Fleet Transport July August 2020 by Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE JUL/AUG 2020

NEW Volvo FMX -

Special Feature on New Volvo Trucksâ&#x20AC;&#x2122; range

Construction X-Cellence

COMPARISON: Head-to-Head - MAN TGE vs MAN TGX

Introducing MAXUS Light Commercial Vehicles

TRANSPORT www.fleet.ie

Virtual Event Engaging Connectivity

AWARDS 2021

Fleet Transport Awards 2021 #StrengthInUnity Transport Heros As reported, the annual Fleet Transport Awards is taking a different direction, going virtual and along with it, honouring transport and logistics companies in service during the COVID-19 crisis. The Fleet #StrengthInUnity Transport Heros Awards pays tribute to the key workers involved in goods and passenger transport throughout the various stages of the pandemic. “It’s our way and that of the wider transport community of expressing gratitude to the essential workers that went the extra mile in keeping us safe, and well supplied with essential goods and services during the Coronavirus pandemic. Over that time, there was a great sense of community spirit throughout the nation by these providers, which must be acknowledged,” said Jarlath Sweeney, Group Editor, Fleet Transport. “We would like to honour and thank the professional men and women in transport who played such a critical role in our every day lives. During the difficult and uncertain times, these professional drivers went above and beyond to keep the supply chain moving,” he concluded.

NOMINATE NOW Nominations for these awards can be put forward by the transport operator itself, be nominated by a customer or supplier or by the general public through Fleet’s social media sites. Log on to www.fleet. ie for more details. “We appreciate the country’s reliance on these transport operators to deliver medicines, food and the vital personal protection equipment (PPE) and it is right and fitting that they are recognized. These people are the champions of the road transport and passenger transport sectors. We realise too that these services are not all about vehicles, but real people and they will be appropriately remembered in this manner. Each nomination (by email to awards@fleet.ie) must include the company or individual’s name, the type of work undertaken, contact details (email and phone number) and also a photograph. Permission must be given for use of details across the Fleet Publications medium. The on-line announcement of the Fleet Transport Awards #StrengthInUnity Transport Heros will take place on Thursday 1st October next, presented by RTE Radio 1 presenter Shay Byrne at 8 p.m. Further details on www.fleet.ie or enquiries to orla@fleet.ie

Contents JUL/AUG 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

www.fleet.ie | 3

For transport related updates on COVID-19 log on to www.ﬂeet.ie P4

P12

P26

Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Jerry Kiersey, Torbjorn Eriksen, Milan Olsansky, Johanna Parsons, Javier Pedroche Photography: Jarlath Sweeney, Paul White, Howard Knott, Torbjorn Eriksen, Milan Olsansky, Juan Caraballo, Goodyear, TTM.NL 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

Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

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

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

Official Irish jury member of the International Intralogistics & Forklift Truck Awards follow us on twitter twitter.com/ﬂ com/ﬂeettransport eettransport

4 New Fleet Recent sales of new Renault, DAF & Mercedes-Benz trucks

24 Milestone Recording 25 years of the Mercedes-Benz Sprinter

5 Feature Special report on the ongoing truck driver shortage

26 LCV Maxus Deliver 9 & eDeliver 3 launched 28 Report II Latest developments from Ford vans

8 Fuel Prices From the IRU – Week 28.20 9 Trailer Introducing Advancer from Thermo King

30 Shipping & Freight Investment and developments at Irish Ports

10 Report I COVID-19 and the Supply Chain

31 Comment The ‘B’ word returns again!

12 Comparison Unique head-to-head commercials

between

MAN

14 Launch Pad Heralding the arrival of the new Volvo Trucks range with first drives 22 Times Past Volvo Museum in Gothenburg marks 90 years

32 Finance “Watch your House”! 33 Opinion Focus on Rosslare Europort 34 Soapbox Global Warning 35 Trumpet Call Letter to the Editor

4 | NEW FLEET

Renault Truck Sales at Shaw Commercials

est of Ireland Renault Trucks dealer Shaw Commercials, Castlebar, County Mayo had a good start to the year with a number of sales registered with customers in Mayo

Brian Cunningham receiving the keys from Dealer

1 Principal Mick Shaw.

and Limerick. Here’s a sample of recent successful deals. 1. New Renault Range T 480 High for Brian Cunningham Transport (Castlebar).

2. New Renault Range T 460 6x2 purchased by Abhann Logistics (Limerick).

New DAFs on the double for O’Harte Transport Ltd

wo new vibrantly coloured, high specification DAF XF 530 SuperSpace cab tractor-units have entered service at O’Harte Transport LTD, the Clones, County Monaghan based family run business.

O’Harte Transport Ltd., was established in 1987 by Tommy and Kay O’Harte to provide quality casing soil to the mushroom industry. ‘Harte Peat’ is one of its well-known and appropriately named product lines. Two generations of the O’Harte family are involved in key roles in the business today. Managing Director of O’Harte Transport Ltd., Aidan O’Harte, joined DAF Trucks Ireland Sales Manager, Paul O’Reilly for the key hand-over of the new vehicles. The paintwork was undertaken by Tierneys Motors, County Monaghan and the lighting accessories were supplied by DAF TRP stores, while the rear cab surround parameter kit was manufactured by DG Engineering, Du nga n non. T he t ippi ng gea r, f uel tanks and additional catwalks were provided by SM Components, Newtownabbey.

New Renault Range T 480 High sold to Chilled Out Couriers (Castlebar).

Breffni Couriers takes on three new DAF CFs

ounty Louth based freight company, Breff ni Couriers, has expanded its fleet with three brand-new DAF CF 260 4x2 Day-cabbed rigids with curtainsider bodies, also purchased from DAF Trucks Ireland (Dublin) through John Dowling, Sales Executive. The curtainsiders were supplied by Thomas McClean & Sons in Clondalkin with the lettering and logos painted by SignFX in Naas. Formed in 1987, Breff ni Couriers has built up a strong reputation in the road transport business.

Glanbia embraces a brace of new Mercedes-Benz Actros

la nbia, t he K i l ken ny he a dq u a r tere d g loba l nutrition group, has bought two new Mercedes-Benz Actros 2451LS 6x2 tractor-units with 2.5m BigSpace Cabs from Surehaul Commercials in Clonmel, County Tipperary. The new duo feature the Actors Style Line Pack, LED Interior Pack and Apple Car Play / SAT Nav in the specification along

FLEETTRANSPORT | JUL/AUG 20

with the award-winning Mirror Cam system. With operations in 32 countries, Glanbia has achieved a leading market positions in sports nutrition, cheese, dairy ingredients, speciality non-dairy ingredients and vitamin and mineral premixes. Glanbia products are sold or distributed in over 130 countries worldwide. Text: Jarlath Sweeney - editor@fleet.ie

FEATURE | 5

Alarming rise in shortage of Professional Drivers

ong before COVID-19, the shortage of professional drivers was an ongoing problem across Europe. The situation is now reaching a crisis point, according to research undertaken by the International Road Transport Union (IRU). A survey of a broad range of small and medium transport and logistics firms across a selection of European countries identifies that the road haulage sector is facing a 13% increase in driver shortage in 2020. That’s a rise from 23% last year (to 36% this year). Reasons deterring entrants, particularly young people, into the industry include difficult working conditions (long hours, less social time), days spent away from home, plus the high cost of obtaining the necessary driver licence. Those that are currently involved seek higher pay rates, improved facilities while out on the road to include safe and secure overnight parking areas, together with higher recognition for what is often termed ‘menial work’. Then there’s the Driver Certificate of Professional Competence (DCPC) requirement. The driver shortage remains a universal problem – across Europe and beyond – and one that the IRU is committed to working with its members and policy makers to help solve. Some of the IRU’s concrete actions and proposed solutions include: •

Lowering and harmonising the minimum age to become a professional driver

•

Development of a joint Charter together with European Shippers’ Council (ESC) to improve treatment of drivers at delivery sites Creation and funding of more and better Safe and Secure Truck Parking Areas (SSTPAs)

The IRU is already making significant progress in tackling the European driver shortage, securing €60 million worth of EU funding for the development of SSTPAs and setting up the Women in Transport Talks initiative to encourage more women into the profession. In addition, the IRU has formed a number of partnerships, including with ILO (International Labour Authority) and ETF (European Transport Workers Federation). Commenting on the matter in hand, IRU Secretary General, Umberto de Pretto said: “While we have successes and set important ground work, more actions, including public/private co-operation, are needed urgently, to ensure our industry continues to thrive and to deliver, as the lifeblood of the global economy.” Many road transport operators in Ireland describe a shortage of drivers in Ireland as being at crisis point. A survey in 2018 by the Freight Transport Association Ireland (FTAI) reported the driver drought as being the primary issue facing 75% of its membership. Broadly, the causes of the skills shortage include the fact that in general drivers are older, and each year many will retire. Results of a 2019 Driver (HGV Driver) Perception Survey conducted by TUDublin School of Management showed that the average age of drivers is in the early 50’s with a very small cohort under the age of 40. At the same time, there are fewer young drivers entering the profession. Historically, though the profession was seen as providing great opportunity, a large proportion of the current labour force in the sector has less than upper secondary school qualifications. Despite this, the wage for the transportation sector remains competitive, ranked seventh out of 14 different sectors in terms of regular earnings, according to the FTAI. Some believe that the academic nature of the DCPC has put off www.fleet.ie

6 | FEATURE they are seeing no new Irish drivers entering the industry, and all new drivers are from the EU. That may change in the short term as coach drivers, who now find themselves out of work, may fill any immediate vacancies until such time as the coach touring business recovers. Being an island on the edge of Europe, Ireland seems to get less competition from cheaper Eastern European hauliers than countries such as Germany and the Netherlands. Foreign hauliers are theoretically limited within Ireland by EU Cabotage rules, which restricts foreign hauliers to three Cabotage operations within a seven day period starting the day after unloading of international transport.

some potential candidates who would in previous generations have been drawn to the trade specifically because it is hands-on with no classroom lessons, or written tests - ‘exams’. The more stringent requirements of the DCPC also mean that there are fewer part time drivers, as fewer drivers are inclined to spend time/money on their CPC if it’s not their main job. Before DCPCs, a haulier would know many licensed drivers (who may have retired or changed career, taken a management role, for example) who, in an emergency, could help by fi lling in for a shift. The FTAI reckons that the overall labour requirement of the Freight, Transport, Distribution and Logistics sector is expected to increase to 66,204 people by 2025. In 2016 some 49,470 people were working in the sector, with approximately 13,752 expected to retire by 2025. That means that a total of 30,486 individuals will have to decide to take up careers in the sector and receive all the necessary training between now and 2025 in the scenario predicted by the FTAI’s forecast in order to meet anticipated demand. Pre the 2008 recession, the number of non-Irish truck driver licence holders gaining employment in Ireland increased expediently. Most of the positions were filled by East Europeans with a number originating from South Africa. Across Ireland there is a varied mix of Irish and EU drivers employed in the industry. Some businesses in Dublin have two-thirds EU nationals and only one-third Irish drivers, while an increasing number of employers say

Beyond the major cities, there are fewer foreign drivers as transport firms tend to be smaller, family run haulage firms and owner driver operations. Vacancies are often fi lled by word of mouth as well as employment agencies. Most new drivers joining the industry are from the EU. Mainly are of Polish and Romanian nationality and they are generally seen as good workers, taking the job seriously. They are here to work. In fact EU drivers are said to be more willing to work awkward shifts (ie overnight) than their Irish counterparts. EU drivers are well aware of their rights and are paid the same as Irish colleagues. They generally have good English. However, they may have an issue with right-hand drive trucks initially. Ireland has very few foreign drivers from beyond the EU, mainly due to the fact that there are a limited number of ‘foreign’ licences recognised in Ireland. Licensed drivers from a select number of states may exchange their licence for an Irish licence, then undertake the DCPC courses and finally qualify for an employment permit to work in Ireland. Driver pay is viewed as being poor to bad. On average drivers make in the region of €12-€15 per hour for basic trailer work, or in the region of €15-€18 per hour for more technical jobs such as driving fuel tankers, dangerous loads, hazardous chemicals etc. Drivers would then have to pay taxes in the region of 11-18% of this gross income. However, there are subsistence grants and tax exemptions available in light of the fact that drivers are mobile workers. As mentioned an estimated 7,125 to 8,406 extra HGV drivers will be required in Ireland by 2025. Th is is because the numbers of new drivers entering the sector with the required DCPCs and correct licenses doesn’t meet the recruitment gap from those leaving, mainly through retirement. The shortage of drivers is keeping wages steady. Due to low margins they cannot rise significantly, though there is an expectation that wages will probably rise as the problem develops in future. In some cases the shortage of drivers is making management difficult. Drivers are in a strong position, and managers feel they cannot reprimand or penalise drivers as they will just leave to work elsewhere. (Th is refers to internal management/procedural issues, drivers cannot and would not flout safety laws etc. and the Road Safety Authority is very active in enforcing compliance.) A common small incentive is that employers will pay for the drivers’ annual CPC training and for their time on the training day too. Another ‘demand’ being sought is the make and model of truck they wish to drive.

