Fleet Transport June 2020

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

JUNE 2020

Inside!

“We Are Unstoppable and

COVID-19 will not stop us”

- Thomas Hilse, IVECO Brand President

INSIDE

I COMPARISON: MAN TGX 18.510 vs MAN TGS 18.480 Racing Truck

TIMES PAST SPECIAL: Roadside Relics from the USA

EURO TEST: First Drive in the new Volvo FH with Globetrotter XXL Cab

REPORT: Irish Exporters Association Webinar Series

Contents JUNE 20

Fleet Transport Magazine,

D’Alton Street, Claremorris,

Co. Mayo, Ireland. F12 E7P2

Tel: +353 (0)94 9372819/ 9372826

Fax: +353 (0)94 9373571 | Email: enquiries@fleet.ie

Subscription Hotline: 094 93 72827

Editor: Jarlath Sweeney - editor@fleet.ie

Contributors: Sean Murtagh, Paul White, Donal Dempsey,

Howard Knott, Jerry Kiersey, Milan Olsansky, Gienenrico

Griffini, Javier Pedroche, Will Shiers, Oliver Willms, Alan

Nolan

Photography: Jarlath Sweeney, Paul White, Howard Knott,

Milan Olsansky, JX2, Will Shiers, Oliver Willms

Administration: Denise Owens, Paula Mullarkey

Email: enquiries@fleet.ie

Advertising: Mary Morrissey - mary@fleet.ie

Sponsorship/Events: Orla Sweeney - orla@fleet.ie

Design: In-House

Printed in Ireland

www.fl eet.ie

For transport related updates

on COVID-19 log on to

www.fleet.ie

Welcome to the June edition, digitally published as you

no doubt have noticed.

As Ireland opens up the retail and hospitality sectors dormant for so long, this should help

bring the remainder of the transport sector out of hibernation. Apart from the grocery

sector, which remained busy over the pandemic period, the express parcel delivery

specialists, including An Post who basically kept the country going as e-commerce

has become a habitual practice and likely to remain as the new normal way of living

continues.

While the auto dealerships re-opened last month, trade has been slow with sales of

vans down 70% compared to May 2019 with truck sales showing similar decline in new

registrations. New van and truck models due for launch later this year will hopefully

spur things on before the end of 2020.

Interesting to note too that excise duty from diesel fuel was down 55% in April, compared

to April 2019, the lowest figure since 2000 and a measure of the reduced road and public

transport usage over the COVID-19 period.

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.

In this month’s issue, we have an exclusive interview with the new Iveco boss, an

interesting comparison between the MAN road and race trucks and a first drive report

in the Volvo FH with the new Globetroter XXL cab.

Also featured is the Fleet Maritime newsletter, plus the regular Fleet Van & Utility and

Handling Network supplements.

As always we are interested to hear from you as to how you or your company is dealing

with the current situation. Please email enquiries@fleet.ie with any issues you wish

to raise.

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.

Official Irish jury

member of the

International

Intralogistics &

Forklift Truck

Awards

Fleet Transport

Official Irish Jury

Member of the

International Truck

of the Year Award

Enjoy the read for now.

Take care,

Jarlath Sweeney, Editor, Fleet Transport

4 Interview

With Thomas Hilse, Iveco Brand

President

6 New Fleet

Featuring a new Scania ‘S’, Iveco fl eet

sales and a Renault Tipper

7 Comparison

Exclusive Report on contrasting MAN

trucks

10 Alternative

Developing Hydrogen Fuel Cell power for

Ireland

12 Time Past Special

US Roadside Relics

13 Euro Test

Long Distance Drive in the Volvo FH

Globetrotter XXL

16 First Drives

Testing the new MAN D15 powerplant

18 Webinars

Report from the IEA Series

21 Fleet Maritime

Shipping & Freight Newsletter

25 Comment

Greening the Supply Chain

26 Opinion

Damaged Reputations

28 Finance

Staff Motivation

28 Soapbox

Uncharted waters

Contents | 3

P6

P6

P7

P12

P16

P13

P18

Check out our social media

activity on Facebook, Twitter,

LinkedIn & Instagram

www.fleet.ie

4 | INTERVIEW

One-to-One

with Thomas Hilse, IVECO

Brand President

How are you translating CNH Industrial’s

Transform2Win strategy into reality? What

are you implementing first? How, in practical

terms, is IVECO preparing for next year’s

spin-off?

The most important thing is that the strategy

for the spin-off remains valid, nothing has

changed despite the unprecedented situation

that we find ourselves in. We have a long-term

goal – the timeline might change a little, but

our ultimate goals will not. We are most

definitely still on track with all activities.

CNH Industrial has been preparing for the

spin-off and working on the design of the new

business, its structures and processes. Due

to the current situation, our main focus has

temporarily shifted to crisis management,

but the strategy remains in place and we are

proceeding with it.

From an IVECO point of view, the

Transform2Win strategy doesn’t change at

all. The evolution of our product portfolio

is on track and moving fast. What we have

achieved in just a year is quite amazing:

• In April we launched the new IVECO

Daily – we took an outstanding

FLEETTRANSPORT | JUNE 20

vehicle and made it even better, with

advanced driver assistance systems and

connectivity.

• Then in July we launched the IVECO

S-WAY, which I think surprised the

industry and our customers. It is a vehicle

truly designed around the customers’

needs, and feedback has been extremely

positive.

• And then at the end of last year we

announced our cooperation with Nikola

on hydrogen and battery electric trucks.

I think that we again surprised the

industry with this move and with the

remarkable speed of delivery: just three

months after we signed the agreement,

we presented a prototype.

• And there is more to come later this year

when we will launch the IVECO T-WAY,

our off-road vehicle and the successor to

the Trakker.

• So, by the end of the year we will have a

completely renewed product portfolio

across all segments.

Another part of our strategy is the renovation

and reorganisation of our entire service

network, which fits with the repositioning

of our heavy-duty line. We have established

First new Iveco S-WAY to arrive into Ireland.

a network of dedicated heavy-duty truck

stations across Europe to deliver a highly

professional service to our customers and

maximise the uptime of their vehicles, and

these are operating very well.

Then, of course we are continuing to look at

our quality situation, which has dramatically

improved.

Last but not least, is our quantum leap in

connectivity, which will play a key role in how

we will provide our customers with the best

TCO and fleet management capabilities into

the future. We now have our state-of-the-art

infrastructure and product, and we will be

launching additional connectivity features

over time, continuously raising the bar on

benefits for our customers.

Fundamentally, Transform2Win will create

an On-Highway company focused on trucks

and powertrains, and based on the solid

strategy that IVECO has been pursuing for

the last year. And the crisis will not stop us. As

we say in our brand, “We Are Unstoppable”,

and COVID-19 will not stop us.

A top priority for IVECO is the re-positioning

of heavy-duty trucks. Is the new IVECO

S-WAY – both in its diesel version and

Natural Gas CNG/LNG) models – the

right product to achieve this target? What

feedback have you received so far from

IVECO customers in Europe?

Yes, the IVECO S-WAY is the right product.

The feedback we are receiving from our

customers tells us that it is. They see the

progress in IVECO’s heavy-duty proposition.

What’s more, large fleet customers who had

moved to other brands are now coming

back to us for two main reasons: they like

the IVECO S-WAY, its product concept,

the cabin which is amongst the best, and

it is a very good-looking truck. The second

reason is that we are the leader in CNG/

LNG technology, a solution which we have

pioneered for the past 20 years.

Our drivers, too, really like the IVECO

S-WAY, they talk about it a lot on social media,

where they are very active.

All this feedback we are getting is testimony

that we are on the right track.

And this is also confirmed by our market

share: before the crisis, in the first three

months of 2020, we increased our share

of the European market by around 2%.

This is a remarkable achievement in a very

competitive segment. What’s more, this is

only the beginning because the IVECO

S-WAY is still in the launch phase.

Our second-generation LNG vehicle is

coming now, bringing a further technological

improvement on the Stralis LNG. This year

we will also launch the right-hand version

and we will complete the whole IVECO

WAY family.

Fortunately we completed the public launches

of the IVECO S-WAY before the COVID-19

crisis, because for customers it’s essential to

experience a truck first-hand, sit behind the

wheel and get a real feel for it – our drivers

live in the truck! And we were able to offer

them this experience: we organised about

130 events all around Europe, with around

twenty thousand people attending, which

wouldn’t be possible now.

And once the health and safety situation

allows our dealers to reopen their showrooms,

I am confident that we will continue to attract

a growing number of customers.

What about bio-LNG, is it the right solution

to manage the energy transition from a Diesel

engine truck to BEV or FECV?

I believe that bio-LNG will be the rocket

launcher to reach the moon. It is the only

available zero-emission alternative currently

on the market. In the last 2 years we have

seen roughly 2.5% of the heavy-duty market

make the transition to LNG technology,

and I believe that it will increase to 5% in

the medium term and 10% over the next

10 years.

The enabler for this growth is certainly the

expanding LNG fuelling infrastructure across

Europe: today we have about 217 stations,

and the plan is to go up to 450-480.

It is absolutely clear that in 10 years’ time there

will be more choices for heavy-duty trucks:

it won’t be just Diesel, or just hydrogen, or

just LNG. There will be different solutions

in Europe, depending on different customer

applications and on the approach to the

energy balance that the various countries

will take.

Pure electric trucks will account for a small

segment and hydrogen will play an important

role –there’s absolutely no doubt, this is the

future! And there will be a market for LNG,

which isn’t just the bridge solution, but will

continue to be a valid alternative providing a

very interesting economical proposition.

Very importantly, bio-LNG will make a

huge difference when it comes to the market.

In the last six months we have seen energy

companies make announcements regarding

this; for example, Shell has declared that its

plans for bio-LNG will account for up to 30%

of its LNG supply.

It is very interesting to see that many

customers have developed their own bio-LNG

sources. We are seeing a growing number of

small bio-LNG producers in Italy, Spain and

Germany, who are providing customers with

the opportunity to operate their vehicles on

bio-LNG generating 95% less emissions than

with Diesel – and, at least for now, at the same

cost. This makes a difference: companies

like Lidl and Carrefour, as well as beverage

producers, are coming on board, wanting to

extend their green fleets and saying that for

them bio-LNG is the only solution.

If you look back at IVECO’s results last year

in the major European markets, how would

you judge them?

We achieved very good results, there’s

absolutely no doubt. IVECO sold 125,000

vehicles, of which about 100,000 of these

were in Europe.

We are doing well in the Daily segment,

where we have been a market leader for 40

years. With our market share at around 12%

on average, we are in very good position in a

segment that is set to continue growing. Post

COVID-19, we will see a change in customer

behaviour around the use of the Internet

and digitalisation, and the Daily is very well

positioned to meet the new demands with its

advanced connectivity and related services.

Also, I believe that the markets for last mile

delivery in this segment and small businesses

will come back quickly, and we are in a strong

position to meet this demand.

The Eurocargo is an excellent product, very

versatile, and I think it will maintain its

position in special applications in the public

services and military environments.

Our success going forward will depend on the

IVECO S-WAY and the IVECO T-WAY. We

have a 6% share of the heavy-duty market, and

we touched 8% in February this year. I believe

INTERVIEW | 5

2019 was the turnaround year for IVECO, and

2020 will hopefully be the accelerator when

we come out of the COVID-19 situation. I am

very much looking forward to the time, later

this year, when we bring the IVECO T-WAY

to the market too.

IVECO and the Nikola partnership: what

are the next steps in introducing BEV &

FCEV trucks in the market?

COVID-19 will not stop us. We are working

full force with our American partners. Luckily

modern communication technology makes

this possible, so we are not slowing down.

We expect to begin testing later this year, as

we announced. We recently communicated

that the production location of the Nikola

Tre in Europe will be Ulm, in Germany.

This, I believe, is a very smart move for us: it

is right in the heart of the European supplier

hotspot for hydrogen, and in a State that is

very supportive of this investment. We also

have a very large part of our heavy-duty vehicle

development team in Ulm.

We are now working on the technical

development of the vehicle. We are at a very

advanced stage and on schedule to have the

electric version of the Nikola Tre in 2021 and

the fuel cell version in 2023. So there is no

change, we want to be unstoppable here!

BEV & FCEV trucks will be sold by the

IVECO sales network under the Nikola

brand: how will the market react?

I think the market will react very positively,

because we are two partners with significant

synergies. Nikola is market leader in fuel cell

technology for trucks, so we are very confident

that in them we have found a partner that has

the edge in this technology. On the other

hand, we are able to contribute 45 years’

experience in producing, running and testing

heavy-duty trucks in Europe.

Nikola TRE

Text: Gianenrico Griffini - ITOY

www.fleet.ie

6 | NEW FLEET

Glynns ‘Into the West’ with new Scania S520 V8

Pictured near An Cloigeann (Cleggan) in the heart of

Connemara is Glynns Transport’s new Scania S520 4x2

tractor-unit, purchased recently from Westward Scania,

Strokestown. The County Galway award-winning haulier’s

flagship truck is finished in the company’s familiar livery, which

is a striking contrast between blue and white.

Eric Treacy, Sales Executive at Westward conducted the deal with

Glynns Transport Managing Director, Padraic Glynn. During the

course of the negotiations they reflected on the 1993 Scania 113M

380 4x2 that Padraic bought used from Westward Scania in 2001,

and served the company well. (See picture on page 3). Fully restored

seven years ago, it still does a day’s work for Glynn’s. It is a great

example of a 113 as there are not too many left in daily operation.

Emerald Iveco fleet sales on the go!

Blue chip transport and logistics

related companies such as UPS and

Hertz that have a global presence

have recognised the value of the Iveco Daily

van as a durable, economical and efficient

light commercial for urban deliveries and

general distribution duties.

UPS Ireland has received the keys to ten

7 tonne Iveco Daily 70C16s with Sommer

bodywork, part of an order of twenty units,

Hertz

from Emerald Truck & Van, the Dublin based

Iveco dealer, while Hertz Leasing has been

supplied with two 4.1 tonne Daily 35C16,

fi tt ed with fridge/freezer systems, supplied

by Coldchain, Naas.

In addition to these sales, Emerald also

conducted a deal with Enda Geoghegan, at Lift

Hire Ireland, Mullingar to provide two Daily

35S14 chassis/cabs fitted with aluminium

bodies and Multitel aerial platforms.

UPS

Lift Hire Ireland

Larke Haulage ‘Grabs’ new Renault C430 8x4

Patrick Larke Haulage Limited, Killenure, Ballybrittas,

County Laois, has purchased this new Renault Range

C430 8-wheeler for operation within its Grab Hire Irl.ie

business, from Aaron Clarke, Sales Executive at Setanta Vehicle

Sales, Dublin, the Renault Trucks dealer.

Pat explained the merits of the fully specified, ready-to-go truck

fi tt ed with a Thompson tipper body and Palfinger crane grab on

board; “Our grab trucks are self-loading, thereby eliminating the

need for a skip, and cutting costs on skip licences, loading shovels

and manpower.”


Text: Jarlath Sweeney - editor@fleet.ie

COMPARISON | 7

MAN TGX 18.510 versus

MAN TGS 18.480

Racing Truck

TAKING DIFFERENT DIRECTIONS

Never before have the same products been so different. The MAN TGX 18.510 EfficientLine3 has been developed to achieve

maximum transport efficiency, while the MAN TGS 18.480 Racing’s priority objective is to arrive before the others.

The famous Madrid circuit The smaller MAN C model cabin with its and where the only comfortable element (and

of Jarama was the location short and low roof is used. It is equipped with not always), is the driver’s sports seat. Here,

for a unique duel, putting all kinds of wraparound and aerodynamic neither the seat nor the cabin has any type

two heavy-duty trucks from fairings with two purposes, reducing of suspension, since the latter is anchored

the MAN Truck & Bus production line

in Munich head-to head. The two trucks

may have been manufactured for the

same purpose, but have ended up with

very different tasks, their purpose and

destinations in stark contrast with each

other. The TGX 18.510 EfficientLine3

travels along the main European transport

routes with its 40-tonne load, while the

TGS 18.480 Racing tackles the race tracks

of Europe in the hands of three-time

FIA European Truck Racing Champion

driver and Spain’s native son, Antonio

Albacete.

the air resistance on the one hand, and

accommodating the logos of all sponsors,

on the other.

A little more modest is the aerodynamic

package that creates the styling of the TGX

EfficientLine3, limited by the dimensions

and those of the semi-trailer that must be

towed. It should not be forgotten that this

specific MAN configuration is developed to

reduce the carrier’s operating costs, which

is why all the elements have been optimised

with this idea, including the powertrain,

auxiliary equipment and aerodynamics.

directly to the chassis. “The reason is because

it is about the driver feeling the behaviour

of the truck on the track at all times, which

we would not achieve with a suspension like

that of the conventional truck,” explained

Antonio.

In the interior section, there is no comparison

with the conventional truck, since here the

race driver is surrounded by an impressively

strong safety cage that makes it difficult even

to access the driving position.

But how does a conventionally made

transport truck from the outset become a

competition beast?

Antonio points it out: “The regulation

requires us to use the chassis and cabin

of a commercial model of which at least

50 units have been produced. From there

everything changes, the cabin is completely

transformed, both the tunnel and the

radiators are repositioned, and roll bars

fitted that will protect the pilot in the event of

an accident. The main objective is to lighten

weights and gain stability.”

Regarding size, the XLX cabin, the second

biggest from the German manufacturer,

encompasses all the elements that must

accompany the driver on the long daily

commutes, both for driving and resting

times. As such, it comes equipped with

many comfort features, ranging from the

pneumatic suspension of the cabin and

seats to double bunks, air conditioning and

different storage area for belongings.

The same is not the case with the competition

truck, where austerity and safety are the most

important and outstanding characteristics,

The pilot is always focused on the behaviour

of the vehicle during the race. Included

on the makeshift aluminium wraparound

dashboard are five clocks that inform the

driver of the amount of water being supplied

to the front, left and right, and the rear

brakes, plus data on the pressure in the

pneumatic circuit and the brake pressure

difference between the front and rear wheels.

All of these parameters can be modified by

the driver during the race. In addition, two

digital displays give all the information on

other parameters, such as speed, revolutions

and timings.

www.fleet.ie

8 | COMPARISON

Interior MAN TGX

Interior MAN Racing

War on weight

The other main component that competition

trucks must incorporate from the series

models is the chassis framework, so they

use the two side rails as the suspension

anchorage points must be the original ones.

From there, a subframe is incorporated

in the lower part and the modifications

of the entire mechanical part begin. The

engine and gearbox are placed in the lowest

position allowed by regulation, in order

to achieve maximum stability in the race.

Speed and handling are the two most

important elements in the development of

a competition truck, so the reduction of the

overall weight is essential when it comes to

reducing those vital seconds per lap that help

to win races. It is with this section that the

differences between the two trucks can be

truly appreciated, since the load supported

by only the front axle in the road version is

greater than the entire tare weight of the

competition type. We are talking about total

weights of 8,008 kg on the EfficientLine3

whereas the mount of Antonio Albacete

weighs in at a mere 5,300 kg.

Just as the forces and loads of the two

configurations are in stark contrast, so

too do the distribution of weights differ

from each other. The weight distribution

between both axles of the competition truck,

by regulation, is 60% on the front axle and

40% on the rear, while in the EfficientLine3,

69% of the tare weight of the truck rests on

the front wheels and only 31% on the rear

axle, which also must support the weight of

the semi-trailer.

Nothing in its place

In order to achieve the weight distribution

established by the European Truck

Championship regulations, the teams have

full freedom to place the engine and the

gearbox at any point along the chassis.

That is why it is normal in all race prepared

vehicles to see both the engine and the

transmission located behind the cabin,

leaving space for huge radiators alongside

that improve cooling, necessary given the

high temperatures reached by these asphalt

beasts. With this layout, stability is gained,

especially on cornering.

We must not forget that it is in the corners

where races are won or lost, and in these

areas of the circuit the chassis, brakes and

traction capacity are essential. The TGX

EfficientLine3’s suspension features parabolic

leaf springs on the front axle and ECAS

pneumatics on the rear with the TGS 18.480

having two rigid axles with semi-parabolic

leaf springs with two interchangeable blades

and adjustable gas shock absorbers, together

with an interchangeable stabiliser bar which

is adjustable on the rear axle.

