Fleet Transport December January 20/21

IRELAND'S LEADING ROAD HAULAGE & COMMERCIAL VEHICLE MAGAZINE Inside!

MAN TGX wins ITOY 2021

A PRIDE OF LIONS! MAN's new Truck Generation on the move!

INTERVIEW - NEW MD @ALLTRANS

NEW VOLKSWAGEN CADDY 5

MOFFETT 75 YEARS DEC 20 / JAN 21

€4.50 inc.V.A.T.

STG £3.75

The King is Back!

Scania has a new V8 engine range. It is the broadest and most powerful engine line-up available on public roads, with 530, 590, 660 and now 770 horsepower available. It is estimated that these new powerplants provide up to 3% in fuel savings. These new engines are also complemented by a new automated gearbox which offers further potential in fuel savings. Please talk with your Scania Dealer sales representative for more information or you can now build your dream machine on the Scania Configurator https://www.scania.com/ie/en/home/misc/configurator.html

Contact us for details of your local SCANIA Dealer www.scania.ie | Importer@westwardscania.com Phone 071 9634 500 Westward Scania-Importer Ireland since 1976

Contents DEC 20 / JAN 21

www.fleet.ie | 3

Keep up to date with all the latest news and views from the transport industry in Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 | Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Jerry Kiersey, HSA, Aleksander Gluś, Milan Olšanský, Jonathan Lawton Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, anucha sirivisansuwan Administration: Orla Sweeney Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Design: Eamonn Wynne Printed in Ireland

our weekly ezine or daily on www.fleet.ie 4 News I ITOY 2021 Award goes to MAN TGX First pic of new Renault Kangoo 5 Advertorial Sanitise with CleanRwith 6 News II Commercial and Auto Spares – Working best under pressure!

BPW prepares for Brexit 8 Interview With Lochlann Doherty, MD., Alltrans

44 Finance Safeguarding business 45 Safety Take care with deliveries and collections 46 Comment Happy New ‘Brexit’ Year? NOT! 47 Legal Huge landscape change for the haulage industry 48 Opinion Covid-19 & Brexit – Dilemma x 2

10 Right to Reply Statement from the Road Safety Authority

49 - 52 Fleet Maritime

12 New Fleet I Featuring MAN & DAF Trucks

53 Soapbox Chaos & Brexit – Coming Soon!

14 New Fleet II New Mercedes-Benz vans and trucks sold 16 Evergreens Special feature on an Irishman at the helm in New Zealand 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.

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18 Feature On SGS and solutions provided 20 Fleeting Shots Wielton trailers exports to Africa 50,000 Jake-Brake produced 22 Test On board the DAF XF 480 8x4 Tridem 24 LCV I All new Volkswagen Caddy (5)

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

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

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

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

26 LCV II Connected fleet management with Ford E-Transit

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30 Milestone ‘Diamond Life’ at Moffett over 75 years 32 Fuel Prices Supplied by the IRU 34 Services M50 Power Solutions & Hoppecke 36 First Drive I Inaugural Irish drive in new MAN TGX 26.510 6x2/2 40 First Drive II In the revamped MAN TGL 10-tonne rigid 42 Times Past History of MAN’s Lion emblem

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4 | NEWS 1

MAN TGX wins International Truck of the Year 2021

M

AN’s new Truck Generation flagship TGX range has been elected International Truck of the Year 2021 by a jury of 24 commercial vehicle editors and senior journalists, representing 24 major trucking magazines throughout Europe.

optimized drive axle and GPS-assisted cruise control, contribute to a reduction in fuel consumption.

In addition, the jury praised the humanmachine interface of the new truck range, based on an easy- to-read, fully-digital colour instrument cluster and the turnand-press control system (SmartSelect) of the secondary display, along with the multifunction steering wheel.

The coveted award, fi rst presented in 1977, was received by Andreas Tostmann, Chief Executive Officer of MAN Truck & Bus, during a virtual ceremony that took place at MAN’s headquarters in Munich, Germany.

Th is is the eighth occasion that MAN has won this prestigious honour.

The TGX secured a winning score of 155 votes, surpassing a strong challenge posed

by Volvo Trucks’ new FH range.

Based on the International Truck of the Year (IToY) rules, the annual award is presented to the truck introduced into the market in the previous 12 months which has made the greatest contribution to road transport efficiency. Several important criteria are considered, including technological innovation, comfort, safety, driveability, fuel economy, environmental footprint and Total Cost of Ownership (TCO).

Finally, the IToY journalists appreciated the wide array of assistance and safety systems, aimed at reducing the driver’s workload in every operating condition and at improving traffic safety.

While retaining a strong family feeling with the present heavy-duty generation, MAN’s new TGX range represents a big step forward in terms of comfort, safety, fuel efficiency, connectivity, advanced service portfolio and human-machine interface.

The IToY jury also selected the new Mercedes-Benz GenH2 eActros, as winner of the International Truck Innovation Award 2021.

During extended test drives carried out last February in Bilbao, Spain, and more recently, across Europe, Truck of the Year jury members highlighted the much improved cab aerodynamics that, together with the D26 and D38 Euro 6D engines,

All-New Renault Kangoo revealed

F

irst details d l have h been b revealed l d off the h latest generation Renault Kangoo which builds on the success of its multi-award winning predecessor with a completely new exterior, revised interior and significant advances in infotainment and driver assistance systems.

The new Kangoo range will also offer business users a 100 per cent electric version to benefit from a highly usable, environmentally compatible van that meets the challenges of urban mobility. Renault PRO+ vehicles account for nearly one in two electric LCVs FLEETTRANSPORT | DEC 20 / JAN 21

ld in E dR l is committedd to sold Europe and Renault electrify its entire range of vans by 2022.

The new Kangoo features a completely redesigned front end and brand-new interior offering a car-like sophisticated feel. Its centrepiece is a new horizontal dashboard that has numerous storage spaces, while the completely redesigned seats enhance comfort and durability.

Convenience and safety are heightened with the Renault EASY LINK multimedia system and new driving aids, which include

the Permanent Rear View digital interior mirror. Th is new system provides excellent rear visibility where a bulkhead obscures natural rear-view vision. Other new features include a host of new Advanced Driver Assistance Systems.

The new generation model will be available in two lengths, offering a highly useful volume of 3.3m3 to 3.9m3 in the standard van and from 4.2 m3 to 4.9 m3 in the longer version.

It will be produced in Groupe Renault’s Maubeuge factory in France.

The Renault Kangoo has helped Renault to be the European leader in vans since 1998 for 21 consecutive years, with over four million sold since 1997.

ADVERTORIAL | 5

Clean R with: The only traceable sanitisation solution on the market!

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kydrive Ltd., is a newly established Irish sanitisation company, based in Castlebar, County Mayo and the sole distributor for CleanRwith International sanitisation products.

– It’s Simple! works in brief s es oc pr e th How e ehicle QR Cod • Scan the V e od anister QR C • Scan the C n the spray and time of whe • Release the te da t ac ex ow il l sh • QR code w last sanitised. as w le vehic

CleanRwith provides an extremely cost effective solution to the current COVID-19 dilemma with its state-of-the-art disinfectant products, paired with its technology backing.

Not only are CleanRwith products extremely effective in reducing the impact of the all sorts of virus’ and bacteria, including COVID-19, but the unique traceability system that comes with their products offers instant comfort and reassurance for a wide range of industries.

With a simple scan of the QR code on a smart phone, one can verify the exact date and time when the vehicle/area was last sanitised.

Th is data is then recorded and stored in an electronic log which the client is given full access to - adding full transparency and traceability to their sanitisation processes. CleanRwith is the only solution that comes with this traceability factor which is fully included in the cost.

The comprehensive range of CleanRwith sanitisation products includes two sizes of one-shot aerosol foggers (50ml & 125ml) as well as a 200ml air and surface multi-shot disinfectant spray. Both products are ideal for the daily disinfection of all kinds of vehicles and machinery, as well as any office spaces.

“The one shot foggers are not only perfect for providing peace of mind for all parties, but also eliminate the manual labour and human error aspect of daily sanitisation of the interior of the vehicle fleet. These self-deployable canisters can be left in the cab area of any vehicle and through the click of a button the area will be fully disinfected within 90 minutes,” explained Jake Gannon, Head of Sales, CleanRwith Ireland.

“The 200ml air and surface disinfectant is a handheld multi-shot spray which is manually applied by the driver of the vehicle to the interior of the cab at the end of the day to ensure a fully sanitised vehicle for the following day. All products are 99.9% effective to eliminate any kind of virus & bacteria while leaving absolutely no residue, so no more wiping down, no more paper towels and far less waste!”

“Th is sanitisation system is ideal for all fleet-heavy organisations and has been extremely popular amongst major contractors and transport companies, as well as multiple County Councils across the country,” concluded Jake.

Find CleanRwith Ireland on all social media platforms or check out website for more details: www.cleanrwithireland.ie Email: info@cleanrwithireland.net Phone: (087) 600 6212 Text: Jarlath Sweeney - editor@fleet.ie | Photos: Paul White

www.fleet.ie

6 | NEWS II

Steel & Grease: How one team demonstrates strength under pressure

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ou never truly know the strength of steel until it has been tested. The Covid-19 lockdown certainly tested the steel in all of us: our personal lives, our supply lines, our company organisation, and the bonds that tie us together. We all watched as our buildings shuttered, streets quieted, shelves emptied - our everyday lives changed. As one of Ireland’s most cherished poets WB Yeats put it; “A terrible beauty is born”.

We all saw that our frontline staff needed PPE to continue to care for us. Medical services required more supplies. Food from our farmers needed to go to producers, to the shops and distributors to feed for our families. Seeking and seeing an opportunity to help, the Harris Group stepped up. And no one felt the drive to contribute more than the team at its parts and components business; Commercial and Auto Spares.

“We were going through it with the rest of the country. We had to keep going and working to keep everything moving,” said Michael Meenan, Group Parts Manager, who heads-up the Commercial and Auto Spares division.

Well-versed from years of experience, Commercial and Auto Spares (CASL) at Harris Group has made a name for itself as the go-to in the aftermarket sector for trucks, bus, van and trailer in Ireland. Classed as an essential service provider, the Commercial and Auto Spares split its workforce into two groups, working one week on and one week off.

Whatever personnel could work from home did so, which allowed the team to operate safely and still help customers. Much of the success achieved over the last few months is owed to the strength of this team.

Working together is one of their favourite parts of their job.

thing about my job is the opportunity to go above and beyond to help a customer get a sale across the line and see that they get the best value for their money,” said Vincent.

Make a call for a part, and you’re likely to hear the helpful voice of Adam on the other end of the line. He answers customers’ queries usually related to finding, ordering, and tracking part deliveries. “I’m quite proud of the quality and quantity of the stock that we’ve sourced for customers,” said Adam. With more than 500,000 parts coming through the warehouse’s doors each year, that’s a lot of product to keep up with!

“It was like the moving parts in a truck. Everyone had a job to do,” said Vincent Kavanagh, National Key Account Manager for Commercial and Auto Spares. “We were humbled to be able to support our customers through this time and ensure that they were set up to carry out their essential services.”

If you’re looking for a specific part, Marcin is best person to ask.

Specialising in Commercial Bus and Coach Spare Parts, he helps organise the sale and ordering of goods for customers to keep public transport on the roads. “I look forward to interacting with our customers and suppliers,” said Marcin. “My satisfaction comes from knowing I’ve provided solutions and high quality products at a good price.”

Th ree key team members really helped to ‘grease the engine’ that keeps the CASL operation running smoothly during uncertain times.

Vincent is on the road throughout Ireland for most of the year and relishes the face-to-face meeting with customers (now appropriately socially distanced) to build and strengthen relationships. “The best

The team at Commercial and Auto Spares in Harris Group have proven themselves to always have their customer’s back - even through a pandemic.

BPW invests and prepares for Brexit

F

ollowing a multi-million pound investment, BPW, the trailer and component manufacturer has now completed Phase 1 of its expansion plan to introduce an axle assembly line into the UK site in Leicester. Having assembled over 250,000 suspensions to axles in the UK over the last 10 years, this investment in axle assembly significantly increases the manufacturing scope and scale of its operation there.

FLEETTRANSPORT | DEC 20 / JAN 21

With the fi rst axles produced in September, the new assembly line, with its fully trained production team, allows BPW UK greater flexibility in terms of specific axle requirements, and reduces risks of cross border supply after the Brexit transition period ends.

Until now the UK’s axles have been assembled in the company’s mainland Europe production sites. For BPW KG to move the assembly of axles into the hands of

the UK reflects the loyalty that it has to the market, and further endorses the company’s willingness to invest long term in UK trailer manufacturing and the transport sector.

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8 | INTERVIEW

One-to-One

the key factors to getting and retaining good staff - delegation, responsibility, commitment etc?

with Lochlann Doherty,

We have always ensured we have good corporate governance within the company with a focus on balanced/socio/economic dynamics and good attention to ever growing environmental needs.

Managing Director, Alltrans

We have a fantastic team from admin to the driver pool to the warehouse staff, all of whom have long, loyal of service with us.

Most employees are here over 15 to 20 years, and the fi rst driver is still here! The success is down to everyone’s understanding of what we do and what our commitments are to our customers. Indeed, communication is key to our success. Everyone in the team at Alltrans is aware of our customers’ needs, in how we strive to achieve our KPIs and on our handling and delivery performance.

Withh over 20 years working ki att Alltrans, Allt initially as Operations Director and now as recently appointed Managing Director, are you experiencing any additional pressure in the new role?

We have restructured the management team here, so the new role allows me to concentrate on the existing business and seek and plan more opportunities for the growth of the company. We recently won a new contract in Cork allowing us to also set up a depot for the Munster region, to service our existing business in that area with a directly controlled Alltrans service.

The company founder and CEO Paul Tuohy has said in the past that the success of the business over 24 years is down to the Alltrans team, many of whom are long serving employees. What are

FLEETTRANSPORT | DEC 20 / JAN 21

Your early career with multi-national corporates such as DHL, FedEx and TNT obviously gave you a good founding into the sector, what was learned from them?

Great experience was learned from these multi-nationals on how Freight moves. I also gained knowledge in how the multinationals practice their processes and systems. Here, we are able to be more flexible in our approach to customer needs, by tailoring IT systems that can integrate with their in-house warehouse systems. Our IT programmes are at such a high level so that we can update our customers systems with live data and e-pods.

Over the years at Alltrans, how has the company and its business evolved?

We have always been focussed on Medical goods distribution and dealing with blue chip logistics companies looking after their needs.

As we would be the preferred distribution partner of many of the major medical companies in Ireland, we have invested in ensuring that all our staff are trained in GDP to ensure we handle the medical goods as required. Our growth has been in looking after the overnight distribution and the dedicated distribution to this sector.

Recent investments in truck and van fleet renewals must be paying dividends. How did you decide on DAF Trucks and Opel and Ford vans?

We seek the best vehicles for fuel efficiency while also caring for the environment (i.e., all have Euro 6 engines). All our vehicles are chosen to suit the general business and to provide the correct vehicles that customers require for their dedicated transport needs.

Is there any particular area of speciality within the services provided at Alltrans?

We pride ourselves in meeting our customers’ expectations, by understanding their business and their requirements.