FLEETTRANSPORT | JUL/AUG 20

FEATURE | 7 On the plus side, that is one of the attractions of the business. Modern day trucks are full of technical innovation, packed with safety and comfort features. To many within this segment and those on the outside, the truck badge is a symbol and can make the difference to retain or invite in a driver to the business. On the negative side there is the high cost of qualifying to be a professional HGV driver, making it prohibitive for many, although there are Government agencies and other schemes in place offering free and subsidised training course placements. For those who wish to pursue training privately, the estimated costs include as follows: For a new candidate to qualify for driving work they must first hold a full (car) drivers licence. To get the initial car drivers’ licence there is a requirement that the driver should take 12 hour long driving lessons. Th is is called Essential Driver Training (EDT) and costs from €300-€400. Then the driving test costs €85. They must then get a learner permit for the new category for €35, and get a medical certificate which will have a cost, on average €50. To get the CPC new drivers must sit a theory test (step1) costing €70. This is followed by a two-hour case study theory test (known as CPC Step 2) with a price of €70, the standard 90-minute driving test (CPC Step 3) and an additional 30-minute practical test (CPC Step 4). The fee to sit the test for these licenses with a CPC is €152 (Driving Test Part 1- €120 Part 2 - €32). Th is does not include HGV driving lessons which can cost €70-€80 per hour, and truck hire for the test of anywhere between €150 - €250. Then there are additional lessons and testing to get the CPC (35 hours which must be maintained with a 7 hour CPC tuition course (which drivers must take every year). In addition, the CPC requires at least 35 hours of refresher training over each five-year period. If maintaining both a bus and a truck CPC drivers must complete 42 hours training over each five-year period. The annual day courses cost on average about €50. So as an example, without availing of the free training courses available, the average cost for a candidate to start driving work could be: EDT €350, Car Test: €85, Learner Permit: €35, CPC Step 1 & 2: €140; Driving Tests/Step 3 and 4: €152; ten hours of driving lessons c€750, and truck hire for test €200 totalling €1,712(+). To hold a CE licence in Ireland drivers must be at least 18 years old with CPC. They must hold a full C licence before taking out a CE permit. To hold a DE licence the driver must be 21 with a CPC. From 1 March 2018 to 30 April 2019 79,701 CPC training days were taken by drivers in Ireland. Th is includes all types of CPC. Th is indicates that close to 79,000 CPC qualified drivers are currently working in Ireland. Some of the training days may have included drivers sitting more than one day for the year, in the rare event that they are returning to work after a break in which their CPC was

Text: Jarlath Sweeney - editor@fleet.ie

not maintained, however this is rare and requires officially sworn declarations. So this figure is a good indication of the number of professional drivers in Ireland. In 2018 the IRHA, in conjunction with Waterford Wexford Enterprise Trainee Board, successfully launched the professional HGV Training Programme. The first course commenced in June 2018. The Professional HGV Training Programme was developed with IRHA and is accredited by City & Guilds giving it international recognition. It is a 29-week course and is fully funded by SOLAS Traineeship Scheme. Members of the Irish Road Haulage Association (IRHA) have heralded the success of the Professional HGV Traineeship pilot project currently delivered at three Enterprise Trainee Board regions in the West, Midlands and the Southeast. Additional centres are due to start up soon. According to Paul Jackman from the IRHA Management Team, the Waterford/Wexford Traineeship alone have 32 companies involved with 84 drivers completed the training programme. Joe McHugh, the then Minister for Education Skills in Dáil Éireann, stated to the Donegal Daily after meeting with members of the North West branch of the IRHA to outline progress made with the scheme; “The need for qualified skilled long distance HGV drivers has to be understood in the context of Brexit and also the growing European market where Irish businesses will be marketing, selling and delivering the products to in the coming years. I am delighted the pilot project was successful and offered a new line of work for trainees. I look forward to hearing about the potential for the programme to be developed in the future.” Th roughout the COVID-19 crisis truck drivers earned their stripes, with their efforts in keeping the country supplied with emergency equipment and household goods widely acknowledged, just as they were during recent severe weather storms and snowfalls. But as we all know, ‘eaten bread is soon forgotten’. Post Coronavirus, the situation will need to be addressed again. Having the structures and proposals in place to attract new drivers will be critical once the economy and transport industry start to grow again.

www.fleet.ie

8 | FUEL PRICES (WEEK 28) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.050

1.185

1.020

Belarus

EUR

0.643

0.703

0.643

Belgium

EUR

1.363

1.432

1.384

Bosnia-Herzegovina

BAM

1.791

1.946

1.723

Bulgaria

BGN

1.740

2.140

1.780

Croatia

HRK

8.800

9.600

8.670

Czech Republic

CZK

27.040

29.330

26.360

Denmark

DKK

10.090

11.090

8.490

Estonia

EUR

1.229

1.279

0.999

Finland

EUR

1.346

1.430

1.168

France

EUR

1.400

1.438

1.275

Georgia

GEL

1.910

2.130

1.920

Germany

EUR

1.261

1.447

1.094

Greece

EUR

1.397

1.625

1.123

Hungary

HUF

366.100

389.200

379.800

Ireland

EUR

1.240

1.150

Italy

EUR

1.454

1.336

Kazakhstan

KZT

173.370

193.490

Kosovo

EUR

1.200

1.170

Latvia

EUR

1.117

1.162

1.027

Lithuania

EUR

1.050

1.150

0.930

Luxemburg

EUR

1.086

1.065

0.970

Moldova

MDL

15.550

16.080

13.100

Montenegro

EUR

1.110

1.150

1.010

Netherlands

EUR

1.681

1.769

1.322

North Macedonia

MKD

60.500

63.240

52.500

Norway

NOK

16.700

17.270

15.520

Poland

PLN

4.230

4.560

4.190

Portugal

EUR

1.475

1.496

1.300

Romania

RON

4.290

4.440

4.460

Russia Federation

RUB

47.620

52.800

47.770

Serbia

RSD

129.900

138.900

138.400

Slovakia

EUR

1.170

1.277

1.040

Slovenia

EUR

1.000

1.138

1.000

Spain

EUR

1.145

1.309

1.068

Sweden

SEK

14.180

14.780

14.380

Switzerland

CHF

1.420

1.520

Turkey

TRY

6.381

6.346

5.921

Ukraine

UAH

22.380

24.060

21.820

GBP

1.094

1.307

1.151

USA

USD

0.575

0.644

FLEETTRANSPORT | JUL/AUG 20

TRAILER | 9

Trailer Refrigeration Innovation from Thermo King with the Advancer A-Series The new design, which was finalised after consultation with leading truck and trailer manufacturers, incorporates the expectations and requirements gathered from customer feedback, along with decades of Thermo King’s knowledge and experience. As a result, Advancer includes unique features that comprehensively address a wide range of operational and financial challenges, including: • Thermo King Advancer

hermo King’s Galway plant has received a significant boost with the announcement that the facility will manufacture the company’s new Advancer range of trailer refrigeration units. With fully variable airflow, unrivalled fuel efficiency, and a significantly lowered cost of ownership, the newly launched Advancer A-Series represents the future of trailer refrigeration. Available in three different versions, the A-360, A-400, and A-500, they collectively offer an all-new design architecture that creates new standards for performance, temperature control, and fleet connectivity. The Advancer units are manufactured in Thermo King’s zero waste to landfi ll plant in Galway on its newly designed, state-ofthe-art production line that uses 60 percent less energy than the production process of previous Thermo King trailer products. The objective behind Advancer was to create a trailer refrigeration unit that features innovations never before seen on the market. Equally, the performance delivered by the A-Series is unrivalled, featuring ground breaking temperature control, superior load protection, and unmatched fuel efficiency. Combined, these capabilities deliver greater

Thermo King Advancer_ A-500 Text: Jarlath Sweeney - editor@fleet.ie

operational flexibility, while helping customers achieve significant improvements in fleet uptime and total cost of ownership. “With Advancer we went back to the drawing board and asked ourselves what does the future look like?”, said David O’Gorman, Senior Product Manager, Thermo King. “We asked customers to tell us what they needed to work better, to win more business, and to cut their cost of operation. The result is a game changing solution we believe our customers are waiting for.” The field trial testing the units in real life conditions and comparison tests against the predecessor and other flagship refrigeration units have shown that Advancer is up to 40 percent quicker to pull down and up to 30 percent more fuel-efficient than the market average. “Our field trial units travelled over 1 million kilometres across different climate zones and counted tens of thousands of running hours in diesel and electric modes,” added David. “They have crossed deserts, operated at high altitudes, travelled on ferries to cross the seas and on trains for intermodal operations. Th roughout the tests, the Advancer units proved to be trouble free.”

•

Fully variable airflow that can be regulated for each journey and cargo, and is independent from unit engine speed Unrivalled electrical and fuel efficiency contributing to lower CO2 footprint and engines with 50 percent less emissions than the maximum allowed by latest NRMM Stage V emission standards Electronic engine speed control on the A-400 and A-500 units, which makes them the first units on the market to give complete transparency of fuel levels and fuel consumption. The fuel consumption data will be recorded, displayed, and made available remotely via telematics Lower maintenance costs and enhanced serviceability compared to the predecessor, thanks to sensors offering more insight into the engine, fuel, battery and the performance of other key components. Future-ready power agnostic capabilities that can utilize diesel, axle generator, or shore power sources with ease Fleet intelligence as standard, with Advancer being the first-ever unit to offer 2 years of full telematics connectivity in the purchase price.

“At Thermo King, we understand that with being a leader comes the responsibility to advance the technology and capability for refrigerated transport. Since we started the industry over 80 years ago, we have been innovating to meet and exceed customer needs, improve efficiency and reduce the environmental footprint of our products,” said Francesco Incalza, President of Thermo King Europe, Middle East & Africa. “Advancer adds another milestone to our history. By introducing this completely redesigned trailer platform, we are challenging what is possible in our industry. This is our vision for the future of trailer refrigeration, and this future is now here for our customers.”

Thermo King Advancer_ A-360 www.fleet.ie

10 | REPORT I

Supply Chain Resilience kept the Nation going through COVID-19

The new Government must support the sector through the challenges to come

hen COVID-19 hit Ireland, supply chains hit the headlines. With supplies of essentials on the line, people suddenly realised the vital importance of the businesses and networks that keep goods flowing. There were challenges, but the resilience of established logistics networks proved to be a rare reassuring story throughout the worst of the crisis. Now, as the nation attempts to adjust to “the new normal” and a new Government in place, there must be a focus on maintaining that resilience.

But for everyday groceries and FMCGs supply chains were stalwart and the headlines concerning shortages were generally the consequence of panic buying. Stock-rooms were well provisioned, but stores physically couldn’t fi ll shelves fast enough to keep pace with the ravening hordes and their insatiable hunger for… toilet paper!