As for the brakes, these components suffer

the most during the competition and are

the area to which the drivers pay the most

attention. Both axles have ventilated discs,

cooled by water spray and pneumatically

actuated, all backed up with an Electronic

BrakeMatic brake system, Emergency

Brake Assist (EBA 2) or a retarder attached

to the gearbox on the road version.

The steering also differs between the two

trucks; servo-assisted with an electronic

regulation pump in the EfficientLine3 for

more comfortable handling by the road

professional, while in the competition

version, advancements are made to

supplement the fixed rear axle’s reactions,

without differential, particularly in the

committed sections, such as cornering.

The easy access and comfortable posture behind the wheel are the key features of the TGX, while the pilot of the race truck, in addition to the

difficulty of getting into the truck, requires a more ergonomic posture.


COMPARISON | 9

For the road version, autonomy and being able

to drive the greatest number of kilometres

without refuelling is essential to improve

transport efficiency. That’s why we see two

huge fuel tanks located on both sides of the

chassis, with a capacity of 580 litres each.

However, these are not necessary in the race

truck, where water consumption, to cool

the enormous temperatures that the brakes

acquire, is much more important. So the

diesel tank is limited to a capacity of 85 litres,

while the water tank holds 200 litres.

Something that both trucks do share,

although not entirely, are the measurements

of the 315/70 R tyres on 22.5 rims. The

difference lies in their drawing and

composition, since the forces they are

subjected to in competition make them

one of the elements that get damaged the

most. In the European Championship the

official race tyres are supplied by Goodyear

and are specially designed for competition,

with specific compounds and tread pattern

close to the slick used in Touring Car

Championships.

In short, two different concepts and two

different tasks based on the same product.

At first glance it might seem that compared

to the competition version, the road model

represents the premium range. However

in reality the cost of transforming the road

going model into a racing truck triples

the price of the original, to approximately

€330,000.

Technical Data

MAN TGS 18.480 Racing

MAN TGX 18.480 EfficientLine3

Engine D2676 RT D2676LF878

Displacement 12.419 cm3 12.419 cm3

Power (hp/rpm) 1,200/,900-2.500 510/1.800

Torque mkg (Nm)/rpm 510 (5,000)/1.400 265/950-1,350

Gearbox Mechanical ZF, 16-speed MAN TipMatic, 12-speed

automated

Front axle

Rigid. Interchangeable semiparabolic

leaf springs, adjustable

gas shock absorbers Parabolic leaf

springs, stabilizer bar

Parabolic leaf springs, stabilizer bar

Rear axle

Rigid, without differential.

Interchangeable semi-parabolic

crossbows, adjustable gas

shock absorbers. Stabilizer bar,

interchangeable and adjustable

ECAS pneumatics, 4 balls,

differential lock

Tyres 315/70R 22.5 Competition 315/70 R 22.5

Fuel tank capacity 85 litres Two of 580 litres

Overall Weight 5.300 kg. 8.008 kg.

Front axle weight 3.180 kg. 5.530 kg.

Rear axle weight 2,120 kg. 2.478 kg.

Beauty and the Beast

The particular mechanical and equipment characteristics of both

MAN road and race trucks would be useless without the true heart

of the vehicle, its engine. Starting with the 13-litre MAN D26

engine with 6-cylinder in-line, turbocharged and common rail

direct injection, both have also followed different tracks.

In the EfficientLine3, consumption becomes one of its main

parameters, while the legislation requires it to comply with the

Euro 6d emission standards. The road-going MAN offers high

reliability with the lowest fuel consumption, to which the ZF

TipMatic 12-speed automated gearbox contributes, together with

the optimized EcoRoll system. All this, offering a maximum power

of 510hp and a maximum torque of 2,600 Nm.

Those figures are far surpassed by the tarmac gladiator. Using the

same basic engine the MAN TGS racer boasts a power rating of

1,200 hp. and an extraordinary torque output of 5,000 Nm, from

a maximum revolution speed of 3,000 rpm. The gear change is a

16-speed manual, although the low group is only used for in tight

manoeuvres, while the most common gears used in the race are

7th and 8th.

If the mechanical data is impressive, so too is the performance,

with the MAN racer capable of reaching a maximum speed of 200

km/h (albeit race regulations limit this maximum speed to 160

km/h). From start the instant acceleration takes it from 30 km/h

to 160 km/h in less than 6 seconds.

Another issue is fuel consumption, a fact that is not taken into

account in competition, but is analysed. Suffice to say that while

the EfficientLine3 grossing at 40 tonnes will consume around 28

litres of diesel per 100 kilometres, the competition type weighing

only 5.3 tonnes will use up to 120 litres in a single race - a figure

that no transport company could possibly bear.

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

www.fleet.ie

10 | ALTERNATIVE

Setting the Stage for Hydrogen

Powered Transport in Ireland

Policy stakeholders & Industrial members of Hydrogen Mobility Ireland

Working on the development

of environmental

projects can be a bit like

working back-stage in

the build-up to a big spectacular stage

event. Much of the excitement and the

interest of expectant observers will be

focused on something to be delivered

complete, fully functional and beyond

expectations …. on some future day that

can’t come quickly enough. Back stage

there is little to see other than frantic,

repetitive, dull, often boring tasks and

very often focused on safety issues. So, few

people tend to be particularly interested in

this behind-the-scenes work “but then it is

the few that matter” to quote Dylan Thomas.

Hydrogen Mobility Ireland’s (HMI) work

to deliver H 2

as a secure, renewable, green,

affordable and normalised mobility option

is currently in this back-stage phase, well

out of the spotlight but seeking to ensure

that it will be more than alright on the

night when the vehicles start rolling on

our streets.

HMI was founded last year and in

October launched, A Hydrogen Roadmap

for Irish Transport, outlining not only the

contribution that hydrogen can make to

reducing transport emissions but how it

might be delivered. Since October a Group

of organisations, committed to delivering on

this Roadmap have been working on how

to make that transition from theoretical

planning into developing the practical steps

and actually delivering the project. The key

challenge in this for all of the partners is the

need for a choreographed roll-out where

all components need to be in place and

operating at the same time.

Unlike Battery Electric Vehicles (BEV), a

buyer taking delivery of a Hydrogen Fuel

Cell Vehicle (HFCV) doesn’t have the option

of plugging-in at home, at work or elsewhere.

What they need is a refuelling network so

they can gain the easy refuelling benefits of

the vehicle. That means Hydrogen refuelling

stations need to be in place and Hydrogen

Production facilities need to be producing

and supplying H 2

to these stations. It is

a classic example of mutual dependency;

vehicle buyers need refuelling stations and

production in place, refuelling stations

need Producers and vehicles in place and

Producers need both refuelling stations and

vehicles to be in place. The HMI Project is

HINO FCV

about delivering each of the pieces with a

view to being ready at the same time. Not

an easy or simple thing but a very interesting

and exciting challenge.

The Group has been focused in its work

on business structures based on projected

volumes of vehicles, Hydrogen usage

and potential Production and Refuelling

locations as well as information on available

vehicle types and on costs, budgeting,

funding and the potential benefits to the

end-user customer and to the Environment.

This is the back-of-house work that will excite

only the most committed of champions

for the project but it is key to building and

delivering what is required.

The arrival of COVID-19, with all its

restrictions, has obviously had an impact

but through distance-working and virtual-


meetings, like the rest of the economy,

managed to keep the project on track. Of

course COVID-19 will have a huge impact

on State finances and large environmental

projects such as this necessarily rely fairly

heavily on levels of State supports, in their

early stages when costs tend to be very

high and commercial income very low.

And yet this pandemic has prompted many

commentators to observe that we may not

wish to go back to what we did before. In a

post-pandemic world there is likely to be even

stronger support to drive for greater progress

on the environment and at a quicker pace.

In the Government formation talks there

is a particular focus on the level of annual

CO 2

savings that can actually be achieved

within a few years.

The HMI group has also been keeping an

eye on the increasing commitment of vehicle

manufacturers to deliver an increasing range

of vehicles into the market over the next

few years, intent on ensuring that Ireland

can capture a good initial share of such

vehicles, as they become available, and

that can deliver benefits at an early stage in

this game-changing transition to a greener

transport sector. Indeed a first sight of

Hydrogen Fuel Cell Vehicles operating on

the road in Ireland had been planned for

this year, with two separate trials involving

a number of buses on routes in the Dublin

area. As with every other aspect of life,

COVID-19 considerations have impacted

on the practical delivery of this and the

dates will have to change somewhat. These

will happen in the months ahead, (subject to

many health and logistical considerations).

Watch out for further news in due course.

Of course these vehicles can only operate

commercially on the road when Hydrogen

production is up and running with a network

of refuelling stations in place to service

them. The HMI implementation project

is currently in development with a phased

spread of refuelling from an initial cluster

of stations in the Dublin area, followed by

a presence in the other major cities and the

larger towns and intermediate locations. The

strategy is based on ‘normalising’ this fuel

as quickly as possible by replicating the type

of refuelling coverage that exists for fossil

fuel vehicles. While all of this may sound

ambitious, the current aim is to see each of

these phases as a three year process so that

from the first stations in place from 2022

should see a national network operating just

a few years later. If it can be delivered within

H2. City Gold

Hyundai history fuel cell technology ulsan

Hyundai history fuel cell technology ix35 stack

that planned timescale, a future of green

transport is within touching distance. In

the meantime back-stage preparations will

continue for a grand opening for Hydrogen

transport in Ireland.

ALTERNATIVE | 11

Text: Alan Nolan

www.fleet.ie

12 | TIMES PAST SPECIAL

Roadside Relics – America’s Abandoned Automobiles

As the author of ‘Roadside

Relics – America’s Abandoned

Automobiles’, commercial vehicle

and road transport journalist Will Shiers

has a passion for exploring the United

States to find vintage and classic trucks

that have been lying around in obscure

places. As he explains, he has covered

the four corners of this massive country:

“Over the past 25 years, I have explored

barns, fields, ghost towns, deserts and

junkyards in all 50 States, trying to avoid

being stung, shot, stabbed and bitten, while

photographing America’s roadside relics.”

Here are some highlights of a recent 3,000-

mile roadtrip through California, Nevada,

Idaho, Washington and Oregon.

I think it’s fair to say that this 1940s Chevy

truck has a face that only a mother could

love. It was photographed in an old Nevada

ghost town called Gold Point, which as

the name suggests was once a gold mining

town, which remained in operation until

the 1960s. This truck probably spent most

of its working life servicing them. Note the

bullet holes in the passenger door.

Ford’s once ubiquitous C-series is fast

disappearing from America’s roads, but

they’re still plentiful in salvage yards.

This one was spotted in Turners Auto

Wrecking of Fresno, California. At least

four other truck makers used the same

cab, including Mack, FWD and Canadian

fire truck specialist Carl Thibault. Despite

being in production for 33 years (1957 to

1990), incredibly the Ford C series isn’t

the longest-built truck in America. That

accolade goes to the Kenworth W900,

which is still rolling off the line after 57

years.

In 1864 a prospector exclaimed “Eureka”,

when he discovered silver deposits in a

mountainous region of central Nevada

– and that’s how the town of Eureka got

its name. To be honest I was equally as

excited on my latest tin-hunting trip,

when I spotted this beautiful 1941 K4

International pickup truck parked-up

outside an abandoned hospital. Eureka sits

on US50, a 3,000-mile road that starts in

Ocean City, Maryland, on the east coast,

and finishes in Sacramento, California,

in the west. In total it passes through 12

States, and the Nevada leg is known as

‘The Loneliest Road in America’.

All American Classics of Vancouver,

Washington, recently had a massive cull.

Ever increasing property taxes have forced

the salvage yard to sell-off 14 of its 20 acres,

resulting in the crushing of 1,200 classic

vehicles. Fortunately, this wonderful

1950s White 3000 wasn’t one of them.

Rhyloite, Nevada, 120 miles north west of

Las Vegas, is a true ghost town. Gold was

discovered there in 1904, and two years

later an estimated 5,000 people called it

home. But when the gold ran out, so did

the people, and by 1920 the place was

deserted. Today, the town still has some

fantastic stone ruins, including the old

school that you can see in the background,

behind this late 1940s Ford truck.

Cabovers were once hugely popular in

the States, but began to lose favour in the

late 1970s when length law restrictions

began to ease up. This 1980s Freightliner,

complete with trailer, was photographed at

a bus graveyard in Williams, California.


Text & Photos: Will Shiers, ITOY

VOLVO

FH XXL

& A

Swedish

bedtime

story!

EURO TEST | 13

International Truck of the Year journalist Oliver Willms takes a rather special Volvo

- an FH 540 with extended XXL cab on a 1,250 kilometre journey from Germany

to its Swedish homeland.

It’s 5:45 a.m. on a foggy October morning in the periphery

of Munich: Not everyone’s favourite time to start a test.

But the conditions of daylight, tour planning and the

practicalities of the test drive demand it.

Right from the off, this Volvo FH Globetrotter XXL cab is something

special: Maximum cabin comfort with a coffee machine and a

microwave means that breakfast can be elegantly prepared quickly

inside the cab. This XXL cab is unique for Europe: it’s 25 centimetres

longer than the standard XL model, space which can be converted

directly into a longer and wider bunk. So, size does matter!

The extension to the standard Volvo FH Globetrotter XL cab is

discreetly hidden behind the side flaps attached to cab’s rear section.

Inside, the space gain immediately catches the eye. With impressive

measurements of 107 centimetres wide and just under 220 centimetres

long the new spring mattress actually invites the driver to stretch

out fully. Especially since a third of the wide bed can be raised like

that of a couch in the direction of the TV screen.

Unfortunately, the extra-long cabin does not meet the current EU

maximum length dimension for standard articulated trucks. For this

reason and the purposes of the test drive, Volvo Trucks configured this

FH XXL on three air-sprung axles, pulling a shorter silo Feldbinder

semi-trailer in order to comply with maximum length regulations.

For this test, a load of fine sand was being transported on the 1,250

km trip - not on a true test track, but on quite traditional European

motorways as well as a ferry crossing to Gothenburg, Sweden. It

was there, at the home of Volvo Trucks, that we had arranged to

meet the developers of the XXL cabin, which was actually designed

exclusively for the Australian long-haul market.

There was much anticipation ahead of this special long-distance test,

as this unique three-axle FH XXL featured many high-tech fittings

such as dual clutch transmission, electro-hydraulic steering, I-See

www.fleet.ie

14 | EURO TEST

cruise control and a whole host of safety assistance systems.

The powerful 13-litre six-cylinder engine with its 540hp got the

Sweden road-train going, with 2,600 Nm of torque available to pull

the 40 plus tonnes over the hills along the route. Slowing down is

via a compact Voith retarder and the VEB + engine brake which

release 1,122 brake horsepower for wear-free deceleration. Optimal

conditions for one of the most comfortable long-distance journeys

recorded.

While rolling smoothly into the first few kilometres northwards of

Holledau, in Bavaria (an area popular for its hops plantations), a few

motorway gradients were encountered without concern. With I-See,

the Volvo route-related predictive cruise control programme masters

the ascents confidently and reduces the fuel consumption just before

the crest to let the 40-tonner roll over the apex. The I-Roll freewheel

gearing climbs pleasantly helping the unit to gain fuel-saving speed

down the valley until the VEB+ engine brake with its powerful force

stops at the set maximum mark.

The Voith retarder is rarely used. In this way, the high-tech drivetrain

smooths out the short, but sometimes tricky, speedy stings in the

scenic countryside. From previous experience this Volvo FH 540

6x2 is one of the fastest around going uphill, thanks to its double

clutch transmission which is free of shifting force.

After passing the A9 at Nuremberg, the hilly sections were complete

for now, and the FH kept moving on confidently and exceptionally

quietly on through to Franconia.

Driving towards Leipzig the hunger pangs began to drown out the

whisper of the six-cylinder engine. Here the Fichtelgebirgshof Kauper

in Himmelkron satisfied the need with typical hearty Franconian

food at reasonable prices. Once back on the road it took almost four

hours from Leipzig to the stage destination at Linthe, a stress-free

journey because of the moderate traffic and the Volvo contributing

to the best possible driving comfort - full air suspension on the three

axles working in harmony, even with 385 wide tyres at the front. The

fine, electro-hydraulic VDS steering system can be programmed in

various degrees from very tender to taut hard, and roll set according

to the driver’s own well-being. The softest setting lets the wheels turn

slightly without too much effort, while there is a much greater feedback

from the road through the steering in the hardest setting.

In general, the Volvo’s acceleration from a standing start is powerful,

but thanks to the double clutch it is as smooth as an electric motor.

If tempted to press the brake pedal it’s recommended do this

elegantly…. please. The overview of the road is good, while the

look back into the mirrors, which are practically designed with a

see-through spot on the frame, is excellent. The interior fittings look

timeless, even if the somewhat small information display and the

analogue instruments are no longer top of the league in comparison

to the latest high-tech digital screens. They are easy to read, with

the switches ideally located except for the somewhat hidden hazard

warning button - what more could you want? Well, a larger display

with multimedia content would be nice, but the large switchgear

which features typically clear Swedish design from Volvo is simply

among the best that a truck cab has to offer. You won’t find glamour

in the cab of this Scandinavian bestseller, but what you get is utility

and practical functionality under one roof.

The driver’s seat has enough support and adjustment options, although

the adjustment path to the rear should be somewhat longer. This

would at the expense of the bed, in the “normal” Globetrotter cab.

For a driver of well-built stature the shoulder area in the drivers’ seat

quickly becomes a little tight.

Testing the new bed was on the agenda after the recommended dinner

in the Linther Hof. The traditional restaurant in the small town of

Linthe, about 70 kilometres south of Berlin, also offers cheap overnight

Design

igner

Hand Bergqvi

st (left) an

d XXL X

pro

jec

ect tmana

ger

Lars

Franck, brought

the

XXLXL ca

bin to se

rie

s maturity in 18 mont

onths.


accommodation for

XXL-free journeys.

For the XXL sleeper,

however, there is no

comparison between

a normal 90-cm bed

and the super-sprung

comfort wide mattress

in the FH XXL ‘house’.

The generous width

and the elongated

length offers sleeping

comfort just like

home, including the

option of turning

around without

making immediate

contact with the

wall. In the driver only trim level, the upper storage boxes over the

dashboard and above the bed provide plenty of storage space for

clothes, food and luggage. The quietly grumbling auxiliary heating

and the quietness at the village parking lot complimented the high

comfort levels experienced.

Happy as a lark, the FH540 was ready to head on via the Berlin

Ring Road towards Hamburg, with both major cities quickly passed

through. In Hamburg, the navigation system guided us on the shortest,

if not the least stressful, route through the middle of the city. Due

to the smooth dual clutch technology and precise steering, the city

streetscapes became a tour without regret.

At the Kieler Schwedenkai, the FH 540 had to master the last climb

in Germany before the ferry journey to Sweden. After our 1,000

kilometres the Volvo had returned fuel economy figures of 27 l

/100 km.

Travelling onboard the Stena Germanica, its massive diesel power

of 31,300 hp from four large eight-cylinder engines transferred us

overnight to Gothenburg. The 14.5-hour Baltic and North Sea passage

on this 240-metre-long modern RoPax ferry costs around €700 for

a standard truck with driver, with dinner included in the price plus

there is the option to avail of neat individual cabins. Drivers save

around 700 kilometres on the moonlight sailing, ten hours of time

behind the wheel, not to mention the savings from bridge tolls and

fuel costs - and win a complete working day!

Good to know that out of season, when the ferry is not fully booked,

drivers can get a cabin upgrade or a second cabin for an additional

passenger for a small surcharge when checking-in. What was striking

at Kiel, while checking in and getting on board, truck drivers are

treated in a most friendly manner as appreciated customers.

Sitting back in the deluxe cabin of the FH XXL fully refreshed the

next morning, the Swedish power-horse was already sensing it was in

its home country as it gallantly pulled its way through the landmark

Älvsborgs suspension bridge across the harbour towards Volvo Trucks’

headquarters. Tonight the king-size bed will remain cold after three

interesting touring days. Bye bye XXL: We enjoyed the wonderful

bedtime story with you!

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

EURO TEST | 15

Volvo XXL Cab, the

FH at a stretch!

The roots of Volvo Truck’s XXL cabin emerged from

Australia. More than twenty years ago, the Kenworth

K200 made a big impression ‘Down Under’ in more

ways than one. The K200 imported from the United States had a

king-size bed, 107 centimetres wide in its open-plan cabin - and

mercilessly stood out from every European or Asian long-haul

truck when it came to sleeping comfort.