During the early lockdown, how did you cope, especially with the PalletXpress side of the business and increased e-commerce activity?

As the main Medical supplier nationwide, we were kept busy delivering to every hospital around the country. Our team pulled out all the stops and stayed safe. Th rough our association with the PalletXpress network

INTERVIEW | 9 we did see a growth in home deliveries. For this aspect, we have a procedure for preplanning on these deliveries which meant all operations went smoothly.

The provision of a dedicated driver and vehicle to customers on their own sites is a European concept, how does it work regarding branding, payment and scheduling?

We have been doing this special service for some customers for some years now.

Solutions provided include dry box vans/ trucks or temperature controlled vehicles.

We have a lot of expertise in this field and it is a growing element. Generally our customers want the Alltrans branded vehicles, as it’s a well-known brand.

Alltrans aims high in consistently providing a quality service. What’s involved here?

We operate our quality systems in line with our clients’ needs and governance.

Our quality service to our customers starts with all employees having a full induction prior to starting with Alltrans and we have people assigned to monitoring this high level of services and its KPIs. We have invested substantially in adding safety systems to our vehicles with all units having camera systems allowing drivers to see blind spots on the HGVs for example. We also have a tracking solution where driving styles are monitored. Our telematics system automatically downloads drivers’ cards, analyses this data and produces monthly

Text: Jarlath Sweeney - editor@fleet.ie

reports which we review with the drivers.

We are always looking at ways of making our whole operation a safer environment, be in training or systems.

Finally, what are your ambitions and objectives for Alltrans in the future?

I feel the Alltrans system is a superior operation in the marketplace and we will see further managed growth in the company through our overnight distribution service and our dedicated delivery systems. Indeed, it is the great people within Alltrans that makes us what we are.

www.fleet.ie

10 | RIGHT TO REPLY

Statement from the Road Safety Authority (RSA) in response to articles published in the September & October editions of Fleet Transport magazine

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he RSA wishes to respond to articles that appeared in the September and October issues of Fleet Transport magazine. Specifically, the ‘Open Letter’ which dealt primarily with Driver Certificate of Professional Competence (CPC) and the ‘Soapbox’ article which dealt with premises inspections conducted by RSA Enforcement Officers.

continues to be the sole priority for the RSA. It is their mandate.

While the ‘Soapbox’ piece acknowledges that there are ‘those quite happy to cut corners to undercut a reasonable rate’ the author does not appear to appreciate the importance of enforcement to identify those who flout the law and jeopardise not only their own safety, but the safety of others using our roads.

Driver CPC Due to Covid-19 and the introduction of Government restrictions to prevent its spread, Driver CPC training was suspended for several months in the first half of the year. This meant that many professional bus and truck drivers, were unable to complete their fi nal training modules and renew their CPC card. To solve this problem, the RSA granted an extension of seven months to drivers with a valid Irish Driver CPC card that was due to expire between 1 February and 31 August. Th is step significantly minimised disruption for the industry and to the supply chain. Critically, it gave drivers more time in which to complete their CPC training and renew their CPC qualification card.

The Government has deemed many of the RSA’s services, including enforcement activity, as essential. Th is has been set out clearly under the Level 5 restrictions that have been imposed. Operator premises inspections are a core part of the enforcement activities undertaken by RSA in respect of the delivery of an essential service and maintaining safety on our roads.

Since training resumed, delivered by Driver CPC training organisations, it has done so in compliance with Government and HSE requirements.

On the topic of delivering Driver CPC training online, EU Directive 2003/59/EC which introduced Driver CPC was updated in 2018 (EU Directive 645 of 2018). The amended directive allows for the use of ICT tools such as e-learning and blended learning as part of CPC training. The RSA is working with the Department of Transport to transpose this into Irish law. However, the Directive makes it absolutely clear that a substantial amount of the training must still be carried out at an approved training centre. Therefore, regardless of the situation in the UK/ NI, which is no longer a member of the EU, online courses will not replace classroom-based training completely. The RSA believes that delivering some part of the training online is the way forward. It is our intention to consult with the industry, including all Driver CPC training organisations to establish how training can be enhanced and improved within the scope of the opportunities provided for in the EU legislation.

RSA Premises Inspections The claim that the RSA applies ‘unacceptable ways’ in its daily interactions with operators or drivers is not based on any evidence.

RSA enforcement is governed and carried out in accordance with legal requirements, including the legal reference mentioned in ‘Soapbox’. All RSA enforcement officers carrying out inspections are conducting important road safety work in a fair and evenhanded manner and in accordance with Government and health authorities’ guidance.

While Covid-19 has overshadowed commercial vehicle enforcement, ensuring that everyone complies with road safety rules and regulations, and taking enforcement action where necessary, FLEETTRANSPORT | DEC 20 / JAN 21

In delivering its services the RSA is complying fully with public health requirements to prevent the spread of Covid-19. Any suggestion to the contrary is misleading. In arranging premises inspections, operators are advised about the detailed measures being implemented by the RSA to combat the spread of Covid-19. Operators are encouraged to prepare for inspections in advance to minimise the time officers need to spend on site. Where a safe space for examining the relevant records cannot be provided on site, RSA enforcement officers can make alternative arrangements.

Since resuming inspections in July approximately 5,000 vehicles have been inspected for roadworthiness, 1,350 or 27% of these vehicles had a major or dangerous defect present. Of the 1,350 vehicles found to be defective, 143 or were found to be dangerously defective.

From a driver’s hours and licensing perspective approximately 820 drivers have been checked and 116 or 14% of these inspections have resulted in a prosecution being recommended because of the scale and severity of offending.

Ignoring these fi ndings and not following up with the operators concerned would be irresponsible. Therefore, compliance checks at operator premises will continue.

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12 | NEW FLEET I

TGE is the MAN for Murray Recycled Plastics

S

ince establishing the Murray Recycled Plastic business in Castlebar, County Mayo in 1998, John Murray, the company founder, has depended on one particular light commercial vehicle brand to fulfi l his delivery needs over the years. However after experiencing some drivetrain issues with the most recent version purchased last year, a switch to another brand was inevitable.

A move to the MAN TGE has brought rich dividends according to John, as his new 3.180 4x2 chassis/cab with flatbed body has proven its worth already. He mentioned that the driver’s seat is most comfortable, especially after long journeys delivering long-life outdoor furniture, gates and flower boxes made from recycled plastic to customers all over the country. It was purchased from O’Reilly Commercials, MAN Dealer, Ballinalack, County Westmeath.

LC Transport completes DAF family

DAF preferred for U Value Insulation

ince 2019, Meath native Declan Carey of LC Transport, Swords, County Dublin has bought new DAF XF and CF models. He recently a third different model from the Dutch brand family with the purchase of a new LF Series. His new LF 180 4x2 comes with a 20 ft PACCAR built curtainsider body straight from the assembly line at Leyland in England.

Other features include Day Cab and 6 speed AS-Tronic gearbox.

Declan is pictured at the handover with John McCann, Regional Sales Manager, DAF Trucks Ireland.

his new DAF CF 290 6x2 Rigid is the fi rst of two new trucks being supplied to U Value Insulation, Ballycoolin, Dublin 15. Company owner, Yasmin Okic, through DAF Trucks Ireland Regional Sales Manager, John McCann, specified the CF 290 with Day Cab, full aero kit, rear air suspension, 6 speed AS-Tronic and rear LEDs. The 27ft curtainsider body was built by Monread Truck Bodies, Naas, Cou nt y K i lda re, with the graphics by SignFX, Naas. Yasmin is pictured (right) with John McCann (left) and Barry Brogan, one of his drivers (centre).

S

T

Kill Haulage continues with DAF Trucks

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eoff Dunne, Kill Haulage, Chadwick’s Sam Hire and DAF Trucks have a lot in common. Collectively, they all work together in providing an exemplary delivery service to customers. This truck may look familiar but is in fact a replica of the one Geoff Dunne at Kill Haulage bought from DAF Trucks Ireland late last year. It’s an LF230 4x2 12 tonne rigid with Day Cab and a PK 8501 SLD3 crane supplied by Palfinger Ireland. The Double-Crank Beaver-tail body was built by Nugent Coachworks (Dungannon). John McCann, Regional Sales Manager at DAF Trucks Ireland (Dublin) did the deal with Geoff once again.

FLEETTRANSPORT | DEC 20 / JAN 21

Hayden heads for DAF

W

ith its distinctive Hayden yellow scheme, colour coded from the factory, Hayden Transport’s new DAF XF 530 4x2 tractor unit will catch the eye. Ollie Hayden from the Tullow, County Carlow based fi rm ordered this new XF with SpaceCab, upgraded Exclusive interior, additional fuel tank, extended catwalk and Kelsa 6-spot roof bar. The XF 530 is powered

by PACCA R’s 13 litre MX-13 Euro 6D, mated to the ZF 12 speed AS-Tronic transmission.

Text: Jarlath Sweeney - editor@fleet.ie

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14 | NEW FLEET II

New Mercedes-Benz Commercials on the march!

Sixty four new Mercedes-Benz Vans for Enterprise

is an Irish state-owned commercial company with businesses in 13 countries. Headquartered at Dublin Airport, its principal activities include airport management, travel, retailing and aviation consultancy.

Southern Gas reaches for the sky with new MercedesBenz Actros

Global vehicle rental specialist Enterprise has further strengthened its fleet of light commercial vehicles with the recent addition of 64 new Mercedes-Benz vans, consisting of 15 Vito and 49 Sprinter panel vans.

All fi nished with familiar Enterprise black and green livery, these latest arrivals bring to 105 the total number of Mercedes-Benz vans the fi rm has acquired for its Irish operations this year, 50 of which are Vito models, while 55 are a mixture of medium and long wheelbase Sprinter vans. A further 20 units are expected to be delivered later this year.

Clonmel-based Southern Gas I nsta l lat ions is scaling new heights since taking delivery of a new MercedesBenz Actros 2535L 6x2 rear-steer rigid from local MercedesBenz commercials dealer Surehaul of Clonmel, County Tipperary.

Topping the new unit’s myriad of att ributes is an impressive Hiab HIPRO 302 crane, fitted by Cahir House Machinery and boasting a 20-tonne lift capability, coupled with a 21-metres reach. The Actros also features a 20” drop-side body.

All of the Vito and Sprinters supplied come complete with a whole host of safety and comfort features including Crosswind Assist, multi-function steering wheel, twin passenger seats and electric windows.

Th is latest addition by Southern Gas Installations brings to 10 the number of Mercedes-Benz commercial vehicles now on its fleet. With 50 years’ experience working in the gas industry, the fi rm has seen three generations of the Nagle family involved in its business.

With roots tracing back to 1957, Enterprise now operates in more than 30 countries with over 7,200 locations, offering customers a local and airport car and van rental service.

First Mercedes-Benz eSprinter in Ireland goes into operation at BWG Foods

New Mercedes-Benz Arocs 2535 to clear runways for Dublin Airport Authority Autumn has arrived and the Dublin Airport Authority (DAA) is ‘warming up’ for the colder months ahead and the challenge of keeping the airport open and operational in the event of winter snowfalls.

The global airports and travel retail group has boosted its commercial vehicles fleet with the recent addition of a new Mercedes-Benz Arocs 2535 rigid, complete with front mounted SNK30.2 Schmidt snowplough.

Supplied by Naas Road-based Mercedes-Benz commercial vehicle dealer MUTEC – and featuring the Schmidt Stratos B90 9m3 salt spreader body – the new unit will be tasked with helping to maintain operations at Dublin Airport by quickly clearing runways when required.

Commencing operations in 1937, the Dublin Airport Authority FLEETTRANSPORT | DEC 20 / JAN 21

BWG Foods, the awardwinning wholesale and retail group, has put into operation the first Mercedes-Benz eSprinter van to go on sale in Ireland.

With a range distance of up to 150km per charge, the zero-emission electricity powered unit is being put through its paces servicing the company’s Dublin City centre retailers for smaller ’just-in-time’ orders.

Owner and franchisee of the SPAR, EUROSPAR, Londis, MACE and XL brands in the Republic of Ireland, BWG Foods claims to have one of the ‘greenest’ fleets in its industry, with a number of biogas fuelled and CNG powered trucks in operation. In what it says is a ‘further expansion of its ambitious sustainability strategy’, the company views the addition of the eSprinter as another major step towards becoming a leading climate change innovator in the Irish FMCG market place.

A further energy-saving move will see the company charge the electric van directly via solar panels installed on the roof of its Kilcarberrybased national distribution centre. BWG Foods estimates that deploying the eSprinter will save 20 tonnes of CO2 per year.

Text: Jarlath Sweeney - editor@fleet.ie

Ready for your challenges The Volvo FH16 is more intelligent and more efficient than it’s ever been. A perfect combination of power, comfort and reliability.

Because you need the best.

For more information visit volvotrucks.co.uk/fh16

Search: VolvoTrucksUK

16 | EVERGREENS

Colm Hamrogue - Behind the wheels of transport with HW Richardson Group in New Zealand The HW Richardson Group and its 2,500 employees operate more than 1,600 trucks around the country. The transport businesses travels more than 40 million kilometres a year, with Colm overseeing the entire transport fleet.

“We haul everything from logs, to milk, livestock, fertiliser, fuel, aggregates, cement, containers, and most things in between,” he said.

Colm Hamrogue & Jocelyn O’Donnell

A

lthough he now resides about 20,000 km away from where he was brought up in the Northwest of Ireland, Colm Hamrogue fi nds himself very much at home in Invercargill, New Zealand. He’s the main man behind the wheel of the transport arm of New Zealand’s largest trucking company, the HW Richardson Group.

Originally from Tullaghan, a small village in north Leitrim just outside Bundoran, Colm moved to New Zealand in 2012 to take up a job with rural supplies co-operative CRT as Chief Operating Officer. A year later, a merger transformed CRT into Farmlands Co-operative, New Zealand’s largest rural supplies and services co-operative. His early upbringing ensured that he was no stranger to trucks and transport. Growing up in a small transport business, he said it helps in his role to know the difference between a fifth wheel and a steering wheel – knowledge he later utilised in roles with Gulf Oil and the World Rally Championship.

Dynes Milk Tanker FLEETTRANSPORT | DEC 20 / JAN 21

Married to Bernadette Mountbellew Bernadette from Mountbellew, County Galway, the Irish couple now have a young New Zealander, Alexandra who just turned one. Bernadette is a lecturer in Education at the University of Canterbury where she also completed her PhD. “Living away from your family and friends can be hard and you need to learn to change and adapt. We have some really good friends, neighbours and work colleagues here in New Zealand but nothing replaces family.”

For Colm, home will always be the fond memories of travelling with his Dad in the trusty Scania 141, “listening to Big Tom and the Mainliners, heading to the factory or Balla Mart on a Saturday night”.

As his grandparents hailed from County Mayo, Colm follows the Green ‘n’ Red and although living in the heartland of All-Blacks rugby, his loyalties remain with Ireland and Connacht!

The business is owned by the founder’s daughter, Jocelyn O’Donnell and her husband Scott . Her late father Bill had a passion for trucks, and expanded and diversified the family saw milling business into trucking.

Th is was the foundation of what is now the HW Richardson Group.