Of course there have been challenges. The worldwide surge in demand for PPE and testing materials frustrated health bodies and Governments alike, though it has also turned up innovative solutions with 3D

The Freight Transport Association Ireland (FTAI) reassured the public that the nation’s supply chain is robust and that there was no need to stockpile anything. Unnecessary and unhelpful as stockpiling is, it is also

printing of protective visors and factories ramping up and modifying production lines (such as Irema in Limerick, as featured in Handling Network).

somewhat predictable. It’s something that most management plans will have factored in, and the ability of supply chains to withstand extreme demand like this are testament to all the work, study, experience and investment that goes into supply chain management. But the policies of the boardroom ultimately depend on the people carrying out the plans. Routing and sourcing. Loading and unloading. Driving and picking. All powered by people who strapped on their boots, washed their hands and faced into their days work to get your stuff delivered. Now as the nation looks to get business back on track, it behoves us to support those men and women who risked their own health to keep us going when the pressure was on. Commenting before the new government was put in place, Aidan Flynn, General Manager at FTAI stated that there are urgent questions to be answered by the new administration. “It is now time for the hard work to start,” he said. “Having spent 130 days to form a new Government, it would be ironic if the Dáil now takes its annual recess and holidays

FLEETTRANSPORT | JUL/AUG 20

REPORT I | 11

with the economy facing untold challenges that need the support and leadership of our elected officials. The COVID-19 pandemic has posed challenges that none of us could have predicted at the start of the year and, while our sector has reacted with resilience to keep the nation trading, it is now time to focus on recovery,” added Aidan. The Program for Government “Our Shared Future” focuses on developing green public transport networks, but there is a pledge to publish and implement a 10-year strategy for the haulage sector focused on “improving efficiencies, standards, and helping the sector move to a low-carbon future.” Eugene Drennan, President of the Irish Road Haulage Association (IRHA) stated that the association is optimistic about the draft programme because it specifically mentions road haulage which is hopefully a sign that, post COVID-19, the essential nature of the industry will be recognised and valued. But most importantly, he said: “We need a Government so that associations like the IRHA can resume lobbying and make their voices heard. We badly need to know where we fit in the equation…. Everyone’s talking green, everyone’s talking emissions, but nobody tells us where’s the alternative to diesel, nobody’s telling us where we fit in the jigsaw. Looking forward, we badly need a Government,” added Eugene.

Mr. Drennan also pointed to the innovative working that COVID-19 has inspired, with simplified tachograph processes which he sees as a logical step to continue in future. The UK Government’s stance that it will not seek an extension to the Transition period adds pressure to a somewhat chaotic process. But Aidan Flynn pointed out that this does at least offer a relatively fi xed timeline for preparation. However, he warns that communication will be key to allow businesses to respond to whatever transpires. “If a substantial, comprehensive free trade agreement cannot be negotiated, it is vital that logistics businesses have as much notice as possible so they can adapt to and adopt new processes that keep trade flowing with minimal delays. The Government owes it to industry to fi nd a way to make the new arrangements work for all parties, and that means allowing as much time as possible for preparations to be made for the new ‘normal’, whatever that may mean.”

“COVID-19 has proved that logistics is a flexible, adaptable and reliable industry that delivers for the people of Ireland, and our members are committed to making the new trading arrangements with the UK work. But this will need prioritisation at the highest levels of Government, and perhaps should involve a dedicated Minister for Logistics, who can champion the key issues for the industry at the highest levels of Government.” That’s a great idea. But until the Minister for Logistics is installed, we can hope that the spotlight that the COVID-19 crisis shone on transport and logistics has raised the profi le of this often hidden industry for our next Government. With PPE and toilet paper on the line, everyone realised how truly essential our supply chains are and we can hope that going forward to Brexit and beyond the haulage and logistics businesses which stepped into the breach will be recognised and valued as stakeholders in the nation.

As well as adapting to the new environmental and economic challenges that are emerging, Ireland cannot escape the spectre of Brexit. Eugene has clear issues that the IRHA will be campaigning for: “On inward bound freight, if there is to be tariffs and inspections that they’re simplified, we want that follow up to be at the destination rather than at the port. And we want to change the times of ferries so that we’re not all congesting Dublin Port together at the same peak times.” Text: Johanna Parsons - contributor@fleet.ie

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12 | COMPARISON

MAN TGE 3.180 versus MAN TGX 18.540

unique head-to-head between two MAN Commercial Vehicles at opposite ends of the Munich brand’s range. The comparison report can be described as David against Goliath! These two different products from the same manufacturer, the TGE & TGX are ultimately built for the same purpose; the transport of goods by road. Here is the report from Javier Pedroche (ITOY, Spain). Facing each other are two commercial vehicles of significant difference in size and power, but sharing the same badge and symbol on their grilles, namely the ‘Lion of MAN’, a heritage that the Bavarian manufacturer received from its compatriot Büssing. For the MAN TGE, the van range is a collaboration project with Volkswagen AG, that in 2016 facilitated MAN Truck &

FLEETTRANSPORT | JUL/AUG / 20

Bus to begin a renewed journey in the light commercial vehicle segment, having sold MAN badged versions of Volkswagen light trucks in the past. So today, MAN Truck & Bus covers the complete road transport market from 3.5 tonnes with the TGE, up to 200 tonnes, with the flagship TGX. The green meadows of Burgos surrounding the Monastery of San Pedro de Cardeña, a 9th century Trappist Abbey, in North East Spain were the silent witnesses for this unique evaluation test. While the TGE 3.180 on test was presented with its most powerful engine option, developing 177 hp, the TGX 18.540 with its powerful D3876, 15 litre diesel, boasts 540 hp. The difference between the displacement of these two diesel engines is very palpable, because with the TGX achieves its maximum power at 1,800 revolutions, while TGE 3.180

needed double that - 3,600 rpms. Both engines respond to Euro 6 gas emission regulations and adopt similar systems to meet the required levels, such as after-treatment to reduce exhaust gases (SCR), although the TGX’s D38 engine, due to its size and power, needs help via the recirculation of gases (EGR) and a closed particle fi lter system CRT to reach the required standard. When comparing the maximum torque of both models, the 40 tonnes GVW for which the powerful TGX has been developed is primarily to meet the needs of load pulling and at the lowest revs per minute overall speed. The solution offered by the TGE is very different, since its role is more speed and efficiency oriented. Therefore, it’s power versus agility, as witnessed on the roads

COMPARISON | 13

surrounding Burgos, where the driver had to continually take his foot off the pedal in the TGE in order not to lose sight of the truck. Of course, if we had tried to hook a full-load semi-trailer to the TGE, well, that would be a different story! After years of drivers’ opposition, automated transmissions have become standard on all truck ranges, and now represent a very high percentage of all units sold. One of the best examples is the 12-speed TipMatic automated transmission fitted to the TGX 18.540, a development by ZF with MAN’s customised software, which combines perfectly with the D3876 engine, based on the search for greater efficiency with lower consumption. The situation is quite different within the light commercial vehicles segment. Although the use of automatic changes in the urban environment would be more than advisable, auto boxes are not popular in this sector, possibly due to the greater cost in a market where the price is a fundamental aspect in the acquisition. Contradicting this trend, this 3.180 TGE is equipped with the Volkswagen DSG transmission, which is an 8-speed automatic transmission with double clutch. It happens to be one of the best in the business in this type of vehicle, ensuring high levels of driving comfort.

who needs to have everything on hand for daily activities. With a generous front door access, gett ing a comfortable position does not pose any problems, thanks to the different adjustments available on the seat and steering wheel. In addition, the position of the automatic gearshift in the dashboard allows for easy mobility from one side to the other within the cabin. For its part, the TGX 18.540’s XXL cab offers one of the largest living spaces on the market, which is accessed by four steps from the ground. The driving position bears some similarity to the TGE, characterised by the straight lines of the dashboard, typical of this German manufacturer, with all the controls close to the driver’s domain. Th is cabin, the largest of the range offered by MAN, is ideal for two drivers on long distance routes, since, in addition to its generous dimensions, it has two bunk beds, one on top, the other foldable, plus all the storage space required for this type of transport. Over recent years, driver assistance electronic systems have been innovated and developed on all types of vehicles, and those fitted to the TGE and TGX are tangible proof of what is available to commercial vehicle drivers

nowadays. Common in heavy transport vehicles, lane keep assistance, adaptive speed control or emergency braking are already offered, although their installation is more expensive mainly because it’s offered as optional equipment in a marketplace where the cost is too significant for the operator. We did have the opportunity to test all these systems in both models, confi rming their great contribution to road safety, although the behaviour of the similar systems can operate differently, depending on the vehicle. The LGS, for example, or lane keep assist, in the case of the TGX acts with an acoustic warning when the driver involuntarily leaves the line of the road, while in the TGE, it’s electromechanical system allows for selfcorrection. However, with the Adaptive Speed Control, the TGX has the advantage of the Predictive Positioning Control (PPC) programme in which the signal received from the GPS system analyses the following kilometres and adapts the speed accordingly. Th is system is not yet available in the TGE, indeed it would not necessarily be a useful system to have due to this vehicle’s greater use in urban areas.

What is clear with the two vehicles in question is the pure quality of materials and fi nishes inside their cabins, a common aspect in German models. In the TGE what stands out is the functionality of the driving position, since the purpose for which it has been developed, urban distribution, requires continuous ups and downs and ins and outs by the driver Text: Javier Pedroche, ITOY Photos: Juan Caraballo b ll

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14 | LAUNCH PAD

Volvo Trucks ‘Towers’ above with quadruple new truck launch

oronavirus put paid to Volvo Trucks’ best laid plans to continue its launch programme for the four new heavy-duty truck ranges premiered just prior to the extended global lockdown period. However the five month delay allowed Volvo Trucks UK & Ireland to fully prepare the new FH16, FH, FM and FMX press fleet, and Fleet Transport got the privilege to fully appraise the new trucks before they go on sale at dealerships. During the ‘Stay Home – Stay Safe’ period the transport media were kept informed of industry developments through webinars, but while the virtual world remained active, meetings in the flesh ceased and were sadly missed. The same could be said for losing out on seeing the new generation Volvo Trucks for real. In fact, the Volvo Trucks introduction was one of the fi rst global events to be held on-line as COVID-19 began to spread across continents. Naturally, the powers that be at Volvo Trucks HQ in Gothenburg were disappointed that the next phase of

Volvo FH and FM FLEETTRANSPORT | JUL/AUG 20

their launch programme could not happen. Instead of the planned group test event for the trade press, a selection of brand new models were provided to markets across Europe initially, with Fleet Transport one of the fi rst publications to smell, feel, drive and appreciate the shinning new trucks that will carry Volvo into the next decade and beyond. In the lead up to the quadruple reveal, Volvo Trucks carried off another spectacular stunt to clearly demonstrate the power and strength of its four new vehicles. Not to be outdone by any of its previous memorable promotional efforts, the artistic directors scaled new heights, literally – constructing a massive 15 metre, 58 tonne truck tower, stacking the four new trucks on top of each other. To crown it all, Volvo Trucks President Roger Alm stood on top! Quite a feat and like previous editions, it took social media by storm. But it was all in a day’s work for Roger, whose feet are firmly on the ground. “Th is is our biggest launch ever at Volvo Trucks. They will have a

huge impact on our customers’ profitability and ability to compete both for business and the best drivers. I´m used to being on top of things, but for me, shooting the truck tower was defi nitely an unusual day at work. And let’s just say I have a certain respect for heights. I’m a down to earth guy,” said Roger. The fi lm, which was shot on a testing ground near Gothenburg took a month to design, build and ensure it was safe to drive. Essentially Volvo’s heavy duty range has been replaced and improved. The FH, FH16, FM and FMX Series represent about two-thirds of Volvo Trucks’ range and also account for around two-thirds of its sales worldwide. During the research and development process when creating the next generation of these Volvo Trucks, the company surveyed various issues relating to road transport and its future. The focus was primarily on drivers, profitability, running and operating costs as well as truck brand recognition. From these findings, the four new trucks design centred

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Roger Alm

mainly on the driver, environment, safety, efficiency and productivity. As the world comes out of the imposed restrictions from the pandemic, the expected growth in demand for transport will add to the shortage of skilled drivers, and Volvo Trucks aims to attract more young people to the sector with its impressive new lineup. It’s about driver retention too. Roger Alm explains the strategy: “Drivers who handle their truck safely and efficiently are an invaluable asset to any transport company. Responsible driving behaviour can help reduce CO2 emissions and fuel costs, as well as helping reduce the risk of accidents, injury and unplanned downtime. Our new trucks will help drivers work even more safely and productively and give our customers stronger arguments when competing to attract the best drivers.” The various models within the new Volvo Trucks’ range feature restyled cabs, with the FM and FMX getting totally new designs. Areas of concentration centred on all-round visibility, comfort, ergonomics, noise levels, manoeuvrability and safety.

