Fleet Transport Feb/Mar 2022

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

The Irish Magazine for the Materials Handling, Warehousing & Logistics Sectors

New DAF XF Hydrogen INSIDE

WINNER - ITOY Truck Innovation Award 2022 Diary Dates: Events & Exhibition Guide 2022 Review: Commercial Vehicles Marketplace 2021 Test Drive Report: Iveco X-WAY 8x4 Motorsport: Dakar Rally 2021, Saudi Arabia

FEB/Mar 22

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DIARY DATES 2021 EVENTS AND EXHIBITIONS EVENT

DATES VENUE WEBSITE

Caravan, Camping & Motorhome Show 2022

22-27 February

NEC, Birmingham, UK

www.ccmshow.co.uk

Mid-American Trucking Show

24-26 March

Kentucky Exposition Centre, Louisville, USA

www.truckingshow.com

SEAI Energy Show

30-31 March

Hall 1, RDS, Dublin

www.seai.ie

UKIFDA Expo 2022

27-28 April

Exhibition Centre, Liverpool, GB

www.ukifda.org

Bus Euro Test 2022 (for International Bus of the Year)

10-12 May

Castletroy Park Hotel, Limerick

www.fleetbusandcoach.ie

ITT Hub

11-12 May

Farnborough International

www.itthub.co.uk

Internet Retailing & eDelivery Show

11-12 May

NEC, Birmingham, UK

www.internetretailingexpo.com

Transpotec Logitec 2022

12-15 May

Fiera Milano, Italy

www.transpotec.com

Commercial Vehicle Show 2022

24-26 May

NEC, Birmingham, UK

www.cvshow.com

Busworld Turkey

26-28 May

Istanbul, Turkey

www.busworld.org

Connacht Truck Show 2022 5 June

Claremorris Equestrian Centre, Claremorris, County Mayo

www.fleet.ie

Multimodal 2022

14-16 June

NEC, Birmingham, UK

www.multimodal.org.uk

Hillhead 2022

21-23 June

Hillhead Quarry, Buxton, GB

www.hillhead.com

IRHA Conference

TBC

TBC

www.irha.ie

Road Transport Xpo - RTX

30 June - 2 July

Stoneleigh Park, Warwickshire, GB

www.roadtransportexpo.co.uk

National Ploughing Championships

20-22 September

Ratheniska, County Laois

www.npa.ie

IAA Transportation 2022

20-25 September

Exhibition Grounds, Hannover, Germany

www.iaa.de www.vda.de

Tow Show 2022

28-29 September

Telford International Centre, GB

www.recoverytowshow.co.uk

Fleet Transport Awards

6 October

Citywest Hotel, Dublin

www.fleet.ie

Paris Motor Show 2022

17-20 October

Paris Expo, Versailles, France

www.mondial.paris

EuroBus Expo 2022

1-3 November

NEC Birmingham, UK

www.eurobusxpo.com

CTTC Coach & Bus Show

18-20 November

RDS Simmonscourt, Dublin

www.cttc.ie

Contents FEB/MAR 2022

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, Jonathan Lawton

Photography:

Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, ASO, X-raid, F Gooden, DPPI

Administration: Orla Sweeney Email: enquiries@fleet.ie Advertising: Design:

Mary Morrissey Email: mary@fleet.ie Crackerjack Design House

Printed in Ireland

www.fleet.ie | 3

Keep up to date with all the latest news and views from the transport industry in our weekly ezine or daily on www.fleet.ie 4 News DAF Trucks XF Hydrogen concept wins ITOY Truck Innovation Award 2022 Top truck brands collaborate on electric charging infrastructure

P4

8 Interview With Haydar Yenigün, General Manager, Ford Otosan 10 HGV Marketplace Report on truck sales during 2021 14 Test On and off road in the Iveco X-Way 8x4

P 14

16 New Fleet Safe driving and work in these new trucks 18 Fleeting Shots Featuring CES 2022

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.

22 Trailer Marketplace A look back on the load carrier market 24 Safety Matters Safe tail-lift operations 25 Comment ‘From where I’m sitting’ – Howard Knott

P 30

26 Fleet Maritime Shipping & Freight newsletter Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers.

The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

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

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

30 Motorsport Pictorial review of the 44th Dakar Rally 32 Opinion Views on the new safety strategy 34 Finance Work with your accountant 35 Legal New LCV regulation on the way 36 Profile On Rose Power, Head of Operations at Scurri, Wexford 38 Exporters Update from the Irish Exporters Association

Contents – Issue 1/22 79 News RSA highlights road traffic injuries EV supply impacting fleets 80 Analysis Leasing sector faces supply challenges in 2022 81 Review Test Drive Report on new Hyundai Ioniq 5 82 Contemplations Touch Screens – touchy subject!

www.fleet.ie

4 | NEWS I

DAF XF Hydrogen concept wins ‘IToY Truck Innovation Award 2022’

“With the introduction of the New Generation DAF trucks, we now have a complete and very energy efficient platform for new generations of alternative energy carriers and drivelines. A great example is the new DAF XF H2 Innovation Truck prototype with hydrogen internal combustion engine which has been honoured with the International Truck of the Year (IToY) Truck Innovation Award 2022,” stated Ron Borsboom, Executive Director Product Development, DAF Trucks, discussing the Dutch brand’s strategy toward zero emission road transport.

“DAF’s philosophy is that we need to explore the full suite of technologies on the road of decarbonisation of road transport. Next to battery electric solutions which we already offer today and hybrid trucks which we have under development, hydrogen technology may become a very interesting option for the future. Hydrogen is certainly an option in the medium and long term for powering trucks. In fact, there are two different possibilities. A fuel cell that uses hydrogen to generate electricity to power the electric motor, or using hydrogen as a fuel for the combustion engine (ICE). In both cases, a 100% reduction in CO2 emissions can be realised if green hydrogen is applied,” he explained.

DAF Trucks, together with its parent company PACCAR in the United States, is taking on the development of both technologies, with DAF engineering the latter FLEETTRANSPORT | FEB - MAR 22

ICE option, while its Seattle counterparts work on the Fuel Cell variant.

“If we want to achieve a real breakthrough with hydrogen technology in the future, it is essential that the first steps are taken now.

And that is exactly what we are doing. Together with Toyota and Shell, PACCAR has started extensive trials with hydrogen-powered trucks with sophisticated fuel cell technology in the port of Los Angeles.”

“Compared to the fuel cell hydrogen solution, the combustion engine option has transient capabilities (eliminating the need for a large energy storage system). Other advantages include the lower cooling capabilities needed and lower sensitivity to hydrogen purity.

Using hydrogen as a fuel means that in many areas use can be made of an existing distribution network: from green electric power generation to the location where it is needed. In addition, one should not forget that we in Europe have extensive knowledge and a comprehensive manufacturing footprint in the combustion engine technology. The European truck industry has commonly expressed the aim to refrain from using fossil fuels for their commercial vehicles as from 2040. Despite that, thanks to for instance hydrogen technology, the internal combustion engine still offers huge potential for the further future, especially in the heavy duty long haul transport segment.”

Ron also mentioned that the H2 ICE system is the lowest cost zero CO2 solution. The energy efficiency is comparable to FCEV for heavy-duty applications. Extra cooling is required but since there are no batteries required, rare earth sourced materials are saved.

DAF collaborated with scientific research

organisation TNO on the project, creating the demonstrator concept vehicle to increase the knowledge base and to determine the next development steps.

These include further lowering emissions by combining SCR/H2 (with AdBlue) during combustion and thereby meeting Euro 7 engine emission targets. The award winning hydrogen powered tractor-unit carries four H2 fuel tanks, each having a 10kg capacity @350bar. *The Truck Innovation Award is an initiative of the International Truck of the Year (IToY) jury and acknowledges new, promising technological developments which can play a crucial role in a sustainable future in the commercial vehicle sector. The IToY jury praised the handling characteristics, seamless acceleration and user-friendly human machine interface (HMI) of the prototype.

The ITOY journalists appreciated DAF Truck’s innovative approach to alternative propulsion and energy transition, which takes advantage of the dynamic qualities of the internal

combustion engine while ensuring zero CO2 emissions from the tailpipe.

In this perspective, the jury believes that innovative hydrogen combustion solutions could play an important role by harnessing established technologies and supply chains. They can be an additional component of an OEM’s future powertrain portfolios, alongside BatteryElectric Vehicles (BEVs) and Fuel Cell Electric Vehicles (FCEVs).

Saving fuel has never felt so good

Volvo fh with i-save

Volvo FH with I-Save – our ultimate long haul truck, is designed, tested and proven to save fuel in long haul operations. Without compromising productivity this truck can cut fuel costs*. It combines the D13TC engine and the unique Long Haul Fuel Package which includes hi-tech, fuel-saving features such as an update of I-See predictive cruise control and an improved Economy Mode. You can also look forward to 300 Nm of extra torque at low revs and together with I-See, the engine makes it possible to tackle hills and gradients in a higher gear – enabling an increased average speed without using more fuel. Effortless efficiency.

For more information visit www.volvotrucks.co.uk/i-save *

The fuel improvement claim is calculated by comparing costs of diesel and AdBlue for the new range I-Save D13TC Euro 6 step D with the FUELECO+ package to Classic D13 eSCR Euro 6 step D without the features included in the Fuel Package. Actual fuel economy may vary depending on many factors i.e. driving speed, use of cruise control, vehicle specification, vehicle load, actual topography, the driver’s driving experience, vehicle maintenance, and weather conditions.

Volvo Trucks. Driving Progress www.fleet.ie

6 || NEWS NEWS II1

Truck brands sign joint venture agreement for European high-performance charging network Following lengthy negotiations, leading commercial vehicle manufacturers Daimler Truck, the Traton Group (Scania & MAN) and Volvo Group have entered a joint venture (JV) to install and operate a high-performance public charging network for battery electric, heavy-duty long-haul trucks and coaches across Europe. As previously reported, the parties are committed to initiating and accelerating the necessary build-up of charging infrastructure for the increasing number of customers of electric vehicles in Europe and contribute to climate-neutral transportation in the region by 2050.

Scheduled to start operations this year, the parties are collectively committed to invest €500 million, in order to install and operate at least 1,700 high-performance green energy charging points on and close to highways as well as at logistic and destination points within five years.

The JV is planned to operate under its own corporate identity and be based in Amsterdam, Netherlands. The programme aims to help the European Union’s Green Deal for carbon-neutral freight transportation 2050 initiative FLEETTRANSPORT | FEB - MAR 22

- by providing the necessary infrastructure and targeting green energy at the charging points. High-performance charging infrastructure enabling long-haul truck transport is a cost-efficient way towards significant, fast-to-realise emission reductions.

This project is a significant start and an accelerator to make CO2-neutral heavy trucks and coaches a success, according to Martin Daum, CEO Daimler Truck: “The signing announcement is great news for the transport industry and society, as it underlines all of the partners’ strong commitment to making CO2-neutral trucks a reality.

It is remarkable that three fierce competitors in the area of trucks and vehicle technology are taking action together to start establishing the needed charging infrastructure.

Together with Volvo Group and the TRATON GROUP, we want to send a clear signal to all relevant stakeholders to follow our lead and act now.”

Christian Levin, CEO TRATON GROUP also commented: “We have the strong opinion that we as the TRATON GROUP together with our brands Scania and MAN as well as the commercial vehicle industry as a whole will be part of the solution when it comes to a CO2-neutral world. A collaboration with strong competitors like Daimler Truck and Volvo Group might seem unusual. However, the topic is of crucial importance and this unique cooperation will make us faster and more successful in delivering the transformational action needed to tackle climate change. Our joint venture will be a strong push for the rapid breakthrough of battery electric trucks and coaches, the most efficient and sustainable transport solutions.”

Martin Lundstedt, President & CEO Volvo Group, added: “We are going from

words to action, and this planned joint venture with Daimler Truck and the TRATON GROUP is an important step in shaping a world we want to live in.

Innovative partnerships like these will enable the much-needed change that will benefit our customers - and the entire industry. This is both a historical milestone in the transformation towards fossil-free transport and a breakthrough that shows Volvo Group’s commitment to reaching net-zero greenhouse gas emissions by 2040 and a net-zero emissions rolling fleet by 2050 at the latest.”

The three partners see this as a breakthrough for the transport industry to cut carbon emissions - and for other industries to benefit in several ways. A recent industry report is calling for up to 15,000 high-performance public and destination charging points by no later than 2025, and up to 50,000 high-performance charging points by no later than 2030. Therefore, this kick-start is a call for action to all other industry players, as well as Governments and policy makers, to work together for a rapid expansion of the necessary charging network to be able to contribute to reaching the climate targets. As a clear signal towards all stakeholders, the charging network of the three parties will be open and accessible to all commercial vehicles in Europe, regardless of brand.

By focusing on customers’ needs, different applications will be taken into consideration. Battery electric vehicle fleet operators will be able to leverage both fast charging tailored to the 45-minute mandatory rest period in Europe focusing on long-distance transport - the highest priority of the future JV - and also overnight charging.

Join the Harris Group

COVER | 7

rEVolution

and create a cleaner future for all Full range of emission commercial vehicles now available

NAAS ROAD, DUBLIN 12 IRELAND, D12 VO65 +353 (01) 419 4500 www.harrisgroup.ie www.fleet.ie

8 | INTERVIEW

Ford Otosan – The Jewel in the Blue Oval Crown

As Turkey’s largest automotive company, Ford Otosan has been one of the country’s export champions for the last 6 years. It’s a business that is continuing to grow, as outlined by Haydar Yenigün, General Manager, Ford Otosan during a round table meeting with members of the International Van of the Year jury in December at the company’s headquarters’ R&D Centre at Sancaktere.

Mr. Yenigün has seen the progress of the company first hand, having moved up from the factory floor to the most senior executive position over the years.

Through constant investment, strategic management, innovative engineering and with high quality levels reached throughout every process, Ford Otosan has achieved much, with more to come.

“We are a publicly traded company with the equal representation of Ford Motor Company and Koç Holding, Turkey’s biggest holdings company. In fact, we are the commercial vehicle hub for Ford of Europe with an established capacity of 450,000 units, employing more than 13,000 people. In 2020, Ford Otosan recorded $7 billion in revenue among which $4.9 billion were generated from exports,” explained Haydar.

The relationship between Koç Holding and Ford dates back to 1928, and today is one of the longest running and most successful joint ventures in the global auto industry.

Ford Otosan’s Kocaeli facilities opened in 2001, and since 2004 has been Ford’s global lead plant for the production of successive generations of the Ford Transit Custom range and the Transit 2-tonne.

“Our business consists of four main areas. [Firstly] the Commercial Vehicle Hub, which is, first and foremost, based on more than a half-century of FLEETTRANSPORT | FEB - MAR 22

experience and dynamic product development, to become the biggest commercial vehicle production centre in Europe. [Secondly], in addition to manufacturing the light and medium CVs, Ford Otosan’s R&D Centre is one of the largest in Europe with close to 1,500 engineers located on site. [Thirdly] we operate a National Sales Company for Ford in Turkey. Lastly, Ford Otosan’s heavy commercial vehicle brand Ford Trucks, makes up our full commercial vehicle line up produced, consisting of Transit, Custom and Courier.”

“Being part of a global network allows our team to adopt new industrial user cases, thereby bringing further significant financial and operational benefits by offering 60 years of design and production excellence, competitive products and value-added services, wide-spread sales and aftersales network. At Ford Trucks, we combine more than half a century of design, engineering, R&D, validation and production experience with expertise in market-specific product development, to engineer our own vehicles. We are one of the handful manufacturers to produce our vehicles from scratch. Currently, Ford Trucks operates in 45 countries across three continents, producing a range of vehicles including tractor-units, construction trucks and distribution trucks, weighing over 16 tonnes.”

“The Transit, Custom and Courier are produced in Kocaeli within two plants, Gölcük and Yeniköy, which are adjacent to each other. Today, we produce 85% of the Transit product line sold across Europe by Ford. Our Gölcük plant has joined the World Economic Forum’s ‘Global Lighthouse Network’ in 2019. [We are the] first in Turkey and first among Ford manufacturing sites [to achieve this],” he added proudly. “This was a great achievement for our team looking to enhance Ford Otosan’s digitalisation, which is our next step forward.”

Late last year Ford Otosan announced a €2 billion investment in its Kocaeli facilities to increase vehicle and battery pack production and to create more jobs.

“We started the electrification journey with the assembly of the Transit Custom PHEV. Then, we established Turkey’s first battery assembly line and became the country’s first and only integrated vehicle production plant. This was particularly critical for this path, as the new technology is much different than what we are used to do, which requires a different skillset and new capabilities. I am proud to say that our team has outgrown themselves and adapted to these requirements immediately.”

“Our electrification journey continues with E-Transit production, a project in which we have invested heavily and continue to do so. You won’t be able to see it today, but there is a lot of engineering and building going on at the sister site of Gölcük, where we will produce the next generation of 1-tonne vans. The next generation Ford Transit

Custom range, will include all-electric models which will advance Ford’s electrification strategy and commercial vehicle leadership in Europe and will be built by Ford Otosan in Turkey. On top of that, as part of the Ford Motor CompanyVolkswagen Commercial Vehicles strategic alliance, Volkswagen’s next-generation Transporter 1-tonne commercial vehicle will also be produced in Kocaeli.

We feel very proud about these responsibilities as it is a great testament to the quality of our Ford components and to the craftsmanship and the capabilities of the workforce at Ford Otosan,” concluded Haydar.

Text: Jarlath Sweeney – editor@fleet.ie

VIEWPOINT | 9

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New Schmitz 70 cubic yard bulk tipping trailer, galvanised steel chassis, manual cover, grain hatch, choice of standard tail board and combi door, available immediately.

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New Faymonville 4 axle extendable, 9ft wide, double flip ramps, heavy duty build, hydraulic legs, top spec, available in friction steer and full 4 axle power steer, both available immediately.

New Faymonville MAX 3 axle step frame extendable, rear steer axle, auto greaser, choice of hook on alu ramps or hydraulic ramps, beat the waiting times trailer in stock.

www.ashbournetruckcentre.com

www.fleet.ie

10 | HGV MARKETPLACE

10 | COVER

Truck sales stymied by production delays and lead delivery times

While new Heavy Commercial Vehicle (HGV) registrations in Ireland saw an increase of 31.5% (2,716) in comparison to 2020 (2,066) and +2.1% on 2019 (2,659), the Society of the Irish Motor Industry (SIMI) Director General Brian Cooke is looking to see further improvement during 2022: “The difficulties arising from both COVID-19 and Brexit impacted on the supply and demand for vehicles, which made 2021 another challenging year for the Irish motor Industry. Commercial Vehicles sales also saw a significant improvement in 2021, with light commercial vehicles up over 30% on 2020, reflecting the increase in business confidence as the year progressed. The Industry is hopeful that 2022 will see further improvements in business levels.”

FLEETTRANSPORT | FEB - MAR 22

Fleet Transport contacted the senior executive from truck distributors here to get the overall picture and outlook for the business year ahead: Joe Crann, Managing Director at Westward Scania, representing HGV Market leaders Scania is confident that the upward trajectory continues: “As Scania only compete in the 18 tonne GVW + market, our segmentation calculated a market increase of 20%. The market is of course more constrained by supply than demand, and our understanding is that most manufacturers are sold out for the entire year. Much will depend however on the availability of components to complete these orders, but indications are for another strong year, surpassing 2021 by a healthy margin.”

Obviously production delays have extended delivery times, are customers prepared to wait?

“The component supply situation has been extremely challenging, but most customers seem to have understood our predicament, citing similar problems across all brands, and indeed market segments.

Passenger cars, trailers and all sorts of goods have been impacted, and of course very few predicted the rapid growth in demand, hardly dampened at all by high input costs.

Many customers

are now placing orders for Q1, 2023, and salesmen are quoting based on a very limited availability as 2023 is also subject to supply constraints.

Will this issue have a knock on affect on used truck demand and residual values?

“Used Scania trucks have seen even more cast iron residuals than hitherto, and with demand outstripping supply of both new and used this situation is likely to persist for some time. Used supply from the UK has dwindled somewhat, with a higher proportion of older imports being brought in to plug the gap.”

Is there a growing interest from operators in alternative fuels and electromobility? The level of inquiries for alternatively fuelled trucks is currently small, but we are engaging with a number of “early adopters” to assess the viability of alternatives for their fleets. As we have so many long-term relationships built up with customers over the past 45 years we are anxious only to offer products that will prove commercially viable for them over the long term.”

HGV MARKETPLACE | 11

What sectors are likely to change during the course of this year - Long-haul, Distribution, Construction?

“We foresee no major structural change across all sectors during the year.”

Regarding new vehicle launches during 2022, what’s planned?

“The Scania dealer network will unveil their Scania Super demonstrators mid-2022. These will help customers to assess the forecasted fuel savings for their fleets and place orders for delivery in 2023.”

DAF Truck Ireland’s Simon Teevan commented: “We believe that the HGV market in 2022 will be similar to 2021. Judging by the enquiry level we are seeing there is definitely scope for improvement, however we believe that supply constraints across all manufacturers will constrain the market.

As it is across the board unfortunately, customers will have little option unless they already have units on order. We have already seen a hardening of used truck values in 2021 – this is likely to continue into 2022.

Fergus Conheady, Sales Manager, MercedesBenz Commercial Vehicles said: “Huge production challenges remain. As far as we can see, this is affecting all brands.

Customers unfortunately do not have a choice but to wait as there is nothing available from competitor brands if the usual supplier is unable to deliver for a period of time. Used truck

demand has increased dramatically in the last 12 months which has naturally seen a strong increase in second hand values. Once these production issues are overcome, we expect to see a ‘Mini-Boom’ in truck sales. Operators who

have been unable to get their hands on new product for what will be more than two years will need to freshen up their fleets so whoever has product available [will do well]. Electric drive is the current discussion piece under the alternative fuels topic. The first RHD production for eActros for Ireland is currently scheduled

for the summer of next year.”

“In relation to Market Stats, we tend to look at things a little differently. When we prepare the stats we look at vehicles above 6.0t only and we remove buses and vehicles that we consider not in the actual ‘Truck’ segment. Net result is that we saw a market of 2,246 units last year which was a growth of 19%. When looking forward to this year, based on what we know and hear, we’d be looking at a very flat market or perhaps a modest growth from the 2021 yearly figure.

Harry Nash, Managing Director, Setanta Vehicle Sales (Renault Trucks) added: “Personally, I think the market size will be similar to last year with supply constraints causing pent up demand.

The lead-times and when trucks actually arrive, especially bodied ones, will impact heavily on registrations if they are

delayed until late in the year. These will likely roll over until 2023.

Obviously production delays have extended delivery times, so are customers prepared to wait?

Like the last time over ten years ago when there were delays in delivery, Harry suspects some operators may be double

www.fleet.ie

12 | HGV MARKETPLACE

10 | COVER on electromobility is a bit better on this front.

Regarding the outlook, Harry sees changes in the sectors: “The construction segment will remain steady in 2022, likewise in distribution. The long haul landscape is changing slightly with more hauliers flagging out part of their fleet to the UK and further afield, leading to the 4x2 LHD tractor-unit market becoming more popular again for direct European ferry work.” He looks forward to increased take up on the recently launched TCK Evolution series during 2022 and with Euro 7 compliant engines being added later this year.

Text: Jarlath Sweeney – editor@fleet.

ordering and the supplier that delivers first will get the business. “However, this is hard to measure,” he said. “Some of the demand will turn into second hand purchases for those who cannot or will not wait but good fresh used vehicles won’t become available until new trucks start to flow in volume later this year.”

“That said, used truck demand is high and supply is short which has inflated the used truck prices considerably, especially 2/3/4 year old kit. This however will reverse as new supply comes on stream properly in late 2022 and early 2023.”

“Customers are interested in looking and learning about alternative fuels and power options but commitment on the HGV side is slow and needs Government incentives or diesel penalties to accelerate this market. The van uptake

SIMI Statistics – New Heavy & Medium Duty Commercial Vehicle Registrations 2021 Totals: 2021 Marketplace: 2,272 units v 2020 Marketplace 1,936 units = +336 (+17.36%)

FLEETTRANSPORT | FEB - MAR 22

Rank

Make

2021 Units

2021 % Share

1

SCANIA

661 s

29.09% s

2

VOLVO

384 t

19.83% t

3

DAF TRUCKS

342 t

15.05% t

4

RENAULT TRUCKS

251 s

11.05% t

5

MERCEDES-BENZ

229 s

10.08% s

6

MAN

115 l

5.06% t

7

IVECO

81 t

3.57% t

8

DENNIS EAGLE

5l

0.22% l

9

ISUZU TRUCKS (Medium)

102 s

4.49% s

10

FUSO TRUCKS (Medium)

49 t

2.16% t

HGV MARKETPLACE | 13

UKIFDA EXPO 2022 – THE REUNION

The UK and Ireland’s premier event for the Fuel Distribution Industry including the leading future fuels conference.