Colm explained that the same rules apply no matter how big or small the fi rm is. Good customer service for a fair price and in all situations – good, bad or indifferent – always keep the lines of communications open.

“It was great when I joined the team to see how quick they operate for a big business.

HW Richardson Group and its owners are fast and sharp at making decisions and it demands the same from its leaders.”

The family owns the largest trucking museum in the world, something that Colm enthusiastically mentioned is “really is a sight to behold”. It was the founder’s passion and there is a quote inside the front door of the customised museum from Bill Richardson himself – “One day I hope someone loves it enough to carry it on”. He is sure that Bill would be extremely proud of what Jocelyn has built to honour his legacy.

Farmers Transport Scania

EVERGREENS | 17 While there are many similarities between Ireland and new Zealand in relation to scenery, population size, weather and people mentality, the typical truck configuration in New Zealand differs a lot to Ireland.

“Not too many articulated trucks here.

Truck and trailer, or the A Train or B Train configuration is what dominates the Kiwi highways. This is down to getting maximum weight or length on the units” explained Colm.

“We run a HPMV (High Productivity Motor Vehicles) permit system here in New Zealand, which allows for longer and heavier trucks. The maximum length is 23 metres and we can go to a maximum of 58 tons on permitted roads. That is running on nine axle units.”

Southern Transport

“We are always looking at new ways to get better utilisation out of our trucks. We take the stock crates off our livestock trucks out of season and haul milk on those trucks for Fonterra, the giant dairy co-operative over here.”

However, things were not always rosy for in the garden for Com Hamrogue. Still living in Ireland in 1999, he suffered a broken back after a drunk driver crashed into him.

Transport Services Southland

“It really changed my life. I went through some dark days after that accident but it was the guidance from my Mum and Dad, family and some close friends who got me through those tough days.”

That determination has helped him in his new life and he believes being Irish in New Zealand is a strength.

“Both the Irish and Kiwis are hard-working people. You might get a litt le abuse about how you say 33 and a third, but it is all in good heart. If anyone is looking for a job or a season over here driving, when the Covid-19 pandemic allows for travel again, they should look us up. We are always looking for good drivers and New Zealand is a good place to live and explore. We operate good gear and only run new machines. We have everything from the big American machines – Kenworth and Mack – to the latest European trucks running the new Scania R650’s and the Volvo FH16 750hp, and everything in between.

Colm Hamrogue holds a degree in Business from IT Sligo and a Masters in Communications from DIT. Text: Jarlath Sweeney - editor@fleet.ie

Colm Hamrogue Transport World

Upper Clutha Transport www.fleet.ie

18 | FEATURE

SGS TransitNet “Brexit is complex but it doesn’t have to be.”

M

any hoped that if we ignored the subject for long enough, it would go away. Unfortunately, we have tried that, and when we open our eyes, it is still here. So maybe now might be a good time to get serious and do something about it. That matter is, of course, Brexit.

Those who don’t remember a time when there were Customs procedures might be saying: “How bad can it be?” Conversely, those who do remember travelling the roads of Europe armed with Permits, T Forms and Carnets, are of a mind - “We can’t go back to that.”

At this point, we are not sure what the fi nal outcome may be, though it is unlikely to be a good one.

Th ankfully there’s one innovative Irishbased company which has already delivered a solution with a proven track record, one which is acceptable to all the relevant authorities and is simple for the end-user to navigate. Kildare based SGS has over forty years of experience providing a wide range of testing, verification and systems solutions for a diverse range of businesses in both the private and public sectors. Its three hundred

FLEETTRANSPORT | DEC 20 / JAN 21

staff believe that its TransitNet solution could be the silver bullet to manage the potential chaos Brexit may bring.

Róisín Molloy (Marketing Manager at SGS) has noticed a marked increase in interest in TransitNet as we draw ever closer to the 31 December deadline. Up to now many businesses have been hoping there would either be an agreed solution or they felt that any difficulties would not apply to them.

However, companies and individuals are now realising that this may well not be the case. Th is means that businesses have now discovered that the import and export of all consignments will be subject to Customs formalities. Companies have also discovered that ensuring compliance with these formalities is a highly specialised business, irrespective of what the commodities are, or the quantities being transported. Besides with cross-Border Customs formalities where a vehicle or load is in transit the costly matter of fi nancial guarantees may arise which can amount to up to 28% of the total value of the products.

The TransitNet system from SGS can resolve all of these matters. The platform

works for companies of all sizes, though it will especially suit companies who either ship small volumes of cargo, or ship infrequently.

Because TransitNet acts as the Holder of Procedure (HoP), SGS in Ireland and its offices throughout Europe are the recognised financial guarantor on behalf of their clients, and as appropriate the respective consignors and consignees. This means SGS is authorised to address and resolve any difficulties that may arise. Currently, the highly secure platform is directly connected to 24 NCTS countries as well as Belarus and Moldova which gives its clients access to 40 destinations including Russia, Kazakstan, and Kyrgyzstan.

One particular benefit of TransitNet is that the multi-lingual web-based platform is not new. The idea of going live with a never tested Customs IT system on January 1, 2021 would strike fear into the heart of the most optimistic freight forwarder. TransitNet has been operating efficiently and smoothly for many years, it is just that we didn’t need the system here. Róisín Molloy explained that the system has been used for transits for exports and imports between Turkey and the European Union for the past 15 years. That stand-alone fact is an impressive

FEATURE | 19

testament to the robustness of the system and gives some indication of how easy the programme is to use.

Th is ease of use is another point that Róisín highlighted: “TransitNet is highly intuitive and anyone in a transport office would, with the basic consignment details, manage to complete the online declaration forms. In reality, the process is no more difficult than operating a mobile phone.”

For the more important sections of the declaration, TransitNet confi rms that all is in order. Once completed correctly the declaration is then submitted to the relevant authorities, and a confi rmation message is dispatched instantly. If any SGS TransitNet customer gets into difficulty there is always a technical support team operating 24/7. If preferred the haulier/customer can pass the consignment details to TransitNet who will then complete the declaration/s and submit to the relevant authorities on their behalf. It is also worth noting that whatever level of service chosen, only paying for what is used - there are no subscription charges.

In addition to being easy to use TransitNet is also highly flexible and can accommodate the constantly changing nature of this business.

This will allow a truck to change the route, or in the case that an export load leaves Ireland on a direct ferry, the operator can decide to return to Ireland via the Landbridge at any time by simply logging on and submitting the

Text: Paul White - paul@fleet.ie

required T1 or T2 declaration to the relevant authorities. This flexibility would come to the fore in cases of bad weather and/or missed sailings. Equally, TransitNet can also cater for a full trailer or groupage load destined for mainland Europe shipping out via the Landbridge, where for example 12 pallets are for delivery in Birmingham, and the truck then collects 10 pallets in London to fi ll out for fi nal delivery to Berlin (D).

It is reasonable to expect the large Irish and multinational companies are Brexit ready with an in-house team in place to deal with every eventuality. Nevertheless, there are a vast number of small and medium enterprises who are not ready and may not even realise that this affects them. Some say “it doesn’t matter because we don’t export stuff, we only bring in a few pallets an odd time.”

Th is could create an opportunity for Irish transport companies to offer an added value service for their customers by taking care of not only the haulage but also the transit formalities needed for their import/export using SGS TransitNet. Brexit, in whatever form it manifests itself, will impose changes that will be felt by every sector of the Irish economy - and by the transport sector more than most.

There will be changes to delivery schedules and without question delays at control points resulting in knock-on delays that will affect driving hours and working time.

The TransitNet one-stop Customs platform

from SGS is an approved method shown to be an efficient means of dealing with a myriad of border formalities. Formalities that if not dealt with correctly may create unimaginably complicated scenarios for which the haulier usually fi nds themselves caught in the middle.

We already know that on average 5,000 to 7,000 trucks from all over Europe and beyond ship through Dover Port alone daily. That’s not including the Tunnel or other Channel Ports. Since 1993 none of these trucks were required to produce any customs documentation - now after 1 January 2021, they will.

With the potential complexities that picture brings to mind, it would be wise to talk to SGS about TransitNet now and be prepared rather than learning the hard way during the transition. As Róisín Molloy concluded about Customs declarations, procedures and formalities’ “It’s a complex world, but it doesn’t have to be.”

Closing our eyes hasn’t worked, so maybe it is time to get serious about Brexit and talk to SGS or visit its website at www.sgs.ie/ transitnet or transitnet.ireland@sgs.com.

www.fleet.ie

20 | FLEETING SHOTS

Wielton semi-trailers offer the lowest weight in Africa

W

ielton Trailers has progressively increased its sales, entering new markets and intensively expanding its sales network across the African continent. The company, which has its headquarters in Poland and owns Laurence David trailers in the UK, also focuses on developing products that meet the needs of the African market. It designs and builds its trailers with a solid structure and high-quality workmanship, with an optimised curb weight that allows operators to reduce operating costs.

Since the establishment of the Wielton Africa company in Abidjan in 2017, the Wielton Group has been investing heavily in the development of new products for new markets, building an organisation in many centres across Africa, and improving the supply chain and customer services. As a result, the company has gained new customers, achieving lucrative orders, and expanding with new contracts with long-term business partners.

As part of the recently completed order to Fortex in Abidjan, Wielton Africa delivered 25 Strong Sahel tippers. In total, over the last three years, Wielton has delivered over 65 trailers to this customer and deliveries of about 100 additional units are planned within 24 months.

Pictured is another order completed by Wielton Afr ica to a client in the Ivory Coast.

”Wielton Africa is a company in which we see great potential for further growth. The African market is developing extremely dynamically and is very absorbent, and Wielton is trying to keep up with this pace. Initially, we focused only on West Africa, and since last year we have also been present in East and Central Africa, and since this year also in selected Magreb countries,” explained Mariusz Golec, CEO of the Wielton Group.

Wielton has developed a range of 4-axle tippers especially for the African market, catering for particular sectors. ”According to the needs of the African market, we adapt our offering mainly to the mining and cement sectors, where we have a real competitive advantage in terms of reducing the weight of the vehicle and distributing loads evenly over all axles,” added Artur Pietrzak, Managing Director of Wielton Africa.

Jacobs Vehicle Systems produces 50,000th engine brake at new Brno plant

W

orldwide manufacturer of heavy-duty diesel engine retarding and valve actuation sys- tems, Jacobs Vehicle Systems recently shipped its 50,000th engine brake manufactured at its newly opened European facility near Brno in the Czech Republic, to Daimler. Ja- cobs currently supplies all European Daimler (primarily Mercedes-Benz) orders from Brno.

With headquarters in Bloomfield, Connecticut, and a manufacturing facility in Suzhou in Eastern China, Brno has become Jacobs’ third production location as the company con- tinues to expand its global capacity. To date, Jacobs has supplied over 8 million engine brakes to heavy-duty engine manufacturers and commercial vehicle manufacturers worldwide.

The plant in Brno is expected to play an important role in the further growth of the com- pany. Future phased development of the 2,000 square-metre plant in Brno could see production gradually increase to 200,000 units annually. The semi-automated produc- tion and test assembly lines in Brno were designed and manufactured exclusively

by Jacobs in Bloomfield. Full traceability of every single component is ensured, right down to the assembly of a single rocker brake. Over 20 new jobs were created when the fac- tory opened.

FLEETTRANSPORT | DEC 20 / JAN 21

Si S t b 2019, 2019 Jacobs J b has h manufactured f t d allll engine i bbrakes k Since September for Daimler in Eu- rope in Brno, with the supply of Daimler’s North American orders satisfied by Jacobs’ production facility in Bloomfield, USA. The partnership between Daimler and Jacobs dates back to 1962 when engine brakes were fi rst installed on a Detroit Diesel Series 71 engine. Since 1984, the Jacobs Engine Brake engine brake has been a standard feature available on Daimler’s Heavy Duty engine platform”.

The Jacobs Engine Brake delivers performance of up to 480 kW to the six-cylinder en- gine that is available with displacement ranges between 10.7 and 15.6 litres and output levels from 240 kW to 480 kW. Heavy-duty commercial vehicles such as the Mercedes- Benz Actros, Antos and Arocs, the Freightliner Cascadia as well as touring coaches and inter-urban buses from Mercedes-Benz and Setra are powered by this engine with an integrated Jacobs Engine Brake.

Text: Alex Glus & Jarlath Sweeney

Great job. The Evolved Vito.

Dear working world, please welcome to the team – the Evolved Vito. With intelligent assistant systems, new connectivity services and powerful engines, it will make every ride safer, more efficient and more comfortable. #GreatJobVito

22 | TEST

TESTED: DAF XF 480 FAW 8x4 'Tridem' Rigid

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h Brexit hen B it and dCOVID COVID-19 19iissues are sett ttlled d and d under d control and economies are hopefully returning to some level of normality, one sector that will almost certainly expand and develop is construction. In fact, even in the current crisis the building sector has barely slowed down.

While COVID-19 has had some impact on the operations of construction companies and road builders in terms of social distancing, they are successfully working through these more restrictive work practices.

Working toe to toe with the industry to meet their every need are the truck manufacturers, with DAF Trucks continuing to be a significant part of this specialist segment within the construction supply chain.

Manoeuvrability and durability are key requirements for a construction truck, and with the XF FAW multi-axle tridem chassis, with rear-steer lift axle, DAF has a product with both att ributes.

Out on the road, it is equipped with the latest technology including lane departure warning, vehicle stability control, reverse warning and an engine immobiliser. As authorities become more aware of the risk presented by HGVs in the city, more safety features fitted to the truck are required, hence the demo model shown here, an FAW rigid with 10x4 configuration, has been specced with London construction requirements in mind.

At 6.65m in length, the DAF FAW, with-4 axles has a wheelbase of 4.55m, giving it a potential body/payload of 22,400kg. What is most impressive is the turning circle, just 15.4m. Demonstrating the benefit of a rear-steer axle, it allows the truck to access the tightest city sites and difficult quarry terrain.

FLEETTRANSPORT | DEC 20 / JAN 21

Two options are available for the rear axle sett ing, depending on the application. So for example one can opt for disc or drum brakes, single or optional hub reduction, which may suit recovery trucks.

On the XF there is an option of two engine variants – the PACCAR MX-11, 450hp or MX-13 at 430hp, 480hp, or 530hp. With an upgrade on the front axle available to 10 tonnes, operators/drivers need not worry as much about load distribution.

All this comes with DAF Trucks’ 2-year unlimited warranty, with third year driveline warranty, plus free DAF Aid roadside assistance and recovery. For those taking delivery of their new truck, a driver handover and familiarisation programme is optional but recommended, including an on-road demonstration with Mandy Wannerton, Press & Demonstration Driver, DAF Trucks UK. Continuing to be market leader in the UK for 25 years is some achievement. Maintaining that position requires attention to detail and providing products that customers need for their operations.

Basically, looking after its customers - that’s DAF Trucks’ policy and philosophy.

Text: Sean Murtagh - sean@fleet.ie

DESIGNED TO DELIVER We invented the concept of truck mounted forklifts more than 40 years ago, revolutionising the way materials are distributed across the globe.

Compatible with virtually any truck or trailer combination, and dismounted in under a minute. MOFFETT Truck mounted forklifts are truly designed to deliver.