Current owners and drivers of the FM and FMX will appreciate the additional all-round spaciousness of the new FM and FMX cabs. Based on similar style lines of the multi-award winning FH (from the outgoing series) with its striking side profi le, the interior volume has been increased by up to one cubic metre. Visibility is much improved due to larger windows, new mirrors and a lower door line. Other new features include a multi-adjustable steering wheel, a reconfiguration of the bunks for more convenience and interior space, with additional noise insulation for quieter driving. Additional storage and improved interior lighting are also part of the package.

high beam headlights and passenger corner camera, provide a complimentary view of the side of the truck on the side display. Regarding drivelines and powertrains, the choices as previous remain – highly efficient diesels, natural gas and electric. “Both the environment and economics are important factors for haulage companies. As there will not be one singular energy source that addresses all climate change issues, and since different transport segments and assignments will require a variety of solutions, several types of drivelines will continue to exist in parallel for the foreseeable future,” added Roger.

As per the new FH/FH16 the same instrument display functions are carried over to the new FM/FMX. Th is new interface is fully digital with a 12-inch screen supplemented by a 9-inch infotainment display, which can be controlled via buttons on the steering wheel.

Currently, the FH and FM are available with the Euro 6 compliant gas-powered LNG engine that offers fuel efficiency and performance on a par with that of Volvo’s equivalent diesel trucks, but with a far lower climate impact. “The gas engine can run on either biogas, which cuts CO2 by up to 100 percent, or natural gas which reduces CO2 emissions by up to 20 percent when compared with Volvo’s diesels. This relates to emissions from the vehicle during usage, known as tank to wheel,” stated Roger.

As expected, and per the norm with all things Volvo, safety elements have been further enhanced with numerous passive and active systems on board the new FH and FH16 flagship. Functions such as adaptive

New I-Shift transmission selector Text: Jarlath Sweeney - editor@fleet.ie

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16 | LAUNCH PAD

New Volvo FH16 – Premium Flagship different screen views, depending on the situation and information required. Alongside is a 9” display screen that provides infotainment, sat-nav and camera monitoring. Engaging with these systems can be done in several ways from buttons on the steering wheel, through voice control or directing via the touchscreen and display panel controls. Another noticeable change is with the I-Shift gear change selector, which has an illuminated gear selection symbols and new drive modes.

hat can truck designers do to make a flagship truck even more desirable? Enhance it all over, make it even more premium - that’s exactly what Volvo Trucks’ engineers have achieved in redeveloping the range topping FH16. While reflecting on the truck’s renowned properties, the design team has come up with a more streamlined, slicker cab from a visual and aerodynamic aspect. Projecting an image befitt ing its superior power and presence in the heavy-haul, long-distance sector, Ismail Ovacik, Chief Designer Exterior, Volvo Trucks declared that: “With the new Volvo FH16 we have re-imagined the most iconic design elements from our earlier generations and further enhanced them. With the new high tech headlights, for example, we have taken our strong light identity to the next level, while the entire front of the truck has been reworked to convey a more powerful impression.” Ismail’s detailed work included reshaping the headlamp structure, repositioning the thinner cluster slightly outwards to give the truck improved aerodynamic air flow. “Bolder, more sophisticated and confident, the exterior of the Volvo FH16 reflects the fact that this truck is more connected and smarter than ever before,” he added. Its stand-out waterfall themed grille is now stronger in character. The refreshed interior is more driver-centric, enhanced by new colours and trim generating a higher quality feeling to the senses. The upgrade dashboard now has a fully 12-inch high resolution instrument display where the driver can choose between four

As before the 16-litre, 750hp Euro 6 Step D diesel is the most powerful mass-production truck in the business, so nothing has changed here. Likewise, the cab options remain unchanged - Low Sleeper, Sleeper, Globetrotter, Globetrotter XL and for certain markets Glotetrotter XXL. The D16K, 16-litre is also available with lower power options – 550hp/2,800Nm. The I-Shift automated transmission has soft ware packages for different areas of application. Describing the merits of the new FH16, Roger Alm, Volvo Truck President said: “The Volvo FH16 is a genuine premium product that can handle all the most demanding applications and, at the same time, give customers and drivers the best of everything. With the new generation we have created a package that makes no compromises between power and fuel efficiency, comfort and style. The Volvo FH16 delivers everything you expect from a Volvo truck, and more, thereby solidifying our position as the brand for heavy, demanding long-haul operations.” Increased front-axle load capacity, and tag and pusher axles with better steering angles, improve both the manoeuvrability and productivity of the new Volvo FH16. A new 38-tonne bogie is also available for especially demanding operations. Increased front-axle load capacity is provided, with tag and pusher axles now offering better manoeuvrability and productivity. Safety systems have been boosted with the inclusion of Descent Control and the Adaptive Cruise Control operations at all speeds, right down to zero km/h. Other electronic aids include Collision Warning with Emergency Brake & Electronic Stability Control (which is now standard), along with the trusted Volvo Dynamic Steering System. DRIVEN: Volvo FH16.750 6x2 Globetrotter XL On partaking in the fi rst Irish drives of the new range Volvo Trucks, the flagship FH16 (6x2 Pusher) with its 750 hp Euro 6D, naturally drew high attention. While the Globetrotter XL cab does not have a complete flat floor, there is plenty of standing room for the driver all-round inside. As ever the seating position is very good, aided by the multi-adjustable steering column. Furnishing and fitt ings are top class with some nice two-tone colouring around the dash area, seats and panelling. Its new Blue Veiled Th istle Pearl cab colour also got the thumbs up from the Fleet Transport test drive panel. As the route did not feature any hilly sections, its record beating power for a mass production truck was never really challenged even though it grossed 44 tonnes with the Krone box trailer.

FLEETTRANSPORT | JUL/AUG 20

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

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New Volvo FH – Going Forward on a High! while the wiper panel housing is cleaner and slimmer, facilitating a bigger Volvo badge. That said, many proud owners relocate the emblem over the grille to allow for company livery, and place it on the grille itself. The fitt ing of Adaptive High Beam headlights is beneficial. How it works is that the strength of the full beam is adjusted when the camera and radar detector system recognises other vehicles. ACC, EBS, Lane Keeping and Stability Assist are available and the safety package is further added with road sign recognition system that can detect road signs such as overtaking restrictions, road type and speed limits.

fi rm favourite among the truck fraternity, the Volvo FH series is the most successful model range for the Swedish brand with the ‘Iron Mark’ logo. Wonder how many proud owners and drivers know what the letters FH stand for? Well, the ‘F’ is for Forward and the ‘H’ is for High as in High cab.

According to Roger Alm, President of Volvo Trucks, this evolution of the FH Series has been designed with the driver in mind. “The Volvo FH series has been a favourite among truck drivers for many years, especially for those who spend a good portion of their lives on the road. With the new Volvo FH we are continuing our clear focus on designing trucks and offering services that can help drivers do a world class job.” Drivers retention and att raction are key elements also, not to mention the significant impact that drivers make on transport operator’s bottom line – productivity, efficiency and customer service. “A good driver can make a huge contribution to our customer’s profitability. And around the world we see a chronic shortage of truck drivers. By launching this new truck which prioritises the professional driver’s productivity and comfort, we have taken an important step forward in helping our customers att ract and retain the best drivers,” claimed Roger. Volvo Trucks’ new look or family identity is probably most prominent on the new FH. Slimmer V-shaped headlights and the repositioning of the indicators to the door changes its appearance somewhat,

New FH further delivers on fuel economy. Using various driveline and chassis configurations, the FH series, like before, can be tailored to suit a broad range of applications, with substantial modifications to achieve significant fuel and CO2 savings. For instance, the FH with I-Save for the Euro 6D D13TC engine is said to deliver fuel savings of up to 7%. As with the previous generation FHs, the model year 2020/21 versions will feature the I-Shift Dual Clutch transmission, which ensures shunt free gear changes. It’s particularly advantageous during demanding operations such as transporting liquid or bulk loads as it minimises movement on cargo during gear changes. Productivity, another important customer priority, is further optimised on the Volvo FH due to its capacity for increased front axle loads, as well as tag and pusher axles with improved steering angles to reduce tyre wear and improve manoeuvrability. The truck is also available with Tandem Axle Lift, enabling the rear axle to be disengaged and raised when the truck is not loaded, reducing the fuel consumption. Cab choice includes Low Sleeper, Sleeper and three types of Globetrotters – Standard, XL and XXL. A selection of exterior and interior trim packages are available also. The D13K diesel engine offering stretches from 420 to 540 hp with the 460 & 500hp blocks in between. The G13C LNG Natural Gas (420 & 460hp) options on sale in certain countries (where the fi lling infrastructure exists). DRIVEN: Volvo FH.540 6x2 Globetrotter The modifications made to upgrade the FH brings the heavy-duty truck series up to speed with the opposition (and beyond some). From the facelifted exterior to the superior fi nish to the dash area together with the easy to use infotainment system, the new FH has a lot going for it. What made the FH.540 6x2 with steered pusher axle pleasing was the Dual Clutch system on the 12-speed I-Shift automated box, which assured extremely smooth and seamless gear changes. Noise levels were notably reduced too. Add Volvo’s Dynamic Steering and Volvo’s Engine Brake + (Plus) and you’ve got a superbly efficient, productive and economical long-haul tractor unit. Finished in Grey Nordic Light Pearl paint job, it too looked the part.