April 27th & 28th | Exhibition Centre Liverpool

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Sponsored by www.fleet.ie

14 | TEST DRIVE

Iveco X-WAY Tipper – ‘21st Century Bronze Age’

Iveco’s continued development of its ‘WAY’ model line-up has now directed its focus on the grittier end of the transport business. Following on from the well-received and highly praised S-WAY, the Italian manufacturer has now enhanced its construction range with the X- WAY. In line with S- WAY, which many consider the most stylish truck on the road, Iveco’s X- WAY also comes with good looks as standard, and its styling elevates the truck above any preconceived prejudices often aimed at the tipping fraternity. The profile goes well beyond attractive styling and as all good design should, it delivers true functionality in addition to future-proofing the appearance. The truck’s high stance lends it a determined profile that is as essential as it is attractive, and offers an impressive approach and departure angles of 28º and 18º respectively.

‘Iveco’s heritage in the tipper sector stretches back to MagirusDeutz, followed by the Eurotrakker and the Trakker and now with the X-WAY The driver’s door opens to 90 degrees which aids access and egress and while the steps are somewhat small, they are well positioned and well-spaced. One criticism is a fixing bracket mounted halfway along the right-hand grab rail: this means the driver cannot slide their hand up along the bar and must remove it while climbing in and out. After the first couple of times it ceases to be an issue, nevertheless, it is something that could be addressed relatively simply.

With a rear window behind and a vision panel in the near-side door, the FLEETTRANSPORT | FEB - MAR 22

‘Active Day’ cab feels light and airy, where often a low roofed day cab with a dark interior trim could feel cramped and oppressive. There is adequate storage for folders, documents, and cup holders, and the X- WAY is fitted with sufficient USB ports as well as 12V and 24V charge points. Iveco has also included the simple things such as coat hooks for jackets and wet gear. The overhead shelves are suitable and though they are not enclosed at the front, are deep enough to hold items without bouncing out. The dash is finished in a modern black trim which manages to be attractive, easy to clean, durable and should prove suitable for the task.

From the driver’s seat, the dashboard binnacle is well laid out and easy to read with standard gauges rather than digital readouts. It is worth noting that even with the vision panel, Iveco has managed to fit a fully lowering electric window in the near-side door.

Enhanced by this panel, visibility around the truck is first class, although the large infotainment display does impede slightly.

The rearview mirrors provide an accurate image for the driver and while the assembly is relatively large, any possible blind spot is reduced by the arms being set quite far out from the body allowing the driver to see between the A-pillar and the mirror itself.

The overall fit and finish of X- WAY is very appealing and more importantly, there is a marked improvement in the build quality. As is the modern trend a myriad of functions can be controlled from the steering wheel and while this may take some getting used to, it is time well spent and worth the effort. In addition, the connectivity afforded with the ‘Iveco On’ telematics programme is superb and allows operators access to valuable real-time information about how their truck and its driver are performing.

Once on the road in our X- WAY test vehicle which was powered by Iveco’s Cursor 11 engine, we found it moves well and is noticeably quiet in its operation.

The 11.1 litre is matched to the Iveco’s 12-speed Hi-Tronix, based on ZF’s TraXon

TEST DRIVE | 15

which is fast becoming an industry standard and deservedly so. With 480 hp on tap, one would expect the X- WAY to perform and on that score, it did not disappoint. 480 hp is a comparable power rating to many tractor-units plated for 46 tonnes, therefore running at 32 tonnes should never be too strenuous. With the 2,300 Nm of torque coming in from 970 rpm, it means the Iveco picks up the pace quickly and eases the driver’s workload in heavy traffic and urban driving, all of which should result in good journey times.

Our particular test unit came with a 4.125:1 final drive ratio which had the tachometer needle at 1,450 rpm when travelling at 85 km/h and at 1,550 rpm at 90 km/h. While this ratio may not suit everyone, X-Way has axle ratio options from 4.50:1 to 2.83:1 so there are plenty of alternatives to suit whatever the nature of operations might be.

The suspension and stability of the high standing Iveco is well balanced, and the same high ground clearance should help to reduce the potential for damage when off-road. However, one aspect we were impressed with was the agility of the X- WAY, which for an 8x4 was very nimble and came arguably with the best steering dynamics we have had from an eight-wheeler for quite some time. In the tight manoeuvring spots driven, X- WAY handled more like a tridem than a conventional 8x4. A point worth noting for service and utility applications that may have to operate in confined city centre locations.

At first, the brakes were found to be a touch soft with more than expected travel in the pedal though after a short time it became the norm. Nevertheless, the dependence on the service brakes reduced dramatically once becoming familiar with the excellent 5-stage Iveco

Engine Brake, which then managed all the slowing and stopping. This is a must to include in the vehicle specification and sensible use will pay dividends in all types of driving on or off-road.

With Iveco’s modular configuration, X- WAY is available in a wide range of chassis options from 4x2 and 6x2 tractors to 8x2 and 8x4s conventional and tridem rigids. This is in addition to three engines - the Cursor 9, 11, and 13, and layouts ranging from standard day cabs to full-size sleepers. With so many options available Iveco has made it simple to configure an XWAY to exactly suit the needs of any operator, especially those engaged in weight-sensitive transports. For these operators using the lighter 8.7-litre Cursor 9 engine rated from 330 to 400 hp, it’s possible to realise a kerb weight of around 9 tonnes.

Alternatively, some may prefer to go large with the Cursor 13 delivering 570hp, which simply demonstrates that the choice of

drivetrains and ancillary equipment such as PTOs is almost endless.

Overall Iveco’s X- WAY is deemed to be a highly competent truck and one that can easily cover all areas of work within the construction sector in a simple and unfussy manner. The X- WAY just does the job. Although with the vibrant bronze paintwork on the test unit, this XWAY also does it with an added amount of style.

Text & Photos: Paul White – paul@fleet.ie

Spec Check Make / Model

Iveco X- WAY - AD360X42Z OFF

Chassis / Cab

8x4 Twin Steer / Day Cab

Engine / Euro Rating

11.1-litre - Iveco Cursor 11 / Euro 6 (D) Hi-e SCR system

Rated Power/Torque

480hp (360kW) 1,465-1900rpm / 2,300Nm 970-1465 rpm

Transmission

12-Speed Hi-Tronix 12TX2010TD (AMT)

Braking, Stability, Safety

Ventilated Discs All Around, EBS, EBA, ASR, LDWS, TPMS ACC, AEBS, Hill Holder, Rocking Mode, Hi-Traction

Eco Efficiency Systems

Driver Evaluation, Eco-Mode, Eco-Roll, PCC (Hi-Cruise),

Retardation

5-Stage Iveco Engine with 1586Nm @ 2,800 rpm

Suspension FT / RR

Front: Parabolic Leaf - Rear: Parabolic Leaf with Shocks

Drive Axle / Ratio

MT23-150D Single Reduction / Axle Ratio 4.15:1

Wheels / Tyres

Steer Axle/s: Michelin Multiway 3D XZE 315/80/R22.5 Drive Axle/s: Michelin Multiway 3D XDE 315/80/R22.5

Fuel/AdBlue Capacity

290 Litres / 50 Litres

Body/Trailer/Equipment

Boweld Taperlite Body / Edbro Single Tipping Ram www.fleet.ie

16 | NEW FLEET I

221 reg sales at Westward Scania

Campbell Carriers’ new Scania 650 S A4X2 This red-hot chili-pepper coloured Scania 650 S was purchased by Campbell Carriers (Ballinamore, County Leitrim).

Sold by Eric Treacy, Sales Executive at Westward. Campbell Carriers is one of Ireland’s most trusted goods and pharmaceuticals carrier, delivering products between Ireland, UK and Europe for almost 40 years.

Keith Costello’s new Scania R450 B8X4

Transzone’s new Scania 650S A6X2/4

Sporting a special 2022 Roscommon registration number is Keith Costello’s new Scania R450 8x4 block carrier, sold

by Kevin Concannon, Sales Executive at Westward. Keith is contracted to Kildea Concrete (Athlone), covering East Connacht and Midlands.

Ballinlough, County Roscommon based Tranzone Ltd., the International Logistics and Freight Forwarding specialists have specified this range-topping Scania 650 S twin-steer tractor-unit. The deal was done with Eric Treacy.

Renault C440 twins arrive at L. Behan Recycling and Aggregates Ltd

Two new Renault T440 4x2 Evolution models for Grant Transport

D means more new Renault Deliveries at Sean Moriarty Transport

Larry Behan took delivery of two brand new Renault C440 8x4 rigids with tar spec insulated Thompson bodies, bought from Renault Trucks Ireland/Setanta Vehicle Sales North Ltd. At the handover were Larry Snr, Larry Jnr and Gary McCormack from the team at Windmill Hill, with Setanta salesman Kieran Stokes making the sale.

One of the first of two new Renault Range T Evolution models to arrive in Ireland and enter operation are now with Grant Transport (Drogheda) This 4x2 comes highly equipped with RoadPad + infotainment system, side-skirts, Michelin tyres, and top light bar with LED spots and beacons. Setanta salesman Aaron Clarke did all the paperwork!

Dundalk based haulier Sean Moriarty, a regular Renault Trucks customer, has taken delivery of two Renault D-Wide 18-tonne trucks fitted with Fitzgerald Vehicle Bodies. The 4x2 rigids are nicely finished off with colour coding by NJS Autos and livery from ABR signs. The sale was conducted by Aaron Clarke.

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NEW FLEET II | 17

221 reg sales at Westward Scania

Note the cherished registration 221 KY 440, adorning this new Renault C.440 8x4 tipper, which is fitted with a Thompson Body. It was sold to sand and gravel merchants Michael F. Quirke & Sons, Killorglin, County Kerry.

Dennehy Commercials, Limerick – Renault Trucks & MAN Truck dealers

This new MAN TGS 35.430 8x4 with insulated Thompson tipper body was bought by Gilchrist Haulage, Pilltown, County Kilkenny. Both trucks were sold

by Dennehy’s Sales Executive, Martin Hough.

First Volvo Truck enters Dunne Haulage fleet Three generations of the Dunne family from Kilmeague, County Kildare attended the handover of a new Volvo FH460 8x4 at Irish Commercials, Volvo Truck dealers, Naas. Dunne Haulage is a family owned business, established over twenty years ago supplying soils, stones, sand and gravel, all sourced locally. Having operated Hino, MAN and Scania trucks in the firm over the years, the new FH, with Alloy Tip body (Carlow) is the first Volvo to enter its fleet. Featuring the company’s corporate colours painted by Irish Commercials Bodyshop, it is specified with Sleeper cab, 12-speed I-shift transmission, engine brake, Drive+ pack,

Media pack, Living pack, Reversing camera, Construction bumper and cab air suspension.

Pictured alongside the new truck are Ned, Damien, DJ, Damien Jnr & Eileen Dunne.

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Text: Jarlath Sweeney – editor@fleet.ie

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www.fleet.ie

18 | FLEETING SHOTS

Showcased at the Consumer Electronics Show (CES) - Las Vegas Peterbilt demonstrates driverless technology with Aurora at CES At the recent CES, the annual event promoting all things futuristic and electronic, North American truck manufacturer Peterbilt heralded the future of road transport by unveiling the first Model 579 that has been equipped with the Aurora Driver, a Level 4 advanced autonomous system.

At the event, Jason Skoog, Peterbilt General Manager & PACCAR Vice President, stated: “As an industry leader in safety and technology, Peterbilt has a rich history of delivering customers’ trucks outfitted with the very highest levels of safety systems and technologic advancements. The New Model 579 with Aurora’s technology is a perfect representation of the continuation of this history.”

Introduced in early 2021, the Model 579 is the most technologically advanced truck Peterbilt has ever built. These technologies include a class-leading 15” Digital Dash Display, with an intuitive interface simplifying the delivery of all the important information drivers need to do their job as efficiently as possible.

Aurora is designing its industry-defining technology to deliver the benefits of self-driving technology safely, quickly,

and at large scale. The New Model 579 has been incorporated into its heavy-duty fleet which is hauling freight on field tests for customers today.

“Our partnership with PACCAR to co-develop self-driving heavy-duty trucks builds on a deep technical foundation and years of collective expertise. The team is making progress as we prepare to launch Peterbilt’s first autonomous trucks at scale,” said Sterling Anderson, Aurora Chief Product Officer and Co-founder. “Together, we’re building a product and business that will make our roads safer and our supply chains more efficient, and we’re excited to share a glimpse into that future at CES.”

New urban Delivery model from Electric Last Mile Solutions

Electric Last Mile Solutions, the electric and intelligent mobility solutions provider for commercial vehicle customers, displayed two latest models – an Urban Delivery and Urban Utility.

The ELMS Urban Delivery is expected to be the first and only Class 1 (2.8t) commercial electric vehicle available in the United States. The Urban Delivery boasts 20% more cargo space (157 FLEETTRANSPORT | FEB - MAR 22

cubic feet) than the current leading Class 1 ICE model and targets a best-in-class payload. This model features an impressive array safety systems including an energy absorbing front bumper system, driver side airbags, and advanced seat belt pre-tensioners. “CES provided a tremendous opportunity for ELMS to showcase our products, especially the newest Urban Delivery model, to companies looking to electrify their fleets and meet their ESG goals,” said James Taylor, CEO of ELMS. The ELMS Urban Utility is slated for production in the second half of 2022, and it is targeting more than 5,700 pounds (2.6t) of max payload and 125 miles (200+ km) of range. The Urban Delivery’s cab-over chassis design can be configured to cover a wide variety of customer use cases including delivery, construction, landscaping, towing and refrigeration. ELMS is headquartered in Troy, Michigan.

Text: Jarlath Sweeney – editor@fleet.ie

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20 | FLEETING SHOTS

Demise of the ‘helper’ and modernisation led to truck driver shortage

According to some sources, the truck driver ‘helper’ from the days of yore fell victim to modernisation and so-called efficiencies. With their demise, a valuable supply chain of budding and promising young drivers was lost.

The arrival of palletised loads, along with forklifts and truck-mounted versions, meant the need for a helper ceased. That, and the evolution of truck and trailer flat bed bodies to side loading curtain-siders, resulted in other valuable assets of the trade being lost, such as the art of stacking a load and correctly covering it over with a large tarpaulin.

Tying down the items carried was another trick of the trade.

Back in the day helpers were usually young men, often in their teenage years. Some were early school leavers, preferring to learn from the ‘University of Life’ out on the road rather the confines of the classroom. While sitting alongside the driver in the passenger seat, the helper would learn many aspects of the business, while taking in the numerous routes and memorable sights around the countryside. Sat-navs and Truck-stop Service Stations were not part of the day’s activities, as directions were found FLEETTRANSPORT | FEB - MAR 22

on road maps, while refreshments were availed of at roadside cafes and pubs.

More often than not, however, a packed, nourishing lunchbox was prepared before each journey.

Of course, back then the helper’s role was primarily loading and unloading – as well as directing the driver when reversing in and out of yards etc.

Proficient use of the hand-truck was quickly reached, maybe after a few mishaps on the edge of the flatbed body on the truck or trailer! It was all manual handling of the goods carried. The term used was ‘handballing’ and while it was a monotonous chore, it had to be done by hand back then. As a result there was little need for additional exercise at the end of the day as physical fitness came with the job.

“Ah yes, the good old days, never to be repeated” Of course, the emergence of the truck mounted forklift (an Irish invention) was and still is a huge benefit to the overall efficiencies in road transport. Spending the hours in the truck was a call of duty in itself as the helper would take notice of every gear change, noticing how the driver made the change up or down the ‘box purely based on the sound of the engine noise (no rev counter or green band in those days!) On occasions, the driver would let his assistant take to the wheel, which gave them the appetite and practice to move over to the role in due course. Upon reaching the required age, the helper would have served his apprenticeship well and was ready to

take on a life on the road on the driver’s side.

Another sector that was a resource for potential drivers was the transportation of sugar beet, these days a much lamented lost farming activity. From agricultural tractors to tractor-units, farmers invested in plant, machinery and trucks and trailers to transport the root plant to the four main production facilities at Tuam, Carlow, Mallow and Thurles, now all closed since the mid-80s to early 2000s. Here, tractor-drivers, mostly family connected or near neighbours, got in on the act from an early age as many of the beet supplying farmers progressed to road haulage.

There was a Beet Hauliers Association in the early days based in Carlow, representing a nationwide groups of like-minded specialist transport operators, but like the piles and piles of sugar beet lying on the side of narrow

country roads, it is no more.

And today, driver shortage is a big issue, even with automation. Maybe we have to look back to go forward?

Text: contributor@fleet.ie

FUEL PRICES - WEEK 5 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.427

1.595

1.418

Belarus

EUR

0.718

0.760

0.717

Belgium

EUR

1.745

1.850

1.790

Bosnia-Herzegovina

BAM

2.373

2.510

2.335

Bulgaria

BGN

2.353

2.699

2.419

Croatia

HRK

11.180

11.977

11.450

Czech Republic

CZK

35.820

35.874

34.530

Denmark

DKK

13.190

14.190

11.690

Estonia

EUR

1.570

1.580

1.398

Finland

EUR

1.947

2.036

1.859

France

EUR

1.727

1.803

1.674

Georgia

GEL

3.170

3.300

3.120

Germany

EUR

1.690

1.997

1.619

Greece

EUR

1.825

1.974

1.567

Hungary

HUF

479.000

514.020

479.300

Ireland

EUR

1.678

-

1.579

Italy

EUR

1.808

-

1.681

Kazakhstan

KZT

203.800

-

249.600

Kosovo

EUR

1.778

1.985

1.647

Latvia

EUR

1.524

1.564

1.384

Lithuania

EUR

1.455

1.554

1.389

Luxemburg

EUR

1.497

1.594

1.440

Moldova

MDL

22.560

23.202

19.550

Montenegro

EUR

1.420

1.390

1.280

Netherlands

EUR

2.132

2.214

1.822

North Macedonia

MKD

78.500

80.119

71.000

Norway

NOK

19.620

20.648

18.350

Poland

PLN

5.830

6.090

5.890

Portugal

EUR

1.826

1.861

1.711

Romania

RON

6.420

6.570

6.370

Russia Federation

RUB

52.950

60.730

53.920

Serbia

RSD

169.400

179.879

177.900

Slovakia

EUR

1.507

1.644

1.413

Slovenia

EUR

1.376

1.604

1.466

Spain

EUR

1.541

1.698

1.421

Sweden

SEK

18.540

19.490

20.970

Switzerland

CHF

1.800

1.820

1.850

Turkey

TRY

14.064

14.608

14.288

Ukraine

UAH

32.140

34.885

31.410

UK

GBP

1.449

1.341

1.488

USA

USD

0.878

-

0.999

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22 | TRAILER MARKETPLACE

Trailer Manufacturers are coping with changing trends and demands

Where there are tractor-units in operation, numbers of semi-trailers dovetail in harmony with the working truck. But unlike trucks, which on average have a first ownership life of up to five years, a trailers’ duty goes on beyond double that time.

That said, demand for new and used trailers continues to remain buoyant, as Fleet Transport’s annual Trailer Marketplace review reveals. Similar issues have arisen in the sector as per the truck market, with high demand, longer waiting times, and component shortages. But like the van market, the growing e-commerce trend has kept trailer makers busy. Insights into the state of play have been received from three of the main players in the trailer manufacturing segment, namely Schmitz Cargobull, Dennison Trailers and SDC Trailers.

Paul O’Ceallaigh, Ireland Sales Manager at Schmitz Cargobull stated: “We have seen a large uptake in high security dry goods transport. Demand for our SKO Express Box Vans has increased and this in turn can be seen in the

launch of our new SKO Pace product range. Throughout the past three years we have seen a steady purchasing trend throughout the calendar year, largely due to our wide range of products. Seasonal demand for refrigerated vehicles has shifted from the traditional January to June delivery to a now January to March FLEETTRANSPORT | FEB - MAR 22

and September to October demand.

2021 saw record residual values on vehicles driven by the shortage of new vehicles and higher demand for quality used equipment. All manufacturers have suffered in some respect in the past 18 months and Schmitz Cargobull has been no different. The global shortage of raw materials has impacted completion schedules and delivery times, although the fact that we produce our own axles, our own cooling units and telematics has allowed us to offer alternatives to our customers and offer solutions not widely available through other OEMs. Regarding recent new product offerings, Schmitz Cargobull, as Europe’s leading trailer manufacturers, continues to develop and innovate. As Paul stated, last November, Schmitz Cargobull launched its new SKO Pace, and the Eco Flex SCS Euroliner arrived in April. The German headquartered company, which recently opened a factory in England, has also introduced its new S.BO (Steel Box Build) unit. “A new SCS Freespan Curtainsider will become available from Quarter 2 from our UK Factory and further launches are due in 2022 to include upgraded load security measures and new cooling unit developments,” explained Paul.

George Dennison, Co-founder and Managing Partner at Dennison Trailers, cast his experienced eye over the market landscape: “The biggest change we have seen in purchasing trends is that customers are placing orders up to 12 months ahead. This is because they are experiencing supply chain issues also in their own businesses. Prices are very strong but this is strictly down to supply

and demand. The used trailer market is seeing low volumes because of delays in trailer deliveries due to supply chain disruption and staff shortages relating to Covid. Demand for all product ranges is very strong. We are producing at near pre-Covid-19 levels , however demand is very strong and we are looking at all aspects of our supply chain to increase production. The problems in the microchip industry is a big challenge as the supply of EBS units are affected. In addition costs have increased hugely especially for steel, axles tyres and paint.

Our curtainsider range is particularly strong due to the volumes from online shopping.”

George was reluctant however to reveal any details of planned new

products this year: “Watch out for the IAA Transportation exhibition in Hannover, Germany in November!”

SDC Trailers, which produced and sold more trailers in the UK & Ireland than any other, is at full capacity for the foreseeable future, according to SDC’s Group President Paul Bratton. He expects that the global component shortage will ease during 2022 and that used residuals remain very high currently due to lack of trailers in the market. “We are continuing to build standard Building product trailers during Quarter I & 2, meeting ongoing requests for curtainsiders.” Last September, SDC Trailers marked a manufacturing milestone when its 10,000th trailer came off the new production line in Toomebridge, County Antrim, three years after the facility became operational. The manufacturer has seen a sharp increase in demand throughout 2021, with one new SDC trailer going into production every 16 minutes.

Text: Jarlath Sweeney – editor@fleet.ie

TRANSPORT www.fleet.ie

Engaging Connectivity

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24 | SAFETY MATTERS

Tail-lifts eliminate an amount of manual handling, but must be used safely

*Is it time to renew your tail-lift risk assessments?

All tail-lift operations are potentially hazardous and should be planned to make sure that they are carried out safely and that all foreseeable risks have been taken into account. Poor planning is one of the major causes of accidents arising from tail lift operations. They also usually involve working at a height, that is, on the body of the vehicle or on the platform itself, and the hazard of persons falling should always be a consideration.

Tail-lift accidents are generally caused by one or more of the following factors: n Persons falling off the vehicle body or the lifting platform n Loads falling off the vehicle body or the platform n Loss of control of the load n Crushing or shearing of body parts between the moving platform and the vehicle or ground n Failure of the mechanism of the platform n Failure of the structure of the platform or the vehicle It is vitally important that tail lift operators are trained and competent to operate these lifting platforms and they need to follow documented procedures in relation to their use. Training for an operator should, at a minimum, cover FLEETTRANSPORT | FEB - MAR 22

the controls, working load limits, load charts, any operating limitations of the type of tail lift they operate, as well as safe working procedures.

All risks associated with the use of the tail-lift safely must be identified, assessed and written down in a safety statement. A vehicle-mounted tail-lift should not be taken into use for the first time unless it has been examined and certified by a competent person, or it is properly CE marked.

In order to ensure its continued safe functioning, vehicle-mounted tail-lifts must be thoroughly examined, and a report of thorough examination completed by a competent person at least once in every 12 months thereafter.

The employer should ensure that the tail lift is strong and stable enough for the particular intended use and is marked to indicate safe working loads. Records of the training, regular maintenance and inspections, and the thorough examinations must be kept.

A daily pre-use inspection regime should be implemented, and planned maintenance should be organised depending on use of the vehicle-mounted tail-lift and the environmental conditions in which it typically works. A good way of doing this is to follow the manufacturer’s maintenance instructions.

In addition to maintenance requirements, daily pre-use checks should ascertain, for example, that markings, warnings, decals, and reflective material are in good condition.

In addition to the mechanical considerations above, care must be taken with regard to safety in the use of the tail lift.

The employer should consider the slip resistance of the surface of the vehicle body and the lifting platform, as well as the need for slip resistant footwear for the operator. Some tail-lift manufacturers

have developed guard-rail solutions and increased slip resistance of surfaces, and while it is not a legal requirement that tail-lifts are supplied with these, there is a legal duty on the employer to decide, through risk assessment, whether these safety measures should be provided.

The area in which a vehicle-mounted tail lift is to be used must be carefully assessed to ensure that it is suitable before the lift is put into service, and consideration should be given to the unloading operation at the end of the delivery cycle. The operator should be involved in these assessments.