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

24 | LCV I

Volkswagen Caddy 5 – scores high on any course! double dosing system to significantly reduce NOx emissions. What happens here is that two SCR (Selective Catalytic Reduction) converters are fitted which means that the twin AdBlue fi lterisation system is injected twice into the exhaust chamber, thereby emitt ing cleaner emissions.

T

he relationship between the Volkswagen Caddy and Golf has always been strong, right from its origins, four generations ago. Just like the sport that gave both vehicles their names, good communication between the player and his/her clubs carrier delivers great results.

The links between the two are closer than ever now, with the new Caddy featuring the Volkswagen MQ6 Modular Transversal Toolkit, as featured on the latest Golf 8, which facilitates the front-wheel-drive, transverse engine layout within the platform, together with the provision of high-tech electronics, safety assistance systems and digital interfaces.

Th is fi ft h generation Volkswagen Caddy is truly a multi-functional vehicle, a completely new evolution that includes a panel van, kombi passenger, compact MPV and a campervan.

MQ6 also allows for an extension to the Caddy’s wheelbase so that the Caddy Maxi

FLEETTRANSPORT | DEC 20 / JAN 21

can now accommodate two Europallets inside (between wheel arches). The Maxi’s extra millimetres (from 2,682 – 2,755) as well as a reconfiguration of the rear axle layout means more rear end space, with the load volume now at 3.7m3. Wider sliding side doors now open to 840mm from 701mm with the bulkhead height on the Maxi at 2,150mm. Maximum width between the wheel arches is 1,230mm.

For the standard Caddy model, a maximum load volume of 3.1m3 allows a Europallet to fit behind the bulkhead thanks to a load length of 1,797mm.

When it comes to designing a new model, Volkswagen’s approach is evolution not revolution. Thus while this generation five Caddy looks familiar, it’s sleeker and sharper than before. Notably it sports much improved aerodynamics with Cd values down from 0.33 to 0.30, which no doubt helps to reduce fuel consumption which VWCV claims has decreased overall by 10% with its latest diesel powertrains. The 4-cylinder 2.0 litre TDI Euro 6 D diesel engines now feature a

From launch the power options from the 2.0 litre TDI with 6 speed M6F manual/7 speed A7F dual clutch auto gearboxes are 75hp, 102hp and 122hp. Trim line levels include Cargo, Business and Edition for both standard and maxi variants. Prices start at €19,795 for the 2.0 TDI 75hp. Cargo (M6F) trim (inclusive of VAT) and extend to €30,330 for the range topping 2.0 TDI 122hp (A7F) Edition maxi.

The creativity on show with the new Caddy’s interior is indeed innovative with its elongated dash area. Depending on the specification ordered, digital or analogue cockpit displays are provided. For the former, 6.5”, 8.25” or 10” touchscreens are available.

As with latest Volkswagen cars, the light and sight buttons take over from the traditional rotary switches which makes a difference to the smoothness of the overall creativity inside.

To add to its appeal, and with over 3 million units already sold to date over the years, an all-wheel drive 4MOTION version has also been developed. And that’s not all, for the first time in this segment Trailer Assist is fitted to take control of those difficult manoeuvres.

Caddy 5 will certainly change the dictionary explanation of the common word Caddy: “small storage container - typically one with divisions,” No, just the bulkhead between the driver! And of course, it does a lot more than ‘carry a golfer’s clubs!’

Text: Jarlath Sweeney - editor@fleet.ie

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26 | LCV II

New Data for an Electric World Connected Fleet Management Tools from new Ford E-Transit to help optimise Electric Fleets and Secure Vehicles

reporting to support reimbursement for employees who charge at home.

“K

nowledge is power – and Ford is empowering commercial businesses by giving them the information they need to get the most out of their electric vehicles,” said Julius Marchwicki, CEO, Ford Commercial Solutions at the reveal of the new Ford E-Transit. “The new connected services and telematics-based offerings from Ford don’t just help fleets optimise the performance of their fleet and help improve the performance of their drivers – they help ensure businesses can stay focused on providing great service to their customers.”

As the E-Transit enters a rapidly expanding market for zeroemission commercial vehicles, Ford is expanding its offering of fleet management tools to provide electric-vehicle data, charging reports and web-based pre-conditioning, plus new features that can help secure vehicles and help enhance driver performance.

With new fleet-wide energy monitoring and vehicle management tools from Ford Commercial Solutions, available through easyto-use app and web-based interfaces, Ford is helping European commercial fleets and businesses make a seamless transition to electric vehicles.

With the new electric vehicle tools, fleet operators can monitor the performance of individual vans, manage energy usage and gain key insights into their performance. Using electric vehicle-specific data such as kWh consumption, charge speed, distance to empty and more, managers can better understand how they’re operating in real-time in order to help optimise running costs and uptime.

The new tools also enable remote cabin pre-conditioning, so fleet operators can set cabin temperatures while E-Transit is plugged in to optimise battery efficiency. Alerts notify managers if a vehicle isn’t plugged in when it’s scheduled to be, while other tools let them remotely manage transactions for public charging and receive FLEETTRANSPORT | DEC 20 / JAN 21

Along with electric vehicle-specific services, Ford Commercial Solutions is expanding its fleet management offerings to help European commercial vehicle customers better manage and optimise the efficiency of their fleets. Helping to improve the performance of their drivers is top of mind for fleet operators, which is why Ford is introducing in-vehicle, real-time driver coaching through SYNC 4 voice assistant. Any time a driver exceeds a speed limit, rapidly accelerates, brakes harshly, leaves a diesel- or petrol-powered vehicle’s engine running while parked or fails to fasten a seatbelt, they will receive an in-car audio message asking them to correct their behaviour.

Additionally, Ford Telematics will enable customers to confidently secure and remotely monitor their vehicles after hours. New alerts will notify fleet operators if a vehicle is potentially being stolen, if it’s used without authorisation, if it’s being towed or even if it has been damaged while parked. If any of these events occur, GPS tracking also allows managers to see the location of their vehicles even when they are turned off.

Ford is also offering integrated Driver ID, giving managers an easy way to associate specific drivers with vehicles. By allowing drivers to enter a driver-specific code into the SYNC screen, fleet managers get an accurate record of which driver is using which vehicle. By associating a driver with a specific vehicle, managers can analyse performance metrics to potentially identify new coaching opportunities to help manage driver performance.

All of these features build on Ford Telematics’ existing offerings, which include GPS tracking and geofencing capabilities, vehicle health alerts, fuel and energy consumption data. Fleet operators can also now view and monitor key data from non-Ford vehicles directly through Ford Telematics alongside data from their Ford vehicles, allowing them to maximise uptime, plan maintenance, and deliver improved driver training without using multiple soft ware solutions.

In addition, the new Ford Telematics Drive companion app can streamline time-consuming tasks for drivers and fleet managers.

The app can help drivers report which vehicle they are driving, digitise daily vehicle checks, and report damage or mechanical issues directly to the fleet manager’s Ford Telematics system.

These features will be available to customers of the new E-Transit when the vehicle launches in Spring 2022.

Text: Jarlath Sweeney - editor@fleet.ie

Scania Webshop - Open 24-7

Westward Scania’s Webshop offers an exclusive range of genuine Scania merchandise and gifts. The broad collection caters for Men, Women and children. Also available to purchase online are truck and bus accessories as well as kiddies toys.

Delivery around Ireland usually takes 1-2 working days.

For more information, please take a look around the virtual shop on

https://www.westwardscania.ie/shop Westward Scania-Importer Ireland since 1976 Contact us for details of your local SCANIA Dealer www.scania.ie | Importer@westwardscania.com Phone 071 9634 500

Two new Isuzu Grafters for Ger Walters Fuels Ltd., Limerick Sold by Kelly’s Car & Commercial Repairs Ltd., Limerick

G

er Walters Fuels Ltd., Limerick has put into operation two new Isuzu Grafter 4x2 3.5 tonne trucks, delivering home solid fuels and Calor Gas to customers in the region. Powered by an Isuzu 1.9 litre 125 bhp diesel, they also feature TGS dropside bodywork, they were supplied by Isuzu Dealer, Noel Kelly of Kelly’s Car & Commercial Repairs Ltd Limerick.

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Sales / Services / Parts UNIT 3/4 , CLONDRINAGH INDUSTRIAL ESTATE, ENNIS ROAD, LIMERICK, Tel: 061-455981 UNIT 4, GB BUSINESS PARK, LITTLE ISLAND, CORK, Tel: 021-4500775

Dennison FASTPARTS –

Over 20 years of expertise and experience

Dennison FASTPARTS recently moved to a 16,000 sq.ft. purpose built premises in Naas, County Kildare, which also houses the R&D Department and Workshop facility of the long established trailer manufacturing company.

With outlets in Naas and Lancaster in England, Dennison FASTPARTS is the spare parts and components sales operation of the Dennison Trailer Group, which has been supplying quality branded parts for over 20 years to family owned and International transport companies all over Ireland, the UK and Europe. Employing a staff of eleven, many of whom have more than 20 years’ experience in the Industry, collectively striving to ensure customers receive the highest level of service and receive the correct part when they need it.

Naas Industrial Estate, Fishery Lane, Naas, Co Kildare, W91 PT98

As oͦcial agents and stockist for all the leading brands, Dennison FASTPARTS carries a comprehensive stock of all trailer parts to keep the modern (and not so modern) ͥeet on the road, from the axle and suspension systems from SAF, Meritor, JOST (which acquired Daimler/ Mercedes-Benz Axles a number of years ago) and Gigant, to the braking systems of Haldex, Knorr Bremse and WABCO, lighting products from Apoeck, Truck-Lite and Hella, to the body components from the JOST range such as Landing legs and kingpins, Featherwing and Pommier Mud wings, Langver Curtain Tensioners, ECCO Safety Lighting and Camera Systems.

In addition, Dennison FASTPARTS stocks a large selection of ͥooring for trailers, ranging from Keruing in 28, 35, 40 and 50mm thicknesses to Laminated and Wisadeck Sheeting.

in the Trailer Parts sector

Customers will also ͤnd Ireland’s largest stock of DAKEN boxes at Dennisons with a full and extensive range from 400mm up to 1,200mm Tool boxes, Front and top loading Fire Extinguishers Boxes and Double Cabinets, mounting brackets and ADR Boxes, driver kits and reͤll packs. If plastic is not your choice, Dennison FASTPARTS also stocks the BAWER range of Stainless Steel and Powder Coated Steel Toolboxes as well as Stainless Steel and Powder Coated Light Panels.

As the Dennison’s Trailer catalogue is ever expanding to meet the needs of its National and International customer base, FASTPARTS, naturally holds the full range of bespoke Dennison Trailer parts for the complete range, including the variations of the SLIDER family, DFM range PSK and CURTAINS.

“Being part of the Dennison Trailer Group, we are proud of the ‘Dennison brand’ and know that our customer feel the same way about their trailers too. So we can assist in this area with the supply of branded mudͥaps, branded mud wings, tool boxes and even bespoke lighting kits. In addition, we have been supplying many of these products for a number of years to body builders and Agricultural Trailer builders alike. For more information on these products please do not hesitate to contact us,” explained John Browne, Parts Manager, Dennison Trailers.

NOW OPEN

T: 045 90 60 22 / 045 90 60 31 / 045 866 468 Contact John Browne - M: 087 79 87 003 E: johnbrowne@dennisontrailers.com & fastpartsnaas@dennisontrailers.com

30 | MILESTONE

M a ny m i l e s t o n e s r e c o r d e d a t M o f f e t t ove r 75 ye a r s in locations where low noise or no emissions are paramount,” he added.

Back in 2015 when Fleet Transport’s sister publication Handling Network featured the 70th anniversary and subsequent thirty year production milestone at its Dundalk plant, the article harked back to Cecil Moffett, the Monaghan born entrepreneur who forever changed the materials handling industry.

T

o people in the Border region and those involved in the road transport industry, the Moffett name has become an institution. Ever since Moffett Engineering created the original Truck Mounted Forklift (TMFL) branded the ‘Mounty’, the years that followed have continued Moffett’s objectives of being at the forefront of materials handling innovation and technology.

Moffett Engineering, which is now a global brand under the HIAB umbrella and owned by the Finnish Cargotec Corporation, is marking its 75th (Diamond) anniversary with the launch of its new second generation electrically powered forklift range, together with the integration of new work practices at its recently revamped production facility near Dundalk.

The next generation of the emission-free E-NX range will elevate the Moffett brand even higher on a global scale, an industry development that pleases long-serving employee Michael O’Reilly, Product Manager, TMFL, HIAB Truck Mounted Forklifts at

FLEETTRANSPORT | DEC 20 / JAN 21

Cargotec Engineering Ireland Ltd based at Dundalk. Together with Jann Hansen, the newly appointed Director, Sales & Product Business Manager, HIAB Truck Mounted Forklifts, the well-thought out plan is to build and implement a new strategy for Moffett worldwide. “Even if Moffett is the leading truck mounted forklift used in the world, we still have markets and segments where we can grow or introduce the efficiency of using a truck mounted forklift,” explained Jann. “That, together with the introduction of our second generation electric series, the E-NX, where we expect the demand for emission free, noise free and better work environment for the truck drivers is going to come very soon, [means] we are in a very good position to help our logistics customers with their future needs.”

“The latest E-NX is indeed a game changer in many ways,” added Michael. “It marks the statements of intent by the company and will change the whole landscape on how truck mounted forklifts are used. The E-NX is the world’s fi rst lithium-ion powered electric truck mounted forklift, ideal for deliveries

While the original model catered mostly for the agriculture sector, over the decades a range of models feature machines for almost any transport need or application, offering the most comprehensive lift capacities in the marketplace, with a variety of lift heights and a broad range of attachments for the most specific industry requirements.

HIAB’s ongoing investment in research and development continues unabated and the second generation of the world’s first electric truck-mounted forklift is due for launch this month.

While Cecil Moffett also came up with other agri related inventions such as a Binder in 1948 and a Potato Harvester in 1959, it was in 1986 that the Moffett Mounty came to revolutionise load handling in the road transport industry and the Moffett name has become synonymous with this since. As automation entered more labour intensive industries, the “Mounty” effectively reduced the need to have the traditional ‘helper’ on board to help load and unload. Putt ing it simply, the Moffett Mounty was a truckmounted forklift that could be carried on the rear of almost any truck or trailer and was completely different to the conventional forklift. With a significantly lower unladen

weight, i ht th the th three wheeled h l d Moff M ffett tt M Mounty t was capable of mounting/dismounting in less than 60 seconds. The new concept stood apart from the rest with a narrow turning circle, incredible manoeuvrability and an off-road capability that had not been seen before.

In the years following, a team of dedicated engineers and sales specialists put in every effort to attend trade shows around the globe and appointed a dedicated worldwide dealer network – with the mission to establish a machine that they all believed would revolutionise the load handling industry.

Facing varying legal requirements within Europe and across the world, they developed a dedicated Moffett Mounty community that helped turn a new material handling concept into a load handling device that changed the industry forever.

Without a doubt, it is a wonderful Irish success story and hard work over the years led the way to the Moffett Mounty making its way into all four corners of the world including the US, Canadian, European, Australian, South African markets and many other countries worldwide.

