Service Networks, maintenance packages and warranties do their part in making the ownership experience a positive one, together with considerations such as fuel economy, insurance, the price of the vehicle and spare parts which all make up the total operating and running costs. Differences in total cost of ownership for this test are indistinguishable and vary from customer to customer, for example in terms of geographical location and/or vehicle use. Ford Transit Custom 320 L2H1 Limited 2.0 TDCi EcoBlue The Ford Transit Custom proved versatile in terms of driveability. It was praised both in the city and out on the countryside. Special credit went to the Transit Custom for its large exterior mirrors. Good mirrors make reversing safer in tight parking lots, even if there is assistance in the form of radars and cameras. There is a folding writing pad in the cab and large luggage compartments under the driver’s seats. The Transit Custom has a large load area but its shape is more impractical than other test vans due to its tapered top. The hard plastic floor in the load area proved to be very slippery, leading to issues securing the filled plastic water canisters which were used as load weights. + Driveability + Cabin noise + Mirrors - Shape of the load area - Gear stick restricts legroom Renault Trafic 2.0 dCi L2H1 EDC Navi Edition The Renault Trafic proved to be a good all-rounder. In city driving, the van was an actual powerhouse and yet quiet to drive. While driving outside the city, however, it did emit some road noise and some complaints were recorded. The visibility from Trafic was good and the exterior mirrors decent. Visibility was enhanced by a handy detail in the cabin, a blind-spot mirror attached to the sun visor. There was a reasonable amount of

storage space inside, with cubby holes under the benches. Trafic’s load compartment was particularly well equipped, with 17 lashing loops to ensure that the load can be secured in a versatile and secure manner. LED strips illuminate the area in the back. Trafic’s load capacity was also admired, with functionally shaped doors increasing efficiency. + Engine + Load area + Visibility - Road noise - Seats - Passing through cabin Toyota Proace L2.0 D 120 Automatic Edition Pro Premium The Toyota had the lowest-powered engine in the test, which surprisingly did not hinder acceleration and driveability. In fuel consumption terms, especially on the road, the lower power from the 2.0 litre was obvious with the Proace returning the best fuel economy figures. Proace was the only van equipped with a HUD display. Another difference from the others was the gear selector, which is fitted as a disc shape instead of a stick. This solution allows a little more space inside the cab, but it takes time to get used to it. Its use can also prove cumbersome with gloves on. Th is Toyota van had the best load capacity of all the test vehicles, but the lifting height at the load doors was the highest of all. + Fuel consumption + Load capacity + Passing through cabin - Load lifting height - Heating controls - Mirrors Volkswagen Transporter 6.1 2,0 TDI 4MOTION DSG The Volkswagen Transporter was upgraded to the T6.1 version last year. Among other things the update sharpened its appearance and improved its driveability. Equipped with a 4Motion all-wheel drive system, the Volkswagen T6.1 was praised by test drivers in terms of driveability, especially in terms of handling and steering equipment. The dashboard controls were clear and the heating gauges easy to use. Criticism for T6.1 was directed towards the tight space to get into the cab. It seems most of this space is dedicated to the load area and doors which are large. The T6.1 was the only one of the vans tested that did not have a hatch in the lower section of the bulkhead to allow long items to be carried. The load capacity was the lowest of all but on the other hand, the Volkswagen had most pulling power. + Steering ability + Controls + Pulling power - Access to the cabin - Load capacity - Mirrors

Text: Henri Pakarinen (IVOTY Finland) Photos: Henri Pakarinen & Juho Kauranen

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54 | INSIDER

Ford Commercial Vehicles looks to conquest through conversions

n average fi ft y percent of Ford Transits undergo some type of conversion either within or outside the van panels or chassis rails. Ford Europe, is looking to increase its significant market share even further by focusing on customer requirements, be those customers SMEs or major fleet operators, by engineering, designing and constructing bespoke applications through the appointment of additional authorised conversion partners.

the Special Engineering Unit team and get an opportunity to see upcoming new models. To date 450 core variants of the Transit family are available for Ford’s QVMs to convert, offering every combination of powertrain, body style, size, weight capacity and chassis type to suit specific applications. Among the vast array of body transformations available are refrigeration vans, horseboxes, tippers, Luton vans and emergency services vehicles as well as a huge selection of racking systems and accessories from Ford’s own catalogue and through third party providers.