During such an assessment the following points should be considered by the employer: n Is there space to lower the tail lift safely? n Can the vehicle be parked safely without causing an obstruction? n Freight presentation – is the freight in a suitable condition to be moved? n How heavy is the pallet, can it be manoeuvred without causing injury or losing control of the load? n Is the ground surface suitable and are there any slopes or inclines? n Is there pedestrian activity and is it appropriate and possible to restrict pedestrian access to the area n Are there other vehicles and vehicle movements in the work area? n Can a suitable route to the point of the kerbside delivery be planned and agreed?

For further information and practical advice on the safe use of tail lifts visit the HSA website and download the Safety with Tail lifts information sheet. (at http:// www.hsa.ie/eng/Publications_and_ Forms/Publications/Latest_Publications/ Safe_Vehicle_Tail_Lift_Operations_ Information_Sheet.79778.shortcut.html)

COMMENT | 25

Rail Freight Strategy 2040 === On the right track?

From Where I’m Sitting – Howard Knott – howard@fleet.ie

Iarnród Eireann (IR) launched its long-awaited Rail Freight Strategy document on 1 December at the very appropriate setting of a busy Ballina Rail Freight Terminal. The company had used the services of consultants Aecom, and had also consulted widely over an extended period with current and potential stakeholders. Did IR get it right?

I should declare a significant interest in this matter. As some readers will know, I established, on behalf of the Irish Exporters Association, the IEA Rail Freight Group in 2009 and that group met regularly up until the outbreak of COVID-19. By then it had become the IEA Multimodal Freight Group reflecting the varied interests of the participants which included manufacturing companies, State Agencies, Ports, Shipping Lines, Freight Agents and, of course, Iarnród Eireann. Over the years in that forum, we brought to the table and discussed many of the issues raised in the Rail Freight 2040 Strategy document. While in the period up to 2012 substantial progress was made in taking traffic off the roads and onto the rails, since then rail service and traffic development has stalled. This is despite the growing awareness of the climate emergency, worsening truck

driver shortages, and the clear need to spread the growth of freight shipping to ports other than Dublin.

The Strategy document is quite clear that freight volumes on the rail network are depressed due to a lack of Government will. This has led to Iarnród Eireann being starved of any cash that would enable it to operate even the present level of services efficiently, and to offer users freight rates that are not only competitive with road freight but would enable new traffic to be developed on the network.

It is therefore crucial that the document moves very rapidly to being a Government of Ireland Rail Freight 2040 Strategy. The timelines outlined for the various elements of business to grow to four to five times the current levels need to be Department of Transport timelines, with the appropriate funding in place enabling Iarnród Eireann to develop services ahead of demand. In this connection it is worth mentioning that while railway companies operating elsewhere in the EU can readily purchase rolling stock on the new or secondhand markets, Iarnród Eireann cannot do so as the Irish rail gauge is not the Universal Standard gauge. Therefore all rolling stock must be custom built and subjected to a significantly longer regulatory approval process.

Another “political” issue regarding the document must be its focus only on activity within the Republic of Ireland.

More curious is that the document has emerged during the Public Consultation period for the All-Island Strategic Rail Review published by the Department

of Transport and Northern Ireland Department for Infrastructure. That document seeks to point the way to a rail strategy for both passenger and freight traffic on an all-island basis. It talks about the policy opportunity for rail to contribute towards ”economic growth, efficient movement of people and freight, balance regional and urban growth, connecting people to jobs, international connectivity, economic competitiveness.” It goes on to say: “in Northern Ireland, rail is critical to supporting the growth of the economy and potential new industrial opportunities.” To deal with specifics, the ports of Larne and Lisahally, close to Derry, are rail connected and the latter location could feed traffic onto and off the network while also acting in the role as “Tactical Rail Freight Terminal” serving the whole North-west region.

What is clear from reading the Rail Freight 2040 Strategy document and the earlier group discussions is that, once a clear commitment is made to the development of a modern and environmentally friendly rail freight network on which train operations are delivered by one or a number of companies serving a wide range of customers, shipping lines, end users, forwarders etc., then it becomes likely that the rail freight 2040 map will look radically different not only to what is there today but also to what has been envisaged in the current document.

It promises to be an interesting eighteen years.

www.fleet.ie

26 | FLEET MARITIME

FLEET MARITIME

Vol 18, No. 1 – sPRING 2022

Shipping & Freight Newsletter – Compiled by Howard Knott – howard@fleet.ie

Dover Straits operations are very much alive and kicking As January 2021 dawned and Brexit became a reality, there was a high level of anxiety among all businesses involved in logistics operations moving across the Dover Straits as to what would happen as the new controls came into play. Partly due to the high level of product shipping and stocking in the preceding months, freight volumes through the corridor were significantly down.

Much of the Irish Landbridge traffic was diverted to new and existing direct routes to and from the continent, but as the year went on, shipping volumes both

by Cross-Channel ferries and on Eurotunnel services recovered somewhat.

Part of the reason behind the recovery was the deferral by the British Authorities of many of the Customs and other Brexit inspired goods control measures that should have been carried out at British ports. This was done to give British traders more time to get their back-office systems in place to develop and produce the required documents.

The lack of major congestion around the Channel ports also made it easier for vehicles including those involved in Irish Landbridge freight to keep to schedule, and to match, if not beat the schedules of the new and expanded direct ferry services between Ireland and French ports. It also became clear that freight rates charged to road transport operators

w w w. R o s s l a r e e u r o p o r t . i e FLEETTRANSPORT | FEB - MAR 22

made using the direct ferries more expensive than the Landbridge for many locations. Despite the very significant reduction in passenger traffic on all ferry routes due to COVID-19 travel restrictions, suitable ferries for these longer routes were in short supply, pushing up the charter costs of any available vessels.

Irish Ferries took the Isle of Inishmore off the Rosslare/Pembroke route and following her customisation introduced her to launch its new Dover/Calais service in July. At the same time DFDS brought in its first e-Flexer vessel to displace Calais Seaways. That vessel was subsequently bought by Irish Ferries, entering service in January 2022 as the Isle of Innisfree.

By then Irish Ferries had bought a further vessel, the Cuidad de Mahon, which had, following her launch in 2000 as Northern Merchant, operated on the Norfolk Line Dover Straits service until 2006. The 2,000 lane metre vessel is due to enter Irish Ferries service in February 2022. With the three vessels in operation, Irish Ferries can then offer fifteen sailings each way on the Dover/Calais route, making it a very strong Landbridge package for Irish freight forwards and hauliers.

In January 2022, Guangzhou Shipyard

in China launched the P&O Pioneer, the first of a pair of double-ended ferries built for P&O Ferries which will enter service on the Dover/Calais route in September 2022. Sister ship, P&O Liberte is planned to enter service in March 2023. Each of these vessels has significantly better environmental credentials than any of the current Dover Straits vessels.

Though DFDS did introduce a daily Sheerness/Calais service in August 2021 as a congestion busting operation, it remains the only new service that sets out to displace traffic from Dover Straits services. Some schedule changes have been made on North Sea services linking Britain with Benelux countries but there has been nothing dramatic.

1 January, 2022 should have been the date on which the full range of Border controls on traffic moving between EU and Britain took effect and there were concerns in the lead up to this that these would prompt significant delays at Channel Ports. In the event some of these changes were implemented while others were pushed out further into 2022 and no changes were made regarding island of Ireland/Britain arrangements pending resolution of the Northern Ireland Protocol difficulties.

Dublin Port

The pace of change towards low-carbon shipping picks up There are many similarities between the ways in which ship owners and hauliers are moving towards a low-carbon future. The shipping industry carries over 80% of all goods traded globally, but also accounts for almost 3% of man-made carbon dioxide emissions with pollution levels being most severe in coastal regions. However, it did start from further back, with almost all vessels launched up to the middle of the last decade having had engines running on heavy fuel oil, albeit with several of them using lower sulphur product for operating the auxiliary generating equipment while in port.

The introduction of “low-emission zones” by the international Maritime Organization, initially in Northern Europe, the North Sea and in some North American coastal regions, forced shipowners and operators to either fit Exhaust Gas Scrubbers to eliminate most of carbon discharge, or to use low-sulphur fuel. Other oceans and seas are being added to the “low emission zone” map, including the Mediterranean Sea from 2026. At the launch of these new rules there was scepticism about the value of retrofitting exhaust scrubbers, but as fuel prices have risen their value becomes more apparent.

Over the past ten years extensive trials have been carried out seeking to make use of wind power with a few Scandinavian based ferries and some smaller cargo vessels being fitted with rotors with fuel savings of up to 20% being recorded.

A similar level of fuel savings is being claimed by specialist kite manufacturer, Seawing, through the deployment of kites of up to 1,000 square metres flying at an altitude of 300 metres on vessels sailing in the Trade Wind regions. An early adopter of this technology is Airbus Industries which is using a kite to power its vessel Ville de Bordeaux which sails with a cargo of aircraft components from European production facilities to its US assembly plant.

Radical changes in ship design, particularly with the underwater profile and in the coating used to make the hulls more “slippy” have also begun to play a role in fuel use reduction.

The most significant developments however, mirror what has been happening in the HGV and bus sectors.

Short Sea Line Samskip has introduced a biofuel component in the fuel oil being used on one of its container vessels serving the Irish market, while competitor Containerships has built and introduced LNG natural gas powered vessels onto its European route network.

Containerships’ parent company, the CMA-CGM group, has built and deployed a fleet of LNG powered vessels onto its Asia/Europe routes.

CLdN, which operates a mix of ConRo vessels on its services throughout Europe, has introduced its first vessel equipped with an LNG, high-pressure, two-stroke, dual fuel propulsion system that can operate on liquified natural gas, biogas, or diesel.

The vessel Faustine is a sister ship of Delphine which is a regular caller to Dublin on the company’s Zeebrugge and Rotterdam services. A further similar vessel will join the fleet in the coming months. Brittany Ferries will introduce the e-Flexer Salamanca to its Portsmouth to Spain routes in February with a fuel use capability like that of the CLdN vessel and with a planned reduction in CO2 emission of 25% compared with her conventionally fuelled sister ship operating on a similar route network.

As with the road transport industry, many ship operators are uncertain as to the long-term future of LNG as a fuel that can achieve the low-carbon ambitions at a stable cost. There is the further concern

FLEET MARITIME | 27

that, unlike road transport vehicles, ships generally have significantly longer operational life – most ferries remain in front-line operation for up to thirty years while container ships generally move onto secondary trades within fifteen to twenty years. Thus, a ferry that enters service in 2022 could be still sailing in 2052, a couple of years after the zero emissions target for the industry has been reached.

UECC, the specialist trade car carrier which operates a European network of services for the motor industry, has launched its third advanced dual-fuel LNG battery hybrid PCTCs (pure car, truck carriers) at China’s Jiangnan Shipyard. “We are rapidly building up our low-emission fleet to become the leading eco-friendly short-sea carrier in Europe through the addition of these new-builds that will, alongside the use of alternative fuels on our existing vessels,

CLdN Delphine drastically reduce UECC’s environmental footprint,” stated CEO Glenn Edvardsen.

The innovative use of battery hybrid technology, combined with a dual-fuel solution, on the latest new-builds will enable these vessels to exceed the IMO’s goal to cut carbon intensity by 40% by 2030 compared with 2008 levels.

Emissions of carbon dioxide will be reduced by around 25%, while sulphur oxide (SOx ) particulate matter will drop by 90% and that of nitrogen oxides (NOx) by 85% through the use of LNG. The new-builds will also meet the IMO’s Tier

w w w. R o s s l a r e e u r o p o r t . i e www.fleet.ie

28 | FLEET MARITIME 3 NOx emissions limitations for the North Sea and Baltic Sea. With the addition of the new-builds, UECC will have 80% of its total lifting capacity meeting or exceeding the IMO target already this year as it aims to achieve an annual cut of 34,500 tonnes in CO2 emissions by 2025, compared with 18,700 tonnes in 2020 and 277 tonnes in 2016.

The development of use of battery power in the shipping industry has, up to now, been slow, with its use being confined to operating in conjunction with conventional power and for activities within ports or other sensitive areas. Range anxiety remains an issue, even with the heavily promoted Stena Line Elektra project which should see a pair of battery powered ferries introduced on its Gothenburg/ Frederikshavn route in 2030.

According to Patrik Almqvist, Head of Network and Fleet at Stena Line, there are several reasons why the shipping industry has lagged other transport

Stena Line Elektra areas in the field of electro-mobility.

“For large ferries, batteries are a considerable challenge. It takes a huge amount of energy to move a ship across the water, which of course affects the bulk of batteries needed. Another large obstacle is how to charge these batteries when in port. In simpler terms: the challenge grows with the size of the transport,” he said. The vessels currently being designed would be of comparable size and capacity to the company’s vessels currently on Irish Sea routes

FLEETTRANSPORT | FEB - MAR 22

and Almqvist goes on to say that the technology available by 2030 may not be capable of delivering full electric propulsion within that timeframe.

Maersk Line has held back from ordering new tonnage for the last couple of years stating that it has been uncertain as to what is the best fuel/propulsion Methanol fuelled Stena Pro Patria system to choose. It has not followed competitors into has not pursued such systems any LNG, but in December 2021 it ordered further. eight 16,000 TEU capacity vessels The development of hydrogen as a powered by ”carbon-neutral methanol” fuel for commercial shipping continues with an alternative capability for low apace, particularly in Scandinavia. sulphur diesel fuel.

Gotland Horizon will be Sweden’s first “Today, we introduce the design of large-scale hydrogen-powered vessel for our eight ground-breaking and indusboth passengers and freight, with water try-leading 16,000 TEU container vessels as the only emission. powered by carbon-neutral methanol,” Gotland Horizon is the project announced Palle Laursen, chief technical name for the ships of the future sailing officer, A.P. Moller – Maersk. He said the between the Swedish mainland and new ships, to be built by Hyundai Heavy the Baltic Sea island. Developed by Industries in South Rederi AB Gotland, Destination Gotland Korea, “come with an and Gotland Tech Development, the innovative dual-fuel ships are designed to be powered by engine setup that fossil-free hydrogen. With gas turbines can operate on in combination with steam turbines, the methanol and congoal is that traffic to and from Gotland ventional low-sulphur will continue at the same speed and fuel.” He added: service as today, but without negative “The vessels will be emissions. In addition, the gas turbines, able to complete an through their multi-fuel function, are entire round-trip, for prepared to handle other types of example Asia-Europe, fossil-free fuels in step with technologon green methanol.” ical development and the availability Laursen of various fuels. The project hopes that explained: “Unique an emission-free Gotland trip will be to the industry, this design allows a possible as early as 2030.

20% improved energy efficiency per Similar to the land-based discussions transported container, when comparing on alternative fuels, the significant issue to the industry average for vessels in for shipping lines moving away from the this size. Additionally, the entire series is established fuel mixes revolves around expected to save around one million tons the availability of those fuels and the of annual CO2 emissions, offering our prices at which they can be delivered. customers carbon-neutral transportation As the “new” fuels being brought into at scale on ocean trades.” play for all transport modes are similar, In 2015, Stena Line converted the there will be considerable competition ferry Stena Germanica to operate in an between sectors for these fuels, even analogous manner by making use of more so as world trade volumes continue waste methanol. To date, the company to increase.

FLEET MARITIME | 29

PORT PORTALS Port of Cork’s almost complete Ringaskiddy Port facility welcomed the biggest ever car carrier to the port in December 2021. The EUKOR operated vessel Morning Laura discharged 682 vehicles at the terminal of which almost 40% were Electric Vehicles from manufacturers including Hyundai, Kia, and SsangYong. Established car shipping business at the port includes the twice weekly calls there by Grimaldi Line.

The Port expects to open the container handling facilities at the new facility later in the spring.

Danish managed but DP World owned Unifeeder has opened a new Irish service, providing weekly links from the ports of Belfast, Dublin, and Cork with Rotterdam. This Lo-Lo container service operates in addition to the Belfast, Dublin, Cork, and Southampton service introduced in July 2021.

Unifeeder is a long-established deep-sea feeder service operator, though it also has several door-to-door operations throughout Europe.

In December, Cherbourg Port handled its 100,000th trailer on the Irish services operating through the port. In 2021 the freight traffic volumes increased to three times the previous

Cherbourg year volumes and confirmed the port as market leader. Between them Stena Line, Irish Ferries, and Brittany Ferries presently operate up to three departures a day, six days a week from Cherbourg, with an average ferry crossing time to Ireland of about 17 hours. The number of unaccompanied trailers through the port has increased from about 20,000

Seatruck Panorama in 2020 to 45,000 in 2021. During 2022 the multimodal transport terminal for the planned Bayonne/Cherbourg rail motorway service, which has been financially backed by Brittany Ferries and the French Ministry of Transport, will be completed.

In December Stena Line introduced the chartered Seatruck Panorama to run alongside the Stena Horizon on its Cherbourg/Rosslare route, while in November Brittany Ferries opened a weekly Rosslare/Le Havre link using the 2,200 lane-metre ferry Cotentin.

Samskip has announced that it is bringing together expertise from its Bremen-based project cargo business and its dedicated air freight team at Schiphol airport in the Netherlands to leverage its full potential as the “hidden gem” in special load logistics. The joint initiative creates a focus for capabilities which extend from express air freight delivery, through breakbulk, heavy lift and out-of-gauge special cargoes movements by sea. The one-stopshop service includes coordinated plane and ship chartering by Samskip.

“We are extending our ability to overcome exceptional transport challenges by bringing together proven expertise in air and ocean logistics,” said Jens Siedentopf, Head of Breakbulk Projects, Samskip.

Mostly associated with multimodal transport, Samskip has identified project cargoes as a strong opportunity for growth,

based on its global logistics presence and the potential to coordinate with its shortsea, rail, trucking and inland barge service network.

The opportunity to add airfreight to the project cargo mix follows the launch of Samskip Air in May 2021.

Samskip is not the only shipping line to move decisively into the air freight space, following CMA-CGM which continues to build up its own fleet of cargo aircraft and has commenced the operation of regular transatlantic services. MSC and Maersk are also building similar operations as part of their missions to offer customers a ‘one-stop shop’ to meet their logistics requirements.

The European Sea Ports Organisation (ESPO) has welcomed the European Commission proposal setting out the new guidelines for the Trans-European Transport Network (TEN-T). ESPO has stated that the proposal, published on 14 December, lifts the importance of the maritime dimension and the role of ports within the framework of Europe’s TEN-T policy.

It defines maritime ports as the entry and exit points for the land infrastructure of the trans-European transport network, and for the first time explicitly recognises their role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters, and energy hubs. The revised TEN-T map excludes the UK and links the Ports of Dublin, Cork and Shannon/Foynes with a number of French “Tier 1”. Ports.

CMA CGM Air Cargo ECS

w w w. R o s s l a r e e u r o p o r t . i e www.fleet.ie

30 | MOTORSPORT

Thrills n’ Spills aplenty on the 44th Dakar Rally in Saudi Arabia Featuring the Race Truck & Car Rally Stars on the World’s Most Arduous Cross-Country Marathon The might of the Kamaz-master team came to the fore once more as the Russian squad secured a record 19th Dakar Rally title, taking the first four positions in the Truck class. Dmitry Sotnikov, navigator Ruslan Akhmadeev and mechanic Ilgiz Akhmetzyanov raised the golden trophy. It was Dmitry’s second Dakar victory. Eduard Nikolaev, finished second, with Anton Shibalov third. Andrey Karginov completed the all-conquering convoy with fourth. The last time when the team from Naberezhnye Chelny took the first four places was in 2011.

Petronas Team De Rooy Iveco closed the Dakar Rally with a good performance, succeeding in taking all three Iveco trucks to the finish line in the Top 10. Janus van Kasteren (PowerStar) achieved an excellent fifth place. Vick Versteijnen, who stepped in at the last minute in another PowerStar, took the challenge in his stride, finishing eighth. Mitchel van den Brink also distinguished himself by placing the Trakker fast assistance truck in tenth place, exceeding all expectations.

Just a week into the 44th Dakar Rally, there were huge doubts as to whether Buggyra Racing’s Ignacio Casale and his crew could continue following a fire on board the Tatra Phoenix on Stage 4, FLEETTRANSPORT | FEB - MAR 22

but somehow the Chilean finished the event with a creditable podium placing in the final timed session. “It was my best result yet in the Trucks category. Delighted to be part of the best team I’ve ever raced for. As for the Tatra, it’s with an exceptional vehicle, the progress from last year is unbelievable,” he said.

Ecstacy and agony were experienced by the Instaforex Loprais Praga crew of Aleš Loprais, Jaroslav Valtr jr. and Petr Pokora, who completed the 2022 Dakar in 21st place. A constant contender for the podium, their challenge was halted in the final quarter of the competition following technical issues. Although they managed to fix the broken steering on their Praga V4S DKR truck following an unfortunate landing from a dune, the large time penalty incurred for not finishing a stage meant slipping down the leaderboard.

French sustainability innovators, Gaussin, in partnership with ASO, the Dakar Rally organisers, presented the world’s first Hydrogen powered Racing Truck at the 2022 event. The Italian Pininfarina designed emission-free rally prepared vehicle completed a number of demonstration runs as part of its engagement. From 2026 onwards, all elite competitors in the

MOTORSPORT | 31 car and truck categories will run vehicles that meet the new ultra-low emission standard.

total of more than 25,000km on the new fuel, with no modifications to the engines.

Hino Team Sugawara, which entered the Trucks category with a newly developed HINO 600 Series equipped with a hybrid diesel/ electric system, reached the finish podium at Jeddah in 22nd place overall. HINO Motors has now completed the rally 31 times since its first entry in 1991.

CARS

The Overdrive Racing Toyota Hilux crew of Yazeed Al-Rajhi and Bangor native Michael Orr held second overall at the halfway stage, before slipping behind Loeb after the resumption of the competition. Yazeed recorded a well-deserved podium finish on his home event to give Toyota a 1-3 finish: I’m really happy and would like to thank everyone who supports me, the mechanics Overdrive boss Jean-Marc Fortin, as well as the organisers. I’m on the podium, but what really matters is that the whole field got to enjoy the race in Saudi Arabia. I’m also pleased for all the spectators who watched us and, of course, I am happy with our podium spot.”

Toyota Gazoo Racing’s Nasser Saleh Al-Attiyah led the 44th Dakar Rally from the opening Qualifying Stage to the final special, managing his pace to perfection to seal a fourth victory on the world’s most famous off-road rally. Benefiting from the meticulous navigational skills of his French co-driver Mathieu Baumel, the Qatari won three of the 13 stages but applied a master class race strategy to eventually record a winning margin of 27min 46sec over nine-time WRC champion Sébastien Loeb.

The fourth success for Al-Attiyah meant that he has equalled Ari Vatanen’s quartet of victories set in Africa.

The Bahrain Raid Xtreme team completed the 2022 Dakar with strong second and fourth places overall, with Sebastien Loeb/ Fabian Lurquin battling for the lead throughout the two-week long event over 8,500km across the world’s most inhospitable terrain. Powered by Prodrive EcoPower made by Coryton Advanced Fuels manufactured from agricultural waste, the team proved that sustainable fuels, can offer the same performance and range as petrol, while reducing CO2 emissions by 80%. The three Prodrive Hunter V6 turbo engines ran faultlessly over a

With four Stage wins and 14 podium positions, Audi Sport passed a baptism of fire on its first Dakar Rally with its three Audi RS Q e-tron cars mastering the world’s toughest off-road rally.

Mattias Ekström/Emil Bergkvist finished ninth in the demanding desert classic. Dakar ‘vets’ Stephane Peterhansel and Carlos Sainz scored stage wins along the way. With the arrival of electric mobility, Audi has ushered in a new era in off-road rallying.

Text: Jarlath Sweeney – www.irishmotorsportsnews.com www.fleet.ie

32 | OPINION

Broader participation needed for RSA’s New Road Safety Strategy to succeed

The Road Safety Authority (RSA) recently launched the Government’s 10-year strategy for road safety. It is ambitious, not least because a commitment has also been given to have no road deaths or serious injuries by 2050. Ambitious for sure, achievable, who knows? Certainly a big part of the success of that plan may require some level of autonomous driving and the use of collision avoidance technology.

However, what seems more tenable and on the surface achievable, is the objective to reduce road deaths and serious injury by 50% before 2030.

On the basis of progress made in the last ten years, this proposal is certainly possible. A big challenge facing everybody is that the lower the numbers go, the harder it is to reduce them.

I was reminded of a comment made by the CEO of Southwest Airline, Herb Keeler. In 1987, he was receiving an award on behalf of the airline for customer care. To give some background, 1985 had been a horrific year for aviation safety - 1,500 people lost their lives in the air. While some of this was terrorist related, the incidents did involve failings in the industry. In 1986, the number was less than 200. However, Keeler thought that his industry was a little smug about the reduction achieved. He pointed out at the awards ceremony that if the industry did not further improve its safety, by 2010, purely because of organic growth and extra aircraft in the air, there would be the equivalent of a big jet crashing every week in the western world. A chilling prospect and a huge challenge for aviators. We know

now that this challenge was taken on and airline safety has been improved and continues to be.

Can we do the same on the roads?