Today, all units in the Moffett range fully comply with Stage V emission regulations, with the latest ENX range continuing the pioneering spirit fi rst established by the Moffett Mounty and setting the standards for the years ahead in this ever changing world.

“More delivered in less time - that was the original philosophy and still remains to this day,” stated Michael. “A Moffett truck mounted forklift on the back of a truck or trailer vehicle greatly increases speed and delivers productivity while consuming none of the precious load space. By delivering direct to where it’s needed, taking the cargo the whole way – quickly, safely and securely Text: Jarlath Sweeney - editor@fleet.ie

i ht to t where h the th customer th t d it,” it ” he h – right needs added.

To put it simply, the Moffett range provides more precision, more versatility, more business, more profitability and a more competitive edge for the operator. “Ready in less than 60 seconds, dismounting can be done single-handedly in under a minute. And once on the ground, the forklift can manoeuvre easily even in the more rugged or confined areas.”

“When investing in a Moffett truck mounted forklift, customers benefit from the global Hiab service network, high-quality parts and expert assistance are always close at hand,” emphasised Jann.

Being part of the Hiab family brings many benefits as both Jann and Michael eluded to and as witnessed at major trade shows over the years. On the Hiab stand, visitors see the broad family offering that includes Hiab loader cranes, LogLift and Jonsered forestry and recycling cranes, Multilift demountables, Zepro, Del and Waltco tail-lifts as well as Moffett truck mounted forklifts taking centre stage. Shared communication and correspondence with sister brands in Ireland such as Hiab cranes and Zepro tail-lifts has led to joint sales with expert and experienced aftermarket solutions provided by all parties involved.

d l Lik Li ffett tt, P dd M h andd models.

Like M Moff Paddy Murphy his family run business at Macroom Haulage are celebrating an anniversary, 25 years in business this year.

Mentioning trailers, Moffett has a selection of authorised trailer manufacturers and body builders it’s aligned to, not only across Ireland and the UK, but also across European and global markets. The partnership with these manufacturers works both ways in ensuring that the right specification is included in the order book to equip the trailers/truck body with the Moffett system and also helps Moffett maintain its market leading position. Both products are equally compatible as the first life of the trailer/truck often matches that of the Moffett fitted at the time of original operation. Customer demand also continues in the next life for another decade, as Michael mentioned with pride.

Five years ago Moffett marked its 70 th anniversary with a special edition forklift produced in silver livery. Guess this time around the unique special edition will be coloured green as it will be the latest E-NX electric model and also its livery will signify that a litt le bit of Ireland commands the world.

The proof of the quality of the Moffett products, and the back-up provided by its sales agents can be found with Macroom Haulage, the County Cork based award winning haulier that covers the length and breadth of Ireland with its Calor Gas contract.

On the back of each framed trailer is a Moffett forklift which has brought increased efficiency to the delivery processes. To date, Macroom Haulage operates 25 Moffetts and recently added an additional 6 new M5 20.3 NX www.fl fleet.ie ti

32 | FUEL PRICES (WEEK 48) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.041

1.213

0.994

Belarus

EUR

0.594

0.640

0.594

Belgium

EUR

1.330

1.397

1.361

Bosnia-Herzegovina

BAM

1.854

1.996

1.804

Direct Vision Standard

Bulgaria

BGN

1.800

2.200

1.800

Are you ready?

Croatia

HRK

8.776

9.499

8.377

Czech Republic

CZK

27.490

29.070

26.230

Denmark

DKK

9.790

10.790

8.390

Estonia

EUR

1.226

1.275

0.985

Finland

EUR

1.421

1.502

1.269

France

EUR

1.369

1.407

1.235

Georgia

GEL

2.280

2.450

2.270

Germany

EUR

1.215

1.452

1.066

Greece

EUR

1.386

1.611

1.104

Hungary

HUF

356.700

378.450

368.400

Ireland

EUR

1.256

-

1.153

Italy

EUR

1.450

-

1.317

Kazakhstan

KZT

170.400

-

184.700

Kosovo

EUR

1.050

-

1.000

Latvia

EUR

1.084

1.144

0.954

Lithuania

EUR

1.065

1.152

0.923

Luxemburg

EUR

1.060

1.134

0.953

Moldova

MDL

15.550

16.050

13.100

Montenegro

EUR

1.090

1.130

0.970

Netherlands

EUR

1.640

1.729

1.297

North Macedonia

MKD

60.000

61.430

51.000

Norway

NOK

16.210

17.200

15.270

Poland

PLN

4.390

4.740

4.290

Portugal

EUR

1.457

1.481

1.289

Romania

RON

4.370

4.460

4.340

Russia Federation

RUB

48.040

54.290

47.870

Serbia

RSD

132.900

142.800

138.900

Slovakia

EUR

1.160

1.295

1.003

Slovenia

EUR

0.965

1.102

1.017

Spain

EUR

1.163

1.320

1.034

Sweden

SEK

13.730

14.330

13.830

Switzerland

CHF

1.410

-

1.490

Turkey

TRY

6.640

7.030

6.290

Ukraine

UAH

24.210

25.750

23.510

UK

GBP

1.124

1.285

1.171

USA

USD

0.558

-

0.645

From 1st March 2021 ALL goods vehicles over 12 tonnes will require a permit to enter London.

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

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

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+353 (0)12475296

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0% HP Finance*

€1,500 Caddy purchase contribution* Caddy Service Plan

€9.99 per month

*Typical Finance Example: CADDY 5 CARGO 2.0TDI 75HP M6F. OTRP €19,795. Deposit / Part Exchange €6,055 inclusive of €1,500 Purchase Contribution. 60 monthly payments of €229. Total Cost of Credit €0. No minimum deposit requirement. Finance is provided by way of Hire Purchase Agreement from Volkswagen Financial Services Ireland and subject to lending criteria. Offers only available on new retail orders from 12th October to 31st December 2020. †Payment of a Volkswagen Service Plan through a fixed monthly fee is only available to customers with a Volkswagen Financial Services contract and is based on 3 services or 45,000km.

†

34 | SERVICES

M50 Power Solutions - Providing high quality Hoppecke Products & Services

TCHF Charger

trak Uplift Air

M

50 Power Solutions, the sister company of M50 Truck & Van, the North Dublin based Commercial Vehicle Sales & Service Centre, is the official Irish agent for Hoppecke batteries and chargers. Hoppecke is renowned for its products for industrial purposes including heavy machinery, motive powered vehicles and aviation appliances.

Located at Dublin Airport, M50 Power Solutions provides a nationwide service, with its key technical personnel having vast experience throughout various industries. Over the years, the company headed up by Kevin Slator, as Sales & Technical Manager, has established a wide customer base and its reputation is held in high regard.

The Hoppecke family company has been developing and producing batteries in Brilon, Germany since 1927. Thanks to its leading research and development activities, it is the largest producer of industry battery systems in European ownership, supplying to over 148 countries.

Hoppecke manufactures and distributes motive power batteries, battery chargers, power equipment, battery accessories, outdoor equipment enclosure and charging bay solutions to suit all applications. Electric energy is required everywhere and in ever more applications. In this world, where everything becomes electrical, Hoppecke is the leader in their field. In Ireland, M50 Power Solutions understands customers’ needs and with its broad range of Hoppecke’s energy solutions, designed for safety and availability, it can provide product lines of the highest standard backed up by a responsive and speedy aftermarket service.

“We have had the Hoppecke agency for eight years now and in that time we have grown exponentially, expanding our customer base beyond the GSE (Ground Support Equipment) environment and into warehousing and distribution companies, wishing to upgrade FLEETTRANSPORT | DEC 20 / JAN 21

trak Air Principle

and reduce their carbon footprint, by moving to electric warehousing equipment,” explained Kevin. “We are primarily based in Dublin, however we carry out nationwide site surveys and offer experienced advice on installation and service programmes. We currently supply and service batteries, chargers and organise planned maintenance operations.

“In the warehouse and distribution sector, we have built up strong relationships with OEM’s and transport and logistic companies.

We particularly specialise in charging rooms (new installs and renovation), battery management systems and what is becoming very important in today’s ‘claim culture’, safe operation and procedure of battery maintenance and charger operation. We have a very competitive pricing and warranty structure, which has enhanced our growing customer base and that gives us that competitive advantage over our competitors. Currently, we employ eight staff and have a number of service vans on the road.

Hoppecke batteries can effect savings of up to 15% over our competitors batteries and when one considers the total running cost of the unit over its life time normally equates to the original capital cost of the equipment substantial savings can be achieved,” added Kevin.

Products & Services provided M50 Power Solutions supplies Hoppecke flooded lead acid forklift batteries for use in power pallet trucks, access platforms and all battery motive powered machines. If looking for a specific type of cell, charger or maintenance programme, Kevin and the team can discuss a wide range of options in order to achieve customer satisfaction. “We offer both British standard forklift batteries (PZB) and DIN standard batteries (PZS). We also pride ourselves on our numerous systems which have many benefits for both cost saving and fleet reliability,” explained Kevin. He then outlined the various systems available through the trak portfolio.

SERVICES | 35

Kevin Slator, Sales & Technical Manager

trak | basic Traction energy system with excellent price-performance ratio.

To minimise investment costs and make optimal use of budgets, while still having the benefit of a top quality system, then the trak | basic system is the ideal solution.

The trak | basic is a system with long life expectancy, comprising a high-quality Hoppecke traction battery combined with the most suitable and efficient charger. For the user, it is a system with an excellent price-performance ratio. trak | air Traction energy systems with electrolyte circulation.

In order to minimise operating costs through reduced energy consumption and increased availability of the battery system, then Hoppecke trak | air is ideally suited.

The high-quality trak | air system comprises a Hoppecke traction battery with electrolyte circulation and a microprocessor-regulated charger to ensure rapid and gentle charging of the battery. trak | eco Traction energy systems with encapsulated battery.

To reduce maintenance costs by spending less time on replenishing water, cleaning, and inspecting the battery system, the Hoppecke trak | eco system is the answer.

The high-quality trak | eco system comprises an encapsulated Hoppecke traction battery with modified electrolyte circulation and a HF charger, to give a battery which is virtually maintenance-free. trak | charger HF premium With the new trak | charger HF premium Hoppecke E provides a future- proof solution, which in many details has decisive advantages over other chargers. Automatic recharging of all forklift trucks can be implemented regardless of the state of discharge. trak | charger HF premium charges your batteries gently and efficiently, and can be easily integrated into battery monitoring systems to collect, evaluate and visualise all of the data from the network.

Whether for electrically powered goods and warehouse logistics in industry or in commercial environments, optimal networking ensures the greatest possible efficiency and sustainably protects the environment.

By individual adjustment of the charging specification depending on the field of application, an optimum charging strategy can be developed. Automatic compensation charges at the optimum time ensure a longer service life. In combination with trak | uplift products and intelligent networking, potential savings of up to 30% can be achieved. Therefore the trak | charger HF premium is a secure investment in reliability and efficiency.

Text: Jarlath Sweeney - editor@fleet.ie

“M50 Power Solutions offer on-site battery maintenance, repair and replacement programmes, which can increase the battery life and ensure fleet reliability and availability, maximising operational demands. Charging room installations and refurbishments is an area our highly skilled teams particularly focus on,” continued Kevin.

“We can also provide client employees training to ensure the safe practise of battery maintenance and the correct procedure for charging and disconnecting a battery. At a time where safety is paramount, this should not be overlooked! he advised.

“Regardless of the type of fleet present, we can offer various solutions to meet the customer’s requirements. On site repairs will also be dealt with in a swift and timely manner by our emergency breakdown team.”

In conclusion, Kevin extends an invitation to interested parties: “Please come directly to us at M50 Power Solutions for the most competitive prices on the market and be assured of high quality products and service.”

About M50 Truck & Van Centre With a wealth of knowledge in the industry since 1946, the M50 Truck & Van Centre provides customers a complete package for their commercial vehicle, coach and fleet maintenance requirements. Currently, the company, established by Tom Hendron and now run by his daughter Antonia, operates two main sites in Dublin.

M50 Truck & Van Centre, conveniently located off exit 5 of the M50, is a Road Safety Authority Commercial Vehicle Roadworthiness (CVRT) approved test centre, authorised service partner for Mercedes-Benz and Setra coaches, and Mercedes-Benz Sales & Service Centre for the complete range of commercial vehicles.

M50 Ground Support Equipment is based at Dublin Airport, provides the services necessary for the upkeep and repair of all airport related ground support vehicles and equipment. It operates a 24 hours/365 days a year on site refuelling station and operate and is the official supplier in Ireland of Hoppecke power motive systems for battery operated machinery.

For further details, please contact M50 Power Solutions on (01)8145996 or email info@m50gse.com

www.fleet.ie

36 | FIRST DRIVE I

MAN TGX 26.510 6x2/2

D

u r i ng t he Cov id-19 lockdown, an att ic att ack tidy-up on numerous boxes of press packs led to many memorable discoveries. One such keepsake ‘Press Info’ pack was from the launch of the MAN TG-A, at a landmark ‘It’s a MAN World’ event held at the National Show Centre, Dublin on 24 March 2000.

Attendees witnessed one of the biggest and most spectacular event ever staged by the automotive industry. “An introduction to MAN’s new Trucknology Generation for the new millennium” and “Innovative technology for road transport,” were some of the statements made, along with “The new TG-A is the most technologically advanced vehicle on the road today.” “Bristling with innovation, the TG-A sets new standards in productivity, safety and comfort.”

Two decades later, new challenges have had to be met and adapted to, and that goes for

the requirements of the truck driver also.

Compared to 2000 the age profi le of drivers has increased and the sector continuously batt les in att racting new, young recruits behind the wheel. Twenty years on and the new TG range has arrived. Ironically, the innovative theme then with the TG-A is the same now with the TGX, which is the name for the MAN truck flagship today. There is a slight change on the interpretation of the TG with the two initials now meaning Truck Generation instead of Trucknology Generation, with TG covering the complete truck and van range from the Munich based manufacturer, now owned by the Volkswagen Group (under the Traton family).

Apart from engine technology advancements in terms of emissions, fuel consumption and noise levels, one of the most noticeable developments has been the move from analogue to digital platforms, and the huge advances in safety systems and applications.

Cro roosssi sing ingg thr throu hrrooug ouuugh th the he cca cab a in is no pro roobbl ble lem a s thhee han le andbr an dbr dbrake brakee le lever ver e r,, posi pos ositio tioned ned wi withi t n thi t da the dash a sh sh are arreeaa, a , is i elle lect cctr tronical cally con onntro trolle lleedd.. In I add d iti ition, onn th on, thee gear gear a se selec lectio tionn cont tio cont ontrol rolss rol havve moov hav ove v d too the ve the he das da h also da lsoo.

FLEETTRANSPORT | DEC 20 / JAN 21

F example, the For o original TG-A had a newly developed 1 litre D28 meeting 12 Eu 3 (EGR) engine Euro emiss emission requirements and offering a power band from 310 to 460 hp. Today’s TGX tops 640 hp in Euro 6 Step D (SCR) form.

So much has changed, yet the driver remains key, hence why MAN’s design team set about creating the ‘perfect fit’ for the person ‘behind the wheel’. That is what they wanted the driver to feel when they got into the newly developed MAN Truck Generation.