Behind the scenes at Ford’s UK headquarters in Dunton, England, additional resources have been put in place at its Special Vehicles Engineering (SVE) team. Ford has also created a Qualified Vehicle Modifier (QVM) programme. The QVM programme was launched to accredit converters that modify Ford Commercials, providing customers with the reassurance of selecting conversions approved by Ford. This in return ensures less downtime and streamline warranty issues between all parties. Overall it enables Ford to offer its customers a one stop shop for converted vehicles of all kinds, a powerful way for strengthening its business relationships with those customers.

Off the shelf solutions include high-capacity electrical power supplies, beacon preparation pads and special paint selections for distinctive company liveries. Other technical assistance features include the High Specification Interface Connector that facilitates converters to tap into more data directly from the electrical system.

At the beginning of 2020, 140 QVM converters were listed and this will be further expended. Over two days at Dunton more than 400 converters were invited to hear from FLEETVAN&UTILITY | Summer 2020

Some of the most popular conversion products such as Luton box bodies, dropsides and tippers and even campervans are available directly from Ford Transit Centres across its major market dealer network in Europe. With regard to the specification and design of the Transit range itself, modifications are ongoing. During 2020 a new frontwheel-drive Transit will get a Heavy Duty powertrain for heavier conversions, while changes to the suspension on the camper

chassis will save on overall weight. Another addition is the Transit FWD skeletal chassis that provides customers with a low-height, long wheelbase platform for high volume and heavier loads, as the gross vehicle mass extends to 4.5 tonnes. While the order bank for the 2-tonne Transits in EcoBlue and Hybrid powertrain continues to grow, the addition of a six-speed automatic gearbox on FWD models and a new 10-speed unit on the RHD Transits is noteworthy. The latter’s advanced technology features Adaptive Shift Scheduling which assesses

INSIDER | 55

the individual driving styles to optimize gear shift timings. It’s best suited for urban distribution, minibuses and the motorhome markets. Ford’s high-tech engineers see great potential in connectivity to boost productivity among all stakeholders. For example, FordPass Connect, its on-board modem technology (that works off 4G transmission) enables fleet operators to keep an eye on running costs through the Ford Telematics System, Ford Data Services and the recently introduced FordPass Pro App. For the connected and electrified Transits, conversion customers can avail of the new ePower Pack for the Transit System Plugin Hybrid, which enables operators to run high-power electrical equipment, such as power tools or site lights from the vehicle’s high-voltage battery. Simon Robinson, who heads up the Special Vehicles Engineering Department and his team also informed attendees of the newly compiled Body & Equipment Mounting Manual (BEMM), which is a comprehensive guide to help converters deliver safe, productive and customised commercial vehicles. Complimenting this on-line booklet is a call-centre hotline to provide answers to queries as they arise.

Approved converters can use Ford’s WLTP Calculation Tool to generate accurate fuel efficiency and CO2 emission data for their specific models, based on data such as the vehicle weight and any frontal area design changes. The downloadable final certificate and confirmation of results can be transferred to the completed Certificate of Conformity and now a bulk feature of the programme allows up to 200 vehicles’ ID numbers to be processed at any one time. Meanwhile, Ford is extending the Ranger line-up which will be of special interest to converters. Examples of chassis/cab and platform versions of the best-selling, awardwining Pick-up were displayed and the options now include a 3.5 tonne conversion kit featuring upgraded suspension, which increases the GVM by 300 kg. That will appeal to utility clients.

Much more besides takes place at the Dunton Campus in Laindon, Essex. Formerly known as the Dunton Technical Centre. it has benefitted from a £23 million investment, with the vast facility now housing Ford’s European Commercial Vehicle Business Group covering engineering, powertrain developments (Advanced Propulsion Laboratory) and the Special Vehicle Engineering team. An extension to the Advanced Propulsion Laboratory has begun, which will allow Ford’s technical crews to further investigate NVH (Noise, Vibration and Harshness) test chambers, and a special section for electrification technologies. “The new Advanced Propulsion Laboratory supports our European commercial vehicle leadership and enables us to stay at the forefront of new vehicle technologies, including electrification,” said Hans Schep, General Manager, Commercial Vehicles, Ford of Europe.