I hope so. If all the stakeholders co-operate and strive for improvement, certainly we can get further reductions in road fatalities. There are a few fundamental differences in how the airline industry approach safety and incident reduction versus road based travel. A phrase that the RSA uses, to great effect, is “Sharing the Road Space”.

It has no doubt made people change the way they think about how they use the road and behave when on it.

Unfortunately, that’s where the sharing stops. When it comes to responsibility and receiving sanctions, drivers are the only road users to pay a cost in terms of penalty points, or other sanctions. I am talking about all drivers, professional and occasional. Once you have a steering wheel in your hand you are in a position to be punished. I know the practicalities of changing that are difficult and not likely to happen, I am not suggesting that. I would like to see more campaigns to point out to vulnerable road users the danger they can put themselves in, and how some little changes to their behaviour could reduce their chances of being injured or killed.

In my opinion there is equal amounts of arrogance behind steering wheels, handlebars and on foot. While physics tell us that a collision of this arrogance will always be worse for the pedestrian or cyclist, we should do more to avoid it. Vulnerable road users use cycle lanes to go the wrong direction, walk out on pedestrian crossings without fully

realising the danger they might be putting themselves in. I am not trying to exonerate drivers from their responsibility, but create more awareness for vulnerable road users as to where they can help improve their own safety. A right to be a pedestrian or cyclist is not a blanket right of way.

Of course, we do not hold road builders or local authorities accountable in any practical way. If a driver can get a penalty point and the fleet manager be held responsible also for a brake light not working, is there not an argument to say a council and its officials should be held accountable for a traffic light not working, or a dangerous overhanging on a street tree not being attended to?

What about vehicle walk around checks? A company with 200 vehicles is expected to have every light working at all times … it’s not rocket science. If we want to share the road there should be sharing of any sanctions in proportion.

Aviators figured this out a long time ago, getting to zero accidents and injuries is challenging but the net needs to be extended and accountability more widespread. We are seeing an increasing amount of “electric scooters” on our roads and footpaths. Legislating and regulating them will be very difficult, but it is a lazy option if the authorities make drivers responsible and guilty when they are involved in an incident.

Since its establishment the RSA brought fresh thinking and positive results to road safety. That thinking must be kept fresh.

Text: Sean Murtagh – sean@fleet.ie Compiled by Howard Knott – howard@fleet.ie

FLEETTRANSPORT | FEB - MAR 22

Transport Manager CPC Qualification Certificate of Professional Competence (CPC) in Road Transport Operations Management Do you have a succession plan or CPD programme in place for your transport manager and planners? Good succession planning protects your business in the event of a key member’s retirement or untimely departure. Not only does it mean the business is prepared, it also gives employees a direction and goal to work towards. If employees know you are investing in their training and development within the company, then they will more likely buy into and commit to the long-term business objectives.

The course is designed for those who need to obtain the Transport Management CPC Qualification to act as transport manager for a road transport business (haulage and passenger). It is also beneficial for those who want to upskill and enhance their career opportunities. The course is delivered on a part-time basis to enable students sufficient time to study and review material between classes and work commitments.

Course duration

Training delivery

Training schedule in preparation for the 2022 exam

Start time

100 hours tuition

May

• Wednesday 4, Thursday 5, Friday 6 • Wednesday 11, Thursday 12, Friday 13 • Wednesday 18, Thursday 19, Friday 20

June

• Wednesday 1, Thursday 2, Friday 3 • Wednesday 8, Thursday 9, Friday 10

Provisional exam date

Wednesday 22 June 2021 The exam is now an Open Book format allowing candidates to bring their CILT training manual to the exam.

The examinations are set and run by CILT (The Chartered Institute of Logistics & Transport).

This course is trainer-led and will be delivered online via Zoom.

Daily 9am-1pm and 2-5pm

Course cost

Price on application

Cost includes

• CILT training manual • FTA Ireland designed study workbooks & copies of past papers • Mock exams Exam Fee: €285 per person paid directly to CILT by trainee when registering for the exam (online registration & payment).

01 8447516 info@ftai.ie

T: 01 8447516 F: 01 8447801 www.ftai.ie Freight Transport Association Ireland Limited Registered office: Unit 1, Airport Business Park, Cloghran, County Dublin Registered in Ireland Number 487041

Correct at time of publishing but subject to change. ©FTA Ireland. All rights reserved. 12.21/NC 000410

34 | FINANCE

Key Role of Accountants

Currently, the subject matter of many meetings with accountants within the transport and logistics industry, like many other sectors, involves imparting volatile financial news allied to significant cost increases. This is effecting everything from spiralling wage costs, substantial increases in equipment costs and lack of availability of certain important and related items. All factors that will erode margins.

There are a number key points that your accountant should deal with in order to receive the best advice.

Tell it straight. If the financial information means good or bad news then it’s the accountant’s responsibility to tell it as it is. A good accountant shouldn’t hide the facts, and while the owner may want to bawl at hearing the information, that is far preferable to keeping crucial facts hidden from them.

People in business, and especially those in transport, are used to making tough decisions, and expect their accountants to not be afraid of telling the truth -after all, it’s what the fee is paid for.

FLEETTRANSPORT | FEB - MAR 22

A business owner expects an accountant to be objective about the situation, present the facts as they are, and not offer opinions on these facts or exaggerate the situation.

A good accountant should have all the available facts to hand, plus he or she should have the relevant detail to support the key information presented.

It is quite realistic to ask the accountant the basis of his/her findings and how the situation can be addressed. Currently transport firms are faced with massive labour shortages and increased labour costs to retain staff, so an accountant should be in a position to advise the financial effects of wage increases and devise productivity schemes that will benefit the business.

Key information should be provided prior to a meeting so that constructive work can be done in advance.

The accountant should speak from a position of confidence and trust. If you don’t have trust in the accountant and the information he/she is providing, then both parties have a serious issue.

From their side, accountants should have confidence in the information supplied and an understanding of the owner and business to support the operation in the future.

Good accountants should know their audience (their customer) when imparting financial information and present the information at a level of detail that the client can absorb and understand. Too many accountants have

poor communication skills, and too often fail to alter the type of information presented depending on the client. What accountants must realise is that the KPIs (Key Performance Indicators) for various transport sectors differ greatly. Informing a transport operator that marketing is a weak element of the business and how the local garden centre has addressed the problem is not relevant to a transport operator. Sometimes accountants may specifically complicate detail so as to hide the fact that their core knowledge of the subject is poor.

Accountants must outline the problems, and to provide some of the solutions. When providing the figures, it is easy to break the Profit & Loss into three sectors; a) Turnover b) Direct Costs and c) Overheads. Accountants should have the knowledge to review the business and give constructive advice as to which of the three sectors is the strength or weakness (it could be all three) and how best to address the situation or maximise business success.

Accurate and Timely Information: Accountants needs to give accurate information. If pressurised on a time scale to close and report, speedy information that may not be fulfilled will not benefit the business in any way.

Please remember as a rule, pick the best team of professionals to assist you in your business but realise the buck always stops with you!

Text: Donal Dempsey – donal@fleet.ie

LEGAL | 35

New regulation for LCVs will change the face of the Irish haulage industry

The unhappy combination of Covid and Brexit has had a major impact on the road transport industry across Europe, an impact which continues today. One result of the new European Union regulations that affected the use of large commercial vehicles was to see an increase in the use of a new range of Light Commercial Vehicles (LCVs) otherwise known as Light Goods Vehicles (LGVs) with a weight capacity substantially in excess of the old limit of 2.5 tonnes There was no legislation directed specifically at the use of these vehicles as haulage vehicles, but it soon became clear that they had a role to play. Throughout Europe large vans, some with trailers, have become a common sight on roads and motorways.

Any operator whose work includes the use of an LCV with a maximum permitted weight in excess of 2.5 tonnes on international journeys will have to obtain an International Road Transport Licence from the Road Transport Operator Licencing Unit of the Department of Transport. This must be obtained by 21 May 2022.

It was predictable that governments would want to introduce some form of effective legislative control as soon as possible. In the UK, legislation controlling the licensing of large commercial vehicles has been in place for many years, and amending the existing legislation to ‘catch’ these large LCVs presented no real problem, with operators who use LCVs, large or small being subject to tight legislative controls.

In Ireland, EU Regulation 2020/1055 comes into force in February of this year. It’s a regulation that will change the face of the Irish haulage industry.

An LCV big enough to be caught by the new regulations, whether owned by an individual or a limited company, will, with its owner, have to comply with the regulations, including the financial requirements. More importantly each operator will have to have obtained a new ‘Operators Licence’ and some operators might have great difficulty in reaching the standards that have been set.

Smaller LCVs, below a maximum permitted weight of 2.5 tonnes are already a common sight on Irish roads but those small vehicles are not caught by the new regulations. The operator licence is not required if the vehicle is not above 2.5 tonnes maximum permitted weight, nor is a licence required for a vehicle above that, working for hire and reward in Ireland. There is a further exemption if the vehicle is only used for carrying the owners’ goods, with no element of hire and reward.

A surprising aspect of the new

regulations is the emphasis on the suitability of the individual applying for a licence. Each applicant must be of good repute and must accept a Garda vetting.

Each applicant must also have a valid tax clearance certificate and have capital and reserves of at least €1,800 for the first vehicle, with a further €900 for any additional vehicle. More problematical is the requirement that an applicant should show ‘professional competence’ and the regulations now require that when an applicant does not hold a TM CPC (Transport Management Certificate of Professional Competence) they should engage the services of a qualified Transport Manager. *Regarding whether the operator of these types of vehicles require to undertake the annual Driver CPC, the Department of Transport issued this statement: ‘Where the vehicle being driven does not require a C or D driving licence there is no requirement for Driver CPC. However, only if the maximum authorised mass (MAM) of the vehicle does not exceed 3,500kg a B (car) category driving licence is sufficient. Therefore, it may be the case that some drivers of light commercial vehicles do require a CPC if they require a C driving licence’.

The new requirements for LCVs operators engaged in international transport for hire or reward are in relation to road transport operator licensing (EU Reg 1055/2020), as mentioned. However, Light Commercial Vehicles involved in international transport operations will be subject to Driving Times, Breaks and Rest period rules from July 2026.

Text: Jonathan Lawton – jonathan@fleet.ie

www.fleet.ie

36 | PROFILE

IN PROFILE: Rose Power, Head of Operations for Wexford based delivery management business Scurri

Scurri is a Wexford based software company offering a delivery management platform that connects online retailers to an international network of over 700 carrier services. The firm estimates that last year it supported over 100 million parcel deliveries.

Some 70 percent of Scurri’s revenue comes from the UK, but Founder & CEO Rory O’Connor and senior staff are based in Ireland. In fact, Rose Power, Head of Operations is from the locality: “I was born and bred about 40 minutes down the road from here in Wexford, but moved down to Wexford town once I started work here with Scurri.”

Rose has been with the company for over six years. “I actually did work with Rory, our founder and CEO in a previous role,” she said. That role was in IT transformations which she describes as migration of customers between different systems, which reflects Scurri’s core service too. When Rory set up the company she stayed in touch before an opportunity to join the team came up in 2015.

She started as a service delivery manager, working directly with customers and, as she explained: FLEETTRANSPORT | FEB - MAR 22

“understanding their needs, bringing that back into our own product and engineering team getting features built.”

Then in late 2017 she moved up to become head of operations. “I’m looking after our onboarding of new customers, supporting our customers who are already live, and more recently, also customer success.”

Some of those customers include blue-chip such as An Post, DPD, DHL, UPS, FedEx and Fastway on the logistics side, and retail customers from seemingly every market sector, including healthcare, cosmetics, lifestyle, home wear, food and beverage, sportswear and equipment. One of Scurri’s biggest customers is LetsGetChecked, the pharmaceutical testing service that manufactures and processes at-home tests for myriad conditions from diabetes and cholesterol to Covid-19. They distribute thousands of test kits per week from a large warehouse, but Rose says that Scurri’s customers vary in size, many smaller operators fulfilling orders from the shop floor.

“With Covid, customers really needed to increase their ability to sell online and become really that omni-channel

supplier,” she added Rose. However, she mentioned that even businesses with established omni-channel delivery systems are opting to outsource the hassle of delivery to Scurri and its simple API (application programming interface) which enables the exchange data and functionality easily and securely. “Some customers have actually got the IT team development team in-house, and they’ve been maybe building integra-

tions directly into the carrier themselves, but there’s a lot of maintenance when it comes to carrier integration.”

Indeed certain recent events have created logistics scenarios that have been too much for many retailers to handle. “Definitely when it was coming up to the time of Brexit, there was so much uncertainty and so much change.

Some carriers had actually sent out their updates 12-18 months prior to Brexit finally happening.

And as changes were made along the way, there was just continuous maintenance across all the carriers.

And for many customers, that just became too much.”

Naturally, retailers prefer to focus on selling: “So we take care of all of the maintenance with carriers, which really frees up their own team. They just need one API integration with Scurri and then they’re connected into all the

PROFILE | 37

different carriers that we have available on our system. So it’s very quick and easy then for them to switch. And that really makes them agile and flexible, and resilient as well, in these in these days, with so much change happening.”

Supply Chain disruption is no longer a rarity caused by freak accidents. Delays, shortages and price volatility are all everyday occurrences. So the value of flexibility is high. Driver shortages are often the limiting factor, and Rose points out that with Scurri, making alternative arrangements is simple.

“When some carriers are saying, look, I actually can’t collect all of your parcels today, because our network is so congested, they can very quickly - within Scurri - change some of their goods to another carrier, just temporarily, and they just pop it onto the system. They have control of everything. And they

can maybe say, if they can take 5,000 of the parcels today, but maybe there’s one thousand that needs to go with somebody else.”

“All of that control and flexibility is all built into Scurri and just at their

fingertips to change on the day.” On the other hand Rose points out that for retailers that are building their own integration into carriers, it can take 8-12 weeks in order to get all the services entered and tested to the specification of the carrier.

Scurri also provides tracking information. Rose reckons that for some customers, 60-70% of end-user queries are asking “where is my order?”. Having the tracking information available is hugely valuable. “Customers are really looking towards ‘How can we automate some of that?’ So how can they just take back in the information and proactively reach out to customers?” And to that end

she stated: “We have web hooks, where we will just push those notifications, as soon as we get an update from a carrier, we can push those notifications to the customer that allows them to be much more pro-active.”

This pro-active communication is vital, says Rose, as the growth of e-commerce means that the delivery experience is often the differentiator that wins or loses sales.

“For a huge number of customers both across Ireland and the UK we see that if you look at our customers’ Trustpilot scores, it’s not really about the product anymore that you’re receiving

into your hand, it’s about how we’ve received the product - has it come on time? The whole area of tracking and being proactive with customers is becoming more and more important,” concluded Rose.

The value of solving the problems of home delivery is clearly reflected in Scurri’s success. Investors keen to get in on the action have stumped up some €15.3 million of funding so far. The company plans to triple its workforce in the next two years, and although web-developers can work from anywhere, many of the roles will be Wexford based.

Text: Johanna Parsons-contributor@fleet.ie

38 | EXPORTERS

The IEA in 2022: a promising year focused on sustainability About us: The Irish Exporters Association (IEA) is the leading independent representative body and voice of exporters based in Ireland. The IEA represents exporters and supply chain operators across the country and works at regional, national, and European level, representing its members in front of legislators to support a regulatory and legislative framework that drives, and fosters Irish exports.

We assist our members to grow their exports to world markets and drive the growth and development of all exporting businesses based in Ireland. We provide a set of highly relevant business services and products to assist our members with international trade. To get in touch with us, send us an email at membership@irishexporters.ie or call us 01 661 2182.

Year at a Glance: In 2021, Irish exporters and importers faced a number of challenges, including the pandemic, Brexit and climate change which in particular brought forth an increased level of interest in sustainability from our members.

The IEA responded with an increased level of practical assistance to members, an enhanced range of Customs and Brexit related training courses, and by developing a new suite of courses around sustainable supply chains, particularly to

FLEETTRANSPORT | FEB - MAR 22

support companies in their preparation for Ireland’s Climate Action Bill 2021. We further established ourselves as a key stakeholder with the Irish Government and the EU by contributing to public consultations and attending a number of meetings with policymakers.

Digital activation has seen increased demand for our many webinars, and our regional networks have continued to be a location for lively and engaging discussion amongst our members. Although visa volumes dropped due to restricted air travel, we continued to see strong demand for our export documentation service.

Training: Our training courses and education workshops aim to upskill or refresh knowledge and expertise on various trade compliance and sustainability topics, including: Customs Compliance, Good Distribution Practice (GDP), International Trade and Sustainable Supply Chains. Due to demand, in 2022 we have launched a range of new courses, most notably Applied Customs Training for Agri-foods.

These courses allow businesses to stay up to date with the ever-changing regulations and to be more adequately prepared when conducting business around the world. They are equally relevant to both exporters and importers.

Looking ahead: In 2022, we will

continue to innovate and work hard to develop creative and lasting solutions to better assist our growing membership base on their issues related to international trade. As always, we will remain the voice of the Irish export industry in Ireland, both on a national and European level. In practice, this means we offer more training and educational courses on a wider range of topics whilst continuing to engage at local level through our regional network meetings, providing exceptional business services, and more. We are also committed to promoting sustainability at work, and as such have created and implemented our own sustainability policy, and will soon be issuing a guide for all of our members.

Network meetings: Our Regional Network meetings are a fantastic opportunity for manufacturers from across five regions, Border-Midlands, Southern, Western, South-Eastern, and Dublin to express their concerns, voice their challenges and support each other locally. These issues are then reflected in IEA Representation through our lobbying, our submissions, and in the media across Ireland and the EU. These meetings are currently being held virtually. If you are a manufacturer in one of the regions above and are interested in attending, please consult the calendar below and get in touch.

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spring

2022 The Irish Magazine for the Materials Handling, Warehousing & Logistics Sectors

Historic Galway-made forklift returns to Crown after more than five decades Crown has acquired one of the earliest electric counterbalance forklifts ever manufactured, refurbished it and placed it on permanent display at its Midlands headquarters in Birmingham. The machine was manufactured in Galway in 1968, shortly after Crown purchased the factory. The machine demonstrates how far technology has advanced over the past 53 years.

The story of how it all began in the City of the Tribes revolves around a character called Dr. Michael Schottenhamel, a German industrialist, who was a keen angler and would visit Galway on holiday to go salmon fishing. It was during one of these trips in the 1950s that he learned about the grants being given by the Irish Government to companies willing to establish businesses in the country. In 1960, this led to Steinbock (Schottenhamel’s company) establishing a new factory on Ireland’s West coast to produce electric forklifts.

The Galway factory became surplus to requirements in 1967 at the conclusion of a US supply deal, at which point Crown acquired the Irish plant and a licence to produce the Piccolift, which was then re-branded as a Crown machine. When Steinbock, then part of the Boss Group, closed in the 1980s, Crown also purchased its Roding factory, which has been home to Crown’s German manufacturing base since 1986.

Over the next decade production at the Galway facility increased, with the plant becoming the global centre for the manufacture of Crown’s hand pallet trucks, stacker trucks and electric counterbalance trucks for the European market.

When the first electric counterbalance truck manufactured under Crown’s ownership of the Galway plant recently appeared for sale, Crown Lift Trucks UK acted quickly and acquired the historic forklift. Although noticeably smaller than today’s typical three-wheel electric counterbalance trucks, Crown engineers were not surprised it was still running and periodically in use.

Simon Barkworth, Managing Director, Crown Lift Trucks UK, explained further: “Crown manufactured this Piccolift truck in 1968. With a lifting capacity of 600 kg and a simple two-stage mast with lift and tilt functions, this is the grandfather to today’s Crown SC Series electric counterbalance forklift. Just seeing the two together shows how far

Meet the ancestor – the newly Steinbock in German means refurbished Crown Piccolift, Capricorn and if you look very closely originally manufactured in 1968, at the wheel of the old truck you stands alongside today’s Crown SC might see something that offers a Series electric counterbalance forklift. clue to its heritage.

forklifts have evolved, but the fact that at over 50-year-old, this predecessor was still working reinforces Crown’s core values: strong, robust and reliable.”

Today’s Crown SC Series is known for its value and versatility. Available in three-and four-wheel configurations and with load capacities from 1300-2000 kg, this tough workhorse remains true to its heritage, delivering the power, manoeuvrability and dependability to satisfy the demands of both the application and the operator.

“Since the beginning, Crown has manufactured lift trucks designed to last – and that hasn’t changed. Crown designs and manufactures up to 85 per cent of its own forklift components, including motors, drive units and electronic modules – while using steel instead of plastic in vulnerable areas like covers and handles. This ensures we have particularly tough trucks for the demanding applications they face in the busy world of logistics and distribution,” added Simon.

Things have progressed a long way since the Crown Piccolift rolled off the production line in 1968. Today, Crown manufactures a wide variety of electric and internal combustion forklifts and components in 19 production facilities worldwide. Product sales and service are handled by the company’s extensive network of Crown-owned and independent dealers, with all personnel being factory-trained across all sales and after-sales disciplines.

Since being reclaimed by Crown, the Piccolift forklift has undergone a full programme of refurbishment by Crown engineers and is fully functional and in fantastic condition. It now resides as a permanent heritage display in the reception area of the newly opened Crown Midlands sales and service centre in Birmingham.

ADDING GREEN TO FUTURE LOGISTICS

THE WORLD´S FIRST ELECTRIC MOVING MAST TRUCK MOUNTED FORKLILFT MOFFETT E5 NX; an electric truck mounted forklift that can deliver to wherever our customers require their deliveries; muddy paths in the countryside, distribution at night and out- to in deliveries in urban Green Zones.

Cargotec Ireland Limited Ardee Road, Dundalk, Co. Louth +353 (0)42 9359500 moffett.forklift@hiab.com www.hiab.com

contents SPRING 2022

The Irish Magazine for the Materials Handling, Warehousing & Logistics Sectors

Volume MMXXII Issue 1 41 News I Tracing Crown treasure!

49 Case Study Combilift grounding with Roger Bullivant Ltd.

44 News II Moffett Engineering broadens electric truck mounted forklift range

50 Awards Announcing the finalists for IFOY Awards 2022

46 Marketplace Analysis of the load lifting sector over the past year

52 Logistics DHL on track with Formula E 54 Supply Chain Looking at the year ahead

Introducing

COMBi-XLE Enhance Safety, Storage and Efficiency with the new COMBi-XLE from Combilift

With a lifting capacity of 5,000kg the new COMBi-XLE electric multidirectional forklift combines powerful, emission-free performance for a wide range of applications that require an electric truck that can handle more demanding work conditions.

Designed with operator friendly features such as high ground clearance, large cushioned front & rear tyres and a spacious cab, allowing smooth operation on semi-rough terrain whilst offering higher levels of driver comfort than any other forklift.

Contact Us Today To find out how Combilift can help you unlock every inch of your storage space

combilift.com Published by:

Fleet Publications, D’Alton Street,

Combi-XLE Launch ad general A5 rev1.1.indd 1 Co. Claremorris,

Mayo, Ireland F12 E7P2

Editor:

Jarlath Sweeney – jarlath@fleet.ie

Contributors:

Howard Knott, Rob van Dieten

Advertising:

Mary Morrissey

Administration:

Orla Sweeney

Design & Layout: Crackerjack Design House Contact Details:

Telephone: 00353 94 9372826 Email: handlingnetwork@fleet.ie

WHO GETS HANDLING NETWORK? 23/09/2021 10:29:24

Handling Network - the magazine of the Irish Handling & Distribution Industry - is produced bi-monthly by specialists in the materials handling sector, with contributions by experts on topics of special interest to its readership.

Handling Network is distributed on controlled circulation; addressed to key personnel in Ireland’s top companies and organisations. Recipients include Company Directors, Purchasing Managers, Warehouse & Logistics Managers, Plant & Production Engineers, Transport Managers, Safety Officers and other relevant personnel.

Areas covered include forklift trucks, warehouse logistics, racking, storage & distribution, commercial vehicles, plant & equipment finance, lifting gear, loading bay and conveyor systems...together with information on health and safety issues.

Although every effort is made to ensure the accuracy and reliability of the information contained in Handling Network, the publishers cannot accept responsibility for the veracity of claims made by advertisers, manufacturers or contributors or for opinions expressed.

Copyright for all material contained in this magazine remains with the publishers.

www.handling-network.com

43

Spring 2022

news

Award-winning Moffett electric truck mounted forklift range expanded Fresh from winning the International Forklift of the Year (IFOY) Award 2021 last Autumn, Dundalk based Moffett Engineering has introduced the Moffett E5 NX as the third model in the eSeries of all-electric truck mounted forklifts.

The Moffett E5 NX is the specialist vehicle for medium to heavy-duty tasks lifting up to 2,500 kg, and it has been nominated for the 2022 IFOY Awards programme in the category Special Vehicle/Warehouse Truck. It is the world’s first electric truck mounted forklift with a moving mast.

The Moffett E5 NX has all-wheel drive and can be delivered with 4-way steering making it even more manoeuvrable as all wheels can rotate 90 degrees. It can go forwards, backwards, left and right, making it possible to operate in confined areas, and to transfer loads quickly and safely off-road, through busy sites and inside warehouses. The E5’s moving mast combined with Lift Assist gives the user true one side offloading.