And from our initial appraisal experience in the TGX 26.510 6x2/2, the effort made has achieved their goal. Every detail is exactly right. Not only within the work area, the additional assistance systems and the rest and sleep area are all well-conceived and designed. Compared to the TG-A and subsequent evolutions, the modifications made to the interior have been dramatic and future proofed.

Unlike the interior, the cab exterior has received relatively minor changes, mostly helping the aerodynamic flow, the thinking being to not differentiate the new model too much from the outgoing versions. Sure, the grille is different as is the lights structures and shape. A more modern look has been achieved.

Back to the new TGX’s biggest att raction, the cab interior. Gone is the straight lined dash panel, replaced by a wraparound driver’s area. In fact, even before the driver sits down, he/she will welcome the particularly back-friendly multi-adjustable seat design, which meets the Campaign for Healthier Backs (AGR) criteria.

FIRST DRIVE I | 37 Back to the electronic handbrake, which is now becoming the norm in the truck sector. It can be engaged anytime, but also engages automatically when the vehicle is turned off, but upon moving off it disengages automatically.

Behind the seats, a multizone cold foam mattress awaits with its slatted frame structure to ensure comfort while resting or sleeping. Drivers will welcome the revamped ventilation system. A new independent aircon system and auxiliary water heater fitted will silence the critics, as appropriate temperature levels can be established quickly and easily.

The multi-functional and multi-adjustable steering wheel may take centre stage but it is outdone with the innovative MAN Smart Select multi-media controls. Audi car drivers will be familiar with this type of cursor control multimedia system. Assuring and ensuring less driver distraction, there is no touchscreen. Functions such as sat-nav, music, camera etc can all be accessed through the hand to dial programme. Centred in the driver’s view is the fully digital dashboard that displays driving data from assistance systems, warnings, alerts and more. It is flanked by a secondary display for navigation via the infotainment module.

All controls are within easy reach and depending on the specification ordered, the communication hub can come in either 7” or 12.3” display, both with brilliant HD resolution, making for better viewing.

Similar to other makes and models of today, the gear controls have been placed in the steering column stalk. Once selected, there is no need to use it again until the journey’s end. Overall, the cabin feels roomier and airy to generate a pleasant atmosphere.

On the new TGX range, there are three cab types, the GX and GM for long haul transport and the GN for national distribution. Those familiar with the MAN TG of recent years will notice the cab name changes. The GX, GM and GN were formerly known as the XXL, XLX and XL. Can’t see the reasoning behind the renaming. Th is TGX 26.510 came with a GM cab which provides full standing height room, with the option of a second bunk, if required.

While truck engineers have focussed on reducing exhaust emissions from Euro 3 to today’s fourth step of Euro 6, they have also managed to up the performance while achieving remarkable results in lowering fuel consumption. What is significant about this latest MAN D26 diesel is that it offers 10 more horsepower, 100 Nm additional torque and amazingly is 70 kg lighter. New drive axle ratios help to influence efficiency and reduce fuel usage, with this version having a 2:31 ratio. #SimplyMyTruck is the hashtag created for the new MAN Truck Generation. It’s

obvious to see from what MAN has designed and built that the driver can take great pride in his/her work and selfishly say that it’s ‘My Truck’.

During the cross-Border drive between County Down and County Louth, roads of varying width, quality and terrain were experienced. Very pleasurable at that. Today’s trucks for tomorrow have come a long way. A perfect driving position was found quickly and as we motored along, the gearshifts from ZF’s 12-speed automated transmission were not just smooth but effortless. Visibility allround has been vastly improved, thanks to the repositioning of the frame housing. The three stage engine brake did its job as did the lane detection system when nearing and on the white line. Bearing in mind that this version was one of the pre-production models issued for dealer demonstration purposes, this TGX 510 was faultless.

Overall, we were impressed with this new version TGX, which has just been honoured with the prestigious International Truck of the Year Award 2021. During the inaugural Irish test drive, pulling a new SDC curtainsider (with 27- tonnes ballast on board), it was faultless. Already MAN Importers Ireland and its Dealer Network, have had keen interest in the new MAN TG range, and no doubt they will be seen out on the roads from next year onwards.

And so 20 years of MAN Trucknology generation have passed. No doubt it has stood the test of time. Just as the road networks have improved, the conditions for the truck driver have vastly improved also.

The better the truck, the better the driver.

The new MAN TGX will bring out the best in all aspects of its operations from owner, fleet manager and driver alike.

Spec Check Make/Model:

MAN TGX 26.510 6x2/2 Midlift tractor-unit

Engine:

MAN D26 inline 6-cylinder Euro 6D

Power:

510 PS @ 1800 rpm

Torque:

2,600 Nm @ 930-1350 rpm

Transmission:

MAN 12 speed TipMatic & 2.31 fi nal drive ratio

Cab:

GM medium roof sleeper

Braking System: ABS, ASR, ESP, Electronic Parking Brake Assistance System:

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

Fuel Tank:

Adaptive Cruise Control • Emergency Stop Signal • Emergency Brake Assist • Lane Guard System • MAN Attention Guard 460 litres

Tyres/Rims:

315/70R22.6 Alcoa Dura Brite alloys

Colour:

Golden Topaz www.fleet.ie

NEW MAN TRUCK GENERATION

MAN Trucks Dealer Network Dublin MAN Importers Ireland Dublin 12 T: 01 4191300

Wexford MS Commercials, New Ross T: 051 422277

Limerick Dennehy Commercials, Limerick T: 061 229900

Westmeath Oâ&#x20AC;&#x2122;Reilly Commercials, Ballinalack T: 044 9371360

www.truck.man.eu/ie

#SimplyMyTruck

Donegal Newtown Trucks Newtowncunningham T: 074 9156666

Cork Walker Commercials Rathcormack T: 025 87770

Galway Athenry Truck Centre Ltd Galway T: 091 849375

Cork D Dennehy, Carrigtwohill T: 021 4883300

40 | FIRST DRIVE II

MAN TGL 10.190: MAN’s Distribution truck species further evolves

Well, with the new MAN Truck Generation, the offering is strong.

In the distribution sector MAN Truck & Bus has the TGL and TGM ranges and both model line-ups have been revamped significantly under the Truck Generation renewal programme. As the comparison photo portrays, the cab’s design has not changed all that much with some restyling happening around the grille, light cluster and bumper structure. However, while the exterior changes equate to an ‘evolution’, the interior modifications can be best described as revolutionary.

The 10-tonne 10.190 TGL version driven here (for the fi rst time in Ireland) sits in the middle of the range, covering from 7.5 tonnes to 12 tonnes, while the TGM caters for the 12 to 26 tonne GVW sector.

Th is Day Cab version has just one step to enter the cab. First impressions within seconds of sitt ing into the suspension seat are of an appealing layout, with the new multifunctional steering wheel, curved dash area and overall spacious ambience among the standout improvements over the old cab. Also notable is a larger gap between the window panel and mirror housing (it now incorporates both mirrors in one unit). Overall a dramatic change from heretofore, one that will no doubt be widely accepted from the driver’s seat.

D

uring the h initiall Covid-19 C d lockdown l kd period, d the h transport and logistics fraternity were lauded for the invaluable service provided, ensuring that shop shelves were kept fi lled and PPE equipment was delivered when and where required. Keeping the supply chain running smoothly every day is down to efficiencies, in which the delivery vehicle plays an important role, as does the driver, of course.

The job of the distribution driver is ever more demanding, coping with traffic, seeking parking bays, loading and unloading as well as keeping within the driving hours regulations and working time directives. However his or her daily task can be enhanced by the equipment available. For example, that the truck is 100 percent fit for purpose and tailored to actually meet the needs of the driver.

So naturally when a new truck range is launched, the eyes and ears of distribution drivers everywhere perk up to fi nd out what the truck has to offer.

FLEETTRANSPORT | DEC 20 / JAN 21

Also part of the redesign is the repositioning of the gear selection and hand brake. The former moves across to a lever on the (multiadjustable) steering column, while the handbrake has gone electronic and is placed in the middle of the dash area. On the right stalk is the two-stage Brakematic Exhaust brake lever. Next to it is the interactive touchscreen which contains many functions from infotainment to vehicle performance. These features are also accessible from the steering wheel sections – right and left . To the left are the modes for the cruise control, audio volume and phone connection, while the right side covers the radio station choice, trip info and other info for the driver to observe and record. Th is data is also easy to read on the centre display area.

It is worth noting that MAN’s development team took into account vast amounts of feedback from over 700 truck operators and drivers and implemented their suggestions into the fi nal interior design process. Already, their work has been acknowledged with two major awards. The TGL’s user friendliness was honoured with a Red Dot Award, while the design quality of the driver’s workplace has been recognised with the Gold prize in the German Design Awards 2021.

FIRST DRIVE II | 41 Warning buzzer, Rain Sensing wipers and Lane Departure Warning system. Equally, the Monread built 20ft box body with Dhollandia tail lift has been well kitted and fitted out, and together they present a fi ne unit.

On a day when four seasons weather hit the country, the test drive experience began with brilliant sunshine, but in true Irish style before too long heavy rain and even hailstones were encountered.

A good trial run for the wipers, brakes and air-con which all did their job well, while visibility remained excellent whatever the weather threw up. Engine noise on the move was minimal and gear changes were seamless, although it is best to keep the revs in the green zone for overall smoothness. For example, while at 80 km/h, the revs remained at 1,350 rpm in 6th while at 90 km/h on the M6/ M4 motorway, the rev counter showed 1,500 rpm.

Storage provision is to be found all round the cab, including in and around the dash area, overhead and in the door pockets. One big obtrusion however was the positioning of a full sized middle seat on top of the engine housing/hump. It’s far too high for any passenger comfort and imposing on the driver alongside. Note that this extra seat is only available on the autobox model. On the old model a two person bench seat did the business and worked well within the confi nes of the 2.3 metre wide cab.

Under the cab of our test truck is a 4.6 litre, 4-cylinder in line Euro 6D diesel that pushes out 190 hp and 750 Nm, which is about 10% up on the outgoing model. For light to medium duty distribution, two versions of the D08 series engines are provided. Depending on the number of cylinders (4 or 6) their capacity of 4.6 or 6.9 litres have outputs ranging from 160 hp to 320 hp (across 6 variants).

Mentioning efficiencies previously, the TipMatic 6-speed automatic transmission co-developed with ZF works well with the powertrain, easing some of the pressure on the driver.

On this particular model, the specification is impressive. It includes the MAN Audio Advanced 7” media system with touchscreen and smartphone integration, Digital Dash Display, Audible Reverse

MAN Truck & Bus has informed us that the latest drivetrain is more fuel efficient and its TCO (Total Cost of Ownership) is lower too.

All of which augers well for future purchasers of this new Truck Generation from MAN Truck & Bus. With the TGL catering for the light range sector, the TGM doing medium duty work, and the TGS and TGX line-ups catering for national and long haul transport and construction applications, all operations continue to be as well covered as before - but now in a more efficient manner!

Spec Check Make/Model:

MAN TGL 10.190 with ‘CC’ Day Cab (3 seats)

Engine:

4.6 litre D0834 4-cylinder in line Euro 6D

Power:

190 hp @ 2,300 rpm

Torque:

750 Nm @ 1,200 – 1,750 rpm

GVW:

10 tonnes

Transmission: Brakes:

6-speed TipMatic overdrive automated with Hill Hold, Efficient Roll function Discs on all axles, ABS, EBS, EBA 2

Suspension: Wheelbase:

Parabolic Springs on all axles 4,500 mm

Tyres/Wheels:

235/75 R17.5

Tank Sizes:

180 litre Diesel, 35 litre AdBlue

Body:

20 ft Monread box GRP body

Auxiliaries:

1,000 Dhollandia Cantilever tail lift

Cab Dimensions 2,240 (w) / 1,620 (l) / 1,585 (h) (mm):

Pictured are old (right) versus new cab design Text & Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

42 | TIMES PAST

MAN Proudly wears The Lion of Brunswick emblem

Complete logotype of MAN vehicles from 1986.

M

AN Truck & Bus, the Munich headquartered manufacturer of commercial vehicles, proudly wears the emblem of a lion. Have you ever wondered where the emblem originated from and why it adorns the radiator grilles of these vehicles seen daily on our roads?

Czech Republic’s ITOY member Milan Olšanský explains.

To explain this involves answering more than one question. For instance, what kind of lion is it? Why is it from Brunswick? Is this the lion associated with the Knight Brunclík? The one the brave hero saved and who then accompanied him for the rest of his life and finally got into his coat of arms? The one with the double tail, because Brunclík accidentally cut it in two with a sword in a bitter fight with a dragon!

The one that Alois Jirásek (renowned Czech writer from the 19th & 20th. century, 1851-1930) wrote about in the Legends of the Christian Age in the chapter “About Bruncvík”?

Knight Brunclík, resp. his statue at Charles Bridge.

which gradually became its main production stream. As part of various acquisitions of competing manufacturers, M.A.N. in 1969 shared a factory with Büssing and eventually took over the company in 1971.

The acquisition of the Büssing brand gave the Munich company another opportunity to grow its production capacity. In addition, the so-called Braunschweiger Löwe (Braunschweiger Lion), which originally decorated the radiator grilles of Büssing vehicles was added to the existing logo comprising the letters M.A.N. The lion was the original icon of the city of Brunswick (German: Brunesguik, later called Braunschweig).

The lion statue was cast in 1166 as a symbol of power, authority and jurisdiction of Henry the Lion of Brunswick, Duke of Bavaria and Saxony (1129 - 1195). It was placed on the Burgplatz (Castle Square) in front of Dankwarderode Castle and Brunswick Cathedral. Thanks to its major presence and the lion’s status as the king of all animals, the castle is also known as Burglöwe (Lion’s Castle).

Two-tailed lion in the coat of arms of the Czech Republic.

Proven history So let’s start with what is clear. M.A.N. was established in 1908. It took less than seven years before truck manufacturing began (1915), FLEETTRANSPORT | DEC 20 / JAN 21

The Brunswick Lion is the oldest and largest preserved medieval statue north of the Alps. We have not preserved information about who cast the statue, but it is really a masterpiece. It weighs about 880 kg, is 1780 mm high and 2790 mm long, and its thickness extends to 12 mm. In order to preserve the original sculpture, a successful copy stands at Burgplatz in Braunschweig. Various replicas of the Brunswick Lion statue can be found both in Germany (for example Goslar, Lübeck, Schwerin) and abroad at the Victoria and Albert Museum London, Harvard University, USA to name just two.

TIMES PAST | 43

A number of replicas of the famous lion statue from Braunschweig, such as this one in front of Blankenburg Castle, are located all over Germany and beyond.

Legends and myths And now let’s explore some related stories and legends. According to legend, Henry, Duke of Bavaria & Saxony, came across a lion fighting a dragon on his way to Jerusalem. After saving him, the lion then accompanied his saviour for the rest of his life. This legend was popular in Germany, Holland, Denmark and Sweden in modified versions, as well as in the Czech Republic, Hungary and Russia. But it is not original, but comes from the French legend of the Knight Yvain.

However, in Czech legend, the Knight Bruncvík (also called Brunclík) was the son of the Czech Prince Žibrid (according to another version; of Prince Štylfryd), who conquered the eagle emblem for the country.