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

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VOLVO TRUCKS â&#x20AC;&#x201C;

Volvo Trucks - Dealer Network - Ireland Irish Commercials Volvo Truck & Bus

Irish Commercials (Galway)

Naas, County Kildare Tel: (045) 879 881

Oranmore, County Galway Tel: (091) 751 984

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McCarthy Commercials Ltd. (Kilkenny)

Santry, County Dublin Tel: (01) 905 9595

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McCarthy Commercials Ltd. (Limerick)

McDonnell Commercials (Monaghan) Limited

Clonlara, County Clare Tel: (061) 356 360

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McCarthy Commercials (Cork) Watergrasshill, County Cork Tel: (021) 488 9700

20 | LAUNCH PAD

New Volvo FM - More Spacious & Driver-centric driver’s interactions and minimise distractions when accessing critical information,” she added. Like the other models within the new Volvo Truck family, the FM has the 9” side display unit that caters for all infotainment and navigation needs plus camera monitoring. These systems are connectable through the steering wheel controls. Behind the driver’s seat is a raised bunk, with bigger storage areas underneath the bed and upper rear storage compartments (with LED illumination). Then there is the new slimmer I-Shift gear shift housing.

rior to the introduction of the new Volvo Trucks FM Series, trade journalists were given an indication of what the new cab would look like when the Electric versions were launched some months beforehand. The replacement of the FM generation was eagerly awaited as the popular national haulage and regional distribution range has becoming outdated in recent times. There’s no doubt that the new model’s cab design is more driver focussed, delivering higher levels of comfort and safety. Carina Byström, Chief Designer Interior for Volvo Trucks explains what has been achieved with the newly designed cab: “The new Volvo FM is the versatile workhorse of our range – agile and fit to serve its purpose of being spacious, safe and comfortable for drivers. We’ve also achieved very good visibility using a lowered door line, new rear view mirrors and a passenger corner camera,” she said. Carina further explained how this has been achieved: “The new cab has raised A-pillars that give it up to one extra cubic metre of space and more light. It also comes with smart technology that underpins Volvo’s focus on creating the ultimate mobile office for drivers. The interior is highlighted by a new dashboard offering more storage space, new colours and a modern dynamic display. The cluster includes a 12-inch high-resolution instrument display with a user-friendly interface where the driver can easily see important information and select between four different screen views, depending on the driving situation. The instrument display, which comes ready for future updates and connected services, is designed to simplify the

The exterior of the cab features similar lines to the bigger FH cab, which made a big impression when originally launched in 2012, especially with its side profile styling. It’s more aerodynamic in shape, with distinctive lines on the front, while the new mesh pattern on the grille nicely offsets the distinctive V-shape headlamps. As you’d expect, all the safety systems are on board, some from before and some newly developed. Adaptive Cruise Control (ACC), Electronically controlled Brake System (EBS), Lane-Keeping and Stability Assist and Volvo Dynamic Steering are features that either come as standard or are optional. For more urban orientated driving, fitting of a passenger corner camera gives an added view of the side of the truck. A wide selection of 11-litre and 13-litre diesel engines from 330hp to 500hp are available. Certain markets will get an LNG Natural Gas offering with 420 and 460hp. Meanwhile the new FM has the broadest range of cab choices with Day, Low Day, Low Sleeper, Sleeper, Globetrotter and Crew Cab on the order list. According to Roger Alm, President, Volvo Trucks the new Volvo FM heavy-duty truck is designed to deliver productivity. “Spacious and with exceptional visibility, the new Volvo FM heavy duty truck is designed to be the ultimate workplace on wheels in all segments. Drivers are one of the most important assets in the transport industry. With the new Volvo FM we are introducing a versatile working tool that is also a haven of comfort, allowing our customers to attract and retain the best drivers that will keep their operations moving successfully.” DRIVEN: Volvo FM.420 4x2 Globetrotter When the FH4 was launched in 2012, it was a revelation in terms of cab design, especially when it came to all-round visibility. For the new FM, the Volvo design team took the FH template and somehow managed to duplicate the theme, that works even better as blind spots are a more prevalent issue for the application the FM operates under. Upon sitting into the driver’s seat, the wow factor hits immediately. That feeling begins with the low window line on the doors, the large windscreens and the new mirror housing with its larger gap between it and the narrower A pillar. No doubt the FM had been losing the race in its sector due to its dated cab, which in fairness served the brand well. As time moves on so too does the driver and need for improvement on comfort and safety elements and the new FM meets all these requirements and more. Configured with low profi le tyres and special supermarket spec twin-axle Krone trailer with rear steer, the complete package is the business!

FLEETTRANSPORT | JUL/AUG 20

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

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Volvo FMX II – Coming Soon! Specific to the FMX to tackle the tasks it will be asked to undertake is the new traction control panel that aids the driver to easily and quickly handle potentially dangerous situations, both on and offroad. The vehicle can gain more traction with the driver engaging the differential loads simply by turning a knob and the traction status can be monitored on the instrument display on the centre console. Mr. Alm also highlighted the Gross Carrying Weight (GCW) of the FMX peaking at 150 tonnes – the heaviest addition to Volvo’s chassis range: “The front air suspension has been updated, allowing for front axle loads of up to 10 tonnes, or 20 tonnes for double front axles. For trucks with a steered tag or pusher axle, the steering angles have been increased, resulting in better manoeuvrability and reduced tyre wear. All these improvements add up to greater productivity and cost efficiencies for construction transportation tasks.”

hen the Volvo Trucks FMX initially arrived it created an instant impact with its robust features and muscular att ributes. The FMX was based on the successful FM multi-axle range with unique enhancements to cater for tough construction and heavy haulage sectors. The new generation FMX has already proved its worth, by performing a star role as the platform truck for Volvo’s ‘Truck Tower’ whereby the 8x4 rigid (with tri-axle trailer) supported the new FH16, FH and FM stacked one above the other. Now boasting increased front axle loads of up to 20 tonnes and a 38 tonne bogie, the new FMX is, according to Roger Alm, President, Volvo Trucks, “built for the toughest conditions and most demanding assignments.” Similar to the newly developed FM, the latest FMX comes with increased space in the day cab and additional storage of up to 800 litres. All round visibility is improved by the lower door line and repositioned rear view mirrors. The new interior has been transformed with new colours, new dashboard and driver interface systems. The touchscreen infotainment display is similar to the other new models launched, synergies that have cost benefits and serviceability advantages.

Passive and active safety systems and programmes, some of them optional, are on par with those in Volvo’s other products. Engine options include the D11K with 330, 380, 430 and 460 hp power outputs, and the D13K with horsepower options of 420, 460, 500 and 540 hp. Cab choice is similar to the new FM line up, although one difference with the cab design is that the FMX comes with an optional steel roof hatch with an emergency exit handle that removes the entire hatch. “Our construction industry customers are facing ever increasing demands to improve in areas such as sustainability, cost efficiency, safety and productivity. With the launch of the new Volvo FMX, we are proving our commitment to supporting these customers by creating robust trucks and innovative services to assist in making their operations easier, safer and more profitable,” Roger said. In conclusion, he added: “By designing the robust new FMX construction truck that can carry more tonnes and manoeuvre more easily, while keeping the driver safe and comfortable, Volvo Trucks can help increase both productivity and profitability in the construction industry.” DRIVEN: Volvo FMX.460 8x4 (Day) Hard to believe that the FMX, Volvo Trucks’ special construction and heavy haul range was originally launched ten years ago. From the outset, it had an identity of its own with its muscular appearance and ‘tough’ touches to differentiate it from the FM 8-wheeler, for instance. While in keeping with the original look of the new Volvo Trucks’ line up, the FMX does keep its unique identity and ruggedness. Nothing rugged about the driveline however as the 460 8x4 with Thompson tipper body grossing 32 tonnes was effortless to drive. Fitt ings around the new cabin impressed and the FMX’s interior design such as the centre console, dash area and touch screens are similar to the new Volvo Trucks’ family. As per the new FM, the mechanically adjusted steering column, now with neck tilt ensured the perfect driving position, with supreme all-round visibility.

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

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22 | TIMES PAST

Volvo Museum Gothenburg: 90 years of history at a glance

he Volvo Museum in Arendal at the outer section of the Port of Gothenburg is highly recommended to anyone who comes north via Gothenburg or those who wish to make a sensible use of a few hours waiting time for the ferry home. With

FLEETTRANSPORT | JUL/AUG 20

around 7,000 square meters of exhibition space, the museum used by Volvo Cars and Volvo Trucks is not huge, but it shows the highlights of Swedish vehicles since 1927 in a beautiful thematic surroundings. The subject areas for passenger cars and

trucks are structured separately, just as the two vehicle Groups have been for a good few years now. Among the exhibits on the Volvo Trucks side is the fi rst truck from 1928, which highlights the iconic â&#x20AC;&#x2DC;Iron Markâ&#x20AC;&#x2122; Volvo logo on the radiator grille: the pre-War platform truck and the robust Hauber from

TIMES PAST | 23

In the extensive halls of as yet unrestored collection pieces, in addition to a number of brand new car models, there is also a whole host of Volvo trucks that have shaped our roads. Over the years, the inventory is refreshed and the exhibits are changed regularly, so that a second visit to the museum, which fi rst opened in 1995, is always worthwhile. There is plenty of parking space near the quay, while a nicely furnished cafeteria and the obligatory souvenir shop complete the museum offers. the 1950s. Also featured is the legendary F89, where Volvo gained its great reputation as the truck for long-distance transport. The exhibits from the 80s and 90s also evoke memories from a time when trucks were still fully manually controlled and the only predictive cruise control ( I-See) was via the driver’s eyes. Text: Oliver Willms - ITOY

Historic aircraft engines up to the jet powered Saab Viggen also feature as well as construction vehicles and a more than extensive collection cars which round off the visit nicely. In addition to the original Volvo P 1800 by TV adventurer Simon Templar (The Saint), one can also take a look at the classic pre-War sedans.

Entry costs 100 SEK (around €9.30), and the museum is open Mon-Fri from 10 a.m. to 5 p.m., Saturday and Sunday from 11 a.m. to 4 p.m. Mondays are always closed between October 1st and April 30th. Address: Arendals Skans, 40 508 Göteborg, Tel: +46 (0) 31-66 48 14, email: museum@ volvo.com Oliver Willms - ITOY www.fleet.ie

24 | MILESTONE

Silver Lining for Mercedes-Benz Sprinter in reaching 25 years

or a quarter-century now, the name Sprinter has been synonymous with an entire class of vehicles. Highlighting the attributes of the current generation and to mark its 25th anniversary, Mercedes-Benz is taking a journey through time reflecting on the success story of the Sprinter van whose predecessors entered service as far back in 1955. In the third episode of Meet Mercedes DIGITAL, Norbert Kunz, Head of Marketing, Mercedes-Benz Sprinter, and Benjamin Kaehler, Head of eDrive@VANs (pictured), presented the large van’s development and highlighted the features of the current Sprinter generation, which includes the fully electric eSprinter, Mercedes-Benz Vans urban ‘last mile delivery’ vehicle. “The secret of the Sprinter’s success is its versatility which has been our top priority next to the focus on safety since its market launch in 1995. Thanks to its wide

Volvo FM FLEETTRANSPORT | JUL/AUG 20

range of variants, it is also the fi rst choice when it comes to solutions for up-fitters (bodybuilders),” stated Norbert Kunz. Part of the versatility of the van is that it has always included a wide range of engine, transmission and drivetrain variants. “The eSprinter continues the Sprinter’s tradition of offering diversity in terms of powertrains as well as the consistent electrification of Mercedes-Benz Vans’ product portfolio,” Benjamin Kaehler explained. “It offers the possibility of delivering goods, driving to the construction site or carrying out service work - and all in a future-oriented, locally emission-free manner.” The third Sprinter generation has combined practical, modern design with comfort and safety features normally only found in passenger cars. The comprehensive online connectivity options are revolutionary for the commercial environment: The services of Mercedes PRO connect and the

multimedia system MBUX (Mercedes-Benz User Experience) create new possibilities for the management of large fleets as well as for small to medium business enterprises. For example, orders can be controlled online and vehicle information such as location, fuel level or maintenance status can be checked almost in real time. Eight module packages with centralised services are available for Mercedes PRO connect. The Sprinter’s selection of models and versions are impressive. More than 1,000 different variants can be assembled from the possible combinations of bodies, chassis, drive concepts, gross vehicle weight capacities and equipment details alone. For generation 3, more options are also offered for the powertrain with front-wheel drive available for the fi rst time and two newly developed transmissions including a 9-speed automatic torque converter transmission. With these drivelines and the different panel van and cab types, including chassis cowl, the so-called tractor head, the current Sprinter is ideal for conversion to a mini/midi-bus and campervan/motorhome - options that numerous up-fitters are taking advantage of in this expanding segment. The eSprinter introduced into the range at the end of 2019 is already making an essential contribution in turning the vision of locally emission-free delivery traffic into reality. “It is just as economical, reliable and flexible as before when it comes to distributing goods, visiting construction sites or going out for service work - but performs these tasks with zero local emissions. Its electric front wheel drive delivers up to 85 kW (peak performance) with a torque of up to 295 Newton meters,” added Norbert.