Mentioning on-line and Ford is taking WLTP – World Harmonised Light Vehicle Test Procedure certification seriously, especially in its second stage, whereby converters carry out the fitment of additional equipment or accessories to the vehicle which collectively raise the unit’s overall carbon footprint. www.fleet.ie

56 | INSIDER

Simulated drivetrain tests done and dusted at Ford Dunton

acing the main entrance to the Ford Dunton Campus outside London is a life-sized sculpture of Henry Ford, the founder of the global automotive company. As he looks towards the many halls and walls, Henry (along with his Cork ancestors) must be very proud of what the renowned ‘blueoval’ brand has achieved and continues to achieve in terms of innovation, meeting ever-changing customer and social trends. But behind the scenes, many do not know what goes on in relation to product development and in meeting ever-changing legislation. This also includes extensive engine and drivetrain testing …… to the extreme. Fleet Van & Utility joined the commercial vehicle trade press to get an exclusive guided tour of the many test facilities inside the Dunton Campus, which are divided into numerous laboratories. For example, Ford’s Advanced Propulsion Laboratory (APL) monitors fuel efficiency and emission levels for its light commercial vehicles by accurately simulating drive cycles and driver behaviour in prepared lab conditions. Instead of using human drivers, robots put in the time, adapting to passive, normal and sporty driving styles to help improve the robustness of powertrain calibrations. Real-world drive cycles are simulated to measure the full scope of emission cycles. It’s all to do with Real Driving Emissions (RDE) which have replaced the previous World Harmonised Light Vehicle Tests (WLTP) standards. Ford’s Dunton Campus Emissions Laboratory plays an important role in certifying that its commercials meet and exceed these requirements for fuel consumption and exhaust emission levels. Within these highly secured and padded rooms, using chassis roller dynamometers, temperature controlled tests from -40oC to +55oC are simulated. Snow and dust particles are added during the process to mimic real life conditions during the tests which can last for days on end. All powertrains are catered for petrol, diesel and electrified. The APL has recently been upgraded to enable Ford to carry out battery performance tests on its new mild hybrid, plug-in hybrid and all-electric vehicles. Also, to ensure the emission results on rollers are replicated in real-world driving, the Ford test vehicles are also tested and measured on public roads to RDE and WLTP standards. At the Environmental Test Laboratory (ETL) there are four primary vehicle test chambers, supported by a soak room and transfer area with six separate rooms that can accommodate a total of 12 vehicles. The vehicles that are placed inside are also subject to ‘real world’ altitude tests from 91 metres below sea level – equivalent to Death Valley in California to 3,658 metres above sea level – on par with La Paz in Bolivia. Chamber 1, for instance, features a 3-metre diameter main fan that can reach airflow (road) speeds up to 225 km/h, while the four-wheel drive chassis dyno can replicate up to 250 km/h. *We managed to stay inside one of the chambers at -40oC for a few minutes which froze the pants off us! We were also informed that a prominent beauty magazine and leading cosmetic manufacturer used this extreme temperature facility to contrast and compare new mascara products!

FLEETVAN&UTILITY | Summer 2020

Text & Photos: Jarlath Sweeney - editor@fleet.ie

TEST I | 57

Ford Fiesta Van 1.5 litre TDCi Trend

trange as it may seem, there was a time when the word ‘ubiquitous’ wasn’t out of place next to the Ford Fiesta Van. Back in the late eighties and early nineties, tax loopholes meant that two seater versions of small passenger cars were immensely popular in Ireland, with the Fiesta leading the way among a plethora of offerings from all the major brands. These days the market for car derived vans is prett y minimal, to the extent that the Fiesta Van has the B-Segment part of the market all to itself. Opel offers a larger C-Segment sized Astra Van, while Renault will sell you a commercial version of the Megane Sport Tourer. There are a selection of manufacturers offering commercial versions of mid- and large-sized crossover SUVs, but otherwise the market for smaller commercial vehicles is largely dominated by purposebuilt vans these days. One point of note about the Fiesta Van is that unlike nearly all other car derived vans, which arrive into Ireland as passenger cars and are then converted to commercial spec,