This did not go unnoticed by representatives at the Australian Volvo

Truck assembly/production facility at Wacol, Queensland. So, in

2006, in response to driver requests for more sleeping comfort, they

designed and developed an extended cabin, and tested the new longer

cab-over engined tractor-unit over thousands of miles through the

Australian outback. After two years of development, the XXL cab

was born, at least in its first design. For this purpose, the Australians

used the side panels and bonnet of the Volvo VNL model, sold in the

North American market. This version offered the potential for more

living space behind the driver with its slanted front window.

A wider mattress satisfied the demands of road-train drivers who, on

their extra-long journeys with up to 13 hours a day shift, place high

demands on their comfort when living and travelling in the Outback.

In contrast, the FH series cab concept remained unchanged from

the A pillar to the B pillar in order to save immense conversion work

and the associated costs. With an extra weight of 80 kg, the long cab

hardly affected the weight balance of the 60-tonne road-trains.

A major stumbling block to extending sales of the stretched cabin to

other markets has been the total length of the XXL compartment,

which is increased by around 90 centimetres compared to the regular

XL body. As a result, the supersized tractor with a conventional 3.63m

semi-trailer does not comply with EU dimensions legislation. Only

Norway, which allows 19.5 meters for a tractor-trailer combination,

is in a position to play the XXL card for driver comfort and pleasure.

To date, almost 160 units of this longer Volvo flagship have found

their way to that Scandinavian country.

www.fleet.ie

16 | FIRST DRIVES

Powered by the new MAN D15

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

The newly developed MAN D1556 Euro 6 StepD engine

is now available to power the MAN TGX and MAN TGS

ranges. One of the first European truck journalists to

assess the advantages and abilities of the new MAN powerplant

on the road was Milan Olšanský, the International Truck of the

Year & Truck Innovation Award representative for the Czech

Republic & Slovakia.

The new in-line six-cylinder MAN D15 is 230 kg lighter weight

compared to the MAN D20 engine it replaces. Fleet Transport

asked Milan for his first driving experience impressions.

What MAN test trucks were available to you?

Three vehicles were tried out, typical applications where the new MAN

D1556 engine suits best - the MAN TGS 18.330 with box body, a MAN

TGS 18.400 construction tractor-unit and a standard MAN TGS 18.400

tractor-unit. Cab types available were M (medium) and L (large). All

were fitted with TipMatic (ZF) automated transmissions, Turbo EVBec

engine brake and EfficientCruise 2 and EfficientRoll systems. The

construction specification on the MAN TGS 18.400 was completed

with a three-axle tipping trailer and had a total weight of 39 tonnes,

while the MAN TGS 18.400 distribution had a two-axle tarpaulin

semi-trailer and a total weight of 28.16 tonnes. The MAN TGS 18.330

4x2 delivery box body rigid had a total weight of 18 tonnes. However,

I was most interested in how the MAN D1556 engine performed

with its maximum output of 294 kW /400 hp grossing 39 tonnes.

What did you do to try out the new MAN D1556 engines?

The MAN D1556 (330 hp) proved more than sufficient for an 18-tonne

MAN TGS 18.330. Its user-friendliness was clear immediately and

thanks to all of its electronic systems, I was able to enjoy working

comfort just like being in a large truck. An interesting feature was

the on-board camera system scanning the so-called “birds-eyeview”

- filming everything that happens around the vehicle. I highly

The new in-line six-cylinder MAN

D15 is 230 kg lighter compared to

the MAN D20 engine it replaces.

recommend using this option for safety reasons alone, for example,

when reversing or driving in confined spaces, or in urban areas with

a significant proportion of pedestrians or cyclists who always have

priority. It’s a step to a higher level.

The MAN TGS 18.400 distribution tractor followed. Four hundred

horses for the 28 tonner were again more than enough. Notable is

a new function of logic preselection and DD gear shifting style. In

this mode, the MAN TipMatic automated transmission notes the

road terrain, staying in gears longer and shifting much faster. This is

particularly useful on district roads, when driving around the city or

in heavy traffic. Also when starting off at intersections it is a pleasant

function. In addition, I liked the possibility of setting the speed limiter

to the desired speed, in my case to 70 km/h. Then you can stand on

the “throttle” as you want and the truck goes smoothly at the selected

speed limit. This avoids the need for constant acceleration and braking,

plus the ride is smoother. Thanks to the new shifting system on the

MAN TGS 18.400 construction tractor-unit - the MAN TipMatic

Off-road automatic transmission - it is best to chose first gear when

starting off or making very sharp turns. Although this isn’t very

common, I found it very practical in practice, and smooth to operate.

Driving on an unpaved road in a small gravel quarry, I again, found

that using the shift systems DD and DX was advantageous. The engine

coped with everything presented, with the 1,800 Newton Meters of

torque of this 39-tonne rig offering ample power on the unpaved road.

Were you impressed with the new MAN D1556?

The MAN D15 engine pleasantly surprised, especially in the most

powerful version. From the smooth handling, to engaging the gears

from lowest to highest, the low internal noise in the cabin compared

to what we know in luxury buses. It is not by accident that I mention

this, as this Spring the MAN D15 was first introduced in MAN buses

and coaches. Knowing the weight benefits of 230 kg, a maximum

output of 294 kW/400 hp with 1,800 Nm of torque is enough for a

wide range of heavy duty truck applications.

The ergonomics of the

driver’s workplace and

the entire cab interior

are typical MAN.

9.0 litres will certainly work in this drivetrain for construction sector work.


Text: Rob Van Dieten - rob@fleet.ie

FUEL PRICES (WEEK 22) | 17

Country Currency 95 Lead Free 98 Lead Free Diesel

Austria EUR 1.010 1.157 0.980

Belarus EUR 0.672 0.736 0.672

Belgium EUR 1.301 1.384 1.310

Bosnia-Herzegovina BAM 1.726 1.943 1.629

Bulgaria BGN 1.690 2.100 1.750

Croatia HRK 7.960 9.160 7.960

Czech Republic CZK 25.730 26.970 25.310

Denmark DKK 9.490 10.490 7.890

Estonia EUR 1.149 1.199 0.999

Finland EUR 1.258 1.342 1.117

France EUR 1.295 1.362 1.202

Georgia GEL 2.070 2.310 2.030

Germany EUR 1.192 1.385 1.060

Greece EUR 1.330 1.582 1.093

Hungary HUF 331.000 355.000 343.000

Ireland EUR 1.220 - 1.140

Italy EUR 1.427 - 1.313

Kazakhstan KZT 173.370 - 193.490

Kosovo EUR 1.200 - 1.170

Latvia EUR 1.034 1.099 0.934

Lithuania EUR 0.945 1.024 0.845

Luxemburg EUR 1.009 1.103 0.898

Moldova MDL 15.550 16.180 13.100

Montenegro EUR 1.050 1.090 0.940

Netherlands EUR 1.621 1.704 1.296

North Macedonia MKD 57.500 57.100 49.500

Norway NOK 15.850 16.750 14.960

Poland PLN 3.990 4.340 4.050

Portugal EUR 1.414 1.421 1.248

Romania RON 4.130 4.240 4.150

Russia Federation RUB 47.170 54.570 47.670

Serbia RSD 123.400 132.900 131.900

Slovakia EUR 1.090 1.202 1.010

Slovenia EUR 1.000 1.144 1.000

Spain EUR 1.093 1.263 1.030

Sweden SEK 13.480 14.080 13.730

Switzerland CHF 1.410 - 1.496

Turkey TRY 5.879 6.288 5.494

Ukraine UAH 21.850 23.480 21.280

UK GBP 1.049 1.366 1.117

USA USD 0.518 - 0.631

www.fleet.ie

18 | WEBINARS

The Irish Exporters Association

2020 Export Series adopts

virtual platform

Pictured (left to right) at the launch of the IEA’s Webinar Series are Simon McKeever, IEA; Jarlath Sweeney,

Fleet Transport; Kasia Steyn, Irish Rail and Declan Sinnott, Rhenus Logistics.

The Irish Exporters Association

(IEA), the voice of the export

industry in Ireland, in association

with Rhenus Logistics Ireland and Iarnród

Éireann – Irish Rail, has hosted a number

of Webinar conferences as part of the 2020

Export Series, covering a broad range of

topics and issues pertaining to current

business and industry sectors. Among the

matters on the agendas discussed were

the Green Supply Chain and the COVID-

19 experiences of Irish Ambassadors

around the world, together with the latest

information from various Governmental

Departments.


While COVID-19 has dominated the

headlines, negotiations continue on a

future partnership between the European

Union (EU) and the UK, and on efforts

to address the climate crisis. The IEA’s

priorities for 2020 have not changed. Brexit

and Market Diversification, Climate Change

and Sustainability and Trade Compliance

are as relevant today as they were at the

start of the year.

In this context, the IEA hosted its first

Green Supply Chain webinar on 26th

March with presentations from Romain

Couture, Circular Economy Researcher,

Irish Manufacturing Research (IMR), Dr.

Cera Slevin, Managing Director, Climate

Matters Ltd., David Sadlier, Director of

Customer Solutions, Rhenus Logistics Ltd.

and Howard Knott, Logistics Consultant.

The webinar participants were briefed on

how to turn a manufacturing challenge into

an opportunity, resource efficiency with a

circular economy and on climate change

risks and opportunities for their business

and understanding the impact of a green

Supply Chain.

Commenting at the gathering Romain

Couture said: “The circular economy is a

$4.5 trillion business opportunity and is

at the heart of the new European Green

Deal. Businesses should be looking at

embedding circularity in their supply chains

for environmental and economic reasons.

This is why Irish Manufacturing Research

has launched CIRCULÉIRE, which is a

public private consortium whose vision is

to accelerate the transition towards a zerocarbon

circular economy in Ireland.”

Cera Slevin added:“Like pandemic risk,

climate risk equals financial risk. Now

is the time to build resilience into your

business model against climate risk but also

harnessing opportunities.”

In conclusion David Sadlier stated: “Long

term Supply Chain Sustainability requires

a multi-layered approach looking at

environmental benefits, economic benefit to

companies cost to serve, warehouse facilities

and supply chain design. A green Supply

Chain is an enabler to business growth via

improved service offerings, lower cost base

and greener credentials.”

On 23 April, the IEA hosted a second

webinar on the subject ‘Race towards a

Green Supply Chain’ with presentations

from Maeve Morrissey, SME Programme

Executive, Sustainable Energy Authority of

Ireland (SEAI), Kasia Steyn, Freight Services

Executive, Irish Rail and Howard Knott,

Logistics Consultant. Attendees were briefed

on who are the main players in greening the

supply chain, on the 2030 model supply

chain and energy and climate change, and

where to get help on those matters.

Maeve Morrissey from SEAI announced the

launch of an online energy academy to help

businesses cut energy costs. Their online

training is free, quick, and easy and can be

completed by employees from home.

Kasia Steyn promoted the merits of rail freight

to help reduce transport’s carbon footprint:

“I was delighted with an opportunity to

present at the Irish Exporters Association

Webinar on Green Supply Chains and

highlight the great benefits of using Rail

for moving freight. I am also thankful to

Fleet Transport Magazine for featuring an

article on same in their Ezine. Rail freight is

IVECO Daily Red Cross Romania

truly an environmentally friendly mode of

transport with so many other added benefits

such as punctuality, reliability, safety and

efficiency. It’s worth noting rail freight is

not affected by COVID-19 crisis and our

dedicated frontline staff ensure supply chains

remain intact.”

Howard Knott spoke in a similar vein,

focussing on alternative drivetrains: “My

purpose in my presentations to these

webinars was to explain to the participants

just how quickly the different modes of

freight transport are developing, each

steadily reducing its environmental footprint.

Manufacturing companies operating from

Irish locations are under increasing pressure

to ensure that the supply chains being used

for both their export shipments and their raw

material procurement operate with minimal

climate impact.

In the discussions following the presentations

it became clear that, despite the substantial

availability and steadily dropping prices of

fossil fuels, the progress towards a lower

carbon world was relentless. The single most

important development will be in the area of

electric power generation. The production of

significantly increased electric power both

on the national and international grids and

within individual enterprises will enable the

use of battery propulsion for trucks, trains

and ships, perhaps, even aircraft. It will

also enable the production of Hydrogen to

power vehicles of all kinds with zero carbon

footprint. The webinar series is becoming

WEBINARS | 19

a significant medium through which the

IEA can develop its thoughts in this vital

Green Technology area and contribute to

the national discussion.”

The recordings of the webinars are available

on www.irishexporters.ie/webinars/

Also under the IEA’s 2020 Export Series’

banner, another webinar brought the

COVID-19 experiences of Irish Ambassadors

around the world to the fore. The IEA heard

from the Ambassadors of Ireland to China,

Italy, Germany, France, Spain, Sweden and

the USA. “Irish businesses export to and

have bases in all parts of the globe and it is

imperative that they understand the situation

in different countries and supports that may

be available. Each country has responded

in varying degrees to the crisis, but all with

the one premise, to contain the virus and

protect lives. The Ambassadors also gave

an insight into how the Embassies and staff

have adapted to the respective restrictions

and day to day life in the different countries,”

explained Simon McKeever, Chief Executive

at the Irish Exporters Association.

On 1 April, the Irish Ambassador to Italy

took part in a webinar and went through the

economic impact that the crisis is having

on Italy and on the Italian Government’s

work to keep trade moving. On the specific

economic relationship between Ireland and

Italy, the Ambassador commented that

“chemicals, pharmaceuticals and medical

equipment make up approximately 75% of

www.fleet.ie

20 | WEBINARS

Irish exports to Italy. Trade in these goods

is not impeded by the restrictions in place

in Italy.”

The Irish Ambassador to Germany and the

Irish Ambassador to France and Monaco

went through the situation and approach

in both EU countries during a webinar

on 9 April. The Ambassador to France,

commented that “8 million people are

now working remotely in France. All Irish

State Agencies and the Embassy are open

and ensuring our continuity of service to

Irish citizens and companies.” The French

Ambassador also went through actions

taken by the French Government, including

approving “derogations to employment

law to allow for Sunday working and for a

working time of up to 60 hours in certain

sectors. These measures are brought in for

logistics and haulage workers to keep the

food supply chain functioning.”

Style Green Projekt

“Germany is a key trading partner for Ireland.

It is our third largest export market, worth

approximately €39 billion. The trade balance

is currently in Ireland’s favour, standing at

60-40%” commented the Irish Ambassador

to the Federal Republic of Germany. The

Ambassador also remarked on the actions

taken by the German Government to

ease the economic impact of the crisis.

The Ambassador stated that the response

“centred on loans to larger companies and

subsidies to smaller companies and the

self-employed. A €600 billion economic

stabilisation fund has been launched.

Reduced hours compensation, unlimited

liquidity aid for the SME sector, tax measures

and a rapid loan schemes are some other

measures brought in.”

The Department of Tourism, Transport

and Sport participated in a webinar on 27

March to go through measures taken to

improve the movement of the supply chain

under the restrictions. A Department official

commented on the fact that all links in the

supply chain are essential “it is essential that

the work of the supply chain continues to the

greatest extent possible. Where practical,

all goods should continue to be distributed

(not just food and medical supplies) to

warehouses, businesses and distribution

centres around the country. All activities

necessary for the continued provision of an

essential service in the supply chain should

continue.”

On 15 April, the Department of Business,

Enterprise & Innovation (DBEI) went

through the supports and schemes

available to businesses. DBEI has a

range of working capital supports for

businesses impacted by COVID–19. “For

microenterprises, Microfinance Ireland is

offering loans of up to €50,000 at a subsidised

interest rate of 4.5% and the SBCI COVID-

19 working capital scheme offers loans of

up to €1.5 million to businesses with up to

499 employees at a maximum interest rate

of 4%.” The Department commented that

they are “continually improving and adding

to supports. We are also planning for the next

phase to help businesses grow and prosper

again – investment, growth and recapitalising

businesses are just some of the issues we are

working on with stakeholders.”

The Department of Employment Affairs

and Social Protection stated during the

webinar on 29 April, that “approximately 1

million people are in receipt of some form of

employment subsidy or income support from

the State.” Specifically, on the temporary

Wage Subsidy scheme, the Department

commented that the scheme’s premise “is

to retain the link between employees and

employer. “Retaining this link is important

in anticipation of the economic recovery

that will follow.”

The IEA continues to organise webinars to

alleviate its members concerns, give clarity

on various supports and find a way forward

in these challenging times.

Fleet Transport Magazine is the official

media partner to the IEA’s 2020 Export

Series programme.



fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 21

Volume 15, No. 3 Summer 2020

Compiled by Howard Knott

Edited by Jarlath Sweeney

email: maritime@fleet.ie

There’s something familiar about: Stena Nordica

Stena Line took the Stena Estrid out

of service on 1 May and replaced

her on the Dublin-Holyhead route

with the veteran Stena Nordica. The Stena

Estrid, completed in China in late 2019 and

introduced on the Irish Sea in January,

had suffered some teething problems,

putting one of her engines out of action.

Stena Line decided to take the opportunity

to take her out of service for a few weeks

and undertake substantial work on the

matter. While the Stena Nordica offers

less passenger and freight capacity than

the new vessel, the COVID-19 collapse

of passenger business and reduction in

freight, meant that the Line continued to

offer adequate capacity to meet demand.

The Stena Nordica was built as the European

Ambassador and delivered in 2000 to

P&O Ferries. She was one of three similar

vessels built for P&O by Mitsubishi Heavy

Industries in Japan, all of them for Irish

Sea services. The European Highlander and

European Causeway went directly into the

long-established Larne/Cairnryan service

on which they have remained ever since.

The European Ambassador sailed to Dublin

and P&O used her to open a weekday

service from there to Mostyn. This port, at

the mouth of the River Dee estuary on the

North Wales coast, and with good access

to the British motorway system, did not

previously have a history of operation as a

ferry terminal, even though its location, close

to the British Aircraft Corporation factory

at Broughton which manufacturers aircraft

wings for Airbus, maintains a steady traffic

flow through the port.

The European Ambassador also opened

a weekend Dublin to Cherbourg route

for P&O, supplementing that company’s

Rosslare/Cherbourg route. This was to be

a forerunner of Irish Ferries’ deployment of

the Epsilon on the same route over several

recent summers.

In 2004 P&O closed its Mostyn and

Cherbourg routes and the European

Ambassador was sold to Stena Line where

she was renamed Stena Nordica. Apart from

a brief period in 2015-16 when she sailed

as Malo Seaways for DFDS on the English

Channel, she has been operational on Stena

services ever since.

In 2019 she stood in for the Stena Europe on

the Rosslare/Fishguard service while that

vessel underwent a major re-fit at a Turkish

yard. While her freight vehicle capacity is

much greater than that of the older ship, her

passenger capacity of 400 is significantly less

than the 1,400 on Stena Europe.

In early June, on completion of her standin

duties running between Dublin and

Holyhead, Stena Nordica will again move

to the Rosslare/Fishguard route, enabling

the Stena Europe to undertake her annual

re-fit. She is then scheduled to return in

early July to her established route linking

the Polish Port of Gdynia with Karlskrona

in Sweden.

FLEETMARITIME | Summer 2020

22 | MARITIME II

Rosslare Windfarm Support project could

play key role in renewable energy drive

The 2018 “Irish Ports Offshore

Renewable Energy Services”

(IPORES) report commissioned

by the Irish Maritime Development Office

(IMDO) opened with the following: “Since

2012, the offshore renewable energy (ORE)

sector in Europe has tripled in size, primarily

through the deployment of offshore wind

turbines, with energy companies investing

over €22 billion in the construction and

operation of over 11GW (2,000 turbines)

of capacity. The rapid growth of the offshore

wind industry in Europe is projected to

continue over the next ten years, where

offshore wind is becoming a mainstream

supplier of low-carbon electricity due

to achieving competitiveness through a

continued focus on cost reductions and

innovation throughout the supply chain.