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“As the Moffett E5 NX is all-electric, it operates quietly and is emission-free, which makes it the ideal choice for customers operating in low emission zones and places where noise is a concern – like residential areas, outside normal working hours. However, it delivers the same performance as the Moffett M5 model that runs on diesel, but with lower service needs as it has fewer moving parts,” explained Jann Hansen, Vice President, Sales & Product Management, Truck Mounted Forklifts, at Moffett’s parent company Hiab.

“The Moffett E5 NX is very versatile and can manoeuvre in rough terrain due to greater ground clearance, making it perfectly suited for a wide range of customers, across different environments in both rural and urban areas,” he continued.

The truck has Moffett HMI (Human Machine Interface) display that provides rich information about the forklift’s performance and maintenance needs. As it has access to Hiab’s

HiConnect service, the location, performance and other vital data can also be monitored online.

As a finalist for the 2022 IFOY Award (International Intralogistics and Forklift Truck of the Year), the selection panel noted that the E5 25.4 NX is available with 4-way steering (multidirectional) and is the first moving mast machine, offering emission-free, silent deliveries and health and safety benefits for the drivers not seen in this kind of application before. In 2021, the MOFFETT E4 25.3 NX won the category Special Vehicle.

Jann added that Moffett now offers three all-electric models, the E2, E4 NX launched in 2020 and now the E5 NX: “Our goal is to have a complete eSeries electric offering, making it easier for our customers to reduce their emissions without compromising productivity.

Apart from a reduced climate impact, our electric truck mounted forklifts have lower noise levels that improve safety and reduce the stress levels of the operators,” concluded Jann.

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Spring 2022

marketplace

Forklift Focus: An uplifting outlook for the year ahead

Combilift

If your nerves are frazzled at the very thought of the year ahead, you should consider the forklift truck market for an uplifting view.

There’s no denying that the last few years have seen some serious challenges. From the economy to changing legislation and urgent supply chain demands, all types of businesses have had to adapt. Materials Handling however, seems to be at a sweet spot among these market forces.

“The Material Handling industry seems to have been completely immune to Covid-19 and Brexit,” said Martin McVicar, Combilift’s Managing Director. “2021 was a record year for Combilift with production output exceeding €300m.”

He added that order intake at the Monaghan facility during 2021 considerably exceeded output, with substantial growth in orders from Ireland compared to 2019, which was the firm’s previous best year. “Sales of traditional forklifts in Ireland have grown by more than 20% during 2021.

We see this trend is set to continue into 2022.”

And it’s a similar story at Moffett Engineering (Dundalk). “There is a record global demand for truck

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mounted forklifts,” stated Michael O’Reilly, Global Product Manager, Hiab/Moffett at Cargotec Engineering Ireland. “The market recovery from the pandemic as well as the increase in economic activity that started at the end of 2020 supported the demand for products and solutions in 2021 as well.”

In order to keep up with this demand Moffett is developing a “Factory of the Future” in Dundalk, due to open in 2023. The new facility will build Moffett and Princeton truck mounted forklifts as well as housing a

Dundalk facility,” says O’Reilly.

The outlook is rosy indeed. But Michael O’Reilly is alert to the potential challenges ahead, and reckons the biggest threat to the market right now is disruption to supply chains. “Component shortages and global logistics challenges continue to limit our ability to meet the increasing demand. We work in close co-operation with our suppliers to ensure the best possible component availability.

Raw material and product components as well as freight prices have been at a high level in 2021,” he said.

Moffett global hub for innovation and R&D. “Over 100 new jobs will be created during the construction phase where the latest environmental and engineering design solutions will be used to build a modern plant that minimises its carbon footprint. We have also started the recruitment of an additional 100 new roles to add to the current 300 workforce at the existing

Supply chain issues are being felt across the globe and across industry sectors. But from a warehousing perspective, this too could be seen as good news, since instability often leads to holding more stock. In the run-up to Brexit stockpiling was at an all-time high, and the ongoing challenges to international trade are shaping the way Irish orders are being fulfilled.

Spring 2022

marketplace

Hyster

“Pre-Brexit many suppliers were using their UK Warehouses to serve the Irish market. A number of these companies have opted for warehousing in Ireland,” explained Martin McVicar.

“With the array of supply chain issues taking place around the world many manufacturers in Ireland (including ourselves), within multiple sectors e.g., Pharma, Medical Devices have moved away from JIT (Just-in-time) to having a buffer of raw materials available at their site or on the island which is also increasing the demand for warehousing.”

“There has also been a move by logistics companies to set up smaller, more local distribution hubs,” added the Combilift boss.

This demand for Irish warehousing is also driven by the way Brexit has affected e-commerce. Various retail brands have spent the last decade or so hoovering up market share by investing billions in offering ever cheaper and faster home delivery. But Brexit has put a serious bump in the road. The barriers on trade through the UK have slowed the finely tuned logistics processes that have developed over previous years, and now the most obvious way to enable fast fulfilment is to despatch Irish orders from Irish warehouses.

For Irish warehouse operators, this is good news but not really a surprise.

In fact it is intensifying trends that were already established. Thirty years ago warehouses only held stock for shops, but now customers order individual items for home delivery, entailing far more intralogistics work per order.

Alex Durell, Hyster’s Area Business Director for Northern Europe, explained how even before Brexit or Covid-19, e-commerce was changing the demand profiles in logistics. “With customer choice, warehouses need to

have a lot more storage locations and operations may need to pick up smaller quantities in more different places.”

Alex described how significant warehouse configuration and equipment can be “Price competition also leads to short term peaks, so 3PLs (Third Party Logistic providers) are frequently reorganising the storage and space. Ensuring goods are in the right position helps speed up operations and helps to avoid equipment congestion.

In the ‘Now Economy’ consumers want stuff fast, putting warehouses under pressure. Managing cost and productivity is vital. The right choice of materials handling equipment can help keep costs down. Selecting reliable equipment to reduce maintenance burdens, and bring a low total cost of

ments, Hyster has launched a range of Lithium-ion powered machines which offer “opportunity charging” meaning they can keep working where traditional battery powered trucks would require lengthy downtime for charging.

“For instance, with the 7-9 tonne capacity Hyster J2.5-3.0XNL lift trucks, opportunity charging of the lithium-ion batteries enables power to be topped up during break times, with no adverse effect on battery life,” Alan emphasised.

And he pointed out that this alternative charging strategy also saves valuable space, “There is no need to allocate space for battery storage, or as a charging room, so more of the building footprint can be used for profitable activities.”

In 2021 Hyster also launched the J10-18XD lift trucks featuring lithium-ion battery packs and up to 18 tonnes lift capacity, for comparable performance to ICE trucks, but with zero emissions.

Gary Ison, Sales Training & Product Development Manager at Toyota Material Handling UK also sees Lithium-ion as an important feature of the future market. “Lithium-ion battery technology is now seen as the next evolution in forklift efficiency,” he said.

“The Lithium-ion share of the electric forklift market is widely expected to proliferate significantly

Toyota

ownership will make budgets easier to manage and enhance productivity,” he added.

To support operators who will be running longer hours to support these complex fulfilment require-

over the next five years with a report recently undertaken by India-based analysts, Research Dive, forecasting that the global Lithium-ion forklift battery market will be worth close to www.handling-network.com

47

Spring 2022

marketplace $1,400,000 by 2026. Over the last decade or so, electric-powered forklifts have become an increasingly popular choice for businesses across all industry sectors who find themselves under growing social and legislative pressure to operate in as environmentally sensitive way as they can,” outlined Gary.

This green agenda is something Combilift’s Martin McVicar also predicts will be key in the year ahead.

“Sustainability and the increasing wish to switch to electric powered equipment, themes which have already established a strong foothold in 2021, will continue to be dominant in 2022.”

Martin mentioned that this was a major focus for Combilift in 2021, when they launched the new Combi-XLE multidirectional model to meet the growing demand from companies with the wish for more sustainable and greener operations.

“The Combi-XLE combines quiet, emission-free operation with powerful performance for a wide range of industries. Combilift made its first electric C-Series over 18 years ago,

and now over 60% of the trucks we manufacture are electric, with availability in almost all models across the range.”

He believes this will be more important in future. “As more and more of our customers are opting for electric power it is obvious that they are as committed to sustainability and a circular economy as we are. The improvements in battery technology mean that the performance of electric trucks are equally on a par with diesel or LPG forklifts for handling very bulky and heavy loads. Additionally, 92% of all components used in our truck assembly are 100% recyclable,” highlighted Martin.

Electric offerings will continue to be a focus for Moffett after its success last year. The firm’s most recent model, the electric Moffett E4-25.3NX truck mounted forklift, was awarded the 2021 IFOY Award for Special Vehicle.

The jury noted that it offers an excellent alternative to diesel-powered truck mounted forklifts from an ecological as well as an economic point of view.

The safety equipment is also of a high

Safety Safety Storage Storage Efficiency Efficiency

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standard. Moffett is evidently pleased with the accolade, with Michael O’Reilly sharing that the IFOY Awards are “also known as the ‘Oscars of intralogistics”. (Fleet Transport/Handling Network represents Ireland on the IFOY judging panel).

For the year ahead, Michael predicts that: “First and foremost we are focusing on expanding our e-Series.

In 2022, the range of e-Series will be extended so we are the first truck mounted forklift manufacturer with a full range of electric models.”

The plan for 2022 is to launch two new models, the E5, which will be the world’s first electric truck mounted forklift with a moving mast, and the E8, specialised for high lift capacity.

And while forklift manufacturers can look forward to a healthy year ahead servicing the needs of a developing Irish warehousing market, there are also plenty of new products and offerings to tempt potential investors. How refreshing.

Text: Johanna Parsons – contributor@fleet.ie

Spring 2022

case study

Roger Bullivant switches on to electric handling with Combilift

Roger Bullivant Ltd (RB), one of the UK’s leading ground engineering companies, has recently taken on five of Combilift’s new Combi-XLE machines to support its environmental commitment.

RB designs and manufactures pre-cast concrete elements such as pilings for installation in its engineered foundation systems for diverse types of buildings and structures. The manufacturing base, which covers over 22 acres of land, is located in Swadlincote, South Derbyshire.

As part of the group’s strategy to reduce its carbon footprint by 40% by 2030, it has replaced the factory’s entire fleet of diesel powered materials handling equipment with new electric forklift trucks. This investment has significantly reduced harmful exhaust CO2 emissions and exhaust particulates inside the factory, and minimised the company’s carbon footprint.

RB was one of the first companies to take delivery of Combilift’s new electric Combi-XLE models in mid-2021, which incorporate the same key design features of its earlier IC-powered counterparts.

These include high ground clearance, large cushioned front and rear tyres and a spacious cab, allowing smooth operation on semi rough terrain whilst offering a high level of driver comfort and visibility. The trucks were chosen for their ability to efficiently

cope with the vast yearly output of around one million metres of pre-cast concrete piles and 180,000 linear metres of precast foundation beams, whilst now offering the added benefits of quiet and emission free operation.

The 5-tonne capacity trucks work inside the factory, taking products from the manufacturing area to outside storage bays where packs of pilings, which can be up to 6 metre in length, are stacked to a height of around 2 metres and left to cure for 14 days before being ready for nationwide customer delivery. The Combilifts’ multidirectional manoeuvrability enables easy access to tight spots between the stacks or around corners with even the longest loads.

“It’s a very extensive and busy site here with a fast turnaround, and the trucks are constantly on the go,” said Yard Supervisor Neil Parry. “As well as moving the volumes of products from the factory, they load around 35 HGVs a day, which at 27 tonne per load equates to them lifting a daily total of almost 1,000 tonne, so powerful performance and speedy, reliable operation in this intense and demanding environment is a must.”

Production Director Dave Clement

commented: “As we had already been using Combilift units for years due to their versatile and space saving characteristics, the product decision was straightforward, and from a driver perspective, the operation remains essentially unchanged. Battery life generally lasts a whole shift, but we have a number of charged spares that can be quickly changed-out on particularly busy days. To round off this green initiative we have also installed solar panels on the factory which provide the recharge energy.”

Windsor Materials Handling has supplied RB with equipment for over 25 years, and Director Andrew Lane, added: “With increasingly stricter emission guidelines, manufacturers are constantly improving the performance and run times of their electric trucks which offer the same if not better performance than other power options.”

Text: Johanna Parsons – contributor@fleet.ie

www.handling-network.com

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Spring 2022

awards

A dozen innovative companies shortlisted for IFOY 2022 Awards *14 products and solutions from 12 intralogistics suppliers nominated for the annual International Intralogistics & Forklift Truck of the Year (IFOY) Awards 2022 *Nominees go through the IFOY audit at Messe Dortmund at the end of March.

After an initial selection process, the finalists for the global International Intralogistics & Forklift Truck of the Year (IFOY) Award 2022 have been determined. For the tenth running of the competition, the judges selected 14 of the most innovative products and solutions from 12 manufacturers as finalists from a total field of 29 entrants.

“The nominees reflect where the journey of intralogistics is heading in the future. In addition to forklifts and warehouse technology, automated, integrated solutions, software and autonomous mobile robots (AMR) for high-performance warehouses play a central role. The final round with top-class international finalists will be very exciting,” emphasised Anita Würmser, Chair of the IFOY jury.

Intralogistics specialists Cargotec Engineering, Jungheinrich, Locus Robotics, Magment, NAiSE, Noyes Technologies, robominds, SICK, SSI SCHÄFER, STILL, stow robotics and SYNAOS are among the dozen nominated companies, all vying for one of the coveted category trophies.

The finalists include Dundalk headquartered Cargotec Engineering, with its MOFFETT E5 25.4 NX electric forklift. This new development is the latest addition to the all-electric truck-mounted forklift series and part of the second generation of the world’s first all-electric truck-mounted forklift. The truck is also available with four-way steering (multidirectional). Its main advantage is in delivering emission-free customer deliveries.

German intralogistics solutions supplier Jungheinrich has secured two

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final places. In warehouse technology, the Hamburg-based company is moving into the final round with the ERD 220i electric high-lift truck. Due to the lithium-ion battery concept, the dimensions of the double-deck stacker are ultra-compact for the simultaneous transport of two pallets. In addition to smart features that make every day work much easier, the fixed platform in particular offers high side protection from three sides and plenty of space for the driver.

The jury also gave the EKS 215a from Jungheinrich the green light.

This driverless transport vehicle with a lifting height of up to six metres is the first AGV from the Hanseatic company that was developed for purely automated use in logistics and production.

The integrated safety concept enables smooth use in inventory environments where there is also manual traffic.

The Hamburg-based company also developed a 24-volt energy concept with automatic charging function.

US manufacturer Locus Robotics has also reached the final round in Dortmund with its Locus Robotics AMR Solution, which consists of a platform that uses proprietary optimisation algorithms and real-time operational performance data to coordinate workers and AMRs. According to the

manufacturer, customers achieve a return on investment (ROI) within six to eight months and a two- to threefold increase in productivity through the Robots-as-a-Service (RaaS) model.

From Unterhaching, Magment reached the final with dynamic wireless charging for intralogistics vehicles. The start-up developed a wireless charging infrastructure for the electrification of industrial floors. Based on the patented magnetisable concrete in combination with special winding and casting tech-

nologies, robust inductive charging plates are produced that enable loss-free charging while driving. This reduces or even completely eliminates the charging pauses of industrial trucks.

Also nominated as a start-up was NAiSE TRAFFIC, a manufacturer-independent traffic and order management software from NAiSE in Stuttgart. The elementary feature of this application is that the patented localisation network (NAiSE RTLS) includes the entire mixed operation - i.e. all persons and vehicles in the warehouse - in the traffic control

Spring 2022

awards

and analysis, thereby ensuring a more efficient and safer material flow.

The third start-up in the final is from Noyes Technologies. With its NoyesStorage, the Munich-based company launched the first robotics-powered, ultra-dense, automated and highly flexible nano-logistics system for urban logistics. The goal is to solve complex problems sustainably through simple approaches: To this end, the technology is reduced to what is necessary and attention is paid to a high degree of standardisation and modularisation. Thanks to the modular structure, areas as small as ten square metres can be used for the system. robominds also comes from Munich: it is in the final with the AI-based robobrain.NEUROS (Neural Robotic Operating System) - an industrialised operating system for intelligent robotics. The basic principle: on the industrialised operating system, every function of the robotic components becomes a skill, i.e. an application - easy to obtain via the robominds Skill Store, individually adaptable or to develop yourself thanks to the robominds Skill SDK. The jury also nominated the sensor specialist SICK with PACS (PAllet Classification System), a Deep Learning-based pallet identification system. The development was triggered by a customer’s challenge that employees in goods receiving have to manually determine whether incoming pallets belong to a pallet pool and have a deposit. With the new solution, users can easily automate this previously manual process based on a modular kit of hardware and software.

SSI SCHAEFER made the final shortlist with the IKEA Project Flat Pack Picking, offering an automated and

turnkey system solution for the efficient and volume-optimised palletising of large items that are typical for the furniture trade. The order-picking module with gantry robots enables efficient handling of a heterogeneous range of articles and is characterised by high scalability.

In the same category, STILL is in the running for a prize with the automated warehouse extension at Hase Safety Workwear. The Hamburgbased company expanded the facility to a total of 10,000 pallet spaces. At the same time, existing STILL industrial trucks were replaced with automated and more powerful trucks with telescopic forks. Optimised driving courses also contributed to the increase in performance.

The Hanseatic company also successfully applied for the Special of the Year category with DSR (Descend Speed Regulation). This is a three-stage assistance system for trailers and tuggers that makes it easier for the driver to descend safely - especially with heavy trailer loads. The system regulates - manually or automatically - the speed of the vehicle to a value that can protect against dangerous situations.

With e.scala, the company stow robotics, part of the Belgian stow Group, is in the final round. This is a standardised, robot-based goods-toperson storage and picking system for small and medium-sized applications.

With a robot that moves three-dimensionally in the cube via rails and a patented ramp system, it replaces all the classic components of an automated storage system. This makes a realisation time of only three months possible. Further advantages: a low investment and low running costs.

SYNAOS is also looking forward to the final with its SYNAOS IMS – Vehicle Localization solution.

With this, the position of manually controlled industrial trucks can be displayed - among other things thanks to a sensor kit with camera. For this purpose, SYNAOS uses state-of-the-art computer vision technology to enable its accurate and robust tracking system, which can be easily installed and scaled. Instead of UWB or LIDAR, the Visual Odometry technology known from robotics is used.

The 26-member jury from 20 countries (Including Ireland through Fleet Transport/Handling Network) will cast their voting decisions based on assessments from the IFOY Test Days from March 18 to 23 at Messe Dortmund. All finalists will go through a three-stage audit. In the IFOY test, experts determine the key principles of the finalists in a standardised procedure, while for the IFOY innovation check, technicians assess the innovative value of the nominated devices and solutions. Towards the end of the IFOY Test Days, jurors from all continents travel to the Ruhr region to test or inspect the nominees on site.

The international jury consists of trade journalists from leading logistics media. Among other things, innovation value, technology, ergonomics and handling, safety, marketability, design and customer benefits as well as economic efficiency and sustainability are evaluated. An important principle is that the finalists are not compared with each other in their respective categories, but with their competitors on the market. The announcement of the award winners will be made on 30 June.

Text: Jarlath Sweeney – editor@fleet.ie www.handling-network.com

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Spring 2022

logistics

DHL teams up once again with Formula E

DHL and Formula E have renewed their partnership and joint commitment to promoting e-mobility, smart cities and low-carbon lifestyles.

As part of the agreement, DHL remains Official Founding & Logistics Partner to the ABB FIA Formula E World Championship and will continue to transport over 415 tonnes of the all-electric motorsport World Championship’s freight – including all race cars, batteries, charging units, and media and broadcasting equipment – helping Formula E with a tailored, multi-modal transport approach that maximises efficiency and reduces CO2 emissions.

and organisations throughout the season for the inaugural award. The award winner will be announced at the end of season gala dinner in Seoul.

DHL’s aim is to honour everyday sustainability heroes as global brand and sustainability ambassadors – to recognise their ability to shift attitudes through awareness, and call attention

of e-vehicles,” said Arjan Sissing, Head of Global Brand Marketing at Deutsche Post DHL Group. “This – along with our goal to achieve zero-emission logistics by 2050 – is a major, industry-leading commitment on the part of DHL. But we also recognise that the small incremental developments and steps – the everyday engagement and

to the power of positive action, however small, in building a more sustainable future.

“Deutsche Post DHL Group will be investing seven billion euros in clean operations and climate-neutral logistics through to 2030, which includes major investments to its fleet

commitment on the part of individuals and organisations around the globe – are so important to moving the needle.

The DHL & Formula E Together Green Award is meant to call attention to these heroes and hopefully amplify the impact they are having.”

Formula E CEO Jamie Reigle

Launch of DHL & Formula E Together Green Award The renewed partnership will see on and off-track initiatives that highlight the joint DHL-Formula E commitment to environmental and social responsibility – and underscore DHL’s role as a sustainability pioneer in the logistics industry.

As part of the relationship, DHL will have exclusive rights to the DHL & Formula E Together Green Award, unearthing sustainability heroes across the globe. A local hero will be recognised at each ABB Formula E race location in Season 8, while accepting global nominations from individuals

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Spring 2022

logistics

added: “DHL has been an integral partner to Formula E from inception and we are delighted to extend and enhance our collaboration. Transporting the freight is a fundamental aspect to the running of Formula E and DHL continue to do so with a passion for driving forward new sustainable measures which have relevance throughout the logistics industry. The new DHL & Formula E Together Green Award will elevate our partnership to a new level by providing a renewed platform to showcase sustainable initiatives at every race weekend. We look forward to working with DHL to set the standard in sustainable logistics for sport and inspire fans around the world to take actions to fight climate change.”

Other joint Formula E x DHL initiatives of the enhanced partner package include DHL’s “Legacy Program” – with activities such as tree planting, a city street-art mural utilising carbon absorbing paints, participation in community engagement at key Formula E race locations as well as DHL’s involvement in the “FIA Girls On Track” project, with on- and off-track activities to introduce young women (8 -18) to a potential career in motorsport.

Sustainable transport solutions In 2021, DHL delivered the most

sustainable season ever in terms of Formula E logistics, using biofuel for all road and sea freight from Formula E testing in Valencia 2020 up to the final race of the Season 7 Championship in Berlin, managing to offset all emissions for Formula E’s road and ocean freight two years ahead of schedule, and offsetting 611 tons of CO2 emissions (the same as 49,000 trees).

For the upcoming 2022 season – the most extensive season ever, with a record 16 races, including three new cities (Vancouver, Jakarta and Seoul) – DHL looks to build on these accomplishments by gradually reducing the footprint of its air freight operations. With its slogan “Change.Accelerated”, the ABB FIA Formula E World Championship promotes electric mobility as a zero-emissions alternative to combustion engines and provides a platform for automotive manufacturers to develop and test new e-mobility technologies. The Gen3 racing car, scheduled for the 2022-23 season, will be the world’s most efficient racing car and is Formula E’s fastest, lightest and most powerful car to date. It is capable of a top speed of 320 km/h and regenerative braking will produce at least 40% of the energy consumed during a race.

“Formula E is world-class racing that brings tremendous entertainment value to a very broad fan base – all while creating real value for society,” says Sissing. “It has been an incredibly exciting partnership journey so far and we look forward to joining Formula E to continue raising awareness for sustainability around the world.”

Text: Jarlath Sweeney – editor@fleet.ie (www.irishmotorsportsnews.com)

www.handling-network.com

53

Spring 2022

supply chain

Getting goods from Supplier to Customer - What to watch out for in 2022

Prior to the onset of COVID-19 and indeed Brexit, it wasn’t that Supply Chain management was simple, but the operating framework in which Supply Chain managers worked was relatively stable. When COVID-19 hit, first in China and then everywhere, what appeared to be a robust system capable of meeting the challenges simply fell apart. Throw into the mix the imperative that every business must start to do the right thing in countering the looming climate change disaster and the difficulties appear to multiply.

Many consultants, including the acknowledged experts in this area, Drewry Supply Chain Advisors, have sought to identify and to make sense of the specific challenges for Europe based operations in 2022. At the heart of the advice is the acceptance that the longer the Supply Chain, the greater the risk that it will break down. While a year ago it seemed that the pandemic was well on the way to being beaten and that freight movement would soon return to normal, it is now clear that, even if COVID-19 is overcome within the next year, the hangover of lost production due to broken Supply Chains will persist. It is not just that manufacturers and carriers of every type and mode will be disabled due to COVID-19 related staff absences, but that all of this might be hiding a more fundamental issue that population and wealth growth is hiding real labour and skill shortages.

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The specific issues concerning trade with Asia have been well discussed over the last year. In this regard a recent Drewry report makes several points. It states: “The new state of unreliable, very expensive international shipping calls into question the previous assumptions behind low-cost production in Asia serving distant markets at minimal logistics costs. While it was rarely the case until 2019, the ‘freight’ component of the total landed cost now makes a real difference for many types of products. Also important in 2022 will be the need for Beneficial Cargo Owners (BCOs) to raise product prices to reflect higher transport costs, while proactively benchmarking (higher) transport costs to ensure their rates remain competitive - and regularly talking to merchandising, sourcing and production colleagues to update them on the reality of those much higher ocean transport costs.”