it is a factory-built product with full EU N1 classification. Th at manifests itself most obviously on the outside where, instead of closed off and blacked out rear windows, there are body coloured metal panels similar to those on purpose-designed panel vans. Actually, making it obvious that it is a van isn’t necessarily a selling point - one of the appealing aspects of car derived vans that have blacked out rear windows is that they are virtually indistinguishable from passenger car versions. Inside there’s a half steel / half mesh bulkhead separating the passenger compartment from the load area. It’s contoured enough to allow the front seats to recline sufficiently to meet more users’ needs. Offering a cubic metre of carrying capacity, the load area features a low flat floor (though there is still space for a space saver tyre underneath). It comes with a neat rubberised floor mat that can be easily removed to clean, and lashing points in each corner to tie down objects. From the back it’s just about possible to reach an object at the bulkhead without having to climb into the van - noteworthy as there is no side access. The hatchback opening offers

decent access, though there is a significant lip down to floor level. It’s standard Fiesta fare ahead of the bulkhead, which is no bad thing. Standard equipment includes a 4.2” multi-function colour display with DAB radio and four speakers, Bluetooth and USB connectivity, Hill Launch Assist, and Stop/Start system. In fact the only thing that ‘cheapens’ the Fiesta Van is a synthetic feeling steering wheel - otherwise the cabin is prett y much indistinguishable from a passenger Fiesta. On the move it’s all well bolted down, with no additional noise coming from the adapted rear of the vehicle. The 85PS 1.5 litre TDCi sips diesel sparingly - we averaged 5.05 l/100km (55.9mpg), and it feels powerful enough to cope with a full 530kg payload. And being a Fiesta, it’s fun to drive, with agile handling, responsive steering and quickshift ing 6-speed manual gearbox. Overall it’s a well put-together package but it’s when you put the Fiesta Van up directly against Ford’s own purpose-built compact van, the Transit Courier, that it becomes a litt le difficult to make a case for the carderived model. Firstly, the Transit Courier offers nearly double the load carrying capacity - 1,908 litres compared to 1,000 litres, while its load area is much more accessible thanks to a side door. On the payload front the Transit Courier offers an extra 70kg - 600kg versus 530kg. And while the cabin of the Fiesta is the nicer space overall of the two, the Transit Courier offers much more in the way of storage facilities and useful cubby holes for the busy working driver. Perhaps if the Fiesta Van was significantly cheaper than the Transit Courier there’d be a better case to be made for it. However with an RRP of €17,560 for this 85PS diesel Trend model, it costs nearly €800 more than the equivalent Trend specced Transit Courier with 75PS 1.5 TDCI which can be had for €16,775. Verdict It’s competing in a market of its own, but for those who don’t want a traditional looking panel van and where load capacity isn’t an overriding concern, the Fiesta Van offers something a bit different - even if there are cheaper and more practical alternatives.

Text & Photos: Cathal Doyle - cathal@fleet.ie

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58 | TEST II

Renault Master LM35 135 dCi FWD Business goes furniture moving

“So,” a fr iend said to me. “you test vans, correct?” “Yes,” the rather cautious reply, wondering what was coming. “Well how do you fancy testing one by helping us move some furniture? There’s a Chinese takeaway and glass of wine in it for you.”

ith my bribery level established, a quick email to Renault Ireland secured a Renault Master. Not knowing how much furniture needed to be shifted, I figured better to go big, and Renault’s largest offering fitted the bill. Additionally, with the latest version having been launched just last year, it was an ideal opportunity to put it to a practical test. Th is latest Master has some serious road presence. In fairness it always looked the part, but with the prominent vertical front grille and squared off front end together with the C-Shape LED DRLs, it now looks even more assertive than before.

FLEETVAN&UTILITY | Summer 2020

Available in Short, Medium and Long wheel base versions, and Low, Medium and High Roof sizes, the van provided was a FWD LM35 dCi 135 Business. In other words a Long Wheel Base model with a Medium roof in Business trim powered by a 135PS version of the 2.3 dCi diesel engine powering the front wheels. In this configuration it offers a generous load volume of 13 cubic metres and can carry a payload of up to 1,434kg. It’s also a spec that will sell well. One of the realities of vans is that they are workhorse tools fi rst and foremost, therefore their owners, by and large, are not inclined to fork out much on extra equipment. The Business spec model tested here is the more basic version offered compared to Business+ trim, yet will almost certainly be the volume seller. Therefore, while the latest Master comes with a whole host of technological, safety and comfort features should customers wish to spec them, the standard van is a bit more basic while still coming well equipped enough to meet a typical user’s requirements.