Ireland’s offshore renewable energy resources

are among the largest in Europe; however,

these assets remain largely undeveloped. To

date, the only offshore wind project deployed

in Ireland is the 25MW (7 turbine) offshore

wind demonstration project commissioned in

2004. However, recent policy developments

in Ireland have stimulated a renewed focus on

investment opportunities in Ireland’s offshore

wind, wave and tidal energy resources. In

particular, the new Renewable Energy

Support Scheme (RESS) being designed

to contribute to Ireland’s 2020 renewable

electricity targets, and to deliver Ireland’s

renewable energy ambitions out to 2030,

could act as a catalyst for the deployment of

ORE projects in Irish waters and create new

business opportunities for Ireland’s ports.”

Rosslare Europort did play a significant role

in the development of Ireland’s first offshore

wind farm which was located on the Arklow

Bank, offshore in 2004. That project is now

under further development by SSE Airtricity

with plans to increase the power output from

the windfarm from 25MW to 520MW by

2025.

In May 2020 XELLZ Ireland Ltd. announced

that it had secured an area of approximately

200,000 sq. metres of land alongside Rosslare

Europort where it plans to establish an offshore

wind supply base to serve and support the

development of offshore wind energy farms.

The Europort Business Park being developed

on the site will give direct access to the


quay for the loading

and offloading

of offshore wind

equipment as well

as providing storage

and assembly areas to

manage the turbines,

transition pieces

and mobilisation

equipment.

Space will also be

made available to

enterprises interested

in providing maintenance, operational and

repair services. The development is alongside

the new port access road which is planned

and being developed by Rosslare Europort

and several transport related enterprises. The

Rosslare Europort Development Plan, some

of which is already completed in anticipation

of Brexit with the provision of State Control

facilities and vehicle parking areas will provide

facilities that are important to the developers

of the Wind farm projects. The availability

there of a range of ferry services to and from

European Ports and of regular lo-lo container

services to and from the nearby Waterford

Port, together the tugboat and other supports

in the region will also be an advantage.

In addition to the already operational Arklow

Bank windfarm and its development, seven

further offshore renewable energy projects

have been designated as ‘Relevant Projects’

by the Ministers for Urban Development and

Climate Action and have been approved for

transition to the upcoming marine planning

regime. This approval should enable them to

be processed to receive a valid grid connection

offer.

Six of these projects are located off the

Irish East Coast, two off County Louth,

one each on the Kish Bank outside Dublin

and off Bray, two on the Codling Bank near

Wicklow while the seventh is located off the

Connemara Coast.

A further project announcement in recent

weeks came from Simply Blue Energy, who

propose to locate a floating wind farm some

45km west of Pembroke in the Celtic Sea. The

technology for such a development is based

on that in use for floating oil exploration

platforms.

Any of these projects could be developed

and maintained from the Rosslare location.

MARITIME III | 23

The post COVID-19 Maritime world

At the time of writing this worldwide pandemic is far

from being over, but already some significant changes

in the way in which the maritime sector operates are

becoming apparent. Some of these arise from changes in the

way in which people and industries have begun to work in order

to keep some sense of normality in a unique global event. Many

others come from the unique “opportunity” that has required

people, businesses and Governments to, almost literally, stop

and think things out again.

One development that has been brought into sharp focus by

the pandemic has been the use of e-documentation. There is an

imperative to avoid, where possible, the physical handling of any

form of paperwork. Shipping lines and Forwarders have come

together in groups like the Digital Container Shipping Association

to promote the use of technologies such as blockchain to develop

valid documentation that will ease the flow of cargo through ports

on a global basis.

To look at different sectors from an Irish perspective:

Irish export and import performance

Four sectors of the Irish export economy, Financial Services,

ICT, Food and Drink, along with Pharma and Medical Devices,

while suffering some disruption and reduction in business as their

customers have slowed their activities, have, in the main, kept active

throughout the crisis. On the import side, food and drink volumes

have remained strong as has the requirement for medical equipment,

PPE’s and the like. At the time of writing, as markets in Europe and

further afield begin to open-up, volumes shipping through Irish

ports are beginning to recover from the March/April slump.

Short Sea Shipping services

• Ferries: Due, in part, to the short-term State assistance to

ferry routes out of Rosslare and the Cherbourg route out of

Dublin, the shipping lines have been able to maintain full

schedules. Another significant factor is that, in the main, ferry

services operating through Irish Ports are very freight traffic

focussed and passenger traffic is limited and very seasonal.

Thus, routes, other than those to Roscoff have continued to be

served with the planned schedules. This is unlike the case on

several English Channel, North Sea and Scandinavian routes

which, following the collapse of passenger traffic, have closed

either temporarily or permanently. In the course of a recent IEA

webinar, Rosslare Europort CEO, Glenn Carr made the point

that when a service closes, even if it supposed to be temporarily,

it is extremely difficult to get such a service up and running

again. One change, that was already happening but which the

COVID-19 outbreak hastened, has been the switch by hauliers

to operations using unaccompanied trailers on ferries. Doing

this has enabled them to sidestep many of the difficulties that

they may otherwise have faced at ports and border crossing

points, but it has also put the Shipping Lines under pressure

in maintaining their loading and discharging time schedules.

While Brexit and the potential disruption arising from it, has,

up to now, been the main reason for shippers and hauliers

to consider the use of direct shipping services from Irish to

Brittania leaves Dublin

continental ports, the potential COVID-19 disruptions have

made shippers and customers more likely to ship now on the

direct services rather than use the British Landbridge.

• Lo-Lo containerships: Volumes, though down, have been

enough to enable lines to keep services and schedules running

normally, and there have been no health-related issues at ports

or on-board ship. Unlike the ferries however, the container

lines have an operational model in which they not only supply

the vessel on which the cargo is shipped but also provide the

container in which it is packed. Due to the closures of premises

throughout Europe it has been more challenging to keep the

container equipment in the right balance and lines have had

to move many containers empty.

• Deep Sea Shipping Services: In order to maintain the rates paid

by shippers the major Container Lines started a programme of

“blanking” sailings early in the New Year. This sought to limit

capacity to a level that kept the vessels operating with minimal

losses, but it disrupts the supply chains of many shippers.

There have also been major issues concerning the availability

of appropriate containers due mainly to equipment being tied

up at ports awaiting discharge.

• Cruise Ship operations: These came to a complete halt at the

start of the pandemic and are unlikely to resume until 2021 at

the earliest. This will have a severe impact on the lines involved

and on the partners on shore. Adding to the industry problems

is the increasing resistance from many ports and cities to the

servicing of some of the massive vessels and the strain that these

put on the local city infrastructure. There are also pollution

issues with these vessels.

In the next issue of “Fleet Maritime” we will develop the post-

Coronavirus scenario further.

MSC-Ambra


24 | MARITIME IV

PORT PORTALS

CLdN has opened its first route out of Cork.

The Con-Ro service links Ringaskiddy with

Zeebrugge where there are connections

with the Europe-wide CLdN ferry and rail

service network. The vessel deployed on the

new service is the 1999 built Melusine, one

of six sister ships owned by the Luxembourg

based operator. She sails from Cork each

Tuesday at 20.00, arriving at Zeebrugge

on Thursday at noon, sailing for Cork again

on Friday at 22.00, reaching Ringaskiddy

at noon on Sunday. The vessel is worked at

Cork on Monday.

The Melusine has capacity for up to 446 trade

cars and 2,317 lane metres of freight. The

line expects to ship substantial container

volumes which are carried on board using

Mafi-trailers.

Welcoming the new service Port of Cork

Chairman, John Mullins, said: “This is a

very exciting development for both the Port

of Cork and CLdN. In these unprecedented

times this direct freight link with Europe

from Ireland’s primary southern gateway

will reinforce the Port’s commitment to

supporting businesses in the region and

preparing for any eventuality Brexit may

still bring.”

When announcing the new service CLdN

also advised that the frequency of the

Dublin/Zeebrugge link would now return

to a three round trips weekly basis.

Fast Lines Belgium has launched a Liner

service between its home port of Antwerp

and Drogheda with the first monthly sailing

taking place in March 2020. The service

operates under the “Bel-Eire Lines” brand

and targets all kinds of breakbulk and general

cargo including steel products, bagged

material, palletised goods and project cargo.

The company has operated into Drogheda

since 2000 and has its own facilities at the

port’s Tom Roes Point Terminal and at the

Drogheda Town Quay with warehousing of

up to 10,000sqm capacity.

On 27 April Hyundai Maritime’s HMM

Algeciras sailed from the Chinese Port of

Quindao on her maiden voyage to Europe.

With a length of 400 metres and a container

capacity of 24,000 TEU she becomes the

largest container ship currently in service.

She is the first of twelve sister ships to be

completed by September 2020 for HMM.

The owner claims that this fleet, along with

the eight 16,000 TEU capacity vessels

also under construction for the South

Korean owner, will be amongst the most

environmentally friendly vessels afloat.

Each vessel is being fitted with exhaust gas

scrubbing equipment.

As of April 1 Hyundai, switched from

membership of the “2M Alliance” a group

in which they partnered operationally with

Maersk and MSC, to becoming a full partner

in “THE ALLIANCE”, along with Hapag

Lloyd, Yang Ming and Ocean Network

Express (ONE).

MSC has also commenced the introduction

of a series of similar capacity vessels to the

new Hyundai fleet. In early May two of the

23,750 TEU ships were deployed to call

at US West Coast Ports to collect empty

containers and return them to China for

loading. These were, by a significant margin,

the largest cargo ships to call at US West

Coast Ports.

Brittany Ferries plan to return the chartered

Kerry to her owners, Stena Ro-Ro, at the end

of her current charter period later in 2020.

She will be replaced on the Rosslare services

to Bilbao and Roscoff by her sister-ship,

Connemara. That vessel will be displaced

from the Portsmouth/Bilbao service by

Galacia, the first of three E-Flexer vessels

currently under construction in China to

a Brittany Ferries specification, but under

the Stena series order. Further delays in

completion have been reported for Brittany

Ferries’ first LNG powered vessel, the Cruise

Ferry Honfleur, and she is unlikely to enter

service until close to the end of 2020.

Irish Ferries plans to retain the chartered

Epsilon for a further year. It remains unclear

when its Cruise Ferry ordered from German

builder FSG will be built and enter service.

FSG built the W.B. Yeats and, mainly due

to extreme delays in delivery of that vessel,

suffered major losses in 2019. Irish Ferries

has, according to the company’s recently

published results, put down a deposit of 20%

(€33m) on the new order and is unlikely to

switch the order to another builder until the

financial position of FSG is clarified.

Stena Line has advised that the planned

lengthening work on the former Belfast/

Birkinhead ferry Stena Lagan has been

deferred by six months due to the COVID-

19 outbreak. The work had been planned

to be completed by July, at which time her

sister ship Stena Mersey would have been

taken out of operation on the Birkenhead

route and have been extended. That work

will not now start until the New Year when

Stena’s third e-Flexer delivery, Stena Embla

will take up service on that route.


COMMENT | 25

The Race towards being

Green in the Supply Chain

From where I'm sitting

- Howard Knott - howard@fleet.ie

In early January, I put together a

power-point under the above title

that was intended for the National

Manufacturing Conference taking

place at Citywest later that month. I

reckoned that the audience would be drawn

from a range of industries and disciplines

and would not have many Supply Chain

specialists. So, what I set out to do was

to make them aware of just how diverse

the Supply Chain options were for any

export or import shipment point of view,

and to indicate how “good” or “bad” each

mode was in terms of its carbon and other

noxious gas footprint.

Even before the intended launch of the talk

I was given the opportunity to take it to a

high level group meeting of exporters. Out of

that meeting came a fresh focus on the superopenness

of the Irish manufacturing export

economy, in which many of the companies

involved had their headquarters outside of

Ireland and where much of the production

from locally based companies was in the food

and drink sectors. Each of these categories

have been becoming increasingly sensitive

to just how “green” their supply chains are.

Both groups of shippers now find themselves

under pressure from both “ethical” investors

and from consumers who are demanding to

know the carbon footprint of their products

and seeking to purchase those products with

the lowest score.

At that exporters meeting some were anxious

that Ireland’s very obvious location on

the map, as an offshore island off another

offshore island, might turn investors to relocate

to places closer to their home market.

This puts significant pressure on everybody

with an interest in Irish export development

to be able to demonstrate that production

here is low on the emissions scale.

Over the intervening months I have had the

opportunity to make a similar presentation

mainly through webinars. February’s General

Election results validated the thesis that the

general public is indeed becoming “green”

aware, while the new European Commission

has also come out with its European Green

Deal programme outline for the next seven

years.

In conversations surrounding these

presentations I was told of a very significant

number of real developments involving each

of the modes of freight transport, with each

of them seeking to make that mode the least

polluting mode - or at least a great deal better

than hitherto. From the road haulage side,

Stage D Euro 6 diesels and Electric LGV’s

are already delivering, while fuel cell and

hydrogen technology is being developed

by Nikola and others.

For rail, the designation by the EU

Commission that 2021 is to be the “European

Year of Rail” is expected to push substantial

investment into development of that mode,

both in terms of services being offered and

technology being developed. This is bound to

help enable Irish Rail to make the long hoped

for development of its liner freight services

linking Irish ports with manufacturers

and consumers with longer, faster and

ever more environmentally friendly trains.

Meanwhile, full implementation of the

global low-sulphur emissions regulations

by the maritime industry is now a fact and

is already showing dramatic improvement

of air quality in coastal areas of the English

Channel and elsewhere.

The airfreight business is the mode that

could face very significant changes with

the arrival on the scene of the cargo drone.

The most dramatic of these may be the US

Air Force developed Sabrewing unmanned

cargo aircraft launched on 1 May, with a

cargo carrying capacity of 2,450 kg.

Pulling together the learnings from this

series of talks, two things jump out for me.

First is that the key enabler of low-emission

transport is renewable electric energy. In an

Irish context the big push must be on the

development of offshore wind technology.

Second is the development of freight route

planners that enable the shipper to choose

not only the quickest or cheapest route to

market, but also to know exactly how “green”

that chosen route is.

It will be fascinating to see, but maybe

Ireland’s geography is not too bad as a global

manufacturing location after all.

www.fleet.ie

26 | OPINION

Finance Minister tells Insurers

risk damaged reputations

An article in a recent Sunday

newspaper posed a headline

warning from Minister for

Finance, Paschal Donohoe

to Insurance Ireland, the representative

group for insurers, “Donohoe told Insurers

they risked ‘irreparable damage’ to their

reputations”. I was a bit surprised with that

statement because most people felt that

that insurance companies never seem to

care what people, Government Ministers,

customers, or regulatory agencies think of

them. Of course, insurance firms don’t act

illegally, but they do have a lot of latitude

in what they can do. These comments

come against the backdrop of a refusal by

some insurers to pay business interruption

claims in the light of the COVID-19 crisis.

At the moment there are some cases before

the Courts for adjudication and that will be

interesting when arbitration is decided.

Another aspect that this current crisis is who

sold these products and what was the appeal

for the policy holder to take out the premium

and put cover in place? Insurers might argue

that nobody could have predicted this event

and it falls into the category of a ‘natural

disaster’. Not an unreasonable position

maybe, but other businesses are not taking

that view. Hotels are working with their


customers to rearrange events and reduce

the impact on companies. Airlines, which are

often in the media for the way they handle

complaints and issues with their customers,

are arranging refunds and rebooking for

disappointed passengers.

So back to the Courts. In the past year or so,

judges seemed to hold insurers to account

more than in the past. Minister Donohoe

told the insurers to do the right thing in

relation to those pending claims and while

we know he cannot offer an opinion to the

judiciary, let’s hope that sentiment would

hold good.

On reading the headline, some people may

think the Minister may have been showing

leadership. Maybe he has good reason to

be annoyed with insurers. Over the years

he and his predecessors in Government

have given the insurers so many tools to

help their business, particularly in the

area of motor insurance, such as speed

limits, seat belt usage, NCT testing and the

penalty point system. All progressive tools

and they certainly improved road safety

and in reducing fatalities. Insurers on the

other hand have not shown any transparent

advantage for their policy holders that

obeyed the law. In the past other Ministers

have threatened sectors that did not show

some level of appreciation. Maybe this

Minister should act and not talk.

On the subject of the COVID-19 crisis, I got

some amusement from another headline,

stating that ‘we should take our advice from

experts, not vested interests’. So what is the

difference between both these groups of

people? At the moment our airwaves are

filled with experts and from what I can see

most of them have one thing in common,

they are employed by the State or one of its

agencies. Here employment is secure and

so too is their income. Vested interest are

just that; people who need to work, keep

their jobs or businesses trading so they can

survive and get paid. For road hauliers, bus

operators, and truck and bus dealers, there is

nothing new about this order of things, it is

the way the world and democracy works, it

may not be fair, but little can be done about

it. At times of crisis people focus a little more

on it and it can create some tensions. When

recessions and downturns in the economy

come to an end, it will be the private sector

that will take the most pain and be relied on

to rebuild the economy, while the experts

plan for the next event. Stay safe!

Text: Sean Murtagh - sean@fleet.ie

Staff Motivation

FINANCE | 27

One of the most important

elements of any business

success is the management’s

ability to motivate all staff to

succeed in the achievement of the business

goals. For this strategy to maximise its

potential, these goals, at all levels, must be

communicated effectively and clearly. Staff

then must be incentivised and motivated

to achieve these short, medium and long

term targets. In relation to road transport

operations and the success of the business

versus the competition, the set standards

and self-belief to really succeed must be

replicated by all staff.

There are five key elements of staff

motivation. To recruit and retain staff the

financial remuneration for the specific job

must be on par with industry norms. Where

practical and compliant, staff remuneration

should be linked to productivity, so pay for

the amount and standard of work done, as

opposed to just clocking in time. At every

level and every function link remuneration

with job productivity and reward those that

want to succeed.

Most employees are motivated to work in an

organisation that will further develop their

skills and ability. Logistics firms that are now

managed by staff that have come up through

the ranks and have the in-house training

and business acumen to succeed means

that that business will be seen as a preferred

employer in both recruiting and retaining

staff. The ability to develop in one’s job can

be a key factor in the motivation of staff to

maximise their potential. Now more than

ever before, transport has an opportunity to

build a strong motivated workforce that are

seen as fulfilling an essential service.

The respect that staff are shown by

management and fellow employees is crucial

to staff motivation and productivity. Many

organisations have an autocratic system of

staff monitoring and control. It is felt that

without clear rules and regulations and

supervision staff will not perform their basic

functions and all business decisions and

suggestions are made by senior management

and owners. In other businesses the flow of

information works both ways and all staff

are part of the overall business success.

The ability to communicate with owners

and senior management is not dependant

on business size, large organisations can

successfully make their business all-inclusive

by implementing good communication

methods. While the buck always rests with

the business owner getting staff on side

and working can make life a lot easier in

the long term.

Being part of a successful business that has

a high profile image and an ethos of social

care, whether that’s an indigenous Irish

business or a global player are all key issues

in staff motivation and well-being. Small to

medium sized businesses that support local

community developments and are at the

forefront of social development can be very

rewarding to be a part of. Now more than

ever this is apparent with many transport

firms stepping up their service delivery

to key clients that are manufacturing or

distributing health care products. Look at

the role An Post has played in this crisis and

this has been replicated up and down the

country by many logistic companies.

The final element in this staff motivation

advice relates to being part of a team, it

encompasses the branding and image of the

business, the corporate ethos and the calibre

of individuals that work in the business.

Being part of a team as a motivational tool

should not be underestimated, it works

in sport and transfers to all businesses

regardless of size.

Text: Donal Dempsey - donal@fleet.ie

www.fleet.ie

28 | SOAPBOX

Uncharted Waters –

A Bureaucrat’s Delight

The sight of convoys of Italian

Army trucks carrying the

dead victims of the COVID-

19 virus from Bergamo in the

middle of the night will always remain in

my memory as will refrigerated trailers

being used to store the dead bodies in New

York. Who could ever have foreseen such

circumstances?

A sense of foreboding almost verging on

panic during my first two weeks of lockdown

in Ireland slowly adjusted to recognise the

new norm of life in a pandemic. No one

should dare to criticise the Government for

the steps taken to contain the virus. They

didn’t ‘Run to the Bunker’ like some famous

politicians did in the past at time of crisis.

Ireland seems to have come through the very

worst of it and the financial supports from

the Government to completely locked down

businesses keeps away the deep pain taken

during the recession. Truly, we are all in

this together and the chances of survival are

much enhanced, thank you Government.