However, Bruncvík decided he needed a better family coat of arms.

With a large entourage he set out into a world where he experienced various adventures and fought all sorts of exotic animals and monsters.

Among other things, he saved the life of a lion by killing a terrible dragon, and for this bravery he received a lion in the Czech coat of arms. Th is is probably a Czech modification of stories about Sindbad or Odysseus.

in the thirteenth century and has remained in the coat of arms of the Czech Republic to this day is still a very unconvincing question.

Indeed, I believe that it will remain so.

With the acquisition of Büssing, the Munich MAN also acquired a stylised lion from Braunschweig in its logo.

According to another story, Bruncvík obtained a miraculous sword at King Olibrius’s Castle, which would knock off the heads of all enemies upon request. The sword was lost after Bruncvík’s death.

The legend of Přemysl Otakar II is also connected to this, according to which the Monarch threw his sword into the Vltava in front of cheering Praguers after the victory over the Hungarian King. There is a presumption that a variant of Bruncvík’s name Brunclík could come from the German form of the name Přemysl - Prunzel. There are also a number of so-called ‘true’ tales about the double tail of a lion in the Czech emblem. Personally I like the old Czech Legends the most.

Whether the Brunswick Lion is the animal acquired in Czech heraldry Text: Milan Olšanský - ITOY

In the most modern design (MY2017), the lion is placed in a black box inside a chrome bar, which frames the mask of MAN TGX trucks from above. www.fleet.ie

44 | FINANCE

Safeguarding Business

M

ost transport firms associate the word audit with the annual check that their accountant performs.

Actually, these are not audits as only large firms now fall into the actual audit requirement net.

The second reference to an audit relates to the dreaded Revenue Audit where normally firms have the opportunity of disclosure (the opportunity to review actions done and explain these actions to Revenue pre a full audit). If it is deemed a full audit is appropriate, or Revenue requires one, please remember the Revenue representatives come with two very important elements in their armament; one is usually information on the business from other sources and the second is a detailed analysis of the business sector based on information compiled from other audits.

During the annual accounts preparation the Accountant will usually send out a junior to review ad-hoc invoices, perhaps check road tax details against the fi xed asset register and quickly return to his/her office. Analyses of diesel records, drivers wages and expenses, and general maintenance costs are seldom reviewed in any detail. A brief stroll around the yard at lunchtime or an observant eye to spot-check the fleet on the road is rarely carried out by professionals but typically by uninterested juniors usually under work and exam pressure. The annual fee covers a brief discussion with the practice owner, with the main objective being getting his/her fee paid.

An internal audit is where an unbiased third party (usually an accountant) is asked to review the business and internal processes, research compliance issues, look at the cost structures of the business and the internal controls in place, and then give a comprehensive analysis of findings.

It is vitally important to get an individual that has knowledge and expertise in the specific sector the business handles, as approximately 50% of controls are the same in all businesses. It’s the remaining 50% of controls that need an individual with the knowledge to know which areas to review and who can benchmark these against known norms.

A genuine question raised is why an internal audit is needed, no doubt adding cost to the business, especially when the owner oversees all areas of the business personally. Simple answer is that internal audits reap rewards even in the best managed businesses and while the overall view of the business may be accurate, sometimes the nearer the owner is to the business the more difficult it is to see the ‘wood from the trees’.

An internal audit may disclose practices that are incorrect, and highlight work practices and cost centres that the owner may never made aware of. The auditor will check internal control mechanisms so that proper control systems are in place to verify and monitor key revenue streams from accurate, timely and comprehensive sales

FLEETTRANSPORT | DEC 20 / JAN 21

invoicing, proper debt control and also the monitoring and costing of business purchases.

Also, an internal audit may highlight inadequate control over purchasing systems and payment to suppliers. For example, how are all the receipts of purchases checked? A prime example is who actually monitors the cost price and actual volumes received for bulk diesel purchased. The two biggest cost headings in transport are diesel and wages. Other questions include: What system monitors drivers and staff hours? How are the expenses drawn and also how are holidays allocated and sick days monitored? How is overtime monitored, controlled and signed off ?

Many in-house workshops have little or no internal controls compared to third party workshops. Not only does the allocation of parts to specific jobs and individual asset items need to be transparent but also needed is a comprehensive review of labour and overhead expenses to specific jobs. A poorly managed, unproductive internal workshop is far more costly than external maintenance that is fully controlled and monitored. A big issue in routine service costs is the time and expense required to take units to the main dealer and the inflexibility of the brand agency to work during vehicle downtime. Because of the technical complexity of modern plant and warranty requirements, it may be feasible from a control and cost perspective for main dealer personnel to operate from the transport firm’s workshop on prescheduled service and warranty items. In relation to workshop costs, what portion is allocated to routine maintenance, and what element of repairs relates to driver damage and abuse must be assessed.

In relation to overheads, see what controls are in place, how are costs managed, and how these costs are benchmarked. Unless there is a clear understanding of what contribution overheads give to the bottom line, it’s very difficult to tackle the issue properly. Cutting overheads may only contribute in the short term to an improvement in the bottom line, and reducing administration expense can quickly become an expensive knee jerk reaction. Therefor it is best to review and benchmark costs and productivity of overheads in line with the business. A prime example of overhead cost cutting is where the business owner takes on more of the daily routine work, tackling administration, transport management, maintenance and driving.

Depending on the scale of the business some time on these functions may be necessary but if the business does not have proper overall management because of unproductive use of the bosses’ time, the company will ultimately lose ground.

Internal audit is a process in the business to guarantee best practices and compliance and a further tool to aid the business to develop and increase profitability. The process is not for external reporting to the Revenue Commissioners or the Road Safety Authority (RSA), rather a means to safeguard the business and get the maximum return possible.

Text: Donal Dempsey - donal@fleet.ie

SAFETY | 45

Safety Matters . . .

Safety Matters . . .

Safe Deliveries & Collections

D

eliveries and collections are essential to business, but can be some of the most dangerous activities management and staff have to deal with. Th is kind of activity will be increasing at this time of the year, and therefore the exposure to risk increases. It is therefore very important to give this issue the attention it deserves.

Every year, thousands of workers sustain serious and fatal injuries when working around trucks, trailers or vans, which are collecting or delivering goods. Unless vehicle movements and work activities are carefully controlled, people are at risk of: • being hit by moving vehicles, (reversing vehicles in particular) • slips, trips and falls in the general work area and on or from the vehicle • injuries caused by vehicles turning over • being hit by objects falling from vehicles • injuries from manual handling tasks People often assume that someone else is going to take action for safety management, particularly where there are a number of people involved in the work activity. In the absence of adequate work planning and supervision, this can mean that nobody takes the necessary action. Individuals are often unfairly blamed for workplace incidents that could have been prevented if the Persons in Control of the Place of Work (PCW) had consulted, cooperated and coordinated with one another.

PCWs commonly involved in the delivery of goods or materials are: • Supplier or consignor – the person sending the goods • Transport operator – the person (company or owner-driver) carrying the goods • Recipient or consignee – the person receiving the goods Joint Responsibility.

A common factor in delivery/collection incidents is the absence of an agreement between supplier, transport operator and recipient about who is responsible for what in terms of safety. In most work situations, the safety of a worker is primarily the responsibility of their employer, but to deliver or collect goods or materials, workers have to visit places of work controlled by others. The safety of everyone at these places of work, including people visiting the site, is the responsibility of the PCW. The PCW has a duty to manage and control the workplace.

All PCWs must consider the risks related to the delivery and collection of materials and goods and eliminate them or, if this is not reasonably practicable, minimise them so far as is reasonably practicable to prevent harm to workers, and others affected by the work activities.

agree who will do what and when, to control risks. Duty holders must assess delivery and collection risks and reduce them as far as reasonably practicable. Arrangements for preventing vehicle incidents during deliveries and collections should be reviewed in consultation with safety representatives, drivers and employees as appropriate. Consider what further steps could be taken in cooperating to reduce risk.

In order to ensure deliveries and collections are carried out safely there must be effective co-operation between the main duty holders. Risks must be assessed and safe systems of work planned implemented and supervised.

• • • • • • • •

Ensure that vehicles and equipment are safe, suitable for job and in good repair Ensure that staff are competent and drivers are trained Provide personal protective equipment (PPE) appropriate to the work activities and training in the safe use of same Avoid/manage work at height activities Avoid/manage people accessing vehicle and load platform Keep vehicles and people apart where practicable Plan for safe loading/securing/unloading Plan for deliveries/collections: have a safe delivery plan (see below)

Safe Delivery Plan The general principles that suppliers, transport operators and recipients should follow are: • Send out safety information on deliveries and collections to other parties in the delivery chain • Request safety information on deliveries and collections from other parties in the delivery chain • Include information on how the vehicle was loaded if this is needed for safe unloading • Plan the best times for deliveries to arrive • Know the route; anticipate problems • Plan to have the right number of people and equipment ready to handle the delivery when it arrives • Plan how to keep the driver and all others who may be affected by the activity safe • Implement a procedure for situations where load has shifted or collapsed in transit, so that it can be safely unloaded.

• Suppliers and recipients – organising your site for safe deliveries and collections Please fi nd detailed information on controlling workplace vehicle risks and on managing workplace transport safety at: https://www. hsa.ie/eng/Vehicles_at_Work/

Irresponsible employers may use the overlap in responsibilities as an excuse for not doing more to protect those involved in deliveries.

Th is overlap can cause dangerous misunderstandings unless all parties exchange information about the main risks involved, and www.fleet.ie

46 | COMMENT

Brexit - Not the recipe for a Happy New Year

A

s Christmas looms there’s a strong temptation to launch into one of those looking over your shoulder pieces on the highlights and lowlights of the dying year, but for 2020 that has to be considered too sentimental. As we face into year-end, 2020 has the capacity to going down as being the year of the greatest ‘business car-crash’ that the Irish public has ever experienced. A year that has seen the toughest possible conditions experienced by every element of the supply chain, last mile, fi rst mile, and all points and modes in between.

Indeed, it makes more sense to look forward and to focus on the post-Brexit transition world. Looking back at 2020 in years to come, Covid-19 may be given the credit for the explosion in e-commerce, the “Green” agenda may take credit for the resurgence of cycling and the movement of freight by rail, but perhaps the Brexit effect on Supply Chains, specifically those affecting the island of Ireland, will be the stand out event.

Right from the time that the result of the UK Brexit referendum was announced it was clear that leaving the European Union (EU) and Britain becoming a “Th ird Country” had the potential to disrupt how businesses based in Ireland would operate. Even if there was a great Free Trade deal, Brexit would see the return of Customs, Agriculture and Health border controls for anyone trading with, or through, Britain. In the intervening four years, organisations including the Irish Exporters Association have been pushing out the message that Irish traders should think their business model through from top to bottom. Could products be sold to, or sourced from, countries other than Britain? If trading with Britain remains important to them, can it be organised in such a way as to minimise those control costs and delays? If the supply chain to or from Continental Europe or further afield runs through Britain, does it have to, or are there other ways to ship?

From where I'm sitting - Howard Knott howard@fleet.ie Ship’s Bag containing the documents for up to sixty trailers, many with multiple consignments on board. The worry was; were all the papers I needed there? Could we get the trailers that had to be on the road before dawn, cleared through Customs?

It was not uncommon to fi nd that some papers were missing and you had to head out into the yard with the Customs Officer to break the trailer seal so that I could climb into the back and try to rescue the documents from what was always the most difficult to reach pallet on board. Any discomfort involved in this was better that facing phoning the driver at 2 am to tell him that his load for 5am was not going to ready!

The realities of life after Brexit are not going to be easy!

IRELAND'S LEADING SUPPLIER OF TRUCK AND BUS WASHING EQUIPMENT.

Th is messaging seems to have worked and most Irish based fi rms appear to be well prepared. It does seem though, at the time of writing, that this is not the case in Britain, and even with possible derogations things there will be difficult. In recent weeks the British “Landbridge” has been much in the news with messaging from all sides that it should, where possible, be avoided. Focus on this question should not be allowed to divert attention from the problems in Ireland/Britain trade.

Those of us who were in the forwarding and trailer businesses before the EU Single Market came into operation and swept away all border controls within the Community, will remember the realities of these controls and just how much time and effort was needed to ensure the smooth flow of goods and of the trailers carrying them. For trailers, the work was on a 24/7 basis and this is something that, even with all the latest ‘on-line’, mobile phone and other new tech innovations, will remain an around the clock activity. I have vivid recollections of leaving home at ten o’clock in the evening, having observed the Tipperary passing the Kish light on her way into Dublin from Fleetwood, and heading down to the B+I Ferryport with a bundle of almost completed Customs entries under my arm. There followed the great opening of the FLEETTRANSPORT | DEC 20 / JAN 21

With over 40 years experience of the wash business you can rely on Gough Brothers for a quality product backed up by a quality maintenance service.

Gough Brothers Ph: 01 443 8888 | sales@goughs.ie www.carwash.ie/truck-wash

LEGAL | 47

Huge Landscape change for the Road Haulage industry

N

o one has yet been brave enough to predict the end of Covid-19, indeed new restrictions are arriving on a daily basis and both large corporations and small businesses close with alarming frequency all over the world. One thing however is certain; whenever Covid-19 leaves us, or is controlled, normal life as we know it today will have changed.

One of the main causes of these changes is the frightening ease with which the virus is able to spread from person to person. ‘Work from home’ is the new battle cry and those offices which were staffed by battalions of secretaries are now standing empty. However, it appears that people work better when they have contact with others, therefore the future will probably feature offices with staff coming in to work there for a limited number of hours each week. Factories and other work places will have to achieve an acceptable level of separation between the workers if they are to continue. It can only be hoped that the current experience will teach people to live with the concept of personal space.

Road haulage faces its own specific problems of which possibly the arrival of Brexit in the UK is the least problematic. Even if, when the dust has settled, Irish goods can be carried freely throughout the European Union (EU), the rest of Europe hauliers will still have to comply with any virus restrictions that may be imposed. Given the ease with which it appears that the virus can be transmitted, it seems inevitable that each country will impose its own restrictions, and it is the movement of individual workers from one country to another that is likely to attract the greatest range of restrictions. Problems may be increased in companies in which the workforce is drawn from various nationalities, and it is conceivable that the nationality of a driver will need to be determined before a vehicle leaves the depot for its destination.

At the moment, however uneasily, things remain as they always have been and the question is what, if anything, should hauliers be doing now? In the first instance, as far as possible, loads should always be planned for a single destination. Where that is not practical, part load destinations should be given careful thought not only because of the problems which might arise when the part load is unloaded, but also because the location of the intermediate stop may affect the way the load is treated when it reaches its destination. It is now more important than ever that all those concerned with the movement of goods read the trade press and newspapers, listen to the radio, and watch the television to discover at the earliest moment when any new checks or procedures are introduced.

points in the EU, and this is a situation that is unlikely to change.

Th is uncertainty is added to by the fact that a ‘No Deal’ Brexit now appears to be inevitable, and not only is the reaction to foreign vehicles uncertain in the UK, but the reaction in the EU to vehicles arriving from other countries is also unknown. Here in the Republic of Ireland it is likely that we will have immediate problems once we see the end of Brexit and the border with the North once again becomes a formal International border.