Within the last ten years there has been significant consolidation within the ocean shipping sector.

Larger carriers, whether container shipping specialists or Ro-Ro freight and passenger shipping companies, have swallowed up smaller competitors reducing competition. In addition, the major Deep Sea Container Carriers have formed marketing alliances that further reduce real choices for the cargo owners. Add to this the advances in IT technology that enable these firms to plan their sailing and loading strategies to maximise revenue

by cutting costs, it meant that when COVID-19 hit and demand for services spiked competition for space on board vessels, freight rates shot up.

While there may be a view that as port and inland depot congestion eases over the coming year, this will not mean that freight rates and the ocean supply chain will drop back to “normal.” For a start, the spike in freight rates was for spot bookings, and cargo owners that shipped under annual contract rates were protected until those contracts ran out. When they did the Lines were able to hike those rates leading to a permanent lift in cost for all shippers. The new contracts, in most cases, stipulate “Minimum Quantity Commitments”, forcing the cargo owners to pay the full freight rate each week for any containers not shipped below the weekly average number stipulated in the contract, and to pay a premium for any containers over the weekly average.

In the longer term, more significant is the massive profits that the major freight carriers earned during the last couple of years. This has facilitated a buying spree of Freight Forwarders and all the other elements making up the Deep-Sea supply chain, leading to significant concerns about competition in the coming years.

In brief, the real message for 2022 and coming years, must be to “Shop Local”.

Text: Howard Knott – howard@fleet.ie

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THE OFFICIAL IRISH JOURNAL OF T H E I N T E R N AT I O N A L VA N O F T H E Y E A R

Volume 19. No 1. Spring 2022

Living the Ranger Life – INSIDE

Next Generation Ford Ranger Review: Light Commercial Vehicles Marketplace 2021 First Drive: Ford E-Transit Launch Pad: Ford Ranger Milestone: International Van of the Year Award 1992-2022 Test: Land Rover Defender www.fleet.ie

Made to perform.

The vans from Mercedes-Benz. And you. Learn more about the right partner for your business at www.mercedes-benz.ie/vans/en

www.fleet.ie | 59

Contents Spring 2022 60 News New operating licence legislation for vans operating abroad

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

Big changes at Nissan’s Barcelona plants Tribute to Bo 62 First Drive Exclusive! New Ford E-Transit – straight out of the box!

Fleet Van & Utility Magazine,

Editor: Jarlath Sweeney

D’Alton Street, Claremorris,

Contributors: Paul White,

County Mayo, Ireland.

Rob Van Dieten

Tel: +353 (0)94 9372819

Photography: Jarlath Sweeney, Paul

Fax: +353 (0)94 9373571

White, Rob Van Dieten, IVOTY

Email: enquiries@fleet.ie

Administration: Orla Sweeney

Subscription Hotline: 094 93 72827

Advertising: Mary Morrissey,

Printed in Ireland

Design: Crackerjack Design House

64 Launch Pad Cover Story – All new Ford Ranger – From the ‘Inner Circle’ 66 LCV Marketplace A look back on the light commercial vehicle sector during 2021 70 Milestone

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.

Reflecting on 30 years of the International Van of the Year Award 76 Test The new Land Rover Defender driven!

Brewing up a Storm(Trak)!

Pictured at the handover of the new Ford Ranger Stormtrak Limited Edition to Fleet Publications for a long term test programme are John Brady, Sales Manager, JJ Griffith Ltd, Main Ford Dealers, Claremorris (left) and Jarlath Sweeney, Group Editor, Fleet Publications. Based on the successful Wildtrak premium model, the Ranger Stormtrak presents an even more powerful look and imposing presence along with featuring even higher specification with further enhanced comfort levels.

This unique Double-cab pick-up is powered by Ford’s 2.0-litre Bi-Turbo EcoBlue diesel, delivering 213 PS & 500Nm of torque, mated to a responsive 10-speed automatic gearbox. Selective four-wheel-drive for confident off-road performance is available at the flick of a switch. A 1-tonne payload and 3.5-tonne maximum towing weight add to the truck’s practicality and capability.

www.fleet.ie

60 | NEWS I

Road Transport Operator Licensing for Light Commercial Vehicles involved in International Transport Operations New European Union (EU) operator licensing requirements are being introduced from May 2022 that will have significant consequences for some operators of Light Commercial Vehicles (LCVs). It is important that all affected operators are aware of the new requirements outlined below and make arrangements to comply with them.

Under EU Regulation 2020/1055 which comes into force in February 2022, operators who engage in international road transport operations for hire or reward using LCVs with a maximum permitted weight above 2.5 tonnes must hold an operator licence from 21 May 2022.

This development will bring a range of vehicles into the scope of operator licensing for the first time, for example large vans used for international hire or reward operations. The new licensing requirement applies regardless of the size of the transport undertaking; it affects both operators of fleets and individuals operating a single van for international transport operations.

Operators who are new to the licensing regime will have to take steps to ensure that they are able to meet the requirements.

NOTE: The new requirement for an operator licence is NOT applicable to the following: n LCVs that are used for hire or reward operations solely within Ireland n LCVs that are not above 2.5 tonnes maximum permitted weight n LCVs that are not used for hire or reward operations, e.g., suppliers transporting their own goods, tradespeople carrying their equipment

FLEETVAN&UTILITY | Spring 2022

Operators of LCVs with a maximum permitted weight above 2.5 tonnes who use their vehicles for hire or reward internationally will have to apply to the Road Transport Operator Licensing Unit of the Department of Transport for an international Road Transport Operator Licence, which must be obtained by 21 May 2022.

In order to obtain a Road Transport Operator Licence, affected LCV operators will need to demonstrate that they meet a number of conditions, including: n n n n

Good Repute Financial Standing Establishment Professional Competence

In relation to the requirement of good repute, licence applicants must undergo Garda vetting and complete a self-declaration form. Operators must also hold a valid tax clearance certificate.

To meet the financial standing requirement, licence applicants must demonstrate that they have capital and reserves of at least €1800 for the first vehicle to be authorised under the licence and €900 for each additional vehicle.

Applicants must also have an effective and stable establishment in Ireland, including premises with appropriate parking spaces and facilities, where the core business documents are accessible.

To satisfy the requirement of professional competence, licence applicants must have a nominated Transport Manager who has the required Transport Management Certificate of Professional Competence (TM CPC). If the applicant does not themselves have the TM CPC qualification, they may contract in the services of a qualified Transport Manager.

NOTE: Applicants who have continuously managed an LCV-only transport undertaking for a period of 10 years or more leading up to 20 August 2020 may apply for an exemption from the TM CPC examination. An application form for this exemption will be available from the Road Transport Operator Licensing Unit (rtol@ transport.gov.ie) on request.

Applications for the licensing of LCVs engaged in international transport will be open by 1st March 2022 so that operators can make a timely application in advance of the applicable date of 21st May 2022.

If operators wish to clarify any aspect of the new LCV licensing requirements, they may contact the Road Transport Operator Licensing Unit at rtol@ transport.gov.ie. *Regarding whether the operator of these types of vehicles require to undertake the annual Driver CPC, the Department of Transport issued this reply to Fleet Transport’s query: ‘Where the vehicle being driven does not require a C or D driving licence there is no requirement for Driver CPC. However, only if the maximum authorised mass (MAM) of the vehicle does not exceed 3,500kg a B (car) category driving licence is sufficient. Therefore, it may be the case that some drivers of light commercial vehicles do require a CPC if they require a C driving licence’.

The new requirements for LCVs operators engaged in international transport for hire or reward are in relation to road transport operator licensing (EU Reg 1055/2020), as mentioned. However, Light Commercial Vehicles involved in international transport operations will be subject to Driving Times, Breaks and Rest period rules from July 2026.

NEWS II | 61

Nissan concludes industrial operations in Barcelona *Navara pick-up is the last vehicle made at the plant established in 1983

Production has ended at Nissan’s three plants in Barcelona, with the last unit of the Navara pick-up manufactured at the Zona Franca factory.

Nissan started manufacturing in Barcelona in 1983 with the Nissan Patrol, and since then 3,345,000 vehicles and more than 15 different models have been made at the factory.

“The teams at Zona Franca, Montcada i Reixac and Sant Andreu de la Barca have played an essential role in Nissan’s history, making products that have been enjoyed by customers around the world,” said Frank Torres, Region Divisional Vice President, Business Transformation & Alliance for AMIEO and head of Nissan’s Industrial Operations in Spain.

“On behalf of Nissan, we extend a big thank you to all the workers at the three plants for their contribution to the

company over so many years.

We remain committed to reaching an agreement on the re-industrialisation of Nissan’s Barcelona plants that will provide a solid alternative for the future for the employees at these sites.”

When production of the Nissan Patrol started in 1983 in Barcelona, it was the first Japanese car manufactured in Europe, with 196,000 units made over 18 years until 2001. The Patrol paved the way for the production of SUVs and pick-ups at the Zona Franca plant, which continued in 1993 with the Nissan Terrano II. A total of 375,000 units of Terrano were produced until May 2005, when the Pathfinder and the first version of the Navara pick-up were launched.

Both vehicles were manufactured until July 2015 when the NP300 Navara was launched.

In 2002, production started of the Primastar, its light commercial vehicle

(LCV), of which more than 732,000 units were assembled until 2014. In 2009, production of the NV200 van began. Five years later came the Nissan Pulsar and the e-NV200 electric van. From 2014, until this December, more than 49,000 units of e-NV200s have been manufactured in Barcelona, exported globally.

The frames and suspensions plant in Sant Andreu de la Barca was incorporated to Nissan Motor Ibérica (NMISA) in 2016. Since then it has manufactured a total of 200,000 frames and 2.3m suspensions for different models of the Alliance.

Nissan’s 74,000-square-meter stamping plant in Montcada i Reixac began its activity in 1958, although it was not until the 1980s that it became part of NMISA. In total it has produced more than 248m parts.

It has been reported recently that Chinese Manufacturer Great Wall Motor is interested in taking over one of the plants to produce its new pick-up, while Swedish start-up Volta Trucks is set to take up one of the other factories to produce its new Volta Zero electric distribution truck.

Obituary

Some words of remembrance about our friend and colleague Bosse (Bo) Norvinge International Van of the Year and International Pick-up Jury Awards member for Sweden.

Bosse (Bo) Norvinge has sadly left us, passing away suddenly on 22 November.

He was born 13 March, 1970 and started his career in the transport industry as a truck driver and later became an owner operator in 1996. Over that time he also wrote articles for various road transport magazines and in 2012 he became a full time freelance journalist. Bo was a long

time and much appreciated contributor to Förlags AB Albinsson & Sjöberg with well-written, informed articles. His broad knowledge was also extended to features in Trailer, Klassiska Lastbilar, Trucking, Traktor and Nostalgia magazines. He also wrote for Svensk Åkeritidning. In 2020, he was appointed the Swedish jury member for the International Van of the Year and International Pick-up Awards, representing Trailer magazine, one of the most influential commercial vehicle publications in Sweden and was enjoying his

new role immensely.

Bo was most unassuming, quiet, pleasant and humble and a true friend to us all. Our thoughts go to his wife Catarina Norvinge, his mother Fukue Klarström, relatives and many, many friends and colleagues.

Bo´s funeral was held on Tuesday 28th December at Sundals Ryrs Church, Brålanda, Sweden.

May he rest in peace.

Rutger Andersson & Jarlath Sweeney www.fleet.ie

62 | FIRST DRIVE

Ford crosses the electric bridge with new E-Transit

Just a thought, wonder if Ford Motor Company will change the colour of its trademark Blue Oval to green, now that its electro-mobility programme is taking off in earnest with the imminent launch of the E-Transit? While Ford’s green journey started with the development of the EcoBlue Transit and Transit Custom Hybrids a few years ago, its strategic plan to go fully electric is now in place. Spearheading this plan is the all-new electric 2-tonne Transit which will be at Transit Centres from this Spring, ready to take customers on a zero-emission journey into the future.

E-Transit’s arrival follows the introduction of the Ford Pro nameplate for its business transactions going forward, (going further, even, as the brand’s own marketing slogan says!). Full details of the latest model in the Ford Global portfolio, co-developed between Ford Europe, Ford Otosan (Turkey) and Ford in North America, were revealed at a special briefing and test drive opportunity for the IVOTY jury at Kocelli, near Istanbul.

Helmut Reder, the then Global Programme Director, Commercial Vehicles (he has since retired), said the brand’s focus “is making customers’ businesses thrive with a full range of products and services.” Having secured Europe’s number 1 best-selling van brand spot for the seventh year in succession, Ford has strength in numbers, commanding 22.7% market share with the Transit Custom, for example, and near 40% domination of the pick-up sector with the Ranger.

Through valuable feedback from its broad selection of customers, Ford Design engineers digested all the information regarding how and where its future with electric mobility should take the brand. Apart from a sustainable electric powertrain, they needed to FLEETVAN&UTILITY | Spring 2022

address aspects such as charging infrastructure, telematics, education and real time back-up. All of which were taken on board, provided for and offered through Ford Pro FINSimple, a hassle free bundled

financing package for vehicles, services and electric vehicle charging.

Now that the prototypes have evolved into pre-production models, field trials with fleet operators are ongoing to discover more from an operational perspective.

Nick Wyman, Ford Europe Brand Product Manager Electric explained that clients’ carbon neutrality needs will be met, and that the E-Transit is the most competent large electric van in the marketplace. During the factory tour at Kocelli, where the new E-Transit is manufactured, Nick explained about the technology and specification

decided upon.

“The Ford E-Transit is designed to satisfy a wide range of customer use-cases, with a 68 kWh usable battery capacity as standard, providing a bestin-class targeted driving range of up to 317 km WLTP. True Transit capability is delivered by the most powerful motor offering in the segment with 430 Nm of torque (with a choice of 135 kW or 198 kW maximum output). A payload of up to 1,758 kg and 15.1 cu.m of load volume on the panel van model is offered, while there is a comprehensive range of 25 variants available, including van, crew-cab and chassis cab body styles with multiple lengths and roof heights and GVMs from 3.5 to 4.25 tonnes.”

As the elongated battery pack and electric motor are placed underneath the now strengthened but slightly higher ladder frame chassis, a new rear suspension design was developed. It also comes with side impact protection. The rear wheel drive system provides better balance, traction and less tyre wear.

Nick concurred with Helmut that vehicle charging is a critical element for

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businesses adopting electric vehicles, and Ford is providing a comprehensive package to support customers with their needs for depot, home and public charging. “The E-Transit can charge from 15 percent to 80 percent in 34 minutes from a 115 kW DC fast charger. An overnight full charge from a Ford Wallbox with a 230-volt 16A 3-phase AC supply takes just over 8 hours.”

For added convenience the charging plug point is positioned at the front grille. Compared to its diesel counterpart, the overall weight of the electric Transit is about 200kg heavier, which is not much considering the weight of the battery pack and motor.

E-Transit is offered in two series – Base and Trend – and all vehicles offer equipment levels that are significantly higher than the equivalent diesel model.

Depending on individual market strategy, the Base series is equipped with standard features including Electronic Air Temperature Control, SYNC 4 with 12-inch touchscreen display, Keyless Start, Heated Seats, Quickclear Windscreen and Heated Power Mirrors.

Also included is always-on connectivity with a FordPass Connect modem, a lifetime subscription to FordPass Pro or Ford Telematics Essentials, access to the FordPass charging network for a year, and a one-year subscription to Ford Telematics for fleet customers.

The Trend series builds on this with valuable extra features to increase productivity and reduce operating costs, including the Ford Connected Navigation System, Cruise Control, PreCollision Assist with Pedestrian Detection, Lane Departure Warning, Lane-Keeping Aid, and front and rear parking distance sensors. Pricing will be competitive and affordable, according to Nick.

E-Transit introduces the new SYNC 4 communications and information system controlled with an easy-to-use 12-inch touchscreen. Its new cloud-connected navigation can plan the most efficient route and update drivers on charging, traffic, live parking availability, as well as finding points of interest.

Key new driver assistance systems that help minimise repair costs include Reverse Brake Assist, which uses a camera and sensors to detect pedestrians, cyclists and static obstacles when reversing and can deliver a warning before automatically stopping the vehicle if the driver does not react. Drivers also benefit from a new 360 Camera, giving a birds-eye view of E-Transit’s surroundings on the 12inch dashboard screen to help avoid obstacles when manoeuvring in tight spaces with a limited view.

Ford offers a class-leading, one-year,

unlimited mileage service interval and eight-year, 160,000 km warranty for all high-voltage electric components, as well as a one-year electric vehicle roadside assistance package including rescue charging. The pan-European service network is EV-ready with 1500 EV Certified Dealers across Europe, and over 4,500 Authorised Repairers which will all have service capability for launch.

As expected the test-drive experience in Turkey was seamlessly smooth, with the three driving modes (Eco, Normal & Slippery, engaged through the touchscreen) highlighting the differing battery regeneration strengths available to the driver depending on conditions.

Remarkably, although electric, it still has the characteristic Ford driving feel. The inclusion of an electronic parking brake, keyless start and a rotary

switch for the gear selection are notable additions.

‘For maximum on-site productivity, operators can specify exportable power via the unique ProPower Onboard feature, which delivers up to 2.3 kW from standard plug sockets in the cab and load area, to power tools, lights, laptops and conversions such as refrigeration units.’

Ford Otosan, jointly owned by Ford Motor Company and the Koç Group together with some independent shareholders, is the biggest manufacturer of commercial vehicles in Europe, producing 440,000 units per year between vans and trucks. Over 13,000 employees generate $7billion annual turnover, with almost $5b is directed to exports. One of the biggest research and development centres in Turkey is located its headquarters in Sancaktere. Ford Trucks is another major player for Ford Otosan as it continues to spread its sales and service wings across Europe, with its award winning F-Max tractor unit and other heavy duty vehicles.

Investment in establishing a new Electric Vehicle hub has begun which will see the assembly of battery packs and a wider range of emission-free vans as the brand heads towards carbon neutrality by 2040. Collaboration with other design centres in the UK and the USA ensure the new vehicles are fine-tuned as they head towards production and that goes as well for the development of new engines and transmissions.

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

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64 | LAUNCH PAD

Customers Help to Create NextGeneration Ford Ranger Design *Developed with Work, Rest & Play in mind

The late Formula 1 Grand Prix TV commentator Murray Walker was credited with the famous Mars bar “Work, Rest & Play” slogan when he worked at an advertising agency.

Today, that same promo could be suited to Ford on the introduction of the all-new next generation Ranger pick-up.

More so than ever before, customer input into the design of this new 1-tonne open back truck was to the fore as Ford set about creating an all-new version.

Not that there is anything wrong with the current model - it remains Europe’s number 1 seller with a significant 40% market share - it’s just that trends change and customer expectations increase all of the time.

More than 5,000 Ranger clients were interviewed, attending workshops with Ford design engineers listening to how they used their vehicles and what’s expected from them. In a nutshell, customers want more from their pick-ups, as it’s a first or second car in the family or business. What has been created is a high-tech, connected, versatile, more powerful vehicle with upgraded chassis and suspension, as well as better access to a wider load area. Oh, and a dramatic styling redesign too!

The next-gen Ranger project was led by Ford’s Product Development Centre in Australia. Its international team of dedicated designers and engineers worked with teams around the globe to not only incorporate the very latest in Ford technology, capability and safety, FLEETVAN&UTILITY | Spring 2022

but to also engineer and test the Ranger to Ford’s toughest standards.

Fleet Van & Utility was privileged to be part of the ‘Inner Circle’ during the early stages of the new Ranger’s development project, hearing first hand from the development and engineering team of the processes involved, such as the said customer clinics.

“In a very real sense, our customers have been with us all along the vehicle development journey,” said Max Tran, Chief Designer for Ranger. “We reimagined the Ranger from understanding and interpreting how our customers used their truck and what they expected from a pick-up. This journey started even before we put pen to paper with our first sketches. We were not just trying to create a good truck.

We wanted to create an exceptional one that inspired owners every time they saw their Ranger in their driveway.”

Tran’s team spent hundreds of hours with customers in Thailand, Australia, South America, Europe, China, Saudi Arabia and North America to see how they use their pick-ups on a daily basis.

From the interviews more than 1,800 pages of field notes for reference were generated, which helped development and guide both engineers and designers to build a pick-up with the features and capability customers wanted.

“Seeing owners use their trucks, whether for work, family or play, inspired

some fantastic ideas that drove our design and development decisions. One great example of that is the integrated box side-step. During our clinic sessions, we noticed that many customers had trouble reaching over the side of the truck into the bed; others were standing on the rear tyre or the bumper to gain access. So, we came up with the idea of a box step, behind the rear wheel,” he said. “We mocked one up, tested it with owners and the response was overwhelming. People told us that step would be reason enough to buy the Ford Ranger.”

Despite a broad customer base with different requirements and backgrounds,

Tran’s team discovered that globally, Ranger owners shared a lot of similar personality traits. “We found that no matter what the market, our customers are doers. They like solving their own problems, and they like to feel confident in their truck, not just in the way the vehicle functions, but also in the way they feel when they’re driving it.

Customers had clear ideas on what they liked and how they used their Rangers in

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their day-to-day lives,” Tran added. “They also wanted a wider cargo area that could accommodate a full-width pallet in the tray.”

From the new grille with its C-clamp headlights, daytime running lights and strong horizontal upper grille bar, to the pronounced wheel arches, strong shoulder line and large sculpted ‘Ranger’ logo on the tailgate, the next-generation Ranger portrays confidence and capability. At the rear, the tail lamps were designed in harmony with the graphics of the C-clamp headlight treatment.

A 50mm increase in track and 50mm longer wheelbase than the prior Ranger allowed designers to push the front wheels out to the corners, enhancing its on-road stance.

“We’ve taken everything we loved about the Ranger and really brought that into the future,” Tran explained.

“We’ve managed to create a bold new look while preserving the ruggedness and capability that people love about their current truck – and we’re excited to finally be able to show it to the world.”

Inside, the next-gen Ranger features a stylish new driver area, with user-friendly technology and a spacious cabin. Soft-touch materials elevate the interior ambience while the new instrument panel adopts an elongated design that creates a more spacious feel.

Several design cues also are carried over from the exterior, for example, the air vents feature a similar design to those in the front grille. The dash is dominated by a 10.1-inch or 12-inch high-resolution touchscreen, complementing the digital instrument cluster controls.

Another key area of customer input was the available e-shifter for its automatic transmission. Ford initially created a rotary dial gear selector, but customers preferred the short-throw e-shifter because it boosted the truck’s high-tech appeal. Designers also reimagined key aspects of the cabin; for example, how the door release handles could be better integrated into the

‘coast-to-coast’ dashboard design, making them easier to use. Again, customer feedback led to the door release handles being mounted lower – looking more linear to provide easier reach to window switches and the armrests.

The seats also have been redesigned and are now more inviting, stylish and comfortable. Versatility is key, with the second-row seats now folding flat to provide secure under-seat storage. Rear occupants also have heating and cooling outlets at the rear of the centre console.

There is also an added storage area in the door pockets with space both in the front and back.

The design team also created clever storage and useful features for owners.

There are not only places to store the phone or charge it wirelessly (where compatible), but there’s a large centre console bin to stash things.

In addition, the door pockets are designed to carry more, the wide dash conceals an upper glovebox and there are storage bins under and behind the rear seats.

“We’ve really packed a lot into the next-generation Ranger to inspire owners to do more of what they love to do, with features that encourage them to explore new horizons. Ultimately, we want our customers’ experience with the pick-up to enable and enhance their lifestyles,” said Gary Boes, Enterprise Product Line Management Director, Global Trucks.

Ford calls this “Living the Ranger Life,” and it’s something shared by every designer and engineer involved in creating the next-generation Ranger.

“Our team was focused on one goal – to make this Ranger the toughest and most capable we’ve ever created,” said Graham Pearson, Ranger Vehicle Program Director.

“They put it through one of the most exhaustive global testing schedules we’ve ever developed and would not rest until we

Customers wanted a choice of more power and torque for towing heavy loads and extreme off-roading, so the team added Ford’s proven 3.0-litre V6 turbodiesel and developed it for the Ranger. It is one of three turbodiesel engine options available at launch.

“The 3.0-litre turbodiesel V6 delivers,” said Pritika Maharaj, Ranger Program Manager. “When you drive a Ranger with the V6 turbodiesel, it feels like a much bigger truck. And it feels really tough in the sense that it’s got endless power and torque, which is exactly what our customers wanted.”

New Ranger will also come with a choice of current Single-Turbo and Bi-Turbo 2.0-litre in-line four-cylinder diesels. The Single-Turbo comes in two different performance levels and delivers power, torque and fuel economy, which is important to small business owners or commercial vehicle fleets. The Bi-Turbo engine is a more sophisticated, performance variant for customers who want more power but need to maintain fuel economy. “We know our customers push their Rangers to the extreme, so

that’s how we test them. We go the extra mile to make sure Ranger will do everything our customers want, over and over again,” Maharaj added.