My concerns now are with the efforts

being made to restrain any re-emergence

of the Coronavirus. While we are all in this

together, cracks have started to emerge,

particularly with the brilliant sunshine

attracting people to beaches where people

partied and left their rubbish lying around,

showing no sign of restraint. Given that our

civic authorities could do no more than try

to move these people on, what could have

been done?

Now, however, those that design and enforce

the myriad of rules for business appear to

be going into a halcyon period, businesses

which the Government has done so much

to protect, are now faced with an onslaught

from these bureaucrats. Employers are

required, under the protocol, to put together

a reopening plan. Among other things,

they have to ensure strict adherence to

social distancing, provide hand sanitiser,

monitor their employees’ temperatures

and create designated isolation areas for

workers who might fall ill over the course

of the working day.

Workplaces are supposed to designate a

“lead worker representative, charged with


ensuring that COVID-19 measures are

strictly adhered to in their place of work”,

according to the Government notice. Under

the plan, the Health & Safety Authority

(HSA) can order businesses to shut down

operations if they do not comply with the

rules. Business owners do not have to notify

Gardaí or the HSA before reopening, nor will

the HSA have to pre-approve a business’s

back-to-work plan.

I don’t have any problem with insisting that

we are required to regularly wash our hands,

use sanitizers and generally use our heads.

However, common sense seems not to be

the most common of instincts at times, just

witness what’s happening at our beaches?

To require us to become semi-paramedics

in diagnosing potential carriers of COVID-

19 is to my mind stretching the duties of

employers. Be that as it may, what happens if

we fail to detect or alternatively misdiagnose

and send someone home? This has all the

potential of becoming a legislative minefield

and fodder for the Courts. If an issue arises,

the bureaucrats will ask to see the firm’s

COVID-19 Policy and I wonder who will

adjudicate on this being adequate, just like

the issues truck operators and owners have

with Commercial Vehicle Roadworthiness

Testing debacle. In addition, I understand

that taking a person’s temperature and the

information gained is subject to GDPR

regulations. We are indeed in uncharted

territory.

Text: Jerry Kiersey - jerry@fleet.ie

TEST DAYS: International Forklift

& Intralogistics Awards 2020

34

32

36

30 www.handling-network.com

Third-party cybersecurity

risks and how to manage

them more efficiently

Herman Errico, Senior Cybersecurity Consultant,

Cyber, Risk and Advisory at BSI Consulting Services

The presence of cybersecurity risks

due to different governance structures

and security controls can be vast and

challenging in Ireland and across global

supply chains.

Supplier risks may result in data

breaches that expose a company’s

information or their customers personal

data and can have a significant impact

on an organisations’ people, finances,

and reputation.

Whether a company has been in

operation for multiple years or just

starting out, adopting a more structured

approach with increased visibility,

controls and preparedness could support

a better cybersecurity and information

security risk management.

Managing suppliers’ cybersecurity

and information security risks has always

been a challenge for many organisations.

Normal procedures may be bypassed

or ignored due to a reduction in staff

or users may not be accustomed to

the standard processes that need to be

followed. There may be downloading of

applications or procurement of services

from untrusted sources. This along with

the escalation in cyber threats through

online scams, phishing, and malware,

that are exploiting the current situation,

are putting companies at risk.

The recent pandemic has highlighted

the need for trusted suppliers that

can provide reasonable assurance.

Organisations are faced with

unprecedented challenges, such as

extensive remote working and increased

stress levels that could expose employees

to phishing attacks. In this context

a reliable supplier is a fundamental

requirement to ensure that remote

operations are securely carried out.

What are the main supplier relationship

risks?

BSI carried out research recently

that outlined the main third-party

uncertainties in order of the highest risk

levels as:

• Lack of reasonable assurance

on information security controls

implemented by the third party

• Inadequate information security

governance, risk tolerance and

compliance practices or different

cultural or organisational attitudes

resulting in gaps in security

requirements and controls

• Conflicting or different information

security controls that interfere or

weaken the information security of

the other party

• Over reliance on supplier’s services

and capabilities designed to ensure

compliance with acquirer‘s own

information security requirements

resulting in unintended controls

dependencies

Implementing an effective third-party

risk management programme

By strengthening a company’s

information resilience, and adapting

best practice on how we work remotely,

SUMMER 2020

cyber security

Herman Errico, Senior Cybersecurity Consultant at

BSI Consulting Services

organisations can reduce threats to their

data.

The risks for acquiring services vary

from onsite physical and remote access

to information and information systems,

to offsite information processing,

equipment, and applications.

The first step for many companies is

their procurement policy for the planning

of a new service or product.

At the selection phase a supplier

risk management programme should be

implemented which would include the

support of a third-party management

tool, a questionnaire, a review of the

supplier risk profile - graded from very

high, high, medium to low.

The resulting supplier report would

then be shared with the information

security department who review it, assess

the supplier’s risk, and whether they can

be reduced. If the supplier is successful,

then an agreement is drawn up outlining

the responsibilities for information

management as part of the contract.

The supplier relationship is reviewed

regularly through audits and assessments

to identify any change requirements.

By managing a company’s third

parties correctly and building good

relationships, cyber threats are reduced,

and data becomes more secure, resulting

in the reduction and prevention of

misuse.

BSI Consulting Services provide a

range of solutions to help organisations

address challenges in cybersecurity,

information management and privacy,

security awareness and compliance. For

more details visit bsigroup.com/cyber-ie

www.handling-network.com 31

SUMMER 2020

case study 1

Irema's Limerick factory making

2.5 million face masks per week

to fight COVID-19

As demand for surgical face masks reach

an all-time high, health services across

the globe have been clamouring for more

supplies. In response, Irish manufacturer

Irema doubled its facemask throughput

to help keep the Health Service Executive

(HSE) and others provisioned.

In rural Kilmallock, County Limerick,

a small factory has been producing

disposable face masks for the global

market since 1986. Irema now makes two

types of face mask, as well as air filtration

systems. Following a management buyout

in 2005, the firm invested in a second

factory in Thailand and developed its

FFP2 and FFP3 ‘respirator’ type masks. All

Irema’s products are in high demand in

the current environment, as they all filter

pathogens such as the coronavirus from

the air. The respirator masks in particular

are badly needed as they offer protection

for the wearer, as well as those around

them, by virtue of a tighter seal to the

face.

In response to the global surge in

demand, Irema has extended its shift

patterns to allow production to continue

24 hours a day, seven days a week. It

has hired additional staff to double its

workforce to 94, and has invested in an

extra machine, which has been installed

specifically for the respirator masks.

In an average week before COVID-19,

Irema’s Irish factory was producing some

1.3 million face masks and respirators.

That figure is now up to 2.6 million. The

main recipient of the extra productivity

has been the HSE.

The warehouse has two reverse-in

loading bays and a team of four to six

staff, many of whom have been working

at the factory since the firm was founded.

Kieran O’Brien, Irema’s Marketing

Manager said that the company has risen

to the challenge of keeping the goods

flowing at an unprecedented pace: “It’s

definitely a bigger challenge for our

very experienced and hard-working

warehousing team… they’ve really

ramped things up in terms of turning

things round extremely quickly.”

The usual warehousing space is now

being used to quickly load and wrap

pallets to prepare them directly for

despatch, such is the urgency of the HSE’s

demand for masks. Previously two or

three container loads were collected each

day; now there are 12 – 14 collections

daily.

Kieran explained that Irema’s

Distribution Manager is currently liaising

with the HSE to organise multiple

collections each day of perhaps eight to

ten pallets, containing in the region of

250,000 masks. He said that some 90% of

the firm’s products are usually exported,

but that has all changed now: “We’re

doing everything we can, particularly

the respirators, they’re the key one…

they’re very much for the front-line health

services” and added that its full capacity

of these respirator masks is now going to

the HSE.

“At the end of the day, this is

unprecedented. Even though we’ve been

through SARS, and we’ve been through

swine-flu, this is different. At this stage

supplying the HSE is a priority.”

This draws attention to Irema’s

unique position in the supply chain.

It is estimated that about 80% of the


SUMMER 2020

case study 1

world’s face masks are produced in

China or Korea. But as the Coronavirus

hit these regions, those countries have

enacted export bans which exacerbate

the worldwide shortage brought on by

the pandemic. Irema is part of a very

small cohort of European manufacturers

of these essential supplies. And happily

for the HSE, Irema is not dependant on

importing its component materials from

the Far East either.

“We’re quite lucky that we make

our own mask material. That’s a huge

advantage we have, and to that extent

we’re not as affected as other companies

who are waiting on a shipment or two or

three.”

However, Kieran stated that they are

not entirely unaffected: “There are other

elements of supply chain that have been

impacted to an extent. We’re quite lucky

that the majority of our supply chain is

European, so we’re not as impacted by

the big shutdown that happened since the

start of the year in China. But there have

been slight delays on certain elements,

the plastic for the tie-ons at the back, or

plastic frames for the air filters.” These

are things they can keep stock of and

thankfully it hasn’t held them back. “We

haven’t been overly impacted.”

The current crisis highlights the

dangers of relying on a single source at

any stage in the supply chain.

“The disposable mask market

(and indeed global manufacturing in

general) is facing up to a real challenge,

the consequences of a single source

procurement model. Many of the very

large mask manufacturers, including

OEM clients Irema manufactures for,

deliberately shy away from a single source

procurement model to avoid the scenario

the market now finds itself in.”

Kieran mentioned that single source

procurement has grown as a model over

the last 30 years with a switch towards

far Eastern manufacturing. “Quite often

this single source of supply for a number

of brands is due in the main to perceived

cost savings and efficiencies. The reason

Irema Ireland has managed to buck this

trend and indeed grow significantly, is

due to our alternative location in Ireland

and the desire for the very big players in

the market to have multiple sources of

procurement in multiple geographical

locations.”

“When the dust settles on the

Coronavirus, there will be a lot of

questions asked of the procurement

policies in place throughout the market. It

will make brands think about diversifying

their supply chain and creates an

opportunity for Irish manufacturers to

position themselves as a safe pair of hands

to those making the key OEM partnership

decisions,” Kieran concluded.

It has been beneficial for the HSE

- and us all - that a small factory like

Irema has been able to flex its production

systems as much as it has. And whatever

the future holds, one suspects it will

include expansion for this little factory in

Limerick.

TEXT: Johanna Parsons – contributor@fleet.ie www.handling-network.com 33

SUMMER 2020

case study 2

New Combilift

Container Slip

Sheet for Fast

Freight

Fast Freight Srl is one of the first

companies in the world to take delivery

of a new product launched by Combilift

– the Combi-CSS Container Slip

Sheet, designed for the faster loading

of containers. Based in Constanta in

Romania and with an office in Castellon,

Spain, the family owned business is a

leading freight forwarder providing

global door-to-door deliveries. To ensure

that it can handle any type of cargo,

the company has invested substantially

in equipment for its bonded Constanta

Port terminal in the past couple of

years, much of which was supplied by

Combilift, the Monaghan headquartered

specialist manufacturer of materials

handling solutions.

The goods that pass through

Constanta Port are diverse in type as

well as size and weight. They include

sheet materials, logs, profiles, marble

blocks and containers as well as project

cargo such as paper reels, steel coils

and machinery, many of which are

oversized or of non-standard dimensions.

Fast Freight uses around eight Combilift

products, each suited to the specific

requirements of individual loads.

Loading goods into containers was

a procedure that the company wanted

to improve upon in terms of safety and

efficiency, leading to a joint project

with Combilift, which resulted in the

Combi-CSS. “Safety and the reduction

of risk across all operations is a major

priority for us,” said Ms Ioana Nedu,

Export Sales Representative. “I believe

our collaboration, experience and input

has been crucial to the success of this

new product. It has also enabled us to

increase capacity and margin per load.”

Using the mechanised Combi-

CSS system to load products such as

steel pipes or timber into containers

avoids a combination of forklifts and

manual labour. It significantly speeds

up the process while increasing safety

to operators and minimising product

damage. A full load can be assembled

on a steel sheet, which is hydraulically

guided into the container. A barrier then

swings across the container opening and

is locked in place. This holds the material

within the container while the metal

sheet is slipped out from underneath

it. With a 30,000 kg capacity, an entire

load cycle can be performed by a single

operator and a 20’ container can be fully

loaded in just three minutes.

The other Combilift machines

working on the 7,500m² site at Constanta

resemble a showcase of the diverse

solutions the manufacturer can offer.

Two telescopic Straddle Carriers with

automatic 20/40 spreader bars handle


SUMMER 2020

case study 2

containers, a Combilift Tipper loads

20” containers with bulk materials such

as cereals, multidirectional 5t and 8t

forklifts are used for handling long loads

and an Aisle Master articulated forklift

works indoors for space saving storage,

as well as inside containers. Some of

the models are fitted with specialist

attachments such as a C-Hook for the

Straddle Carrier for steel pipes and a

heavy duty fork attachment for loading

and unloading blocks of marble

“We first became aware of Combilift

at a trade fair and realised that the

ability to source such a wide range

of customised handling equipment

from one single supplier would be a

great advantage,” said Ms. Nedu. “The

company uses common components

on a lot of its models which simplifies

maintenance for example, and the high

level of cooperation between the two

companies means that we can offer the

best quality service for our customers’

individual needs.”

TEXT: Rob Van Dieten – rob@fleet.ie www.handling-network.com 35

SUMMER 2020

IFOY awards

Finalists assessed

for IFOY 2020

*The best in Forklift and

Intralogistics tested

Mid-February and a few weeks before the word ‘Pandemic’

reached everybody’s lips, the annual Intralogistics Forklift &

Intralogistics Awards (IFOY) Test Days took place once again

at the Hannover Messe in Germany. Sixteen products and

solutions from fifteen manufacturers shortlisted into a number

of categories were put through many hours of assessment by an

expert technical panel, together with 27 International Jurors

(from 19 countries).

New developments from Bosch Rexroth, cellumation,

Combilift, Crown, doks.innovation, EasyMile, ForkOn, Geek+,

Hyster, Jungheinrich, ProGlove, Raymond, Sany Europe, Still and

Wiferion underwent an elaborate multi-stage testing process. For

the first time, representatives from the automotive and logistics

sectors were invited to draw their own impressions about the

finalists’ products. Among the companies present were BMW,

Porsche, Dachser and Kühne + Nagel.

For the Material Handling Products shortlisted, the combined

adjudication panel determined factors such as functionality,

economy, energy efficiency, sustainability, safety and ergonomics.

They were also assessed for their innovative potential, with areas

such as market relevance, customer benefit, type of design and

degree of speciality scrutinised.

The announcement and presentation of the awards was to

take place on 20 April 2020 at the Hannover Messe, but as this

event was cancelled due to COVID-19, the awards will now take

place on digital channels in July. In the meantime, Handling

Network magazine, which is the official Irish Jury journal for

IFOY, exclusively reports from the Test Days and its assessment of

the nominated finalists.

The full list of shortlisted candidates, with product name

and brand manufacturer, for IFOY 2020 are:

Counter Balanced Truck

RX60, Still

J60XNL (J3.0XNL), Hyster

Warehouse Truck - Lowlifter

Combi-CS, Combilift

Warehouse Truck - Highlifter

ESR 1000, Crown

ERC 216zi, Jungheinrich

Intralogistics Software

Locator – Laser Localization Software, Bosch Rexroth

The ProGlove Cloud, ProGlove

AGV/Robot

TractEasy, EasyMile

Robot Shuttle System C200, Geek+

Courier 3030 Automated Stacker, Raymond

Special Vehicle

Combi CBE4, Combilift

SRSC45H9 Hybrid Reach Stacker, Sany Europe

Start-up of the Year

Fleet Management Software, ForkOn

inventAIRy X, doks.innovation

celluveyor, cellumation

etaLINK 3000 – wireless charging system, Wiferion


SUMMER 2020

IFOY awards

Category: Counter Balanced Truck

Hyster J60XNL

Category: Warehouse Truck “Lowlifter”

Combilift Combi-CS

Designing the J60XNL around the integrated lithium-ion

battery pack provides many beneficial aspects, such as a lower

centre of gravity, improved stability, faster charging, plus more

foot space for the driver. Despite the additional room to work

from, the judges noted that the entry and exit step has not

increased in size. Performance in relation to productivity and

energy consumption is better than average. Available space

under the seat is not used and deemed a missed opportunity.

Regenerative braking can be adjusted to maximise batter

power. Overhead visibility is somewhat restricted.

One of two products shortlisted from the Monaghan based

manufacturer. Among the Combi-CS compact pedestrian

stacker’s merits is that it’s solidly built and robust. Best of all

are that it has a small turning circle due to its short wheelbase,

and that it’s electric powered. The version tested had a capacity

of 1,000kg with a lifting height of 2,500mm. Its main features

include power steering, AC motor, rear-wheel drive and multi

directional travel functionality. As the tiller can be turned left

or right, this enables push button rotation of the rear wheel.

This ensures the operator remains on the safest side when

placing and picking in narrow aisles.

STILL RX60

Category: Warehouse Truck “Highlifter”

Crown ESR 1000

High performance all round describes the RX60 electric truck

range from STILL. In all seven models are in its E-Series (from

2.5 – 3.5 tonnes) with numerous options available. Slightly

longer than previous models means more leg and working

space plus a wider step. The dashboard is lower resulting in

better visibility. In operation the RX60 is precise with lifting

speed powerful and quick. It is estimated that 363 pallets can

be moved in eight hours. The panel suggested some additional

improvements like having an adjustable armrest and an audible

signal when reversing. Its long running time impressed.

Built to create efficiency which is achieved through added

productivity and low energy consumption, the judges noted

the increased lowering speed of the fork in combination with

energy recuperation and new to the reach truck segment. With

Crown’s experience and expertise, the ergonomic design of

the driver assistance system and safety features also impressed.

In spite of its compact size, when handling a 1-tonne load

with its 12m mast, its regeneration energy gain is maintained

at 12.5%. Options include Auto Height Select and Tilt Position

Assist.


SUMMER 2020

IFOY awards

Jungheinrich ERC 216zi

ProGlove – The ProGlove Cloud

Thanks to its centrally located lithium-ion battery, this stacker

truck is compact in design and shape while offering plenty of

space for the operator. Easy step-on is also considered through

its 195mm access height. Mentioning height, its new mast

offers lifting up to 6 metres, which can be pre-set. Visibility all

around is good. Its intuitive colour display screens relay info

on the operational assistance systems, while built in warning

alarms alert when overloading or lifting danger. Whether right

handed or left, the tiller’s functions are easy to operate.

Rated as a good new product by the expert grouping, the

ProGlove is a competitive product in the current marketplace.

The ProGlove could provide added potential to create value

for the industrial user. It helps companies and users to map a

digital twin of their processes and thereby better manage their

devices thereby saving time and money. In essence, ProGlove

builds industrial wearables that are the light and small barcode

scanners in the world, connecting the workforce efficiently.

Category: Intralogistics Software

Bosch Rexroth; Locator - Laser Localisation

Software

Category: AGV & Intralogistics Robot

EasyMile - TractEasy

Similar to other solutions currently in the marketplace, but

the difference being that up to now, localisation systems have

often been directly coupled with navigation. The Locator is

primarily a software component for the reliable positioning

and orientation of a wide range of vehicle types like automated

guided vehicles (AGV) and autonomous mobile robots. No

reflectors are required with its system. The Bosch Locator

enables new industrial truck manufacturers to easily enter the

market with this software and allows for multi-connectivity.

Trundling around one of the enclosed areas inside the

Hannover Messe was a TLD autonomous tug tractor using

TractEasy taught-in-route software developed by EasyMile.

This driverless, zero-emission tractor has a towing capacity of

25 tonnes, reaches a top speed of 25km/h and can operate

both indoors and outdoors, and is electrically driven. Using

this software, speeds can also be adjusted accordingly. Safe

and controlled operation provides for increased productivity

and reduced operating costs.


SUMMER 2020

IFOY awards

Geek+ - Robot Shuttle System C200

Category: Special Vehicle

Combilift - Combi CBE4

Working away silently in another section of the Hall was the

Geek+ bin carrying C200 Series robot, moving storage bins

from rack to rack. We were informed that the system is 50%

cheaper than shuttle systems, is lighter and more flexible. At

the time the market for this type of product was said to grow

substantially to 350,000 by 2022. That figure will take a little

longer now post COVID-19. The new Geek+ 200 is innovative,

productive and improves order fulfilment efficiency in the

warehouse distribution centre in a cost-effective manner. Build

quality seems strong.