A measure of the times in that sitt ing in initially, the steering wheel catches my eye for not having any controls on it. Not many years ago this was the norm. Equally the minuscule radio (with DAB in fairness) seems from a past era when compared to the big multi-function screens prevalent today. Overall though, the cabin meets the requirements of a busy working driver with plenty of practical storage pockets and spaces including under the middle seat. From overhead shelves to plenty of cup holders, three USB connections plus a 240V socket to an arm rest and air-con, it’s a workspace you won’t mind spending extended time in. Noteworthy is the fully adjustable suspension type seat, fitted to this test van although only standard on Business+ trims. It’s well worthwhile if you are spending long hours in the cabin, absorbing the bumps and jolts from the road in comfort. Collecting the van from Renault Belgard, Dublin, I hit the M4 / M6 westward to

TEST II | 59 Galway where my load of furniture awaited. Impressions driving empty were that it cruises happily at motorway speeds, there’s a responsive and slick six-speed gear change and visibility overall is good. One minor gripe is that the frame dividing the driver’s side window into two parts blocks part of your view of the right side mirror, not an issue though on the passenger side. Another complaint is the lack of either reversing sensors or a reversing camera on vans like these. Renault is far from alone in this regard, but when even the smallest road cars these days have them, it seems crazy not to make them standard on big vans - especially when many of these vans are driven by non-professional drivers. Arriving to Galway I was confronted with… well, let’s say rather a lot of large pieces of furniture. In fact the consensus was that there was no way we’d fit it all into one load. Well, we underestimated the Master’s capacious loading area, and before we knew it we were throwing in odds and sods to fi ll the remaining spaces, all the big stuff already in situ. Noted was the low loading sill - it makes all the difference when lift ing heavy furniture on board - and the wide side door also proved useful when manoeuvring items around. Heading back east to County Meath, the Master was well able to handle the full load, albeit it wasn’t the heaviest it will carry in its lifetime. It being a windy day, one feature I appreciated was Side Wind Assist technology. That wind did have a serious if predicable affect on fuel economy, as I averaged 11.7l/100km (24.1mpg) on that journey compared to 9.1 l/100km (31mpg) on the outward leg - which is prett y decent for a motorway journey. In summary, this Renault Master is a workhorse that will tick most operators’s boxes, easy to drive, durable with low running costs, and a capacious load area with excellent access. Oh, the Chinese takeaway and wine went down very well, thanks for asking! The Renault Master LM35 135 dCi FWD Business Euro 6 has an RRP of €29,950

Text & Photos: Cathal Doyle - cathal@fleet.ie

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60 | MILESTONE

Volkswagen Crafter is celebrating its 45th anniversary 20cm wider than the T2 Transporter – but with a 50% increase in cargo volume to 7.85m3. Inside, designers focused on ergonomics with controls placed close to the driver and a better view through a large windscreen. An independent front suspension system, not standard in the segment until many years later, provided driving comfort for the LT, while power came from a 2.0-litre 75PS four-cylinder petrol engine which featured on the Audi 100, or a four-cylinder 2.7-litre 65PS diesel. In 1979, Volkswagen introduced its fi rst six-cylinder, with the 2.4-litre engine adding 8PS and a much smoother drive.

The high roof panel van offered not only the standing height in the cargo area but also more space for goods.

riginally called the LT, the largest light commercial vehicle in Volkswagen’s range was basically a bigger Transporter designed for heavy loads. Revealed to the world in Berlin in April 1975, its remit was to cover the 2.8 to 3.5-tonne segments. Since its launch 45 years ago, the Crafter has gone on to achieve broad sales success and multiple award wins across four generations. LT, short for Lasten-Transporter which loosely translates as heavy load Transporter, was available in two wheelbases, two roof variants, as a panel van, station wagon, bus, platform and double cab. Th is versatility has stayed with the Crafter over the past 45 years, with more than 1.5 million models having been produced and sold across the world. To celebrate its birthday, let’s take a trip down memory lane, from the model’s beginnings through to the multi-awardwinning Crafter range that is on sale today.