Engineers moved the front wheels forward by 50 mm for a better approach angle and outboard for better off-road articulation, both of which improve the off-roading experience. They also shifted the rear suspension dampers outboard of the frame rails to give drivers and passengers a better ride both on- and off-road, no matter if they’re carrying heavy cargo for work, or just taking the family out for a drive.

The next-gen Ranger will be built at Ford’s plants in Thailand and South Africa beginning in 2022.

were satisfied that it was Built Ford Tough.”

Text: Jarlath Sweeney – editor@fleet.ie www.fleet.ie

NEW AND IMPROVED Master Z.E. 52KWH batteries Increased operational range Fast charge 22KW DC Up to 190km actual driving range 8 years warranty on battery*

renault-trucks.ie *Warranty on chassis: 3 years - 100 000 miles

LCV MARKETPLACE | 67

New Light Commercial Vehicle Marketplace looks to increased sales during 2022 but with restrictions

Nationwide sales of new Light Commercial Vehicles (LCV) across Ireland in 2021 saw an increase of 32.3% (28,741 units) compared to 2020 (21,732) and +13.4% (25,336) on the 2019 figures, according to the Society of the Irish Motor Industry (SIMI). This upward trend is likely to continue in 2022, according to representatives within the industry.

Ford has always enjoyed a dominant position in the annual Irish Light Commercial vehicle sales table. 2021, with its changed business landscape proved very beneficial for Ford Ireland, as the brand’s business models topped 7,000 units over the year to record a strong 28.26% market share, almost double that of the nearest contender.

Renault moved up to second position, for the first time ever, marginally overtaking Volkswagen Commercial Vehicles, with Peugeot remaining in a solid fourth place. Toyota was another brand to move up the leader board and will continue to make progress with additional commercial models coming on stream.

Opel, having dropped down the table in recent years has enjoyed a resurgence, doubling its sales performance, following a change of national distributor through the Gowan Group, which also now imports the other Stellantis Group brands such as Peugeot, Citroën & Fiat Professional, making for an intriguing and intense in-house competition at Gowan House! Two other brands also benefited from the upturn in new sales with both Iveco and MAN recording sales up 300% year on year.

During 2022, competition within all brands will be as rife as ever, with customers having the choice to purchase either conventional diesel, hybrid (petrol/electric) or fully electric, depending on their application or environmental direction.

However, the global component shortage meant that the full sales potential was not reached last year, and the ongoing lead time disruption will again stem the predicted progress in 2022, say some manufacturers. “Our 2021 sales performance was marginally ahead of 2020 volumes (+1.6%) but demand far exceeded what we could deliver due to production constraints.

In reality, our demand was indeed in line with the overall market increases as reported by the SIMI,” commented Colin Sheridan, Managing Director, Citroën Ireland.

“Most manufacturers are now reporting production challenges and some are stating that they will stop production schedules during the year as a result of supply chain issues,” commented Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles in Ireland.

Paramount to the increase in new van sales is the ongoing increase in e-commerce business, leading to a quicker turnaround in the replacement of new vans due to high milage and extended usage. Colin Sheridan explained further: “We believe that e-commerce and the heavy reliance on supply chains and home deliveries during covid restrictions has resulted in a quicker turnaround for new van replacements.

This is also evident from our increased enquires and interest from our business and leasing partners. Despite the unknowns surrounding the ongoing Covid pandemic and chip related production challenges, we do expect further market growth in 2022 but the sales seasonality may differ from previous years based on product availability. Historically sales seasonality is dominated by a Q1 sales peak. We expect a longer flatter sales trend in 2022 and although January sales may be lower than that experienced in 2021, we are confident that the overall market will increase in line with demand as production constraints ease throughout the course of the year.”

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68 | LCV MARKETPLACE Fergus concurs but has a different take on the matter: “In fact, all vehicles in this industry are working harder than ever, and given the lack of new product, they are just driving on. I suspect there will be an increase in high mileage trade vans when production gets back up to speed but don’t expect to see this until next year.”

Des Cannon, Managing Director at the Gowan Group’s Peugeot division, sees a trend happening: “Definitely, there are more and more couriers coming into the business. Standard delivery / courier businesses would have typically changed their van every 4 to 5 years, now due to higher mileage this is down to 3 years.”

Like the truck market, sales of used vans remain very strong. “With regards to the used vans, the market is buoyant and we are experiencing strong residual values on all models at present.

Production constraints are reducing the supply of new vans and these supply issues are also affecting the UK market, which in turn, has significantly limited the number of imported vans coming into the country. The current consumer demand, coupled with the lack of new and used supply, is enhancing residual values at present and we expect a similar trend in 2022,” said Colin Sheridan.

“Yes, there is very limited stock and any good vans are commanding high prices at this point in time,” added Fergus Conheady.

What’s new for ’22 brand by brand

Citroën In the small van class, Citroën’s Berlingo continued recent strong performances with an 8% increase on 2020 figures. It was the production constraints on the brand’s larger vans (the Dispatch and Relay) that impacted Citroën’s overall growth, according to Colin, who outlined plans for the 221 and 222 registration plates. “As I mentioned, production constraints on Dispatch van prevented the launch of the e-Dispatch van in 2021 FLEETVAN&UTILITY | Spring 2022

which was a huge disappointment for us given this van was awarded 2021 International Van of the Year. In 2022, we will launch fully electric versions of all our vans. In Q1 we will launch both the e-Berlingo and e-Dispatch vans. The e-Berlingo offers a 285km WLTP range from a 50kWH battery and offers an impressive payload of up to 800kg. The e-Dispatch will be available with a WLTP range of up to 330km with a 75kWH battery option and will be offered in two lengths while providing a payload of up to 1226kg.”

“Later this year, we will also launch the e-Relay which will come with 4 different length and 3 height options, a payload of up to 1890kg and 340km WLTP range thanks to a 70 kWh battery option. All our 2022 van range are EU 6.3 compliant also, ensuring optimum efficiency for our customers as these are the cleanest engines we has ever produced. Needless to say they are all fully complaint with the ever tightening EU regulations also.”

Mercedes-Benz A significant development and new addition to the MercedesBenz Vans fleet offering in Ireland will be the arrival of the second generation Citan, which has just been awarded International Van of the Year 2022. Fergus expects the order books to be opened before the Summer once specifications and prices are finalised, with deliveries at dealerships expected from Quarter 3.

Fergus said that Mercedes-Benz is in a strong position with its electric van products, the eSprinter and eVito (the latter winning the Fleet Transport Irish Green Commercial of the Year 2022 award in the medium van category).

“We see some customers going there naturally and some dipping their toes in the water out of a sense of commitment and having the ability to advertise the fact that they are now ‘green’! We are currently preparing our eVans Road Map as we do envisage more and more customers heading down the electric route once the higher ranges are achieved,” he said.

Peugeot Like Citroën, its long-standing sister brand Peugeot is now part of the Stellantis Group (along with Opel and Fiat Professional). The French manufacturer is another looking to grow its electric offerings during the new year.

“2022 is an exciting year for Peugeot, as we will grow our eLCV range. The fully electric ePartner will be on sale in April this year, followed by the fully electric eBoxer in the second half of the year,” explained Des Cannon. He sees the most significant demand in e-LCVs will come from the corporate, semi-state business side. “Every large tender currently has aspects of fully electric vans – so majority of take up in 2022 will be seen here.”

Opel Since the Gowan Group took over the Opel franchise in Ireland, significant progress has been made in moving the German brand up the market share leaderboard. James Brooks, at the helm as Managing Director at Opel Ireland, was pleased with “the excellent growth of Opel LCV registrations in Ireland in 2021 and indeed across Europe”.

“We’re delighted with this performance and it’s a clear testament to our strategic push and the importance we have placed on Opel LCVs for the last number of years, which returned a strong, continued fleet response and indeed growth in dealer retail business, simultaneously. As to whether the trend of growth in LCVs in general will continue in 2022, it’s very early in January to track year-on-year performance, but we remain very optimistic about continued light commercial vehicle demand in Ireland, given the continued need for home delivery of goods and given construction and trade sectorial demand remains high. The fly in the ointment will however be available supply pertaining to chip shortages and the knock-on factory constraints which remain an uncertainty in the short term, further

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compounded by Covid impacts on factory and logistics in terms of human resources.

Opel is also experiencing a growing demand for Electric LCVs – “In 2021, Opel Ireland witnessed a growing number of enquiries with regards to the new Opel Vivaro-e and as such, we had a fleet of vehicles on test with a number of large companies, to give them time to appraise the vehicle. The Vivaro-e was the UK’s best-selling electric van in 2021 and this bodes very well for us. We anticipate a steady growth in Vivaro-e sales in 2022, with demand for the new Combo Cargo-e and Movano-e also increasing our market penetration.

On the Used LCV market, the business landscape is changing: “As with passenger cars, the light commercial vehicle market has seen a decline in car park over the last number of years, which has in turn increased residual values.

With reduced UK Imports, this situation is set to continue.”

In relation to new products, electric power are the buzz words: “The all-new, 100% electric, Opel Combo-e light commercial vehicle joins its Combo petrol and diesel engine siblings which were voted International Van of the Year 2019 and Irish Van of the Year 2020, while the new generation Movano will be available not only with powerful and durable diesel engines, but also with a zero-emissions battery-electric drive. The new generation Movano and Movano-e will both arrive at Opel dealerships imminently.

and have had to adapt quickly to remain viable. This has had a positive effect of Commercial Vehicle sales where not only high mileage and extended usage has resulted in vans being replaced but also company fleet sizes have increased hugely leading to an increased demand for not only replacement vehicles but also additions to their fleets. We see this increased demand continuing as we move forward.”

VWCVI is in a strong position to meet the move toward electromobility. “Yes, we see a huge shift to zero emission driving, this will be a hugely exciting time for the commercial vehicle market,” said Alan, adding: “The new ID. Buzz and ID. Buzz Cargo arrives in Ireland in Q3 2022. The ID Buzz promises to be one of the most advanced light commercial vehicles ever produced, and with expected ranges of between 400km and 500km (dependent on battery size and the model concerned), this vehicle is most definitely built for business. In addition, the new Multivan joins the range this Spring. Replacing the Caravelle, the new Multivan is for the first time based on the Modular Transverse Matrix (MQB) and boasts a new feature, a plug-in hybrid.”

“The latest edition of the award-winning Amarok is due to make its first appearance in Ireland in Q4 2022. Its multi-award-winning predecessor consistently came out on top in tests against rivals, and the new model is expected to be ready to tackle the toughest challenges with a range of innovative new features,” he concluded.

Volkswagen Commercial Vehicles

could have sold more Trafics if we’d had them, so the updated model has started 2022 with a really strong order take,” he said.

“We’ve seen increased demand in two key areas. E-commerce has clearly been a big driver and we’ve taken a lot of orders from businesses in this area.

But there’s also been a big increase in demand from the more traditional LCV customers – tradespeople. It’s another area where business is booming.”

With the Master Z.E., Renault was one of the first to market with a large electric van. “Larger businesses have been the most prolific adopters to date of electric power – the user case of regular, repeated routes and availability of alternative powered vehicles means larger companies can avail of the huge savings available to EV users.

What we are going to see in 2022 is that new electric LCVs – such as the all-new Kangoo eTech (newly crowned International Van of the Year 2022), which launches in June – will help owner-driver type businesses to embrace zero emissions driving. Thanks to increased range and fast charging, the all-new Kangoo will make sense for more buyers and will be a viable single-driver van.”

Starting the new year off with a product refresh launch augurs well for Renault. “The new Trafic has just arrived in Renault dealerships. It boasts a fresh new face and the cabin is completely refreshed. Combined with an array of new ADAS features it ensures that Trafic builds on its reputation as being a van that drives like a car.”

Renault Volkswagen Commercial Vehicles Ireland (VWCVI) Brand Manager Alan Bateson is expecting to see the sector to grow by approximately a further 5% in 2022. “With continued supply chain issues, 2022 is a difficult year to forecast.

We expect that the demand within the market will remain strong but supply may limit full growth potential,” he said.

The continuous rise in e-commerce business is a positive development, deemed Alan: “It is evident at this point that most sectors have seen a rise in online sales over the last number of years

Toyota Paddy Magee, who heads up Renault in Ireland, reported that the brand did very well during 2021, but that dealers could have sold more units, if available.

2022 is going to be Renault’s year, he believes. “At Renault Ireland, we suffered extremely tight supply on Kangoo and Master and as a consequence, we have a strong order portfolio for 2022. We were more fortunate in terms of supply of Trafic which had its best ever year in Ireland in 2021 – with almost 2,000 units sold, Trafic propelled Renault to the #2 spot in the LCV market. Nevertheless, we

Toyota Ireland expects continued strong demand for LCVs in 2022, both on the new and used fronts. Cathal Ryan, Fleet Sales Manager is in agreement with the general statements that industry supply restrictions for new LCVs has resulted in strong demand for used LCVs and better trade-in values for customers.

“The cost to change is really favourable for customers. Supply is likely to be the only limiting factor for 2022,” he said.

“We are seeing increased demand www.fleet.ie

70 | LCV MARKETPLACE for commercial vehicles in a number of industries – construction, service facilities, delivery and food production to name a few, with much of the growth due to increased customer demand, and companies needing more vehicles to service that demand. What we’re learning is where an EV commercial can perform the tasks required of it by an end user – EVs are being readily accepted.

This applies particularly to end users that have reasonably predictable daily usage, for example, delivery companies, large campuses, facilities and services etc. Despite EVs being generally more expensive, companies are keen to engage in the drive to reduce emissions,” he explained. “We are looking forward to launching the Proace City EV in March, and we will be introducing the new Corolla Touring Sport Hybrid Commercial in June,” concluded Cathal.

Nissan Nissan Ireland’s Commercial Vehicle division is confident of a modest but noteworthy van sales growth during 2022. The company is entering the new year on a positive, with a number of new models heading to its dealer network.

Considering the overall market for 2022, Jeanne McGann, Head of Marketing & Communications at Nissan Ireland said that despite some early supply limitations, “30,000 units (or a 4.4% increase) would be a very positive result given it would be the highest market since 2007.” On the new Nissan arrivals Jeanne added: “We have just launched our rebranded Nissan Primastar and Interstar which are currently landing or are due to land in dealer showrooms imminently to replace the NV300 and NV400 models respectively. These vans have been upgraded to the new Euro 6D Full emissions standard. The Primastar has received a facelift compared to the outgoing NV300 and also features a new specification line-up. Our eagerly anticipated Nissan Townstar, which replaces the NV200, will be available later in 2022 and will be available in both petrol and electric powertrains initially.”

FLEETVAN&UTILITY | Spring 2022

Ford Henry Ford & Sons, is the dominant player in the Irish LCV marketplace. John Manning, Head of Ford Ireland, stated that the firm benefited significantly from the continuous increase in internet shopping: “The huge growth in e-commerce has definitely had a significant impact in relation to new vehicle sales in the CV segment. It has been one of the few silver linings in the dark cloud of the Covid-19 pandemic for those of us involved in the sector.

As the recent COP26 event in Glasgow showed, the world is in pretty much full agreement that our reliance on fossil fuels needs to change. At Ford, we are very much embarked on the zero emissions journey with a commitment that by 2024, our total commercial vehicle range will be 100 percent zero-emissions capable, all-electric or plug-in hybrid. Two thirds of commercial vehicle sales are expected to be all-electric or plug-in hybrid by 2030. On the back of that, we are really looking forward to the launch of the exciting new 2-tonne E-Transit during 2022, our first fully electric Commercial Vehicle product in Ireland which is already driving huge interest. (See elsewhere in this edition for a first drive review). And a new version of our ever popular Ranger – Ireland’s favourite and multi-award winning pick-up truck – will be here in late 2022.”

MAXUS MAXUS is hugely optimistic about the future of the commercial vehicle sector in Ireland as it bounces back from the significant impact of the pandemic. Mark Barrett, General Manager, Harris MAXUS stated that: “2021 was a very strong year for us in Ireland and the UK and overall.

We finished on a high with a 400% total increase in sales on 2020, with EVs accounting for half of all sales last year.

The outlook for 2022/2023 is even better.

The interest in EVs in particular has

soared and MAXUS, with its wide range of vehicles and outstanding range is benefiting from this heightened interest.

We’re finding that the difference now is individuals and businesses are not just thinking about switching to EV, they are taking action and green mobility is part of their business strategies. We anticipate even further growth across the sector during 2022 and expect EV LCV registrations to double, with a small increase on diesel sales anticipated.”

Mark has an interesting comment on the whole virtual marketplace: “Digitisation has certainly helped in that customers can access a lot more information online, can view 3D models, book test drives and communication with dealerships is faster and more responsive. In China, SAIC MAXUS is actively transforming into a platform-based, digital automobile full lifecycle company. What this means, and using the SAIC MAXUS ‘Smart Spider’ as an example, customers can choose, customise and ‘build’ their dream vehicles online in just three minutes, while also specifying a preferred delivery time. However, in Ireland I think we are some way off from adopting that model.

EVs are still a new concept for many, and people like to get behind the wheel and get a feel for the vehicle. When it comes to access to the experts, faceto-face relationships with dealerships are really important for our customers.

E-commerce is an evolving area in the commercial vehicle sector and it is creating efficiencies, but it hasn’t yet replaced personal contact when it comes to buying one or a fleet of vans.”

“Interestingly, we are seeing real growth across a number of key sectors such as courier and retail delivery services and pharmaceuticals. They are seeing the benefits of an investment in EV, which over the total lifetime of the vehicle or fleet can offer huge savings.

These businesses are helping to future proof their organisations and understand that an investment in electric is an investment in the future. With running costs lower and residual costs higher on a standard EV (versus diesel), not to mention the significant reduction in a company’s carbon footprint, the incentives are still significant,” concluded Mark.

Text: Jarlath Sweeney – editor@fleet.ie

HP finance from

3.9%*

Purchase contribution up to

€2,000

†

Service plans from

€9.99 p/m

††

For those who build tomorrow The Caddy Cargo, Transporter 6.1 and Crafter It’s time to make up time. Time to power-up, reignite and get things done.

But there’s no need to do it alone. Stronger, smarter and more versatile than ever, the Caddy Cargo, Transporter 6.1 and Crafter are ready to do it with you. With a choice of finance offers, purchase contributions and more, the time is now.

volkswagenvans.ie

*Typical Finance Example: Caddy Cargo 2.0TDI 75HP M6F. OTRP €21,175. APR 3.9%. Deposit / Part Exchange €6,369.72 inclusive of €1,000 Purchase Contribution. 60 monthly payments of €269. Total Cost of Credit €1,484.72 including acceptance fee (€75) and completion fee (€75). No minimum deposit requirement. Finance is provided by way of Hire Purchase Agreement from Volkswagen Financial Services Ireland and subject to lending criteria.

Offers available on new retail orders taken before 31/03/2022. Models shown for illustrative purposes. †Purchase Contributions are VAT inclusive and are only available on new retail orders financed through Volkswagen Financial Services. ††Terms and conditions apply.

72 | MILESTONE

INTERNATIONAL VAN OF THE YEAR AWARD (IVOTY) WINNERS 1992-2022 *The most prestigious title in the Light Commercial Vehicle industry celebrates its 30th Anniversary that continues on to this day. Made in the Sevel factory in Italy, sales of the Fiat Ducato lead the way with its vast uptake of its campervan version, which commands up to 60 percent of its production. Fiat has since rebranded as Fiat Professional.

1992 - Volkswagen Transporter 4 (T4)

The fourth generation Volkswagen Transporter (T4) was the first winner of the International Van of the Year Award and proved to be a reliable, durable workhorse with a long lifespan. It was the first Volkswagen van to have its engine at the front.

1995 - Mercedes-Benz Sprinter

1993 - Nissan Sunny van

Car derived vans were common in those days with a number of manufacturers in the marketplace. The Nissan Sunny provided an attractive alternative to the mainly European designs sold at the time. While the Sunny went on to become a popular family car, the van version was discontinued.

At its launch the Sprinter series covered the 2.5 to 4.6-tonne weight classes. It was available as a crew-bus, panel van or drop-side, and with a standard or high roof, with a crew-cab and in three different wheelbases. It was fitted with the ABS braking system as standard in Germany and other European markets.

1996 - Mercedes-Benz Vito

1994 - Citroën Relay/Fiat Ducato/Peugeot Boxer

Although there had been many collaborations between LCV manufacturers over the decades, the alliance between Fiat and PSA was most successful in the large (3.5 tonnes) segment, one FLEETVAN&UTILITY | Spring 2022

Mercedes-Benz with Vito was the first brand to win the trophy for a second time. The Vito made its world debut in the Autumn of 1995. Its modern interior and roomy cabin was appreciated.

For Mercedes-Benz to present a front wheel driven van in this segment was also big news at the time. From the beginning, Vito was available with three engines, one petrol and two diesel variants.

MILESTONE | 73

1997 - Citroën Berlingo / Peugeot Partner

For the second time the PSA Group collected the trophy. As the first generation of the by now well-known French twins, they set a new standard in the class with the full-integrated cabin and body. At the time most competitors had a box placed behind the ‘cut-off’ driver’s cabin. The jury especially noted the driver comfort which gave a passenger car like feeling.

2000 - Iveco Daily

A city truck concept, the Daily, with its open frame platform, was able to support large vans and other body types from 2.8 tonnes to 6.5 tonnes GVW and from 7 to 17 cubic metres in volume, and above. Car-like comfort and handling, plus new HPT diesel engines were capable of meeting any mission, making the Daily S2000 one of the long lasting models of its age.

1998 - Renault Master

For the first time Renault tasted victory, and actually the French brand achieved the first one-two in the history of IVOTY, with its smaller Kangoo as the runner-up. This was the second generation Master, which was built on a completely new platform. In this generation, Renault improved the storage area inside the cabin. The power came from a 2.8 litre turbo-engine with intercooler.

2001 - Ford Transit

1999 - Opel (Vauxhall) Astravan

2002 - Renault Trafic/Opel Vivaro

As the last winner of the century, the Opel Astravan was the fourth generation of this vehicle. It was a conversion from the passenger car, with which it shares its name. The jury remarked on its great enhancements in driving comfort and sound levels, together with quality improvements. It won by a two-point margin over the Nissan Cabstar E.

A worldwide team managed one of the most ambitious LCV projects ever, with a wide range including front wheel- and rear wheel-drive variants, each with its own engine sizes. The two models met on the crucial 3.5 tonne GVW border and shared the sophisticated, yet easy to live-in cab, a design that introduced some of the infotainment and connecting features found in today’s models.

One of the most successful programmes in the history of LCV alliances. The project X83 shared by Renault and General Motors led to the Renault Trafic and the Opel/Vauxhall Vivaro and later on to further models from other brands. Stylish and practical at the same time, the design with jumbo roof proved to be competitive in the people carrier segment too, while the load compartment of the vans were extended. www.fleet.ie

74 | MILESTONE

completely different set-up. Instead of front wheel drive it was now rear wheel drive and a four-wheel drive version, was added.

A much broader variety of variants were offered from an extra short to a high roof version and a so-called ‘Mixto’ crew cab.

Safety standards were high.

2003 - Ford Transit Connect

A bridge between two segments, with a short wheelbase, normal roof body for the compact van business, and a long wheelbase, raised roof variant for those who needed more space without the size and the costs of a medium van. The Connect was the first of the Transit family to cross the Atlantic Ocean to enter the North American market.

2006 - Fiat Doblò Cargo

Profoundly revised, the next step in Doblò Cargo’s history came with a more stylish front design and also new interior trims.

Most important was the line-up of new engines, an especially innovative and efficient range of 1.3 & 1.6 litre MultiJet diesels with DPF. Also added was a LWB Maxi van and a popular luxurious ‘Panorama’ Kombi.

2004 - Volkswagen Transporter T5

Not only a van, but also a range of models for leisure, shuttle and executive purposes, the fifth generation of this German icon remains a true LCV, thanks to a wide choice of sizes up to 9.2 cubic metres, GVW up to 3.4 tonnes and a unique chassis cab variant. 4, 5 and even 6-cylinder TDI or petrol engines and a 4Motion all-wheel drive versions were offered.

2007 - Ford Transit

The 6th generation of the van legend came up with revised front and interior design, as well as new engine-line-ups ranging from the 2.2 litre common-rail-diesel up to powerful 3.2 litre 5-cylinder range topper, as well as front and rear-wheel-drive models. Ford added an all-wheel-drive version in 2007. Most of the production moved to Kocaeli plant in Turkey.

2005 - Mercedes-Benz Vito

The new generation of the compact Vito series started with a FLEETVAN&UTILITY | Spring 2022

MILESTONE | 75

2008 - Citroën Dispatch/Fiat Scudo/Peugeot Expert

Derived from a passenger van platform with single wheel suspension all round and an optional air suspension at the rear, the new mid-sized van trio set a standard in terms of comfort, noise and driveability. The HDI engines offered both a high level of smoothness and efficiency. It would take almost ten years for this popular van selection to be totally replaced. It marked the end of the Fiat and PSA Group collaboration in this segment.