MILESTONE | 25 A variable charging and battery offering takes individual needs into account: Option 1 has a usable battery capacity of 47 kWh, an average range of 168 kilometres with a maximum payload of 891 kilograms. A second battery option has a usable battery capacity of 35 kWh, generating a range of 120 kilometres. In return, the maximum payload increases to 1,045 kilograms. Flexibility is also provided with the integrated fast-charging function which allows the battery to be charged from 10 percent to 80 percent within approximately 25 minutes. The top speed of the eSprinter can also be configured to suit the purpose: to a maximum speed of 80 km/h, 100 km/h or 120 km/h. For many fleet operators, it is important to precisely analyse feasibility, economy and efficiency before switching to electric drives. Typical driving profi les, operating times, ranges as well as loading times are decisive parameters and require a holistic approach. As part of its eDrive@VANs strategy, Mercedes-Benz Vans has taken this need into account and established an ecosystem for this shift in individual mobility. Key aspects of the service include consulting and supporting apps and tools for selecting the vehicle and the required charging infrastructure, for determining driving profi les and for considering the total cost of ownership. Since 1995, the Mercedes-Benz Sprinter has been a front-runner in the 3.0 and 5.5 tonnes GVW segments globally. Sold all over the world, almost four million units have been built and sold in more than 130 countries. In recent times, the Sprinter has contributed to the transition to e-commerce: at a time when hardly anyone could have envisaged the depth of online trade we have today, the Stuttgart brand continues to evolve the Sprinter to ensure operational efficiency for the logistics challenges that lie ahead.

back to the Mercedes-Benz L 319 which debuted in 1955. As the fi rst van with the triple-pointed-star on its radiator grille, it had a gross vehicle weight of 3.6 tons and was powered by the 43 hp diesel engine of the 180 D passenger car. In 1967, the T2 series, known as the “Düsseldorf Transporter” was launched. In production for almost 30 years, it revolutionised the van market of that era. Power steering, even an automatic transmission and up to 130 hp diesel engines as well as noticeably better soundproofi ng brought comfort and ergonomics into focus.

The “Bremen Transporter” or T1, introduced in 1977, is considered the direct descendant of the Mercedes-Benz Sprinter. For the fi rst time, the series was equipped with front disc brakes. Later, ABS and air conditioning systems represented further innovations in the commercial vehicle segment. “For a quarter-century now, the name Sprinter has been synonymous with an entire class of vehicles. With the highlights of the current generation and the eSprinter, Mercedes-Benz Vans has once again set standards for urban delivery traffic,” concluded a proud Benjamin.

Each generation has set standards, particularly in terms of safety, ergonomics, efficiency and comfort. As an example, Mercedes-Benz was the fi rst van manufacturer to introduce the anti-lock braking system ABS as standard equipment in 1995. Other fi rsts included Electronic Stability Program ESP in 2002 and Crosswind Assist in 2013. 1995 might have seen the arrival of the fi rst Sprinter, but that model was itself created from 40 years of van expertise at Mercedes-Benz, harking all the way Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

26 | LCV

MAXUS enters LCV marketplace with Deliver 9 & e Deliver 3

while a network of specialist converters can also create a bespoke van to cater for all driver and business needs. Speaking at the launch of new DELIVER 9 model, Mark Barrett, General Manager of Harris Automotive Distributors UC (MAXUS/LDV), said: “MAXUS is a brand that is laying down a marker for the future of motoring. Our new flagship LCV, the DELIVER 9, exemplifies MAXUS’ focus on innovation, customisation and reputation. Everything about this van is of superior quality and showcases what we at MAXUS are all about. We want to give everyone a pure driving experience, every time.” Pricing for the DELIVER 9 starts from €26,341 ex. VAT (RWD, Long hi-roof) and is available to order now for delivery this July.

ollowing its rebranding from LDV to MAXUS in April, the Chinese automotive manufacturer SAIC Motor has introduced new platform light commercial vehicles with the Deliver 9 flagship range and e Deliver 3 all-electric mid-sized van. Available in both standard and luxury models, the DELIVER 9 comes with a very competitive price programme. Boasting the promotional tag-line from its distributors, the Harris Group, ’The pure driving experience’ , the DELIVER 9 is powered by a SAIC Euro 6D 2.0-litre turbodiesel engine and 163PS and 375Nm of torque. All models include electric power steering and autonomous emergency braking, as well as a manual DPF regeneration button, a feature that fleet managers will appreciate. Its practical load area features a heavy-duty bulkhead and rear doors that open to 260

Deliver 9 Interior FLEETTRANSPORT | JUL/AUG 20

degrees for easy loading. Extra features include low rear step, lashing rings, grab handles and an LED illuminated load compartment.

All MAXUS vehicles come with five years warranty or 200,000 KM (125,000 miles) and include five years roadside assistance cover as standard.

Inside, a touch-screen-enabled infotainment system means that drivers can stay safely connected while on the road, with Apple Car Play and Android Auto connectivity at their fingertips. The high-spec Luxury DELIVER 9 model also includes cutting-edge technology features such as mirror link, blind-spot monitors and keyless entry.

e DELIVER 3 from MAXUS is key Having appraised the first pre-production models of the then called LDV EV30 mediumsized electric van, the Harris Group, importers and distributors of the Chinese automotive manufacturer SAIC Motors, ensured that when the newly branded MAXUS e Deliver 3 was introduced, it was ready for European markets.

The DELIVER 9 will be the Harris Group’s most comprehensive and versatile LCV offering to date. With a choice of front or rear-wheel drive, it’s available in 3 lengths: Long 5940mm, Medium 5546mm and Short 5180mm, and comes with the option of 3 heights: Extra-High 2755mm, High 2535mm and Medium 2385mm. Variants in the DELIVER 9 range cover from crew cab and chassis/platform to minibus models,

The e DELIVER 3 is a fully electric, zero emission light commercial with an impressive range, clocking up to 320km (NEDC)/240km combined WLTP) on a single charge (52.5kWh battery). It has been billed as the little brother to its predecessor, the EV80, but is the first vehicle by MAXUS that is only available as a fully electric model with no other powertrain options. The MAXUS e DELIVER 3 is available in three variants with

eDeliver 3 Interior

LCV | 27 Now, the EV80 is a reliable choice for fleet drivers and decision makers who want to avoid heft y congestion charges, future-proof their business and join the green revolution. Th is means the natural next step for Harris and the MAXUS brand is to offer more options to its customers. With the launch of the e DELIVER 3, there is now even more choice for businesses looking to invest in a green fleet.

eDeliver 3

two wheelbase options: a short wheelbase panel van, a long wheelbase panel van and a long wheelbase platform chassis. For the MAXUS brand, a strong and ecofriendly image resonates according to Mark Barrett: “2020 has heralded the start of a new era in which we can offer our customers even more variety in terms of zero emission commercial vehicles. The e DELIVER 3 marks our entrance into the small commercial vehicle market and is the first van in the MAXUS portfolio that will not offer a diesel engine alternative. For MAXUS, this is proof that green motoring is the future, and the future is now. As part of our commitment to a green motoring industry, we work hard to ensure the right support infrastructure is in place for both current and future customers. Charging points are the key to supporting EV drivers, and without those supports in place, there can be no motoring revolution. It’s something we take very seriously and

urge Governments to prioritise in the coming months and years, especially as 2030 targets loom closer. “We’re extremely proud to be in a position to introduce the e DELIVER 3 and despite current economic challenges, we believe this to be MAXUS’ year. This is down to our dedicated team, the right partners and a confidence in our new platform vehicles that remains unshaken,” he said. The evolution of MAXUS’ electric vehicles Over the last few years, the Harris Group has been paving the way with Electric Vehicles (EVs) in the UK and Ireland following the launch of its fi rst electric van, the EV80 in 2016. Designed with zero emissions technology together with advanced electric power systems and boasting a proven 200km range on a single charge, the EV80 was predicted to be a game-changer among industry experts. Th is proved to be true.

Denise Harris, CEO of The Harris Group; John McEvoy, COO, The Harris Group and Mark Barrett , General Manager of Harris Automotive Distributors UC (MAXUS/LDV). Text & Photos: Jarlath Sweeney - editor@fleet.ie

Now is the time to go electric, according to Mark: “Experts estimate that there will be 140 million electric vehicles on the road globally by the end of the decade as a direct result of governments signing the 2030 Paris Climate Agreement. Th is means that in the next ten years, combustion engines will be phased out and everyone - businesses included - will have to think practically and seriously about greener transport options. The e DELIVER 3 is a serious contender and offers among the best value out there for businesses looking to make the switch.” John McEvoy, COO, The Harris Group, added: “We are excited by the potential of the new MAXUS range and truly believe that it represents a game-changer for the commercial vehicle market, especially in relation to the EV sector. We are extremely proud to be part of such an important change in transport infrastructure’s move to a greener environment.” Currently, the Harris Group represents the MAXUS brand in a total of seven territories: the UK, Ireland, Jersey, Guernsey, Isle of Man, Malta and Cyprus. There are almost 30 dealers in the UK together with 24 in the Republic of Ireland (exclusive of service-only dealers). The names behind MAXUS Innovative, thought-leading and futurefocused, Shanghai Automotive Industry Corporation (SAIC) is the name behind MAXUS and is the largest automotive company in China. Based in Shanghai, SAIC produces almost seven million vehicles each year for both domestic and international markets and is a Fortune Global 500 listed company of almost 100,000 employees. SAIC has a number of well-known brands within its portfolio including, since 2010, the acclaimed MAXUS (formerly LDV) range of LCVs. It has invested more than €2 billion in this brand, with a strong focus on safety, innovation and the introduction of new products to the range, including a suite of EVs that are already setting the standard for the future of eco-fuelled commercial motoring. www.fleet.ie

28 | REPORT II

Ford introduces LCV Uptime programme; Adds to Transit family

Ford's new Transit Active Range

espite the dramatic fall-off in light commercial vehicles sales across Europe due to the Coronavirus pandemic, Ford has managed to increase its market share, by almost two percentage points. That was just one of the taking points from a webinar presentation by Ford of Europe, with Hans Schep, General Manager, Commercial Vehicles, hosting proceedings. During the COVID-19 lockdown period, Ford was actively helping out on both sides of the frontline, mostly behind the scenes, ensuring that key workers were kept mobile and supplied with PPEs. Th rough its dealer network emergency vehicles were provided and maintained, while fleet customers were looked after with immediate aftersales care. Then at its Dunton factory in the UK (and also at its EU plants), systems were installed to produce PPE equipment such as facemasks and face shields. Looking beyond and preparing for the ‘new normal’, Ford is about to launch special versions of the Transit family such as the Trial AWD and Active leisure ranges. Beyond that and over the horizon is collaboration with Volkswagen Commercial Vehicles, with more details now being made available. Brendan Lyne, (a Munster native), Director, CV Sales & Marketing at Ford EU outlined the year-to-date sales figures which show a 37% decrease over the fi rst five months of 2019 (-443,736 units), with Britain, Spain, Italy, Sweden, Romania and Poland all recording around 40% decline in their overall marketplace. “Ford is ranked fi rst as a single LCV nameplate with 14.3% market share YTD,” he said. Next in line is Mercedes-Benz, which gained business over the period, on 12.8%, with VWCV third on 10.8% with Renault Pro+ and Fiat Professional completing the top five. However, if Groupe PSA brand figures were put together as in Peugeot, Citroen and Opel/Vauxhall, that combination would head the leader board.