In 1983, the dashboard was redesigned and new engines were added to make the LT the most powerful van in Europe, while even better space optimisation allowed for a third seat to be added in the cabin. A 4.6m wheelbase was made available for platform conversions, too. Two years later, a 5.6-tonne variant was added along with switchable four-wheel-drive and a new rectangular headlight design replacing the circular lights. The original LT underwent its fi nal facelift in 1993, with a new radiator grille and rear light design plus a revised turbo diesel engine. Due to its quality and reliability coupled with the large usable area yet compact dimensions, the LT quickly became a popular base for motorhomes. In 1988, Volkswagen revealed not only the T3-based compact California but also a motorhome based on the LT: the Florida, a fully-fledged motorhome for four people with a wet room. Production of the original LT ended in 1996 after 21 years and over 470,000 models.

LT: 1975-1996 Total worldwide sales: 470,000 With a focus on load space, engineers designed the original with a front engine between the driver and front passenger seat above the front axle, with drive to the rear-wheels. Th is space-saving design meant the LT remained compact – just 33cm longer and

LT2: 1996-2006 Total worldwide sales: 340,000 The LT2 was the fi rst new vehicle to be launched by the newlyfounded Volkswagen Commercial Vehicles brand and took the popular model into the modern age. Developed in partnership with

The completely redesigned dashboard upgraded the interior from 1983.

New engines were added as part of 1983 overhaul.

FLEETVAN&UTILITY | Summer 2020

MILESTONE | 61

In the late 1980s, the LT took part in the rally from Paris to Dakar. The Craft er would return in 2012 as a support vehicle.

The LT2 was produced from 1996 to 2006.

Mercedes-Benz, the LT2 featured diesel engines fitted lengthways under a short bonnet, a lower door for easy entry and the option of gett ing into the load bay or passenger compartment between the front seats.

as a support vehicle at the Dakar Rally in 2012.

It lost none of its versatility, with customers able to choose between a panel van, station wagon, bus, platform, double cab and chassis with three wheelbases, and weight options between 2.6t and 4.6t. The TDI engines were another selling point, providing economical, powerful and reliable performance. In 2002, the LT2 got the new 2.8-litre four-cylinder diesel, delivering 158PS, a record for the sector, and maximum torque of 331Nm. Production at the Stöcken plant in Hanover ended in 2006 after almost 340,000 LT2s had been built there. The Crafter: 2006-2016 Total worldwide sales: 480,000 The Crafter name was fi rst introduced in 2006 and with it came a complete overhaul of the LT model which still maintained the elements that had made the van a best-seller. The name was chosen to stand for “someone who helps”, with the Crafter designed to make life easier in everyday work and life. The most spectacular variant of the third-generation model was the 2012 Crafter 4MOTION with all-wheel drive. The vehicle was fully equipped with a raised ride height, off-road tyres and a full underride guard. The Crafter 4MOTION demonstrated its credentials

The third-generation debuted the Craft er name and was produced between 2006 and 2016. Text: Jarlath Sweeney - editor@fleet.ie

For 10 years, the Crafter was produced in a wide variety of variants - box, station wagon, bus, platform, double cab and chassis – with over 480,000 units sold. The new Crafter: 2016Total worldwide sales: 260,000 (end 2019) The current Crafter was revealed in 2016 and was a completely new model built from the ground up by Volkswagen Commercial Vehicles engineers. It was designed in partnership with customers, with specialists spending time with drivers in their everyday life to fi nd out how they used their vans and what they required from them. The result is probably the best and most diverse vehicle in the segment. The Crafter was available with front, rear or all-wheel drive for the fi rst time, class-leading handling and an unprecedented number of safety and driver assistance systems. It received the title of “Van of the Year 2017” from the international jury of commercial vehicle journalists from 24 European countries, confi rming its status as the benchmark of the sector. Volkswagen Commercial Vehicles continued the model’s heritage in the motorhome market with the reveal of the Grand California in 2018 while an ell-electric eCrafter was also developed. By the end of 2019, almost 260,000 had been produced at the Crafter plant in Wrzesnia, Poland.

The eCraft er from Volkswagen Commercial Vehicles. www.fleet.ie

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