The judges agreed that the Combi-CBE electric three-wheeler,

based on the Combi CB range, is an easy to use 4-way truck

robustly built and designed for a wide variety of applications.

Its versatility was demonstrated by the Monaghan based

technical team in that it can handle both standard pallets and

long loads due to its 4-way drive system. With a maximum

capacity of 4 tonnes, the new model benefits from a number

of innovative features such as an electric traction system that

provides power front and rear via independently controlled

drive wheels.

Sany Europe – SRSC45H9 Hybrid Reach Stacker

Raymond – Courier 3030 Automated Stacker

This is a forklift with a difference in that the Raymond Courier

3030 can be used in both automated and manual modes. It

has a lifting height of 1,800km and offers a 360 0 view of its

surroundings while providing the ability to map the location,

identifying obstructions and controllingvehicle behaviour. As

demonstrated, the instruction process is simple and intuitive.

Within minutes new routes are learned or adjustments to

existing tasks are made. ROI is good.

And now for something different. A hybrid reach stacker that’s

designed and built to meet today’s high demands. With lifting

capacities of between 15 to 45 tonnes, its productivity levels

are higher and more fuel efficient than the brand’s standard

model. 30,000 hours of testing were undertaken to prove these

improvements. Powered by a Volvo 11 litre 265kW (355hp),

the main lifting cylinders are slimmer, allowing faster lifting

while using less engine revolutions and thereby less fuel usage

(by 20%). At full load the gain in lifting speed is 13% according

to Sany. Overall the simple innovation-recuperation without

conversion by hydraulic accumulators was merited.


SUMMER 2020

IFOY awards

Category: Start-up of the Year

ForkOn – Fleet Management Software

Cellumation – celluveyor

Transport and warehouse fleet operatives seek fleet management

solutions that can co-ordinate with each other. ForkOn

collects and evaluates data through its management software

which operates across several manufacturers’ systems, thereby

providing many customer benefits. However, the software is

limited to manual forklifts and does not include engagement

with today’s AGV systems or decentralised transport hubs.

The development of this multi-functional, manufacturerindependent

fleet management system is implemented to

good effect and goes beyond class and system.

Many of the adjudicators were intrigued by this conveyor

system that has a selection or deselection capability. It

accommodates the broadening up of layers of cartons or

boxes during the de-palletisation process. Cellumation offers

an extensively modularised system that allows a high degree

of flexibility. Free movements are possible and the systems

tracks are self-charging. Failed modules can be replaced

easily and do not have to be recalibrated. The conveyor looks

robust and suitable for numerous industrial uses. However, the

applications are limited to layer palletisation/depalletisation.

Wiferion – etaLINK 3000 – Wireless Charging

System

doks. Innovation – InventAIRy X

This drone system simplifies stock taking processes enabling

speedy and efficient annual record taking. Digitalisation is the

key to the future here and the innovative InventAIRy X system

brings this technology forward. The combination of an AGV

and a drone facilitates independent recording of stock. Labels

are recognised and registered while the navigation and control

are done from the AGV, on which the drone can also land if

necessary. It takes 2 minutes per charge carrier and 20 minutes

between battery life.

With the etaLINK 3000, Wiferion has created a generic

inductive battery charging method that can be used for different

vehicles and applications. The universal charging system when

professionally implemented makes for long-term usage due to

its strong build quality. Thanks to its adaptability to different

systems (batteries, charging patters/management) there are no

tripping points and it is well designed and user friendly. It will

soon be adapted to become compatible to last mile delivery

vehicles.

40 www.handling-network.com Text: Jarlath Sweeney - jarlath@fleet.ie

SUMMER 2020

safe practices

“All about doing more with

less” at Combilift

Martin McVicar, Managing Director at

Combilift is a supreme strategist. While

the company’s plans to reach into its ever

expanding global markets have had to be

modified as a result of the Coronavirus

pandemic, Martin, together with his

management team at the Monaghanbased

materials handling production

facility, has implemented a number of

clear, well communicated initiatives over

the past month in light of the current

challenges.

Categorised as a designated ‘Essential

Supplier’ from the beginning of the COVID-

19 restrictions, production continued at

the outset. However a decision was then

made to shut down operations for three

weeks in order to facilitate the introduction

of new operational measures to meet

Government regulations and protect the

600-strong workforce.

As Martin McVicar explained during a

webinar trade press briefing, the traditional

single shift production system operating

five days week would not be able to

meet the social distancing requirements.

As a result, and following a series of risk

assessments, a two shift manufacturing

system was introduced. Martin explained

that due to the generous size of Combilift’s

new 46,500 sq.m. facility which opened

last year, they were easily able to adhere

to the 2 metre social distance requirement

using this two shift system. Through regular

communication with employees (by video

and YouTube) the new measures decided

upon were made clear from the start and

helped each member of staff to integrate

with the new practices.

Another major challenge for Martin and

his team was the large canteen area. “This

area is where most of the ground floor

staff assemble and to change this practice

in a safe manner was a challenge. So, we

decided to close the main hot food section

and create eight individual canteen areas

around the plant, with staggered break

times introduced,” he said.

Martin outlined a range of other

measures adopted around the premises.

For instance, the door handles now have

copper plated covers, a thermal camera

system has been installed inside the main

door and the finger printing clockingin

system has been replaced by a key

fob, similar to that used on the Combilift

trucks. It is mandatory for all staff to wear

face masks while at work.

The implementation of these practices

has seen production levels return to

95% pre-COVID-19 levels, with demand

from customers in Europe increasing,

particularly in Germany. However, due

to the rescheduling of shipping lines’

schedules, together with the temporary

closure of its agents, there have been

some delays in getting product to the

end customer. Similar issues have been

experienced with regards to importing

raw materials, but Martin being Martin has

found ways to speed up the transportation

of these materials by rail and ferry from

mainland Europe in through Dublin and

Cork Ports.

One area of speciality that Combilift

offers is warehouse design and it’s an area

that has expansion potential

for companies that have

to readjust their storage

facilities during and post-

Coronavirus.

Client discussions begin

with looking at the existing

storage/production facilities

and ascertaining where

additional space can be eked

out. This stage of the process

can be done remotely with

the aid of What’s App video

links between the Combilift

Warehouse Design

Engineers and the customer.

Combilift’s innovative

and award winning multidirectional

technology,

together with over two

decades of experience in

volume optimisation means

that its engineers are experts

at identifying where greater

efficiency can be achieved

throughout the client’s

facility. The consultancy service will come

up with a number of solutions, creating 2D

and 3D on-screen visuals to demonstrate

the possibility to increase existing capacity

or illuminating the need for additional

warehousing or yard space.

Like other businesses, Combilift has

been missing the opportunity to network

up close and personal during this

pandemic crisis, with communication

mainly done by phone or on the web. The

cancellation and postponement of events

and exhibitions across Europe and further

afield has also had a significant effect on

Martin’s sales teams. He is well aware

that one-to-one interaction is invaluable

in getting to know the customer and their

requirements. Combilift and its sister

brand Aisle-Master also rely on trade

publications across the globe to keep the

positive message going and ensure they

are reaching potential new customers.

Separately, Combilift has come up

with a unique contribution to helping

the current COVID-19 medical demands.

Martin along with Technical Director,

Robert Moffett and a team of mechatronic

and software engineers, developed

the Combi-Ventilate, a splitter device

which turns one ventilator into multiple

ventilator stations. The Combi-Ventilate

has automatic adjustable flow control

valves which allow a health service

professional control the tidal volume to

each patient electronically without having

to make manual adjustments. “We have

made Combi-Ventilate under the same

ethos and with the same objectives as

we do with all our Combilift products –

which is all about doing more with less,”

concluded Martin.

TEXT: Jarlath Sweeney – jarlath@fleet.ie www.handling-network.com 41

THE OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL VAN OF THE YEAR

& INTERNATIONAL PICK-UP AWARDS

Volume 17. No 2. Summer 2020

ARCTIC VAN TEST

2020 -

Four to the Fore in Finland!

INSIDE

I INSIGHT: Volkswagen Commercial Vehicles Ireland and COVID-19

INSIDER: Exclusive look inside Ford UK’s HQ at Dunton

TEST DRIVE REPORTS: Ford Fiesta Van & Renault Master

MILESTONE: 45 years of the Volkswagen Crafter lineage

Fleet Van & Utility holds the Chairmanship

of the International Van of the Year Jury

Contents Summer 2020

45 News

• First draft drawings of new

Volkswagen Amarok

• 200,000 Generation 3

Citroën Berlingos

46 Insight

Report on LCV market from

VWCV - Covid-19

48 Fleeting Shots

• Nissan’s zero emission

Ambulance

• Next generation EU platform

created

• Secure your van valuables

54 Insider

Unique look at what happens

inside Ford’s UK HQ

57 Test I

Ford Fiesta Van

58 Test II

Renault Master on the move

60 Milestone

Volkswagen Crafter’s 45 year

timeline

Fleet Van & Utility Magazine,

D’Alton Street, Claremorris,

County Mayo, Ireland.

Tel: +353 (0)94 9372819

Fax: +353 (0)94 9373571

Email: enquiries@fleet.ie

Subscription Hotline: 094 93 72827

Editor: Jarlath Sweeney

Contributors: Cathal Doyle, Rob Van

Dieten, Henri Pakarinen, Klaus Bremer

Photography: Jarlath Sweeney,

Cathal Doyle, Rob Van Dieten, Henri

Pakarinen, Juho Kauranen

Administration: Denise Owens, Paula

Mullarkey

Advertising: Mary Morrissey,

Orla Sweeney

Design: Eamonn Wynne

Printed in Ireland

49 Group Test

Exclusive! Arctic Van Test

2020 – Finland

P45

Disclaimer: Fleet Van&Utility Magazine management can accept no responsibility for the accuracy of

contributed articles or statements appearing in this magazine and any views or opinions expressed

are not necessarily those of Fleet Transport management, save where otherwise indicated. No

responsibility for loss or distress occasioned to any person acting or refraining from acting as a result

of the material in this publication can be accepted by the authors, contributors, Editors or publishers.

The Editor reserves the right to make publishing decisions on any advertisements or editorial article

submitted to the magazine and to refuse publication or to edit any editorial material as seems

appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

P48

P49

P54

P60

NEWS | 45

REVEALED: First design sketches of new

Volkswagen Amarok

At the recent annual Volkswagen

Group Media Conference a

dramatic design sketch of the

next series Amarok 1-tonne Pick-up truck

was revealed. As previously reported, the

new Amarok will be one of the first new

models to emerge from the much heralded

collaboration between Volkswagen

Commercial Vehicles (VWCV) and the

Ford Motor Company’s Commercial

Division.

Due for launch late next year, the new

Amarok will share many components with

the next generation Ford Ranger, while

keeping with Volkswagen family model

styling.

VWCV Head designer Albert Kirzinge

informed Fleet Van & Utility that the

Amarok project is well underway and he

and his team are excited about what lies

ahead. The first design drawings suggest

that the new Amarok will feature an even

more powerful and aggressive stance than

the current model, though we expect what

will finally emerge will take styling cues

from the new Caddy 5 launched earlier this

year, with the actual production model being

toned-down somewhat from the design

artist’s impression.

Co-designing of a range of vans between

both parties are to follow, with the fifth

edition of the Volkswagen Caddy van and

MPV to form the basis for the new Ford

Transit Connect line-up, while there is an

as yet unannounced plan for partnership

between both brands in the medium and

large van categories, which will include a

joint assembly programme. The coming

together of these two powerful auto brands

is all about production volume and synergy

cost savings, in what’s likely to be an even

more competitive global marketplace post

Coronavirus.

There are no details yet about the powertrains

but we expect a hybrid option available

alongside traditional diesel engines.

Twice winner of the International Pick-up

Award, since the award was introduced in

2009, the Amarok won many other national

titles around the globe when it was launched.

Global sales were positive with the Double

Cab utility cum leisure vehicle maintaining

strong market performance throughout its

life. Last year worldwide sales reached 72,513

units following on from 79,000 and 81,000

units purchased the previous two years.

200,000 third generation Citroën Berlingos

Less than 18 months since it was

launched, the third-generation

Citroën Berlingo has already

generated over 200,000 sales worldwide.

Across Europe, the 2019 International

Van of the Year winner achieved 16%

segment share (Berlingo and Berlingo

Van combined) in 2019, making a major

contribution to the strong European

performance of Citroën overall, as the

brand achieved the strongest growth

amongst the top 12 carmakers in 2019.

In its segment in 2019, two out of three

registrations were for the commercial

vehicle version.

With its class-leading comfort, intelligent

design and driving assistance technologies,

the multi-award winning third-generation

Berlingo van strengthens its appeal through

a rich product mix, and options such as the

Extenso Cab (three front seats) which nearly

80% of customers in Europe are selecting.

Another popular choice, selected by nearly

a quarter of buyers, is the Surround Rear

Vision option that comes with a five-inch

screen located in the place of the interior

rear-view mirror.

www.fleet.ie

46 | INSIGHT

Volkswagen Commercial Vehicles

Ireland reboots with RESTART

Alan Bateson, Director Volkswagen Commercial

Vehicles Ireland

RESTART is Volkswagen

Commercial Vehicles Ireland’s

(VWCVI) new strategy with a

broad range of initiatives for its dealer

network, in order to resume sales and

aftermarket activity during the COVID-

19 pandemic.

All dealers are well prepared and equipped

to meet the Health & Safety (HSA)

guidelines. To date some dealers have had

HSA inspections and were passed with

100% compliance. From the showroom

to reception area to workshop and parts

sections, no stone has been left unturned in

meeting the required measures and more.

On a webcast press briefing Alan Bateson,

Director VWCVI outlined the programme

for progress under the RESTART initiatives

covering finance packages, a focus on used

sales and the arrival of the new product

renewals and additions to same. He

highlighted the peaks and troughs of the

various models under the Volkswagen

Commercial Vehicles umbrella. “The Caddy,

Ireland’s best-selling van, which peaked

at 25.8% market share last year, is due for

renewal with the next generation to be

launched here early 2021. The Transporter

T6.1 is touching 20% with the current

recently revised model, while the Crafter is

doing exceptionally well, with its premium

qualities pushing beyond 15.6% (up from

6.5% in 2007). As the Amarok has ceased

production at this stage, it still commands

almost 11% of the Pick-up market. While

we await the new version, which will be a

collaboration between Ford and VWCV,

we still have a number of units left to sell,

keen demand is expected during the final

run out of the multi-award winning Pickup

truck.”

Commenting on the current situation and

into the remainder of the market year, the

darkness continues as Alan predicts that

the estimated 21,500 unit sales of light

commercials for 2020 is unlikely to reach

16,800 resulting in almost 22% downturn,

so dramatic in that these figures won’t make

it commercially viable for some dealerships

to continue in business.

From a graph shown on screen, back in 2007,

at the peak of the marketplace for vans and

utilities, it almost topped 30,000 units. From

then on, as the recession hit, the all-time

low of 6,835 units in 2009 took five years to

recover with a decent upward trend to 13,258

LCVs recorded in 2014 to near 23,000 in

2016 and 22,531 units last year.

To help boost sales and retain (if not increase)

market share in a declining market, VWCVI

has come up with a number of attractive

offers. “We have come up with a ‘Together,

we restart stronger’ campaign, with a ‘Drive

business now, pay later’ offering. On all

new Volkswagen vans purchased before

31 July, we’ll defer the first three months

payments and help customers with a

purchase contribution of up to €3,500. It’s

our way of helping Irish businesses get back

to full speed faster,” said Alan. “And with

2.9% HP finance, it’s the lowest rate in the

business,” he added.

On the subject of finance, the Volkswagen

Bank or Financial Services (FS) is also

doing their bit to keep businesses afloat with

payment breaks to current customers and

looking favourably towards new deals with

96% acceptance to date. Actually, VWCVI

has the highest penetration of VW Finance

customers in the world with two in every

three customers taking out an FS contract

with their new vehicle.

Alan also mentioned that some of the

offerings are unique in that as an LCV

supplier VWCVI is the only manufacturer

to provide commercial PCP and commercial

lease and also to guarantee residual values.

It’s success has been acknowledged in

winning the 2020 International Financial

Service Market Award. “Now our focus is

to improve on this, expand rapidly and go

digital immediately. A new on-line sales

consultancy has been established where

enquiries are channelled through the dealer

sales team to where and when the process

begins.

Looking on the bright side and with the

current restrictions in place, together with

the lengthy summer sunshine has resulted in

growing interest and demand for Volkswagen

campervans, namely the California (T6.1)

and new Grand California (Crafter) from

#StayCation customers.

New Volkswagen Caddy

On the back of the new sales drive is a new

Approved Used Programme, with many

benefits for potential customers such as

one-year warranty, roadside assistance,

4.9% finance, CVRT and Ready-to-Go

preparation.

FLEETVAN&UTILITY | Summer 2020

While the lockdown was in situ, some

dealers were working behind the scenes

to keep front line workers and blue light

vehicle operators on the road with call-out

services and parts availability provided. A

full emphasis on hygiene and customer care

was ensured at all times.

INSIGHT | 47

Alan returned to the new Caddy Generation

5 that will replace ‘Ireland’s best-selling van

for the past ten years’, as he put it. Generation

4 will cease production by the end of week 30,

2020, with the new arrival due here by week

3, 2021. He proudly highlighted the high

spec packed into the totally new model, with

many infotainment and driver assistance

systems on board. Then there is the all allelectric

version of the Transporter T6.1 to

come with the zero-emission technology

engineered by eABT, a technical partner

to the Volkswagen Group. With its 37.3

kWh/109hp battery pack, the 2.8 tonner

GVW will carry over 1-tonne and cover a

range distance of 130kms. Prices after the

SEAI grant is €52,600. To come next year is

the Caddy 5 eABT and upgraded e-Crafter,

with the I.D. BUZZ planned for 2022.

In conclusion Alan Bateson said; “We are

delighted to be back in business and look

forward to making our RESTART strategy a

success for our Customers and our Retailers,

our country and business sector is in a

difficult place at present, and that will not

improve rapidly so the measures we have

deployed are there to assist Irish businesses

and that is why we believe, together, we

restart stronger. We have been working over

the last 12 weeks to ensure we have the best

offers for commercial vehicle buyers in the

Irish market and what we have launched

now is demonstration of that with a number

of measures not available from any other

commercial vehicle manufacturer in Ireland

at present, also our digital development will

assist customers by making it even easier

to discuss their needs with a Volkswagen

Commercial Vehicles Product Expert. The

market outlook is not great but our first

priority is to restart safely and put our staff

and customers first and ahead of anything

else. The market will recover just like Irish

businesses which were strong before and will

be even stronger in the future. We are all in

this together and we will do whatever we can

to make sure we are there for our customers,

the Irish business community.”

New Volkswagen eATB T6.1

Volkswagen California

Volkswagen Grand California

I.D. BUZZ

www.fleet.ie

48 | FLEETING SHOTS

First Nissan all-electric Ambulance in

service in Tokyo

Japan’s first Nissan NV400 Zero

Emission (EV) Ambulance is the

result of a strong collaboration among

Nissan, the Tokyo Fire Department and

the Tokyo Metropolitan Government.

The Nissan EV Ambulance is based on

a converted Nissan NV400 currently on

sale in Europe.

The bodywork, executed by Autoworks

Kyoto, is compliant with Japanese regulations

and designed to meet customer needs. The

robust and practical ambulance package

was developed by Gruau, a major European

emergency vehicle bodywork company.

Thanks to its EV powertrain, the noise and

vibration levels in the vehicle are significantly

lower in comparison with a traditional

REE & KYB to develop next-generation

modular EV platform

REE Automotive (REE) and

KYB Corporation (KYB) have

formed a strategic partnership to

develop suspension capabilities for future

electric vehicle (EV) platforms. Automotive

Tier 1 supplier KYB’s semi-active and

active suspension systems will boost REE’s

next-generation electric EV

platform, which delivers complete design

freedom and cost-effective, scalable

solutions in e-mobility. The combined

expertise of REE, a pioneering technology

company and leader in electric vehicle

platforms, and KYB, a leading global

hydraulics manufacturer, will reshape the

Keeping the van fleet secure

Fleet managers have a tough job

keeping their van fleet on the

road. Van security is constantly

one of their biggest headaches, especially

when it comes to vehicle security. It is a

worrying time for all van users and these

statistics will no doubt increase, unless

we start to install better security systems

into our vans.