FLEETTRANSPORT | JUL/AUG 20

In the 1-tonne category, the Ford badge is number one with the Transit Custom line-up, marginally ahead of Volkswagen, with PSA together with Toyota Professional closing in. In the Pick-up category, the Ranger is runaway leader, more than 10% up on its nearest rival, the Toyota Hilux, with the new Mitsubishi L200 on its tail(board). Driving Ford Commercial Vehicles forward is its revised aftermarket campaign, which proved its effectiveness during COVID-19. Termed ‘Uptime’, Owen Gregory, Director CV Aftersales, explained that it’s all about eliminating downtime: “Uptime is the primary driver for fleet effectiveness and Ford has expanded its team to deliver increased support with enhanced connectivity with dealers and customer’s vehicles.” To further strengthen the focus in this area, new Uptime Centres are being rolled out together with added features from its fleet management system, called Ford Pass Pro. Following on from the feature on Ford’s Conversion programme in the June edition of Fleet Van & Utility, Paul Baynes, manager CV Conversions explained that he and his team have kept in contact with its authorised converters during COVID-19. He said that while 50% of the coachbuilders were closed, with conversions activity down 95%, Ford, in tandem with its converters was able to meet increased demand from frontline workers such as Blue-Light emergency services, supermarkets/home delivery and mobile leisure vehicle users. To adhere to the required social distancing requirements, bespoke and generic partition fitt ings had to be installed in vehicles. Nicholas Whyman, Transit Product Manager highlighted the new product lines due for launch by Ford during 2020 and beyond. The new Trial and Active edition models within the Transit family are key elements of Ford LCV’s sales growth strategy, according to Nicholas. “The two new series share a common message – enhanced

REPORT II | 29 Ford 2020 Transit Trail Range

Ford 2020 Transit Connect Active

Interior Ford 2020 Transit Custom Active

capability and great design,” he said. “Building on the success of the Sport and Limited editions, the new Trial and Active models expand on our existing customer base. Trail is targeting small businesses and fleet customers, with the Active seeking dual-use and lifestyle customers,” he added. With the Trial series, enhanced traction comes as standard with mLSD (mild Limited Slip Differential) on Transit Custom and a choice of mLSD or AWD (All-Wheel-Drive) on Transit, he explained. Special exterior and interior trimmings set the Trial apart from the standard Transits. Introducing the Active range, Nicholas mentioned that “our customers lead increasingly active lives” and therefore the Active models were created to cater for their outdoor leisure pursuits. Available across the Transit Custom and Tourneo Custom ranges in both short and long wheelbase forms, with manual and automatic gearboxes, mLSD is optional on the manual transmission variants. Nicholas also announced news of the pending addition of the Active theme on the Transit and Tourneo Connect line-up.

Interior Ford 2020 Transit Trail

Ford 2020 Transit Trail

Details were also relayed about the next phase of the Ford and Volkswagen Commercial vehicles collaboration projects with a clear indication of what is in the pipeline. Hans Schep stated that the new partnership is set to deliver up to 8 million commercial vehicles, with Ford to build the Pick-up and medium sized van for both parties, while VWCV will produce the (new) city van. Although not mentioned or confi rmed (as yet), VWCV will probably produce the large van for the two companies (plus MAN?) , spelling out the end of the big Transit as we know it. Separately, Ford will add battery electric versions of the Transit (and the F-150 Pick-up in the US) in the next 24 months. Text: Jarlath Sweeney - IVOTY - editor@fleet.ie

www.fleet.ie

30 | SHIPPING & FREIGHT

Signiﬁcant developments in services through Irish Ports

espite much of the world going into lockdown last March following the arrival of the Coronavirus pandemic, the freight shipping sector has remained strong, though challenged. The passenger traffic that has been a vital element of the ferry business in many parts of the world including Scandinavia and the western English Channel has almost disappeared and this had led to the lay-up of a number of vessels and the likely cessation of some services on a permanent basis. Most ferry services linking Ireland with English, Welsh and Continental ports are focused mainly on freight traffic while the Lo-Lo services are entirely freight carriers. At the trough of the COVID-19 lockdown these services reported volume drops of up to 40%, but maintained their sailing schedules and, in doing so, enabled traffic to flow through the system with minimal delays. It’s clear that throughout the lockdown period shipments of pharmaceuticals, medical devices and agri-food kept moving. All of these are significant players in the Irish economic model. Added to this was the switch of volumes that would in normal times have left Ireland by air by making use of the significant underfloor capacity in passenger aircraft. 65% of Irish airfreight travels in that way, to trailer or container shipment. By early June and with the lockdowns being loosened throughout Europe and further afield, traffic volumes on all services increased to, in many cases, pre-COVID levels. Following the successful switch by Brittany Ferries of its Ireland/ Spain service to a Rosslare/Bilbao operation in February there was a lull in service changes until the commencement in May of the CLdN Con-Ro service which now sails each Sunday from Ringaskiddy to Zeebrugge. CLdN also announced the restoration of its third weekly Dublin/Zeebrugge rotation and followed up in June with the opening of a new weekly Dublin/Liverpool/Santander Con-Ro service. Th is service also incorporates an extra Dublin/Liverpool rotation. Britt any Ferries Kerry

HLAG Reefer

Freight Forwarder, XPO Logistics has completed trials ahead of opening a rail freight service linking Ballina and Waterford Belview. The service is scheduled to start in Q4 2020 and link in with the Samskip service to and from Rotterdam. CMA CGM has launched its CMA CGM Intermodal product focused on shifting inland container transport away from road haulage to Rail and Barge. It will continue to use existing rail freight services serving major ports and terminals as well as chartering own trains for specialised traffic flows. Rosslare Europort will launch a new website in July in advance of the end of the UK’s Transition phase with the European Union (EU). It is intended to be a resource for all port users and its introduction is part of a Port development programme. The port of Zeebrugge, which is currently exploring a close co-operation or merger deal with the port of Antwerp has also recently launched an intermodal route planner based on the port. Independent Container Lines (ICL) has launched a weekly Lo-Lo service from Ringaskiddy to the US Ports of Chester, near Philadelphia and Wilmington, North Carolina. Transit times to Chester is 10 days, while to Wilmington it is 12 days. The service is operated by a fleet of 3,000 TEU vessels and the line offers a wide range of container equipment. It is becoming clear that the slow pace of restoration of passenger air services, particularly those to several US destinations will force a considerable re-think of the ways in which air freight is shipped into and out of Ireland. Th is may involve a switch to all-cargo fl ights operators by the integrators and others and to surface transport.

Seatruck added an additional Thursday sailing from Dublin to Liverpool, returning on Friday, while BG Freight Line has increased the frequency of its Lo-Lo service operating between the same ports to three round trips weekly. The weekly BG Freight Line service launched in July 2019 linking Waterford and Rotterdam has received a considerable traffic boost following completion of an agreement with Hapag-Lloyd to carry its feeder traffic from the Munster region. Waterford is now a “Bill of Lading Port” for several deep-sea lines, something that would encourage more regional container traffic to move through the port. CMA-CGM has announced the opening of a Dublin/Rotterdam LoLo service under the Containerships brand. The service will operate into the Rotterdam Short Sea terminal close to the city centre. FLEETTRANSPORT | JUL/AUG 20

Independent Vision Text: Howard Knott - howard@fleet.ie

COMMENT | 31

Is BREXIT a runaway train?

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

Thee u Th ul ultimate lti tim maate ate te iindustrial nd n dus ustr tria ial ve vvehicle ehi ehi hicclle le TIGON, TIIGO T IGO GON, N, the the he result res e su ullt of of cooperation coooop peerraattiion ioon n between beettw weeen en Tatra Taattra ra Trucks Tru Tr rucckk s and and Rosenbauer. an Roose R Rose senbau nbau nb aue uer er.

t the time of writing, the big issues on radio and TV are COV ID-19 and the Government formation. Soon, all will be calm on both matters and the slow climb back to whatever the new normal is in both health and politics will have got underway. Maybe the sun will be shining, and people may be tempted to think of long lazy days on the beach stretching ahead. The bad news is that that would be a forlorn hope, as the thundering freight train that is Brexit will be bearing down on all the European Union (EU) and on Ireland in particular. It is a train that might have got buried in the COVID undergrowth for a number of months, but as the June deadline for the UK to request an extension of the Transition period towards the fi nal separation passed, the whole picture has become much scarier. Neither side can claim that any real progress had been made in the discussions and with complete silence from the UK side on the extension, more talk of ‘terrific’ trade deals is required. Th is morning I listened in to a Zoom talk organised by the Irish Exporters Association and addressed by Máiréad McGuinness, Vice-President of the European Parliament. As ever, she was extremely succinct and calm and appeared to be willing to give all of those involved in the negotiations between the EU Text: Howard Knott - howard@fleet.ie

and the UK the benefit of any possible doubt. Her message was crystal-clear however, that come 31 December next the Transition period will be over and whatever form of agreement has been negotiated will swing into place. If there is no agreement, then we are all in for an extremely difficult few years. Just to make things even gloomier, I had not realised that, in order to get any sort of Trade deal into place in time for the breakup, it will have to be agreed by, at the latest, mid-October. Then it will have to go to each of the EU Parliaments and to the UK Parliament for ratification, before coming into effect. I recall that a couple of years ago when the EU fi nally got a trade deal agreed with the Canadian Government after, I think, it was seven years of negotiation, the whole thing was held up for months by a Belgian Regional Government. Th is time only national Governments will be making decisions, but that’s still twentyeight parliaments agreeing to something that impacts in quite different ways on each Government. All of this means that the promised supercharged negotiations that are planned to start in early July will have to be wrapped up by the end of September, all during a period in which some, at least, would like to be taking their annual holidays.

Clearly some deal is better than no deal, particularly one that enables trade to continue without any tariff s, quotas or other trade impediments. However, even then any business making or buying any of the one billion euro a week worth of product traded between Ireland and the UK is facing into a completely new world of controls and regulations. Freight Forwarders and others involved in the facilitation of the movement of goods across the Irish Sea, together with the carriers of those goods will be at the sharp end of all of this. Despite the promises of no visible border on the island of Ireland, businesses trading between both parts of Ireland will not be able to escape some form of surveillance to ensure that products that do not meet the technical standards being maintained in the other bloc do not slip through. The COVID-19 pandemic has pushed the BREXIT preparedness training for all parties involved in trading involving the UK to one side. It is now imperative that all of that is dusted down and everybody is fully brought up to speed. Th is must involve not just putt ing the paperwork and IT into place, but also real live trials at ports and airports as well as on board ships and aircraft . 1 January, 2021, when ferries are queuing up outside Irish Sea ports, will be too late to fi nd out that something was missed in the preparation. www.fleet.ie

32 | FINANCE

Safeguarding your Business The Enemy Within

Goodyear Fleet Tracker

n average Irish companies are losing 20% of margin each year from the bottom line due to internal theft and misappropriation. In this time of crisis there is no scope to allow this activity in business but unfortunately desperate times will result in desperate actions by some. There is no reason to believe that transport fi rms are below average in these stakes and it is frightening to believe that hard earned profit can disappear before the eyes of the owner/senior management due to employee activities. Many fi rms choose to ignore this threat, with those at the top burying their heads in the sand and bemoaning the low profit reflected on the end of the business year’s Balance Sheet. Other company owners look to control and reduce internal slippage. To help counteract this happening, here are a few suggestions.

There are two elements to look at; 1) staff recruitment, training and monitoring and; 2) internal control procedures and culture within the business. Ireland now operates in a culture where right and wrong seems to be an old fashioned sentiment, employees live transient lives, employers no longer know the history and background of employees and a job for life is a thing of the past. Careful employee selection, especially for high risk areas where there is a direct access to funds, materials FLEETTRANSPORT | JUL/AUG 20

or company confidential information, is an absolute necessity. Be sure to double check references, get real data to make the decision, use all sources of information to substantiate what is shown as fact in their CV. Please remember that 10% of employees are strictly honest, 80% can be swayed, and 10% can and will rob blind no matter what controls are in place! It’s not uncommon for the security staff to be robbing from the company property so what hope has the business of controlling any other theft? No matter who is employed, strict procedures and controls must be put in place to monitor staff. If not there will be losses. Having clearly defi ned roles, as well as having a number of people involved in each step of the process rules out the risk of one individual with all power and authority ripping off the business. Controls have to make sense and be implemented and monitored by someone who has common business sense. Business owners are well aware that having a fleet of vehicles on the road, fuelling externally can be fraught with risk. Technology and monitoring reduces this risk but we have all been in service stations where you see the van and the spouse’s vehicle being fi lled simultaneously. If there is a culture of poor control in the business when the company was small, it may be very difficult to stamp it out as the firm grows. Remember a Revenue audit may not determine the owner as the victim, but complicit in this situation, and may add a further tax and

penalty charges due to the lack of control within the business. Make sure that the business is monitored and controlled and that there is more than one individual with total control. Reallocating duties on a revolving basis and monitoring staff loss will reveal a lot about the business. Honest staff will leave rather than become part of a dishonest process, but as a rule of thumb they never explain why they are leaving. Look at the staff holiday rota and those that keep their duties and roles totally to themselves - is it an ultra-dedicated staff member or someone that wants to keep their internal processes to themselves? No system or procedure is fool proof and while the annual account process may root out any wrongdoing, it’s more likely the external accountant is more interested in simply reconciling control accounts and the correct format of expenses than fi nding real issues within the business. While employees, if recruited and managed correctly, can be a business’s greatest asset, the opposite is also the case if business ethics and standards are not adhered to. Remember to create a compliant culture, recruit the right people and, especially in this crisis, be on top of the fi nancial management of the business.