2011 - Fiat Doblò

Second award for Doblò. Fiat Professional’s second generation van introduced revolutionary independent bi-link rear suspension with best in class driving abilities. Doblò was also the first small van with a one tonne load capacity, and more than 5 cubic meter cargo space. It was available with seven different versions and - a first - with a chassis cab/platform type.

2009 - Fiat Fiorino/Citroën Nemo/Peugeot Bipper

Establishing a class of its own, the ultra-compact City-van Fiorino/Nemo/Bipper from Fiat & PSA convinced the jury with its first class economy of space. Despite their outside measurements being shorter than a small passenger car at 3.9 metres, a 2.5 m³ load department that could easily be expanded by a folding seat meant that space was its unbeatable USP. Lightweight, fuel efficient, and with agile handling, they were a good choice for all urban businesses.

2012 - Renault Kangoo Z.E.

The first purpose build delivery van with electric propulsion in the world, built on the same production line alongside conventional models. Kangoo Z.E. has the same cargo space volume and load capacity as its internal combustion counterparts.

Available in two lengths with batteries installed in the floor facilitating a 170 km range, it was the first electric van to win this prestigious title.

2010 - Nissan NV200

Nissan’s first global van was based on a car platform to combine relatively small exterior dimensions with large cargo space. It is the only vehicle of this size that can carry two euro pallets.

Nissan NV200 also introduced the first rear view camera in its class. Available in three types and with three engines, NV200 is also known as the new New York and London Taxi. www.fleet.ie

76 | MILESTONE

design and quality. The new Daily family included panel vans and chassis cabs with a broad choice of powertrains from diesel, natural gas, diesel/electric hybrid and electric. 4x4 versions were introduced in 2016.

2013 - Ford Transit Custom

First in the new generation of Ford vans, Transit Custom introduced a completely new platform with impressive driving abilities. Safety and comfort features were acquired from passenger vehicles. It boasted the largest cargo space in class with a revolutionary opening in the bulkhead which allowed up to 3m of cargo in the short version. It was also the first van with retractable roof rails.

2016 – Volkswagen Transporter T6

In a very difficult period for Volkswagen AG, winning the IVOTY with the new Transporter T6 was an highly emotional experience for the company. Introducing Euro 6 and raising the standards of efficiency and the sustainability of transport with respect to the environment and safety of people, the T6 took a well-deserved win.

2014 – Ford Transit Connect

The Ford Transit Connect pulled off what only a few other LCV brands have achieved: winning the IVOTY award two years in a row. It proved the strength of the Transit philosophy. With the Transit Connect, Ford succeeded in building a light van with a strong accent on economics. An important contribution to the reduction of cost was made by new DuraTorq engines.

2017 – Volkswagen Crafter

A totally newly design and developed independently by Volkswagen Commercial Vehicles, the second generation Crafter was manufactured at an all-new facility in Września, Poland.

Commendations from the jury praised the new Crafter’s overall styling, comfort, smoothness, safety and superb handling amid predictions that it would be a market success due to its wide model and configuration offering.

2015 – Iveco Daily

The Iveco Daily is a really heavy duty LCV, and its win in 2015, against a large and strong field of competitors, was proof of its

FLEETVAN&UTILITY | Spring 2022

MILESTONE | 77 accolade in securing the prestigious title for the sixth occasion in 2020 with its range of Transit Custom Hybrids, comprising the Plug-In Hybrid and EcoBlue Hybrid models. The direction that Ford has taken to develop a viable drivetrain alternative meets both urban and rural requirements in a most eco-friendly fashion. Its Plug-in Hybrid system is zero emission capable, with no range anxiety, has no compromise on payload or load volume and comes with a simple recharging routine.

2018 – Iveco Daily

In selecting the Daily Blue Power, much praise was directed towards Iveco on producing a new range of highly sustainable light commercials with a choice of powertrains that reduce operators environmental impact. The Italian brand offered a choice of efficient viable power solutions such as the Real Driving Emissions (RDE) 2.3 litre diesel Euro 6 diesel, a 3.0 litre Natural (Gas) Power with Hi-Matic automated transmission and an improved electric version.

2021 – Groupe PSA Medium Electric Vans

Groupe PSA’s Light Commercial Vehicle (LCV) electro-mobility technological developments were acknowledged in winning the Award for 2021 via the French automotive company’s jointly developed Peugeot e-Expert, Citroën e-Dispatch, Opel and Vauxhall Vivaro-e. Group PSA was praised for its stringent research, development and investment on producing an excellent range of electric powered vans, that exceed expectations and without compromise.

2019 – Groupe PSA Small Vans

Groupe PSA won the International Van of the Year Award for the fifth occasion with its new new Peugeot Partner, Citroen Berlingo Van and Opel & Vauxhall Combo combination. The new vans are the fruit of a joint collaboration between the various PSA brands, boasting high levels of equipment and comfort features and developed on the Groupe’s latest platform, EMP2, to guarantee the highest quality, efficiency and performance.

2022 – Renault Kangoo Van & Mercedes-Benz Citan

2020 – Ford Transit Hybrids

Ford of Europe scored a unique International Van of the Year

The new Renault Kangoo Van and Mercedes-Benz Citan were announced as joint winners of the International Van of the Year 2022 at the Solutrans Diner de Gala on 17 November last. Upon appraising the new Kangoo and Citan, the jury heard about the multi-year collaborative project between the French and German automotive companies, with each brand bringing their own DNA and thereby unique features to the joint development programme, resulting in two vehicles with distinct characteristics.

Text: Jarlath Sweeney – editor@fleet.ie www.fleet.ie

78 | TEST

Land Rover Defender 110 3.0D Hard Top S Commercial – ‘No Time to Die’

Land Rover’s partnership with the latest James Bond movie ‘No Time to Die’ has more connotations than first imagined. Coincidentally, both car and film were delayed to market (for different reasons), while the actual name for the movie particularly suits the new Defender. There was no way that Land Rover was going to kill off its iconic ‘go above and beyond’ multi-purpose, all-wheel-drive, utility vehicle.

While its replacement had been talked for almost a decade, what materialised was a true, modern day replica and replacement with futuristic design elements blending with familiar styling traits from past models.

Model year 2021 Defender sports a distinctive look (that has received a number of design accolades to date) and comes in 90 and 110 body variants, with a Commercial Hard Top powered by plug-in hybrid diesels, and a new V8.

A pick-up truck body type is also imminent.

From what we have seen and experienced, new Defender remains true to the pioneering spirit that has been a Land Rover hallmark for more than 70 years. Legendary in name, shape and capability, new Defender features the highest standards of technology, innovation and design, according to Professor Gerry McGovern OBE, Chief Creative Officer, Jaguar Land Rover, who said: “New Defender is influenced by its past but is not constrained by it.

Our vision was to create a 21st century Defender by pushing the boundaries of engineering, technology and design while retaining its renowned DNA and off-road capability.

The result is a compelling 4x4 that resonates with customers on an emotional level.”

With minimal front and rear overhangs, an upright stance, together with the ‘Alpine’ light roof window and the side-hinged rear tailgate with FLEETVAN&UTILITY | Spring 2022

externally mounted spare wheel, makes the new version identifiable to the original.

Relating to its heritage, the Hard Top name dates back to the 1950s original and revives the heritage of the most durable and practical member of the Defender family.

The flat floor area of the 110 Hard Top provides just over 2,000 litres of cargo space and comes equipped with rubber floor coverings, 6 lashing points, hooks, lockable underfloor storage and a full mesh bulkhead partition for added security and safety. A standard europallet fits inside. Its off-road capability will never be found wanting as Defender can wade in water up to 900mm and tow up to 3.5 tonnes.

Up front, three occupants can be accommodated, with the middle ‘jump seat’ provided. (However, leg room is limited in this position.

Thankfully there are no other obtrusions as the switchgear is well positioned, even for the 8-speed automatic transmission dials and all-wheel-drive modes.

Due to the wider cab area, there is more elbow room, especially for the driver (no more hitting off the door panel!).

Powering the 110 Defender Commercial is the Land Rover 3.0-litre Ingenium Euro 6D diesel with the latest intelligent All-Wheeldrive system to distribute the horsepower and torque. This system uses sensor data from driver inputs and vehicle surroundings to continually vary axle torque and deliver it to where it’s needed. By including Mild-Hybrid Electric Vehicle (MHEV) technology into the Stage IV Euro 6 diesel driveline, this enhances refinement, efficiency and lowers the vehicle’s overall carbon footprint.

This time last year, Land Rover’s most capable and durable 4x4 took on the ultimate all-terrain challenge with two Defender 110 support vehicles on duty for the Dakar Rally 2021, supporting the Prodrive-backed team, Bahrain Raid Xtreme (BRX) throughout the 7,646 kilometre (4,751-mile) race. The Defenders had to negotiate extreme conditions, traversing desert dunes, mud,

camel grass and rocks as they carried vital supplies, crew and equipment for the team and drivers.

New Defender fits well into the Land Rover family. It feels like a proper Defender, with plenty of elements to remind one of the brand’s rich history in this specialist sector. A dream to drive, there is only one concern however and that is the price. From a base level of €65,180 for this model, the overall retail price stretched to €72,830 with the extras fitted that included air-suspension, towbar, smart rear view mirror, heated leather seats and the third jump seat.

SPEC CHECK Make/Model: Land Rover Defender 110 Hard Top Commercial S AWD MHEV Engine: 3.0-litre 6-cylinder 24-valve Euro 6 D diesel Power/Torque: 249PS @4,000 rpm/ 570Nm @1,250-2,250 rpm Transmission: 8-speed automatic Wheelbase: 3,022mm Turning Circle: 12.84m Fuel Tank: 89-litres Dimensions; Max Load Floor Length: 1,472mm Max Load Floor Width: 1,423mm Max Load Floor Height: 937mm Total Load Space: 2,059-litres Payload: Up to 800 kg Fuel Consumption (NEDC): 7.8 l/100km CO2 Emissions: 207 g/km Text & Photos: Jarlath Sweeney – editor@fleet.ie

IRELAND’S FOREMOST FLEET & CORPORATE SECTOR GUIDE

www.fleetcar.ie

Volume 19. No. 1 Feb/Mar 2022

High levels of serious road traffic accident injuries highlighted While road fatalities will always, rightly, make the headlines, for every road death recorded there are many more people whose lives are irredeemably altered through serious injuries caused by road traffic accidents. Figures released by the Road Safety Authority (RSA) revealed that between 2017 and 2020, for every one road death recorded there were nine serious injuries on Irish roads.

The research also showed that vulnerable road users - pedestrians, motorcyclists, and cyclists are particularly at risk, accounting for 54%

of all serious injuries. Notably, while an average of six drivers are seriously injured for every one driver death, there are 25 cyclists seriously injured for every cyclist fatality, said Velma Burns, Research Manager at the RSA. “In the four years during 2017 - 2020, RSA figures show that 5,037 people were seriously injured on Irish roads in road traffic collisions. In 2021, there were 1,091 serious injuries reported because of a road traffic collision.”

According to Professor Aine Carroll, Professor of Healthcare Integration and Improvement, UCD, and Consultant

in Rehabilitation Medicine, National Rehabilitation Hospital: “Analysis of National Rehabilitation University Hospital (NRH) admissions statistics found that three in four injuries from road traffic collisions during 2014 - 2018 were traumatic brain injuries. Traumatic brain injuries are life-altering, and often require years of intense rehabilitation.”

Acknowledging the findings, Minister of State at the Department of Transport Hildegarde Naughton TD said, “Last month, I launched the new Government Road Safety Strategy, which will run from 2021 to 2030. This Strategy sets an ambitious target of reducing road deaths and serious injuries by half over this period. Put simply, we can’t say we are fully addressing safety on our roads until we take serious injuries into account.”

EV supplies impacting fleet electrification plans

Fleets planning to move to electric vehicles are being seriously hampered by poor electric vehicle supply, according to the Association of Fleet Professionals (AFP) in the UK. It warns that the situation is unlikely to improve in the near future, a situation which, in some instances, is forcing businesses to considering adding petrol and diesel

vehicles back onto their choice lists.

Paul Hollick, AFP chair explained that the supply to satisfy demand for EVs is very frequently unavailable.

“Some manufacturers are even asking fleets to take certain EVs off choice lists because they simply do not know when any orders might be able to be fulfilled and, to fill the gaps, some employers are considering readopting ICE (internal combustion engine) vehicles, which seems like a deeply retrograde step but might be the only practical solution.”

Paul said that the situation was leading some fleets to employ unusual methods in order to attempt to obtain stock. “Because their usual supply

sources are failing, they are using social media such as LinkedIn to issue general appeals for any leasing companies that can provide vehicles of the type they need. This creates a potential issue by taking them outside of trusted supply arrangements.”

He added that the worldwide shortage of semiconductor chips is also leading to difficulties in getting home charging installed. “Semiconductor shortages are at the heart of most EV supply disruption and the same is true of chargers. Some drivers who have been able to get cars or vans are therefore unable to charge them effectively. This is creating a further layer of frustration.”

80 | ANALYSIS

Irish leasing market performed well during Covid but facing some challenges in 2022 Morgan McAndrew

David Wilkinson

Coming out of the Covid tunnel of the past two years, every industry and sector is assessing where they are after what has been the biggest upheaval the world has faced for a long time.

Collectively they are reviewing how they handled the pandemic, what lessons were learned, and crucially, how they are positioned as life and business return to relative normality.

The fleet market and leasing sector was certainly one that was impacted quite badly from March 2020. With people working from home and travel kept to an absolute minimum, it meant a lot of company vehicles were laid up for extended periods, leaving fleet managers with the considerable headache of how to meet lease obligations while business had slowed or even come to a standstill.

It was an issue that the leasing companies recognised and took steps to address from the start. “Leasing companies had to adapt quickly as businesses pivoted and adapted to trade through Covid, said Morgan McAndrew of Fleet Options, and current President of the Vehicle Leasing Association of Ireland (VLAI). “Many asked for flexibility and reduced costs based on reduced mileage. We had to support them and make changes to contracts to allow them this flexibility. Many businesses needed extensions on existing contracts until Covid passed.”

David Wilkinson, CEO of ALD Automotive Ireland concurred: “The leasing industry reacted quickly by being flexible with customers. This was pretty much across the board. In the leasing business you are dealing with customers across all industry sectors, so initially it would have been around supporting customers in industries which were more heavily affected. That was done with things like moratoriums on existing agreements. The industry worked well in supporting customers who were negatively affected from their own FLEETCAR | SPRING 2022

trading perspective.”

David added that the circumstances also required leasing companies to be flexible as their clients determined what their future requirements were. “They mightn’t have been as certain as they were in the past, so in some instances signing up to new lease agreements and being clear on the number of vehicles they needed was difficult. As an industry we worked well in being flexible, extending lease agreements, and providing flexible short term solutions.

As with the wider business world it wasn’t all negative, with the pandemic presenting opportunities in some areas. “Some businesses shrunk and others grew – depending on the sector,” observed Morgan McAndrew. “We saw substantial growth in commercial vehicle uptake probably due to “home delivery” increases and also the reduction in BIK.” As to the short-term future, the immediate big concern for the industry is supply of vehicles as a result of the global shortage in semiconductor chips affecting the automotive industry.

“Supply is now the biggest challenge,” confirmed Morgan. “We need to support our clients but with the lack of new product, we have to allow extensions [to leasing contracts].

“With the majority of fleets coming back with more certainty about what they required, that led to an extremely high order bank,” said David Wilkinson.

“We’re now faced with the challenges in the industry of vehicle availability and extended lead times due to the semiconductor global shortage issues. Some manufacturers are affected more than others, but it is leading to a challenge where you would have some fleets who didn’t renew because of uncertainty and were extending leases that do now want to change vehicles, but there are long lead times on those vehicles. That will obviously lead to challenges as vehicles stay out on the road for longer, maybe

incur higher maintenance costs and also some reliability issues. But that’s a problem everyone is facing around the world, it’s not just an Irish problem.”

Being flexible is once again key, said David, adding that he expects things should be in a better position by the end of the year. “What we are doing is again providing interim solutions, short-term flexible solutions, and starting the renewal process with customers far earlier than we ever would have in the past, so that the order is at least in process.”

Internationally and domestically, the leasing sector is continuing to evolve through mergers and acquisitions, while new players seek a slice of the corporate leasing pie. At a global level ALD Automotive recently announced an agreement to acquire LeasePlan, a move that David Wilkinson says makes sense in view of the changing marketplace.

“I think the big driver in that is really the speed of innovation. Technology advancement has really increased the level of competition when you see new players coming in to lots of markets. If you look at our industry, you can see specifically that manufacturers have entered the market, you can see some tech companies, you have [the development of ] more flexible solutions such as subscription models which are definitely coming in in certain markets. You then have the shift in the powertrain to EVs and that leads to an expectation to maybe be able to fully interact digitally.”

Nevertheless David still sees a future for the smaller, more traditional leasing companies. “It’s not long since we were Merrion Fleet Management and enjoying healthy competition in the Irish market.

Especially in a market like Ireland, when you look at the different fleet sizes and some of the local relationships, there is definitely a place for privately owned Irish fleet management companies.”

Text: Cathal Doyle – cathal@fleet.ie

REVIEW | 81

Hyundai’s gamechanging Ioniq 5

There’s something strange going on in the motoring world. After years of churning out worthy but frankly rather bland products, these days it’s the Asian manufacturers which are producing the more interesting looking cars, leaving, in many cases, their European counterparts in the shade, styling wise.

A case in point is the new Ioniq 5 Hyundai’s first purpose-built all-electric car. Although described by the company as a CUV - a Crossover Utility Vehicle - in reality it is lower, but wider and longer than the normal high-riding products we associate with the term. As such it’s a cross between a traditional hatchback/ saloon and a CUV - a crossover-crossover perhaps? That’s enough category confusion to cause a nose bleed.

Those lower and wider proportions certainly help create one of the most interesting looking cars to hit the market in a while. At the front a pair of gimlet-like LED lights hint at the Aston Martin Lagonda from the 1980s.

The sides have lots of surfacing detail that accentuate the profile. The rear is relatively conventional, although the LED lights give a very distinctive appearance.

It’s frankly, a refreshing change from the parade of identikit crossovers being churned out.

Plus it’s just as interesting inside. The quality of materials used in the cabin are top notch and more than hold their own against more recognised premium brands. Strangely the steering wheel is unbranded. A pair of 12 inch screens take up much of the front, with the touchscreen to the driver’s right easy to use and intuitive. Overall, it’s well laid out with most controls easy to access about the only gripe I had was that the heated seat controls - something quite important in an EV - are buried in the menu system and have to be turned on each time the car is restarted.

At 4,635mm long and 1,890mm wide, the Ioniq 5 is a large car, and this translates into an exceptionally spacious cabin. Legroom for rear seat passengers

they ride and handle, but Hyundai has is of executive done an excellent job in meeting the car standards. balance between comfort and agility.

The boot isn’t Only on the roughest roads does it feel particularly a little jiggedy, but most of the time this deep, but at feels like a proper driver’s car, with good 527 litres, it’s as feedback from the steering making it good as most easy to point exactly where you want rivals can offer. You also get an extra 57 despite the car’s broad dimensions. litres in the ‘frunk’ under the bonnet.

Acceleration in the 58kW version isn’t Offered with a choice of two battery startling, but is more than adequate, sizes - 58kW or 73kW, that will give a while you get the usual driving modes stated range of up to 384km for the and paddle shifts that control the brake smaller unit and up to 481km for the energy regeneration and encourage you bigger battery version depending to drive economically. on what size wheels are fitted. Test driving the 58kW version in January weather conditions returned averages of between 19.3kW/100km and 21kW/100km which would equate to a real driving range of 275-300km - enough to cover most cross country journeys. That’s aided by all the Ioniq 5 models apart from the entry level version being fitted with a heat pump, which aids efficiency and battery life considerably in colder weather.

One advantage the Ioniq 5 Conclusion has over many rivals is an 800V battery system which allows for rapid charging at Hyundai really has moved the EV speeds of up to 220kW. game on with its new Ioniq 5. Decent Available in four trim levels of ranges via a choice of batteries, excellent Executive, Executive Plus, Premium & driving dynamics, a spacious and Premium Plus, the middle two specs comfortable cabin all wrapped up in can be fitted with either battery, while a stylish and modernistic body…..the the entry and top trims only have the competition will be watching nervously lower and higher battery options respecindeed. tively. Spec is generous - all models get dual-zone climate control, heated Spec Check front seats and Model and spec tested Hyundai Ioniq 5 Executive Plus 58 kW steering wheel, Price as tested €40,995 inc government subsidies rear-view camera, Price range €37,995 - €64,995 active cruise Engine 125kW electric motor mounted at control, keyless entry, a 12.3-inch rear with 58kW lithium-ion battery touchscreen and a 0-100 km/h 8.5 seconds wireless charging Max Power 170hp pad.

Max Torque 350Nm WLTP Range 384km On the road Stated Power Consumption 16.7 kWh/100km Electric cars Charging Speeds DC: 220kW, AC: 11kW tend to be rather Emissions / Road Tax 0 g/km CO2, €120 yearly heavy which consequently can impact on how

Text & Photos: Cathal Doyle – cathal@fleet.ie www.fleetcar.ie

82 | CONTEMPLATIONS Volvo with You Tube: Volvo C40 with YouTube built-in

The old adage about ‘just because you can do something doesn’t necessarily mean you should’ is one that seems to have been forgotten by the motor industry. It came to mind the other day on reading a press release from Volvo Cars announcing that YouTube video will be available for download and viewing on its models via Google Play.

Which is all very clever, but you have to ask the question - Why? When just about everyone carries a smartphone and/or a tablet with them, did Volvo’s market research really reveal a desire from customers to watch YouTube on their (portrait rather than landscape shaped) car screens? Or did someone at the company just think let’s do it because we can?

Volvo tells us it will only allow videos to be played when the car is fully stationary, so presumably it won’t work if you are stuck in a traffic jam. Rather, chief product officer Henrik Green suggests, you will watch videos “while charging or when waiting to pick up children from school”. The former is perhaps a tacit acknowledgement that, contrary to the message constantly being pushed that we will all be charging our EVs at home, in reality we can expect to spend considerable time in the future sitting in our electric cars at public charging points.

Volvo isn’t alone in this - Peugeot and Citroën for some years now have had a facility for viewing your photos on the car’s touchscreen. Again, you have to wonder why anyone would want to go to the bother of uploading photos to their car when there are so many other viewing options readily available.

All that is fairly trivial, but there’s a serious point to make here, namely that car manufacturers, while on the one hand extolling all the wonderful safety features their products have, seem intent on the other to distract us as much as FLEETCAR | SPRING 2022

Car Manufacturers putting safety at risk with in-car technology more or less invisible from the driver’s possible from seat. Or take the Kia EV6 which has an focusing on our admittedly clever system where the actual driving. same controls operate the heating and That’s sound system. After repeatedly turning manifesting itself down the temperature as I tried to adjust in the ever growing the volume I gave up and googled it - to propensity to find that there’s a touchscreen button remove physical buttons and replace (not at all obvious as to what it does) that them with menus and sub-menus within toggles between the two functions. the infotainment system. Whether that is Granted, you’ll remember these after being driven by interior designers’ desire the first time, but how unnecessarily for minimalist cabins, or techies wanting confusing is it for the first time driver to show how clever they are, modern car interiors are increasingly becoming examples of form over function.

The now ubiquitous touchscreen is at the heart of the issue here. While many of them are technological tours de force, the fundamental issue is that a driver cannot reach out and feel for the adjustment they want to make as they could with a physical button - they have to take their eyes off the road to accurately place their figure on the correct part of the screen.

More recently though This touchscreen button toggles between the it’s becoming increasingly silly, heating and audio controls on the Kia EV6. with nearly every manufacturWould you know that this is what it does? er seemingly obsessed with removing as many physical of the car? What’s more serious though buttons as possible from the dash by are the often basic car functions that creating touchscreen systems with ever require the driver to delve into multiple more complex menus and sub-menus sub-menus to access. No matter how that require a driver to take their eyes off tech-savvy you are or familiar with the the road for extended periods of time. process, that requires many vital seconds I’ve been jumping into different cars a of distraction with your eyes off the road. few times a week since 2006 and up until Ironically, when they first appeared recently I could easily find any control or manufacturers lauded the advent of adjustment within a few seconds. These touchscreens as a safer alternative to a days though, you practically need to do a plethora of physical buttons. The reality course on the car’s functionalities before is the opposite. A car (or van, truck or you set off, such is the level of ingenuity bus) is an operating tool, not a showcase being employed by manufacturers to for clever technology. If they are truly reinvent straightforward controls. interested in providing their customers For instance, the first time I drove with genuinely safe products, it’s time for a VW Group product with the latest manufacturers to step back and reassess infotainment system, it took me a solid what they are doing with their user half hour to work out that the volume interface technology. control is a slider system hidden on a little shelf/ridge in the dash which is Text: Cathal Doyle – cathal@fleet.ie

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