The fault for tool theft always lies with the

criminals, though tradesmen and fleet

managers do need to take action to protect

themselves from the risk of tool theft and

prevent thieves from compromising their


gasoline-powered vehicle, helping

reduce negative impact on patients

as well as on staff handling sensitive

equipment.

Two lithium-ion battery packs support

its EV capabilities (33 kilowatt-hours)

with an additional battery (8 kWh)

allowing longer use of electrical

equipment and the air- conditioning system.

The ambulance can also turn into a mobile

source of power in case of a power outage

or natural disaster.

“Nissan strongly believes in sustainable

mobility and strives to contribute to a world

with zero emissions and zero fatalities,” said

Ashwani Gupta, representative Executive

Officer & Chief Operation Officer at Nissan.

movement of goods, people

and services by revolutionising

electric vehicle design.

REE’s partnership with

KYB further expands REE’s global

manufacturing capabilities. It also ignites a

new level of suspension technology gywithinthe

the

REEcorner architecture solution,

which integrates all drivetrain vehicle

components (steering, braking, suspension,

e-motor) into the wheel. The REEcorner

combines with the REEboard – a completely

flat platform – allowing complete freedom

of design, improved performance and safety,

livelihood. “A robust supplementary locking

system could be the difference between

thieves making you a successful target, or

their attempt to break into your vans being

thwarted,” said a spokesman for Locks 4

Vans.

As the UK’s leading manufacturer and

supplier of high security van theft deterrents

and with nearly 20 years’ experience, many

of the leading corporate fleets in the world

use Locks 4 Vans products and seek its

advice on how to fit robust supplementary

van locking systems, that will not only give

added security to the fleets, but to also give

“This project is another great example of

our efforts to enhance accessibility of ecofriendly

vehicles to local communities.”

The introduction of the first EV ambulance

in the Tokyo Fire Department fleet is part

of the Tokyo Metropolitan Government’s

“Zero Emission Tokyo” initiative. The Nissan

EV Ambulance is equipped with an electric

stretcher that enables ease of operations for

ambulance staff.

and modular applications for any vehicle

type – from last mile delivery to heavy duty

shipping.

The KYB-REE partnership marks the first

time KYB has formally collaborated on EV

platforms with a technology company.

the drivers and the fleet managers peace

of mind.

“Our Research and Development team

are a vital part of this business and every

time a van manufacturer brings out a new

model or a face-lifted model, the R & D

team are quick off the mark to develop locks

specific to each door on the new vehicle,”

the spokesman added.

GROUP TEST | 49

Arctic Van Test 2020

The 2020 version of the annual Arctic Van Test included

four light commercial vehicles from the one-tonne

class, Finland’s most popular van category. Although

the weather conditions were not particularly extreme

this Winter, once again the extensive test programme provided a

comprehensive analysis of the strengths and weaknesses of each

of the contenders by measuring and comparing the properties of

the vans from a wide range of different perspectives.

The 34th Arctic Van Test was held at the end of February in

Southern Finland. The line-up of light commercials under review

were the Ford Transit Custom, Renault Trafic, Toyota Proace and

Volkswagen Transporter 6.1.

Van registrations declined slightly in Finland last year, for the

first time in almost a decade. One tonne vans are especially

popular here, while sales of vans with all-wheel drive and

automatic transmissions have grown substantially in this class.

Last year, the Volkswagen Transporter was Finland’s best-selling

van model with 2,080 units delivered. When including all models

Ford was the best-selling van brand last year with the Transit Custom

challenging the VW Transporter. The Toyota Proace, the heir to the

old Hiace which traditionally dominated the Finnish van market,

continues to appeal, while the Renault Trafic remains a highly

popular choice across Europe. Last year Renault increased its van

registrations in Finland despite the shrinking overall market.

This year’s group test included the top selling one-tonne vans in

Finland, with the exception of the Mercedes-Benz Vito.

As part of the test, all the vehicles were measured and their equipment

and serviceability functionalities were checked. Each van’s cab noise

level was measured with a decibel meter while stationary at idle

with air conditioning at minimum and full, and at 60 km/h and 80

km/h on the road with air conditioning at minimum.

Regarding load capacity, the Toyota Proace as tested can carry up

to 1,255 kg, the Trafic 1,160 kg, the Transit Custom 970 kg and the

Transporter 818 kg. On the towing front, the VW Transporter’s

2,500 kg braked trailer mass was the highest in the test.

The driving tests themselves were performed in two sections. An

urban route simulating the operation of vans, and a road test with

a longer driving journey. Drivers evaluated the attributes of the

vans during both test runs. Fuel consumption was also measured

from both trips. In the driving tests, all vans were loaded with a

load of 175 kg.

The runs were made on Shell’s GTL (gas to liquid) diesel, which

contains fuel made from liquefied natural gas. The Shell GTL’s cetane

number is higher than regular diesel and therefore it ignites more

easily and brings immediate performance to the engine.

Dry weather

Unfortunately, in southern Finland the new year began with a

prolonged warmer than usual Autumn, and went directly into a

mild Spring. Fortunately, during the test week a slight frost emerged,

with air temperatures ranging from minus eight in the morning to

one in the afternoon.

Contenders Arctic Van Test 2020

• Ford Transit Custom 320 L2H1 Limited 2.0 TDCi EcoBlue

• Renault Trafic 2.0 dCi L2H1 EDC Navi Edition

• Toyota Proace L2.0 D 120 Automatic Edition Pro Premium

• Volkswagen Transporter 6.1 Pitkä 2.0 TDI 4MOTION DSG

Automatic transmission

All the vans tested had front-wheel drive, except the Volkswagen T6.1

which was equipped with its 4Motion all-wheel drive system. Ford

and Renault topped the diesel engine output with 170 horsepower,

with the Volkswagen producing 150 hp and the Toyota 120.

Updated versions of Transporter and Trafic were introduced last

year and were included in the test. All vans were specified with

automatic transmissions and friction tyres.

www.fleet.ie

50 | GROUP TEST

Ford Transit Custom

Renault Trafic

Although there has been a lot of snow in northern Finland

this Winter, in the south the general conditions remained dry.

Therefore, during the tests the road surface were mainly dry, but due

to the frost there was very occasional black ice on the road. During

the road trip, snow could be seen on the Vierumäki ski slopes and on

the slopes of the Messilä ski resort. The traditional ‘Arctic’ name may

not best describe this year’s test, but fortunately the frost provided a

touch of winter for the test programme and the vehicles in particular.

The minus temperatures put the vehicles’ heating equipment to

work and challenged the engine, as well as fuel consumption.

Usually February is wintery throughout Finland, but this time the

organisers of the test could do nothing but bow to the forces of

nature. As the climate warms, the snow line is constantly pulling

further north and the likelihood of more snow-free weather as

experienced this winter will increase.

Mobile office

A well-equipped cab interior helps drivers perform their daily

distribution tasks. Even in our now highly digitalised world, drivers

may still have to use some paperwork. The test driver panel estimated

that the best facilities for A4 sheets were in Transit Custom while the

Proace was rated the poorest. The cabin storage in the Transporter

also received some criticism, with testers noting that it was difficult

to find a suitable place for a phone or paper.

The Transit Custom and Proace were praised for their convenient

writing pad area, available by turning down the back of the middle

seat.

In general, all test vehicles have versatile multimedia

systems and appropriately-sized touch screens.

Smartphones are easily connected to in-vehicle multimedia systems

such as Bluetooth. USB-slots for charging phones and other devices

were also conveniently found in all test cars. Volkswagen is ahead

of the game in terms of wired data transfer, as the T6.1 is equipped

with the new and faster USB-C plug. Unfortunately, this type


Toyota Proace Volkswagen T6.1

GROUP TEST | 51

of connection is not yet very common among users, requiring a

separate adaptor to connect older USB devices which can be a

disadvantage.

Ford and Volkswagen were the only ones equipped with two hooks

for storing jackets and coats, and the Transit Custom stood out

for providing a drop-down storage case for sunglasses or driving

glasses.

Operators of these 1-tonne vans typically are involved in distribution

work where the driver has to egress and ingress several times during

the working day. Therefore ease of access is important. According to

the judges, the Transporter received the poorest rating for boarding.

The Trafic was rated as the best, while the Transit Custom and

Proace received almost the same score.

Getting into Toyota’s cabin also received a special mention from the

tallest test driver. It is easier to get into the Toyota by the fact that overall,

it is a slightly smaller vehicle and its floor is lower than the others.

On the downside, the Proace’s cab is smaller and therefore slightly

narrower. However, unlike the gear handle fitted to other vehicles,

its gear selector solution is a round disc. This provides extra legroom

as a result making it easier to pass through the cab. In contrast the

Renault Trafic was the most difficult to get through.

In the City

The city driving part of the test performed in Helsinki was less than

130 kilometres in total distance, with each member of the test team

driving the same 30 kilometre route on all vehicles, which included

many stops and a broad urban drive.

In terms of driveability, each vehicle presented is at a high level, with

light handling and good engine performance. The Proace with its

lower displacement diesel offering 120 horsepower, also proved to

be the most agile in city driving. However the 170-horsepower of

the Transit Custom and Trafic proved to be the best, with the torque

www.fleet.ie

52 | GROUP TEST

levels of the engines pleasing the test drivers the most in the urban

environment, although the Transporter didn’t lag far behind.

Transporter’s controls were rated most efficient in urban

driving with Proace’s systems receiving the thumbs down.

Indoor noise levels during city driving was found to be most

pleasant in Transit Custom with the Trafic likewise perceived to

be quietest.

The Transit Custom recorded the lowest average fuel consumption

in urban driving, returning 7.47 l/100 km, with the Trafic coming in

second with a reading of 7.63 l/100 km. The average consumption

of Proace in city driving was 7.78 l/100 km, while the four-wheel

drive Transporter consumed 7.82 l/100 km. Margins differed little

around the city.

In the urban environment, the importance of mirrors and reversing

is significant. Definitely the best exterior mirrors were to be found

in Ford Transit Custom’s large frames, with testers noting that its

wide-angle section assured good all round visibility especially when

reversing. The Renault Trafic’s mirrors also received an honourable

mention, being of good size and having a small wide-angle section.

The mirrors of the Transporter and Proace were deemed to be too

small.

Evenly on the highway

On the 300 kilometre long on-road driving section, the Toyota

Proace proved to be the most economic vehicle. Its average road

consumption was 5.99 l/100 km, which is almost two litres less

than in the urban drive setting.

Second in the road consumption trial was the Renault Trafic with a

fuel usage figure of 7.01 l/100 km, with the Volkswagen Transporter

third with 7.87 l/100 km and the Renault Trafic next on 7.88 l/100 km.

On the road, the Transporter’s engine and dual-clutch transmission

impressed the drivers the most, along with its overall control. The

driver’s seat, on the other hand, felt most comfortable in Transit

Custom.

Each vehicle was fitted with cruise control, with adaptive (ACC)

versions on the Proace and Transporter increasing driving comfort

by one notch. The cruise control systems were slightly different

in each vehicle, and looking for them while driving takes time to

engage . However each solution does work well once the driver is

used to it.

Some noise levels were experienced at high speeds, with

the Transit Custom and Transporter being perceived

as the quietest. In decibel measurements at the speed of 80

km/h, the indications were almost equal among the vans.

On the highway, a vibrating sound was noticed from the Renault,

while the sound of the Transporter’s turbo was clearly heard as it

accelerated. In general, the measured decibel levels were surprisingly

similar between all the vehicles.

Load space

Noticeable at first was the Toyota’s load area, being slightly

smaller than other test vehicles. In contrast, the Volkswagen

differed from the others in that it was not equipped with a lower

bulkhead hatch that allows long goods to be transported.

As the one-tonne class vans are made for transporting goods

efficiently there were a number of well-placed load lashing loops

in the cargo space of each van tested - up to 17 in the Trafic. In

addition to the loops, the Proace had load-bearing rails. Thanks to

these load lashing loops, the securing of the cargo is fast and easy

in every van.

While the Proace’s load volume capabilities was less than the

others, the Transporter’s cargo space was measured as the largest.

Surprisingly, the loading sill height at the rear door in the Proace

was higher than the others. From the side door, the lifting height was

pretty much the same on all the vans. The widest cargo compartment

doors were seen in the Ford and the Volkswagen.

In conclusion

In all respects, the analysis went very smoothly. The test drivers

were impressed by the good driveability of each vehicle. The overall

assessment of the urban driving phase was a close call. The Transit

Custom, Trafic and Transporter received the same average rating

from test drivers in city driving. On the longer road test, the Transit

Custom received the best overall rating, while the Toyota Proace,

on the other hand, (which as we know is based on the Groupe PSA

Peugeot/Citroen/Opel Expert/Dispatch/Vivaro) excelled in terms

of overall fuel economy.

Big man in cramped conditions

The van does the distribution work. The addresses of the goods to

be delivered are usually close together, often in population centres

on the streets, in cramped places.

Being a van driver, having to bounce in and out throughout the

day tests the taller person. As a measured 190-centimetre driver

experiencing the 34 th Arctic Test in a big winter jacket, it was quite

a challenge.

The Volkswagen T6.1 had the narrowest space to get behind the

wheel. Space was cramped behind the steering wheel between

the backrest and pedals, even with the best seating position at the

steering wheel. The Renault Trafic was the second most difficult

to get into, as the front seat was positioned 100 centimetres above

the ground. However, the doorway aperture made room for the

first step. There was a more spacious feel behind the steering wheel

than in Volkswagen, mainly due to the steering wheel placement

and its more suitable position.

The driver’s seat of the Ford Transit Custom was 98 cm from the

ground, but the large size of the door opening made it easier to

enter. From the first step, there was as much space. A comfortable

driving position was possible, with the pedals and arm rests suitably

placed behind the wheel.

On the Toyota Proace, the driver’s seat was only 92 cm from the

ground. It was the easiest of the four vans to enter and exit. From

that first step, the space at the top of the doorway was only 181

centimetres. Of the four, the driving position offered the most

room for both the pedals and the steering wheel. The choice of a

long driver would surprisingly be the Toyota, then Ford, Renault

and Volkswagen, respectively.

Text: Klaus Bremer


GROUP TEST | 53

Comparison: Arctic Van Test – Positives & Negatives

The development of the one-tonne category of vans is

noticeable when compared to, for instance, the Arctic Test

of 2015. In that year, the Ford Transit Custom, Renault

Trafic and Mercedes-Benz Vito were compared, and all were found

to be top notch vehicles suitable for professional use.

With all the vehicles having received upgrades over the years, these

vans have become even better, notably in the provision of more driver

assistance systems. Additionally their multimedia systems are more

versatile, with each van tested here now boasting a large touchscreen

in its console. Hand-in-hand with these developments is the growing

importance of smartphones for delivery drivers, and as a result the

connectivity features of these vehicles have also evolved.

storage space inside, with cubby holes under the benches.

Trafic’s load compartment was particularly well equipped, with 17

lashing loops to ensure that the load can be secured in a versatile and

secure manner. LED strips illuminate the area in the back. Trafic’s

load capacity was also admired, with functionally shaped doors

increasing efficiency.

+ Engine

+ Load area

+ Visibility

- Road noise

- Seats

- Passing through cabin

Improvements made to the powertrains is also noticeable, as the average

consumption figures for high-performing Euro 6 diesel engines are

about a litre lower compared to five years ago.

The competition in the tonnage van market is interesting because

there are several good and functional products.

From the consumer’s point of view, the service ability of the van is

of great importance. Location of Service Networks, maintenance

packages and warranties do their part in making the ownership

experience a positive one, together with considerations such as fuel

economy, insurance, the price of the vehicle and spare parts which all

make up the total operating and running costs. Differences in total

cost of ownership for this test are indistinguishable and vary from

customer to customer, for example in terms of geographical location

and/or vehicle use.

Ford Transit Custom 320 L2H1 Limited 2.0 TDCi EcoBlue

The Ford Transit Custom proved versatile in terms of driveability.

It was praised both in the city and out on the countryside.

Special credit went to the Transit Custom for its large exterior

mirrors. Good mirrors make reversing safer in tight parking lots,

even if there is assistance in the form of radars and cameras.

There is a folding writing pad in the cab and large luggage compartments

under the driver’s seats. The Transit Custom has a large load area but

its shape is more impractical than other test vans due to its tapered

top. The hard plastic floor in the load area proved to be very slippery,

leading to issues securing the filled plastic water canisters which were

used as load weights.

+ Driveability

+ Cabin noise

+ Mirrors

- Shape of the load area

- Gear stick restricts legroom

Renault Trafic 2.0 dCi L2H1 EDC Navi Edition

The Renault Trafic proved to be a good all-rounder. In city driving,

the van was an actual powerhouse and yet quiet to drive. While

driving outside the city, however, it did emit some road noise and

some complaints were recorded.

The visibility from Trafic was good and the exterior mirrors decent.

Visibility was enhanced by a handy detail in the cabin, a blind-spot

mirror attached to the sun visor. There was a reasonable amount of

Toyota Proace L2.0 D 120 Automatic Edition Pro Premium

The Toyota had the lowest-powered engine in the test, which

surprisingly did not hinder acceleration and driveability. In fuel

consumption terms, especially on the road, the lower power from

the 2.0 litre was obvious with the Proace returning the best fuel

economy figures.

Proace was the only van equipped with a HUD display. Another difference

from the others was the gear selector, which is fitted as a disc shape instead

of a stick. This solution allows a little more space inside the cab, but it takes

time to get used to it. Its use can also prove cumbersome with gloves on.

This Toyota van had the best load capacity of all the test vehicles, but

the lifting height at the load doors was the highest of all.

+ Fuel consumption

+ Load capacity

+ Passing through cabin

- Load lifting height

- Heating controls

- Mirrors

Volkswagen Transporter 6.1 2,0 TDI 4MOTION DSG

The Volkswagen Transporter was upgraded to the

T6.1 version last year. Among other things the update

sharpened its appearance and improved its driveability.

Equipped with a 4Motion all-wheel drive system, the Volkswagen

T6.1 was praised by test drivers in terms of driveability, especially

in terms of handling and steering equipment. The dashboard

controls were clear and the heating gauges easy to use.

Criticism for T6.1 was directed towards the tight space to get into

the cab.

It seems most of this space is dedicated to the load area and doors

which are large. The T6.1 was the only one of the vans tested that did

not have a hatch in the lower section of the bulkhead to allow long

items to be carried. The load capacity was the lowest of all but on the

other hand, the Volkswagen had most pulling power.

+ Steering ability

+ Controls

+ Pulling power

- Access to the cabin

- Load capacity

- Mirrors

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

www.fleet.ie

54 | INSIDER

Ford Commercial Vehicles looks

to conquest through conversions

On average fifty percent of

Ford Transits undergo some

type of conversion either

within or outside the van

panels or chassis rails. Ford Europe, is

looking to increase its significant market

share even further by focusing on customer

requirements, be those customers SMEs

or major fleet operators, by engineering,

designing and constructing bespoke

applications through the appointment

of additional authorised conversion

partners.

Behind the scenes at Ford’s UK headquarters

in Dunton, England, additional resources

have been put in place at its Special Vehicles

Engineering (SVE) team. Ford has also

created a Qualified Vehicle Modifier (QVM)

programme. The QVM programme was

launched to accredit converters that modify

Ford Commercials, providing customers

with the reassurance of selecting conversions

approved by Ford. This in return ensures less

downtime and streamline warranty issues

between all parties. Overall it enables Ford

to offer its customers a one stop shop for

converted vehicles of all kinds, a powerful way

for strengthening its business relationships

with those customers.

At the beginning of 2020, 140 QVM

converters were listed and this will be further

expended. Over two days at Dunton more

than 400 converters were invited to hear from


the Special Engineering Unit team and get an

opportunity to see upcoming new models. To

date 450 core variants of the Transit family

are available for Ford’s QVMs to convert,

offering every combination of powertrain,

body style, size, weight capacity and chassis

type to suit specific applications. Among the

vast array of body transformations available

are refrigeration vans, horseboxes, tippers,

Luton vans and emergency services vehicles

as well as a huge selection of racking systems

and accessories from Ford’s own catalogue

and through third party providers.