Text: Donal Dempsey - donal@fleet.ie

OPINION | 33

Rosslare Europort; Ireland’s Escape route to Europe

he fi rst ferry between Rosslare and Fishguard in West Wales set sail in 1906. Linked by rail to London and Dublin at either end, it started from humble beginings, operating out of little more than a shack initially. The problem of silting in Wexford harbour was the opportunity this coastal village availed of to become what is now one of the biggest Roll-on Roll-off (Ro-Ro) terminal in Ireland. Rosslare harbour, or Rosslare Europort as it is now known, has seen many improvements and developments over the past century. Its owners, Iarnród Éireann (Irish Rail), recently announced a €30 million investment programme, to be carried out over the next five year period. All changes and construction work will be programmed in such a way that it will not interfere with the workings of the port and will be done in a series of phases. As Brexit looms large on the horizon, the strategic importance of the port comes more into focus. No one can be sure what the operational implications of the British withdrawal from the European Union will be, but many hauliers and exporters will want the security of being able to avail of direct service to Europe. Rosslare has always been popular with Irish operators, including many local hauliers, affectionately known as the “ZR” brigade in the past (a reference to the old vehicle registration for Wexford). Text: Sean Murtagh - sean@fleet.ie

The South-east region may not have a senior Minister representing them at the Cabinet table, but it does have a very formidable local Independent TD in Verona Murphy, Past-President of the Irish Road Haulage Association (IRHA), who has been an ardent supporter of the region and the port, long before she was a politician. However, her support must be backed up by State assistance. Accessibility to the port has improved dramatically in the past few years, with the opening of the New Ross by-pass a great help in reducing journey times to and from the location. It is essential that the Government provides additional funding to improve access and infrastructure in the area. With the ‘Green’ inf luence in the new Government, I am hopeful this will be helpful in making a case for Rosslare Europort. While much that has been reported about Green Party policies revolve around walking and cycling, when you dig a litt le deeper it’s clear that some of their more pragmatic policy makers have quite a progressive view of, and about, road transport. Nonetheless the Irish Road Haulage Association, Freight Transport Association Ireland, Chartered Institute of Logistics & Transport and other lobby groups must make use of the consultative process put in place in the new Programme for Government. Reducing everybody’s carbon foot print and improving the environment is a state of mind for the

population as a whole. I hope that change will be brought about by a carrot and stick approach, hopefully more of the carrot. Back to the ports and the debate about the capacity of Dublin Port is always a talking point. Is there a future for the Bremmore proposal? As thing stand most of the container box traffic coming in to the country has its fi nal destination in and around the M50, so there would be no sense in moving to a port far from Dublin for this type of traffic. The amount of land in Dublin Port is limited and there will always be an issue as to whether or not more effective use could be made of this resource. Finally, what is most important in this debate is to remember that as an island nation, air and sea links are Ireland’s lifeline, something that Brexit will bring this into sharp focus, particularly for the movement of freight. In a way the COVID-19 crisis has been a good dry run in testing our ability to keep supply chains moving. The truck movement element of the supply chain is the most challenging from an operating point of view. We must be sure that the port infrastructure is in place to assist this. Rosslare Europort certainly is a leading partner in that process and has proven to be an efficient part of the nation’s supply chain.

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34 | SOAPBOX

0.0385% - A notable percentage

f we have learnt anything over the last few months it surely is to listen to early warnings from experts. In 2007, we had leading economists warning us of fi nancial doom on the horizon to which the Taoiseach of the time responded that they should ‘go away and commit suicide’. During that same timeframe we had others warning us of the threat of a global pandemic, and to be honest I ignored them as they were in remote parts of the world and thought it was only science fiction. We have had a multitude of forecasters proclaiming the end of our environment as we know it, unless we take very urgent measures to curtail our emissions. And, just as happened with the recession, we have the nay-sayers including many world leaders, and others, in total denial. If I was in doubt then, I can assure you that that is no longer the case. What is the point of what I am saying in relation to the road transport industry and Ireland in particular? Change, in how we source our energy, is coming one way or the other, and it is going to cost a lot of money. The European Commission is tying the recovery of Europe’s economy post-COVIDFLEETTRANSPORT | JUL/AUG 20

19 with a policy of “Powering a Climate Neutral Economy”, and has set out plans for the energy system of the future with clean hydrogen. Hydrogen maybe ten years away before it hits anything like the mainstream, but it will happen. The problem lies with what Ireland does in between, to meet the stated intention of an annual 7% reduction in national emission levels. To date that has seemed to be just ‘a pie in the sky goal’ but with the latest Government’s Programme for Government, it is very much on the agenda for us all. The Irish Road Haulage Associations’ (IRHA) role is to actively work with both Government and the European Union (EU) to fi nd realistic and workable solutions. To date we have seen homegrown efforts such as an idealistic view to run trucks on rapeseed oil which was thrown onto the sacrificial altar of the Green Party. Likewise, the same Greens were influential in creating a value chain that has led to the importation of vast numbers of used diesel cars, vans and trucks into Ireland from the UK where they are no longer desirable. That has undermined the national automotive sector, thus reducing the Governments tax intake on new vehicles, and at the same time increased the fi nes and penalties we will have to pay for failing to mitigate our

emissions. We have also, in recent years, seen taxpayers money spent promoting natural gas CNG, with a result that some twenty five or so trucks are now running on CNG, yet nobody cried halt. 0.0385% is the sum total of Ireland’s consumption of the worlds energy. If we all dropped dead tomorrow, Ireland’s ability to alter the warming of the globe is a nonrunner. Does that mean we should do nothing? Absolutely not. We are a nation that is proud to be a member of the European Community, and we are more than capable of responding and playing our part. What I mean is that there are practical ways of reducing our emissions without killing our economy. Regrettably, the EU seems to think one size fits all and our legislators seem happy to pay lip-service towards that goal to date. Th is is where the IRHA has to be at the top of its game. One size does not fit all. We have to be allowed to find our own way and that means having the IRHA, as an essential industry, to be heard. Ireland has a wonderful geographic position and resulting climate, all assets in the development of a truly Green Isle. Let us all aspire to that goal through hearing all the voices, not just those who always must be right. Remember 0.0385% Text: Jerry Kiersey - jerry@fleet.ie

TRUMPET CALL | 33

LETTER TO THE EDITOR

Dear Editor, I wish to question the so-called ‘green’ views put forward in recent weeks by the Wexford TD Verona Murphy. She put forward her request on national radio and in the Dáil to shut down Dublin port and move it to Rosslare, mainly due to emissions, citing in particular the NOx levels at Dublin Port Tunnel and on the M50. I have no problem with her expressing her views but as President of the Irish Road Haulage Association, her view was the exact opposite to the above. In fact, in the IRHA’s Year Book 2020, she mentioned environmentalists as “The so-called Green Wave”. In preparing for the 2019 Budget, she stated that licensed hauliers have no viable alternative but to use Diesel, and followed with, “Euro 6 engines, which have been fitted to HGVs since 2014, have slashed air quality pollutant levels ‘to near zero’ according to the European manufacturer’s body, ACEA”. Euro 6 trucks and buses have been described by one of the most aggressive regulators of vehicles in Europe, Transport for London, as “ultra-low emission” vehicles, a conclusion reached only after extensive “real world” testing, and Verona went on to say that, according to ACEA, Euro 6 engines emit an exhaust with a particle content that is comparable, sometimes even cleaner, than the ambient air. If Dublin Port had to and were to move, Bremore (North County Dublin) is the most logical and environmentally practicable solution, only 20 minutes from Dublin and having a deep water base, and access to a fully built motorway network. It also would att ract freight business from Northern Ireland and regions like Donegal, making it an all-Ireland Port. So the views of Ms. Murphy as a TD and Ms. Murphy as IRHA President now seem poles apart. On delivery points, the vast majority of deliveries are for the Dublin area, up to within 50km of the city centre.

ewly elected Independent TD for Wexford, Verona Murphy recently commented on the strategic importance of Rosslare Europort as the best option as a sea gateway to Ireland, and mooted the possibility, particularly in the light of an impending Brexit, of more traffic being routed through there. As a Past President of the Irish Road haulage Association (IRHA)

she is well positioned to have an informed opinion, more so than most politicians, however it must also be remembered that she represents the Wexford electoral area, a much smaller constituency than she previously covered as national President of the IRHA. Her comments did provoke some comment from Cyril Mc Guinness, former Chairman of the IRHA Dublin Branch.

Road haulage is more environmentally friendly than it gets credit for. I have always held clean environmental views, and have lobbied for a greater uptake of Euro 6, through a greater capital allowance write down and also by grant aiding the replacement of the AdBlue/SCR exhaust system after four years or 500,000 km, thereby reducing the gamble of jumping from old truck to new. I have also campaigned for the removal of the toll barriers, as to stop a HGV and get back to cruising speed will take a litre of diesel. I simply can’t understand why all tolls are not barrier free, as this would save millions of litres of fuel each and every year and in doing so reduce emissions. On the toll barriers at Dublin Port alone, up to 8.5 million litres of fuel will be saved per year with free-flowing booths. It’s worth noting too that this also creates flash point and a build-up of CO2 , NOx and Particle Matter, not to mention, wear and tear on brakes and tyres.

Back to Rosslare, there is no motorway network there, and the Central Statistics Office (CSO) has stated that motorists are sixteen times more likely to be involved in a fatality on a national road as opposed to on the motorway network. We all remember the old N11 and all with its numerous accidents and fatalities, whereas Dublin has a network of Motorways reaching out to all parts of the country.

Not exactly a haulage issue, although still important from a social point of view, Ms. Murphy stated that closing Dublin Port would free up 600 acres for housing. Yes, Dublin needs affordable housing, but in a place like Dublin Port it will not be affordable. I remember, as I’m sure your readers do, the former Irish Glass Bottle site. Back in 2006, it was bought by a consortium led by Bernard McNamara and the State in the form of Dublin Docklands Development Authority for an eye watering €412 million for 37 acres, the equivalent of €11.135 million an acre. The project included planning was to be for 3,500 apartments to accommodate up to 8,000 people. Forgive me but I just can’t get how social and affordable housing works in this case. If we multiply this out to 600 acres, this would work out at about 57,000 apartments, housing 130,000 people.

A fully freighted HGV will return the best fuel economy on motorways, and so this also reflects on reducing emissions. Latest CSO figures for 2018 show Irish registered goods vehicles made 13.4 million laden journeys and transported a total of 150 million tonnes of goods. The overall amount of road freight activity was 11.5 billion tonne-kilometres. While road deaths were down by 9% (142 people were killed), the average car travelled 16,900km per year, and private cars accounted for 77.6% of the total number of registered vehicles and 75.7% of the total distance travelled in 2018. I wish Ms. Murphy well in her new career in politics, she was one of the better IRHA Presidents. While I respect her point of view, I cannot agree with them. It may make sense to move some more Ro-Ro to Rosslare, but Dublin Port is going nowhere. Yours, Cyril Mc Guinness

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