Off the shelf solutions include high-capacity

electrical power supplies, beacon preparation

pads and special paint selections for distinctive

company liveries. Other technical assistance

features include the High Specification

Interface Connector that facilitates converters

to tap into more data directly from the

electrical system.

Some of the most popular conversion products

such as Luton box bodies, dropsides and

tippers and even campervans are available

directly from Ford Transit Centres across its

major market dealer network in Europe.

With regard to the specification and design

of the Transit range itself, modifications

are ongoing. During 2020 a new frontwheel-drive

Transit will get a Heavy Duty

powertrain for heavier conversions, while

changes to the suspension on the camper

chassis will save on overall weight. Another

addition is the Transit FWD skeletal chassis

that provides customers with a low-height,

long wheelbase platform for high volume

and heavier loads, as the gross vehicle mass

extends to 4.5 tonnes.

While the order bank for the 2-tonne Transits

in EcoBlue and Hybrid powertrain continues

to grow, the addition of a six-speed automatic

gearbox on FWD models and a new 10-speed

unit on the RHD Transits is noteworthy.

The latter’s advanced technology features

Adaptive Shift Scheduling which assesses

INSIDER | 55

the individual driving styles to optimize

gear shift timings. It’s best suited for urban

distribution, minibuses and the motorhome

markets.

Ford’s high-tech engineers see great potential

in connectivity to boost productivity among all

stakeholders. For example, FordPass Connect,

its on-board modem technology (that works

off 4G transmission) enables fleet operators to

keep an eye on running costs through the Ford

Telematics System, Ford Data Services and

the recently introduced FordPass Pro App.

For the connected and electrified Transits,

conversion customers can avail of the new

ePower Pack for the Transit System Plugin

Hybrid, which enables operators to run

high-power electrical equipment, such as

power tools or site lights from the vehicle’s

high-voltage battery.

Simon Robinson, who heads up the Special

Vehicles Engineering Department and his

team also informed attendees of the newly

compiled Body & Equipment Mounting

Manual (BEMM), which is a comprehensive

guide to help converters deliver safe,

productive and customised commercial

vehicles. Complimenting this on-line booklet

is a call-centre hotline to provide answers to

queries as they arise.

Mentioning on-line and Ford is taking WLTP

– World Harmonised Light Vehicle Test

Procedure certification seriously, especially

in its second stage, whereby converters carry

out the fitment of additional equipment or

accessories to the vehicle which collectively

raise the unit’s overall carbon footprint.

Approved converters can use Ford’s WLTP

Calculation Tool to generate accurate fuel

efficiency and CO 2 emission data for their

specific models, based on data such as the

vehicle weight and any frontal area design

changes. The downloadable final certificate

and confirmation of results can be transferred

to the completed Certificate of Conformity

and now a bulk feature of the programme

allows up to 200 vehicles’ ID numbers to be

processed at any one time.

Meanwhile, Ford is extending the Ranger

line-up which will be of special interest to

converters. Examples of chassis/cab and

platform versions of the best-selling, awardwining

Pick-up were displayed and the

options now include a 3.5 tonne conversion

kit featuring upgraded suspension, which

increases the GVM by 300 kg. That will

appeal to utility clients.

Much more besides takes place at the Dunton

Campus in Laindon, Essex. Formerly known

as the Dunton Technical Centre. it has

benefitted from a £23 million investment, with

the vast facility now housing Ford’s European

Commercial Vehicle Business Group covering

engineering, powertrain developments

(Advanced Propulsion Laboratory) and

the Special Vehicle Engineering team. An

extension to the Advanced Propulsion

Laboratory has begun, which will allow

Ford’s technical crews to further investigate

NVH (Noise, Vibration and Harshness)

test chambers, and a special section for

electrification technologies.

“The new Advanced Propulsion Laboratory

supports our European commercial vehicle

leadership and enables us to stay at the

forefront of new vehicle technologies,

including electrification,” said Hans Schep,

General Manager, Commercial Vehicles,

Ford of Europe.

www.fleet.ie

56 | INSIDER

Simulated drivetrain tests done and dusted

at Ford Dunton

Facing the main entrance to the Ford Dunton Campus

outside London is a life-sized sculpture of Henry Ford,

the founder of the global automotive company. As he

looks towards the many halls and walls, Henry (along with his

Cork ancestors) must be very proud of what the renowned ‘blueoval’

brand has achieved and continues to achieve in terms of

innovation, meeting ever-changing customer and social trends.

But behind the scenes, many do not know what goes on in relation

to product development and in meeting ever-changing legislation.

This also includes extensive engine and drivetrain testing ……

to the extreme.

Fleet Van & Utility joined the commercial vehicle trade press to

get an exclusive guided tour of the many test facilities inside the

Dunton Campus, which are divided into numerous laboratories.

For example, Ford’s Advanced Propulsion Laboratory (APL)

monitors fuel efficiency and emission levels for its light commercial

vehicles by accurately simulating drive cycles and driver behaviour

in prepared lab conditions. Instead of using human drivers, robots

put in the time, adapting to passive, normal and sporty driving

styles to help improve the robustness of powertrain calibrations.

Real-world drive cycles are simulated to measure the full scope of

emission cycles.

It’s all to do with Real Driving Emissions (RDE) which have replaced

the previous World Harmonised Light Vehicle Tests (WLTP)

standards. Ford’s Dunton Campus Emissions Laboratory plays an

important role in certifying that its commercials meet and exceed

these requirements for fuel consumption and exhaust emission

levels. Within these highly secured and padded rooms, using chassis

roller dynamometers, temperature controlled tests from -40 o C to

+55 o C are simulated. Snow and dust particles are added during the

process to mimic real life conditions during the tests which can last

for days on end. All powertrains are catered for petrol, diesel and

electrified. The APL has recently been upgraded to enable Ford to

carry out battery performance tests on its new mild hybrid, plug-in

hybrid and all-electric vehicles. Also, to ensure the emission results

on rollers are replicated in real-world driving, the Ford test vehicles

are also tested and measured on public roads to RDE and WLTP

standards.

At the Environmental Test Laboratory (ETL) there are four primary

vehicle test chambers, supported by a soak room and transfer area

with six separate rooms that can accommodate a total of 12 vehicles.

The vehicles that are placed inside are also subject to ‘real world’

altitude tests from 91 metres below sea level – equivalent to Death

Valley in California to 3,658 metres above sea level – on par with La

Paz in Bolivia. Chamber 1, for instance, features a 3-metre diameter

main fan that can reach airflow (road) speeds up to 225 km/h, while

the four-wheel drive chassis dyno can replicate up to 250 km/h.

*We managed to stay inside one of the chambers at -40 o C for a few

minutes which froze the pants off us! We were also informed that a

prominent beauty magazine and leading cosmetic manufacturer used

this extreme temperature facility to contrast and compare new mascara

products!


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

Ford Fiesta Van 1.5 litre

TDCi Trend

TEST I | 57

decent access, though there is a significant

lip down to floor level.

It’s standard Fiesta fare ahead of the

bulkhead, which is no bad thing. Standard

equipment includes a 4.2” multi-function

colour display with DAB radio and four

speakers, Bluetooth and USB connectivity,

Hill Launch Assist, and Stop/Start system.

In fact the only thing that ‘cheapens’ the

Fiesta Van is a synthetic feeling steering

wheel - otherwise the cabin is pretty much

indistinguishable from a passenger Fiesta.

Strange as it may seem, there was a

time when the word ‘ubiquitous’

wasn’t out of place next to the

Ford Fiesta Van. Back in the late

eighties and early nineties, tax loopholes

meant that two seater versions of small

passenger cars were immensely popular

in Ireland, with the Fiesta leading the way

among a plethora of offerings from all the

major brands.

These days the market for car derived vans

is pretty minimal, to the extent that the

Fiesta Van has the B-Segment part of the

market all to itself. Opel offers a larger

C-Segment sized Astra Van, while Renault

will sell you a commercial version of the

Megane Sport Tourer. There are a selection of

manufacturers offering commercial versions

of mid- and large-sized crossover SUVs, but

otherwise the market for smaller commercial

vehicles is largely dominated by purposebuilt

vans these days.

One point of note about the Fiesta Van is

that unlike nearly all other car derived vans,

which arrive into Ireland as passenger cars

and are then converted to commercial spec,

it is a factory-built product with full EU N1

classification.

That manifests itself most obviously on

the outside where, instead of closed off and

blacked out rear windows, there are body

coloured metal panels similar to those on

purpose-designed panel vans.

Actually, making it obvious that it is a van

isn’t necessarily a selling point - one of

the appealing aspects of car derived vans

that have blacked out rear windows is that

they are virtually indistinguishable from

passenger car versions.

Inside there’s a half steel / half mesh bulkhead

separating the passenger compartment from

the load area. It’s contoured enough to allow

the front seats to recline sufficiently to meet

more users’ needs. Offering a cubic metre

of carrying capacity, the load area features

a low flat floor (though there is still space

for a space saver tyre underneath). It comes

with a neat rubberised floor mat that can be

easily removed to clean, and lashing points

in each corner to tie down objects. From

the back it’s just about possible to reach an

object at the bulkhead without having to

climb into the van - noteworthy as there is

no side access. The hatchback opening offers

On the move it’s all well bolted down, with

no additional noise coming from the adapted

rear of the vehicle. The 85PS 1.5 litre TDCi

sips diesel sparingly - we averaged 5.05

l/100km (55.9mpg), and it feels powerful

enough to cope with a full 530kg payload.

And being a Fiesta, it’s fun to drive, with agile

handling, responsive steering and quickshifting

6-speed manual gearbox.

Overall it’s a well put-together package but

it’s when you put the Fiesta Van up directly

against Ford’s own purpose-built compact

van, the Transit Courier, that it becomes

a little difficult to make a case for the carderived

model. Firstly, the Transit Courier

offers nearly double the load carrying

capacity - 1,908 litres compared to 1,000

litres, while its load area is much more

accessible thanks to a side door. On the

payload front the Transit Courier offers an

extra 70kg - 600kg versus 530kg. And while

the cabin of the Fiesta is the nicer space

overall of the two, the Transit Courier offers

much more in the way of storage facilities

and useful cubby holes for the busy working

driver.

Perhaps if the Fiesta Van was significantly

cheaper than the Transit Courier there’d

be a better case to be made for it. However

with an RRP of €17,560 for this 85PS diesel

Trend model, it costs nearly €800 more

than the equivalent Trend specced Transit

Courier with 75PS 1.5 TDCI which can be

had for €16,775.

Verdict

It’s competing in a market of its own, but for

those who don’t want a traditional looking

panel van and where load capacity isn’t an

overriding concern, the Fiesta Van offers

something a bit different - even if there are

cheaper and more practical alternatives.

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

www.fleet.ie

58 | TEST II

Renault Master LM35 135 dCi FWD

Business goes furniture moving

“So,” a friend said to me. “you test vans,

correct?”

“Yes,” the rather cautious reply, wondering

what was coming.

“Well how do you fancy testing one by helping

us move some furniture? There’s a Chinese

takeaway and glass of wine in it for you.”

With my bribery level established,

a quick email to Renault

Ireland secured a Renault

Master. Not knowing how much furniture

needed to be shifted, I figured better to go

big, and Renault’s largest offering fitted the

bill. Additionally, with the latest version

having been launched just last year, it

was an ideal opportunity to put it to a

practical test.

This latest Master has some serious road

presence. In fairness it always looked the

part, but with the prominent vertical front

grille and squared off front end together

with the C-Shape LED DRLs, it now looks

even more assertive than before.

Available in Short, Medium and Long wheel

base versions, and Low, Medium and High

Roof sizes, the van provided was a FWD

LM35 dCi 135 Business. In other words a

Long Wheel Base model with a Medium roof

in Business trim powered by a 135PS version

of the 2.3 dCi diesel engine powering the

front wheels. In this configuration it offers

a generous load volume of 13 cubic metres

and can carry a payload of up to 1,434kg.

It’s also a spec that will sell well. One of the

realities of vans is that they are workhorse

tools first and foremost, therefore their

owners, by and large, are not inclined to

fork out much on extra equipment. The

Business spec model tested here is the

more basic version offered compared to

Business+ trim, yet will almost certainly

be the volume seller.

Therefore, while the latest Master comes

with a whole host of technological, safety

and comfort features should customers

wish to spec them, the standard van is

a bit more basic while still coming well

equipped enough to meet a typical user’s

requirements.

A measure of the times in that sitting in

initially, the steering wheel catches my eye

for not having any controls on it. Not many

years ago this was the norm. Equally the

minuscule radio (with DAB in fairness)

seems from a past era when compared to

the big multi-function screens prevalent

today.

Overall though, the cabin meets the

requirements of a busy working driver

with plenty of practical storage pockets

and spaces including under the middle

seat. From overhead shelves to plenty of

cup holders, three USB connections plus

a 240V socket to an arm rest and air-con,

it’s a workspace you won’t mind spending

extended time in.

Noteworthy is the fully adjustable suspension

type seat, fitted to this test van although

only standard on Business+ trims. It’s well

worthwhile if you are spending long hours

in the cabin, absorbing the bumps and jolts

from the road in comfort.

Collecting the van from Renault Belgard,

Dublin, I hit the M4 / M6 westward to


TEST II | 59

Galway where my load of furniture awaited.

Impressions driving empty were that it

cruises happily at motorway speeds, there’s

a responsive and slick six-speed gear change

and visibility overall is good. One minor

gripe is that the frame dividing the driver’s

side window into two parts blocks part of

your view of the right side mirror, not an

issue though on the passenger side.

Another complaint is the lack of either

reversing sensors or a reversing camera on

vans like these. Renault is far from alone

in this regard, but when even the smallest

road cars these days have them, it seems

crazy not to make them standard on big

vans - especially when many of these vans

are driven by non-professional drivers.

Arriving to Galway I was confronted with…

well, let’s say rather a lot of large pieces of

furniture. In fact the consensus was that

there was no way we’d fit it all into one

load. Well, we underestimated the Master’s

capacious loading area, and before we knew

it we were throwing in odds and sods to

fill the remaining spaces, all the big stuff

already in situ. Noted was the low loading

sill - it makes all the difference when lifting

heavy furniture on board - and the wide side

door also proved useful when manoeuvring

items around.

Heading back east to County Meath, the

Master was well able to handle the full load,

albeit it wasn’t the heaviest it will carry

in its lifetime. It being a windy day, one

feature I appreciated was Side Wind Assist

technology. That wind did have a serious

if predicable affect on fuel economy, as I

averaged 11.7l/100km (24.1mpg) on that

journey compared to 9.1 l/100km (31mpg)

on the outward leg - which is pretty decent

for a motorway journey.

In summary, this Renault Master is a

workhorse that will tick most operators’s

boxes, easy to drive, durable with low

running costs, and a capacious load area

with excellent access.

Oh, the Chinese takeaway and wine went

down very well, thanks for asking!

The Renault Master LM35 135 dCi FWD

Business Euro 6 has an RRP of €29,950

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

www.fleet.ie

60 | MILESTONE

Volkswagen Crafter is celebrating

its 45 th anniversary

20cm wider than the T2 Transporter – but with a 50% increase in

cargo volume to 7.85m 3 . Inside, designers focused on ergonomics

with controls placed close to the driver and a better view through

a large windscreen.

An independent front suspension system, not standard in the segment

until many years later, provided driving comfort for the LT, while

power came from a 2.0-litre 75PS four-cylinder petrol engine which

featured on the Audi 100, or a four-cylinder 2.7-litre 65PS diesel. In

1979, Volkswagen introduced its first six-cylinder, with the 2.4-litre

engine adding 8PS and a much smoother drive.

The high roof panel van offered not only the standing height in the cargo area but also

more space for goods.

Originally called the LT, the largest light commercial

vehicle in Volkswagen’s range was basically a bigger

Transporter designed for heavy loads. Revealed

to the world in Berlin in April 1975, its remit was

to cover the 2.8 to 3.5-tonne segments. Since its launch 45 years

ago, the Crafter has gone on to achieve broad sales success and

multiple award wins across four generations.

LT, short for Lasten-Transporter which loosely translates as heavy

load Transporter, was available in two wheelbases, two roof variants,

as a panel van, station wagon, bus, platform and double cab. This

versatility has stayed with the Crafter over the past 45 years, with

more than 1.5 million models having been produced and sold across

the world. To celebrate its birthday, let’s take a trip down memory

lane, from the model’s beginnings through to the multi-awardwinning

Crafter range that is on sale today.

LT: 1975-1996

Total worldwide sales: 470,000

With a focus on load space, engineers designed the original with

a front engine between the driver and front passenger seat above

the front axle, with drive to the rear-wheels. This space-saving

design meant the LT remained compact – just 33cm longer and

In 1983, the dashboard was redesigned and new engines were

added to make the LT the most powerful van in Europe, while

even better space optimisation allowed for a third seat to be added

in the cabin. A 4.6m wheelbase was made available for platform

conversions, too.

Two years later, a 5.6-tonne variant was added along with switchable

four-wheel-drive and a new rectangular headlight design replacing

the circular lights. The original LT underwent its final facelift in

1993, with a new radiator grille and rear light design plus a revised

turbo diesel engine.

Due to its quality and reliability coupled with the large usable

area yet compact dimensions, the LT quickly became a popular

base for motorhomes. In 1988, Volkswagen revealed not only the

T3-based compact California but also a motorhome based on the

LT: the Florida, a fully-fledged motorhome for four people with a

wet room.

Production of the original LT ended in 1996 after 21 years and over

470,000 models.

LT2: 1996-2006


The LT2 was the first new vehicle to be launched by the newlyfounded

Volkswagen Commercial Vehicles brand and took the

popular model into the modern age. Developed in partnership with

The completely redesigned dashboard upgraded the interior from 1983.

New engines were added as part of 1983 overhaul.


MILESTONE | 61

In the late 1980s, the LT took part in the rally from Paris to Dakar. The Crafter would

return in 2012 as a support vehicle.

The LT2 was produced from 1996 to 2006.

Mercedes-Benz, the LT2 featured diesel engines fitted lengthways

under a short bonnet, a lower door for easy entry and the option of

getting into the load bay or passenger compartment between the

front seats.

It lost none of its versatility, with customers able to choose between

a panel van, station wagon, bus, platform, double cab and chassis

with three wheelbases, and weight options between 2.6t and 4.6t.

The TDI engines were another selling point, providing economical,

powerful and reliable performance. In 2002, the LT2 got the new

2.8-litre four-cylinder diesel, delivering 158PS, a record for the

sector, and maximum torque of 331Nm.

Production at the Stöcken plant in Hanover ended in 2006 after

almost 340,000 LT2s had been built there.

The Crafter: 2006-2016


The Crafter name was first introduced in 2006 and with it came

a complete overhaul of the LT model which still maintained the

elements that had made the van a best-seller. The name was chosen

to stand for “someone who helps”, with the Crafter designed to make

life easier in everyday work and life.

The most spectacular variant of the third-generation model was the

2012 Crafter 4MOTION with all-wheel drive. The vehicle was fully

equipped with a raised ride height, off-road tyres and a full underride

guard. The Crafter 4MOTION demonstrated its credentials

as a support vehicle at the Dakar Rally in 2012.

For 10 years, the Crafter was produced in a wide variety of variants

- box, station wagon, bus, platform, double cab and chassis – with

over 480,000 units sold.

The new Crafter: 2016-

Total worldwide sales: 260,000 (end 2019)

The current Crafter was revealed in 2016 and was a completely new

model built from the ground up by Volkswagen Commercial Vehicles

engineers. It was designed in partnership with customers, with

specialists spending time with drivers in their everyday life to find

out how they used their vans and what they required from them.

The result is probably the best and most diverse vehicle in the segment.

The Crafter was available with front, rear or all-wheel drive for the

first time, class-leading handling and an unprecedented number of

safety and driver assistance systems. It received the title of “Van of

the Year 2017” from the international jury of commercial vehicle

journalists from 24 European countries, confirming its status as

the benchmark of the sector.

Volkswagen Commercial Vehicles continued the model’s heritage

in the motorhome market with the reveal of the Grand California

in 2018 while an ell-electric eCrafter was also developed. By the end

of 2019, almost 260,000 had been produced at the Crafter plant in

Wrzesnia, Poland.

The third-generation debuted the Crafter name and was produced between 2006 and

2016.


The eCrafter from Volkswagen Commercial Vehicles.

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Fleet Transport June 2020

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