Hauliers here, accustomed to arranging short trade journeys into Belfast, may suddenly find that those journeys are no longer practical or are much more expensive as a result of border controls. Nonetheless, those companies accustomed to using the services of a haulage company in the course of their trade are likely to continue to use the established systems unless the journey becomes too lengthy, or becomes prohibitively expensive. Of course companies accustomed to trading in the Republic may find that the new problems of accessing that part of the island of Ireland make customers here less attractive.

These new border controls, whether they be in the UK or the EU, may give a golden marketing opportunity to the railways - provided that the rail connections suit the traffic both as to the destination and the size of the load. A twenty-foot container is always going to be easier to search than a forty-foot articulated vehicle. Customers are likely to see the attractions presented by the use of a smaller container for their goods. Conversely lengthy border delays suffered when articulated vehicles are searched, particularly if the search is hostile, can substantially affect the viability of a particular journey.

Hauliers are going to have to develop their political awareness so that they can discuss a proposed journey with their customers, possibly by putting forward an alternative route which might avoid anticipated delays. Programming trips which require a vehicle to cross national borders may require a great deal of planning and it may be that trip planning is likely to be the major problem faced by the haulage industry in future.

Currently the over-riding emphasis is on the need to control human contact. We are urged to use face masks or shields when we are in a customers’ premises or other enclosed building, whether a shop or a supermarket. Employers are responsible for ensuring that all their employees are both aware of, and comply with, the regulations. At the very least drivers must carry face masks, and must comply with any local requirements at any premises they visit.

Predictably the first line of defence employed so far by each country is to use border controls to prevent anyone who may carry the virus from entering that country. We are already hearing of vehicles being delayed for hours at border crossing Text: Jonathan Lawton - jonathan@fleet.ie

www.fleet.ie

48 | OPINION

Covid-19 - An Appetiser for Brexit?

S

mall businesses, the self-employed and their employees continue to suffer in the middle of the Covid-19 crisis and are now facing the effect of a Deal/No Deal Brexit.

One sector that will be most affected is the road haulage industry and the wider logistics and supply chain sector. While it is largely true that the Covid-19 crisis has not been as severe on truck operators as other businesses, it has caused some disruption and added cost to their operations.

Most recently, the delays as a result of the motorway checkpoints by the Gardai have been unfortunate and in most cases unnecessary.

But, not for the fi rst time, the real fault line that has appeared in this crisis is the difference between the State and the private sector.

Since the foundation of the State (and I am sure it’s the case in all countries), there has been a different culture and mind-set between those who operate in both sectors. For the most part, there is a level of expectancy and tolerance of both groups. It would not be unusual to receive a document back from a Government Department, because it was not completed with the right coloured pen, or a potential confl ict where part of the document was dated in a way that differed with the main document. Most people take that kind of thing on the chin, grit their teeth, make the necessary amendment and return it. Of course, these differences can escalate to a point where extra expense is created for a reason that may appear “over the top” but have a perfectly reasonable explanation from the Government Agency involved.

traffic created by Brexit. It is bad enough that this body is arrogant enough to think this, but it is strange that it choose not to consult either the Irish Road Haulage Association (IRHA) or the Freight Transport Association Ireland (FTAI).

Aidan Flynn, General Manager of the FTAI said the Government must support the establishment of new ferry services to offset the risk which a ‘No Deal Brexit’ presents to the route between Ireland and mainland Europe.

So, when the State does something that just creates some annoyance, people can deal with it, no worse than a litt le indigestion. But when they start to regulate and make policy that is likely to threaten the survival of small business, that’s different. Recently, the British Government told UK Hauliers that if there are delays and difficulties, they have no one to blame but themselves for not being prepared.

British haulier fi rms, like Irish hauliers have been preparing for ‘Brexit Day’ since the minute the result of the Referendum was announced. Collectively, they are aware of the chaos looming. It is here now. Brexit is a political failure but please don’t blame the hauliers..

I regard all these situations as the normal rough and tumble in business and typical of the level of acceptable tension and friction, albeit at a low level, that will exist between State Agencies and private business. When the State starts to make decisions and take and make policy positions that threaten livelihoods and companies, that is a different and more serious matter.

Covid-19 and Brexit are challenges that will have a big impact on people’s livelihoods for many years to come. In the past few weeks the Government has been making decisions that are going to have severe consequences on the private sector, now and into the future.

NPHET, the mechanism for coordinating the health sector response to significant public health emergencies, is being held up by many as the ‘Gurus of Covid-19’. Evening briefi ngs for some have become as compulsory to watch as the popular “Britain’s got Talent” TV series. While there is no doubt that dealing with Covid-19 is a serious business, it is fair to remember and remind people that these are the people that in sett ing up the HSE, combined the worst of the old Health Boards with a new system that has never seemed to function. They oversaw the disastrous PPARS (Personnel, Payroll and Related Systems) and seem to be responsible for the Smear Test failings. To top it all, HSE representatives are frequently on the evening news apologising for a medical error to a patient after dragging them through the Courts.

By the time you read this, God knows where we will be with Brexit.

It does not bode well as at the beginning of November, the IMDO (Irish Maritime Development Office) said there was enough capacity on existing ferries serving Ireland to cater for any extra FLEETTRANSPORT | DEC 20 / JAN 21

Sam Dennigan & Company Full Time QualiĮed HGV Mechanic required for our large Ňeet based in Oldtown, North County Dublin.

The Ideal candidate will have: •

NaƟonal CraŌ CerƟĮcate.

•

Minimum of 3 years’ experience.

•

Knowledge of diagnosƟc equipment essenƟal.

•

Good communicaƟon skills, and Ňuency in both wriƩen and spoken English.

•

Flexible and works well within a team and on their own.

•

Experience working with: DAF Trucks, Reefer trailers (Chereau/Gray & Adams) and Tail LiŌs (Dhollandia/ Zepro).

CompeƟƟve Salary dependent on experience and qualiĮcaƟons.

CV’s to careers@samdennigan.ie or contact the HR Dept on 01 8010500 for further informaƟon.

Text: Sean Murtagh - sean@fleet.ie

fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 49

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

Volume 15, No. 5 Winter 2020

CMA CGM greatly expands its freighting options: Links Ireland with Dunkirk and onwards •

R

apidly developing Shipping & Logistics group, CMA CGM has significantly improved its service offering to Irish traders. The recently established service, (BENI-1 route) developed under the Containerships’ brand, has now been expanded to a weekly rotation of four calls with the addition of Dunkirk to the schedule.

much of its Irish Deep-Sea traffic through the French Port. Announcing this new link, a spokesman for CMA CGM said: “CMA CGM Group believes that this service, mixing the Intra-Europe and ‘Deep-Sea’ container services of the group, will have excellent sustainability in the marketplace with shared space for both.

•

With capacity for up to 900 x 20 ft containers, the MV Aila now sails from Cork on Tuesday, arriving Dunkirk on Thursday, then Rotterdam on Saturday, Dublin on Monday and returning to Cork on Tuesday.

The Aila has 200 reefer container plug-in points on board.

When introduced earlier this year the service was mainly focused on European door-to-door traffic and linked in with the Containerships’ European shipping network through Rotterdam. This was adding a further ‘Brexit-Beating’ option for Irish companies trading with Europe.

However, the introduction of Dunkirk to the schedule enables CMA CGM to feed

• • •

•

•

It avoids congestion issues at major UK and European ports such as Southampton & Rotterdam Brexit issues from 1/1/21 in UK ports are bypassed Offers both dry (20st/40st/45PW) and Refrigerated containers (45RW) Provides excellent onward carriage by road/Rail and Barge into the European hinterland.

Dunkirk is a Refrigerated cargo hub for CMA CGM group, being an important distribution point for Caribbean & West Indies Bananas CMA CGM will reinforce the supply of 40ft Reefer containers into the Irish Marketplace in order to further support the export of Ireland’s top quality fresh and frozen products across the globe.

CMA CGM & CONTAINERSHIPS is also committed to environmental sustainability and has introduced the first of its 23,000teu (twenty- foot equivalent units) ships which is powered

by Natural Gas (LNG). The MV CMA CGM JACQUES SAADE made her first European calls this month to Malta, Southampton and Hamburg.

On her fi rst voyage she left the port of Singapore with 20,723 containers on board, substantially more than the previous world record lift.

Bringing the LNG powered fleet of very large container vessels into service is enabling CMA CGM to offer a very low carbon footprint for the door-to-door supply chain.

Additionally a fleet of smaller, 16,000 TEU vessels is currently under construction which will mainly be deployed on the Asia to Northern Europe routes. New vessels in the Containerships, European Short-sea service fleet are also LNG fuelled.

While CMA CGM has invested heavily in building new LNG fuelled tonnage in order to reduce the environmental impact of its fleet, its competitor, Maersk, has delayed ordering new vessels until it secures more clarity as to the most effective fuel and vessel design that would achieve a similar objective. The company has looked at the climate change objectives set out in the Paris Accord and other agreements and, having pointed out that tonnage built now could well still be in service in 2050, wants to be sure that it has the best answers.

Second loop added to Irish service Containerships has now introduced a second weekly loop on the BENI service. Weekly calls are made at Rotterdam, Cork and Dublin with the vessel sailing on an anticlockwise port rotation, the reverse of that on the existing BENI-1 service. Sailings from Dublin are on Sunday, Rotterdam on Wednesday and Cork on Saturday.

A representative of the Line said: “The two loops both run on a 7-day rotation FLEETMARITIME | Winter 2020

50 | MARITIME II acquisition of 30% of Groupe Dubreuil Aero by the company.

MS Aila

A statement from the company said: “The CMA CGM Group provides its recognised logistics expertise to contribute to the development of Groupe DUBREUIL Aéro cargo activity, notably through Hi Line Cargo, a subsidiary tasked with commercial distribution of freight on Air Caraïbes and French Bee’s aircraft s. The two companies boast modern fleets totalling 14 long-haul aircrafts including 8 Airbus A350s, a modern and particularly efficient asset capable of transporting between 15 and 25 tonnes of freight, in addition to its passengers and their luggage.”

and provide reliable connections to other Containerships services, via Rotterdam, to the Baltics, Canary Islands and Morocco.

They are further supported by intermodal solutions with the mainland continent.” The introduction of this service brings to three the number of services introduced within the last six months sailing direct to Cork

from Benelux ports; it follows the CLdN service from Zeebrugge and the ICL service from Antwerp.

CMA CGM partners in airfreight group In September CMA CGM Group Chairman Rodolphe Saade announced the signing of a memorandum of understanding for the

The CMA CGM group’s other interests include Freight Forwarder Ceva Logistics and it was a significant investor in Traxens in 2012. In 2019 CMA CGM bought 50,000 of the Traxens tracking devices for fitt ing to units in its ocean container fleet thus enabling the containers as smart containers. The company also partners in several Blockchain related services.

Stena Line re-builds and extends for Irish Sea vessels

T

he introduction of Stena Line’s second e-Flexer vessel Stena Edda onto Belfast/Birkenhead Stena Estrid Floatthe Ceremony route has allowed the Line to retire the Stena Lagan and take her to the Sedef Shipyard in Turkey for a major re-build.

The Stena Lagan had been introduced onto this route chartered to Norse Merchant Ferries on her completion in 2005. The route was passed to Norfolk Line in 2008 and then to DFDS, before being taken over in 2011

by Stena Line. In 2006 Stena Lagan was joined on the route by her sister ship, now named Stena Mersey. Both vessels emerged from a long series-build of similar vessels at the Italian Viscentini Yard running from 1996 to 2020.

The re-build in Turkey will extend the ship from 186.5 metres long to 222 metres bringing her freight garage capacity up to 2,875 lane metres, up from 2,250 lane metres.

The re-build will also expand her passenger accommodation with 74 additional cabins taking her complement to 194.

With the Stena Lagan split in two, the fi rst part of a new 36 metre section was lifted FLEETMARITIME | Winter 2020

into place on 2 September. Th is fi rst block weighed 960 tonnes. Her bow was also removed and is being replaced with a new one that will allow the ship to be loaded both at bow and stern and at two levels.

Her original design had only allowed stern loading and at one level. The work is expected to be completed in January 2021 allowing the vessel to go back into service.

unextended Viscentini ferries. One of these, Stena Flavia, is rumoured to be re-deployed on the Rosslare/Cherbourg route enabling Stena to return the chartered Stena Horizon to her Italian owners.

Stena expects to receive its third e-Flexer, the Stena Embla from the Chinese builders in January and plans to put her into the Stena Lagan lengthening Belfast/Liverpool Stena Lagan -r ebuild Stena-RoRo service right away, so releasing the Stena Mersey to go to Turkey for a similar re-build to that undertaken on the Stena Lagan.

The pair of extended vessels will then be deployed by Stena on its Nynashamn, Sweden/ Ventspils, Lat v ia route displacing a pair of

MARITIME III | 51

New Chief Executive for Port of Cork

T

he Port of Cork Company has announced that Eoin McGettigan has recently taken up the role of Chief Executive. He replaces Brendan Keating who has retired following eighteen years in the role.

Speaking about the retiring CEO and the new appointment, Port Chairman John Mullins said: “Brendan Keating made an outstanding contribution to the Port as Chief Executive since 2002. Brendan has seen the Port’s Strategic Development Plan fully recognised: the acquisition of Belvelly Port Facility (formerly Marino Point), the Inner Harbour Development at Bantry Bay Port Company, the marked increase in cruise business and the commencement of construction of the €86 million Cork Container Terminal in Ringaskiddy which will future proof the port. I have no doubt that Eoin will now take these projects and the business forward to further enable our growing economy.”**

Mearsk Nolanville

Looking forward to 2021 and beyond, Mullins went on to say: “Eoin will steward the company from the River to the Sea through the commissioning of key infrastructure in the lower harbour whilst making available former assets for critical residential and commercial development. Eoin’s property experience will be instrumental in ensuring that Tivoli will be one of the most exciting projects in the future for the company and for the City of Cork.’

Work is progressing towards completion of the Ringaskiddy container port and the company expects to open the facility in spring 2021. Th is will not only facilitate the regular deep-sea traffics through the port operated by Maersk and by Independent Container Lines, but also the short-sea container services currently operating from the upriver Tivoli terminal.

…and celebrates two Silver anniversaries

I

n 1995 Stena Line moved its Northern Ireland service terminal from Larne to Belfast and in the same year opened its Dublin/Holyhead service.

The move from Larne has enabled the line to develop the Stranraer service to a level where, in 2011, the company could open a brand new Scott ish Terminal at Cairnryan, further down Lough Ryan and equipped to handle larger vessels than had operated up to that date. Th is allowed the line to introduce the Superfast vessels, Stena Superfast VII and Stena Superfast VIII. Since moving to Belfast, Stena took over Belfast/Heysham services from P+O and the Belfast/Birkenhead service from DFDS, becoming the most significant ferry operator of Northern Ireland services.

Stena Superfast VIi at Cairnryan

The Dublin/Holyhead service was initially introduced to meet a perceived shortage of freight capacity on the central Irish Sea corridor. The Stena Hibernia, operating on the Dun Laoghaire/Holyhead route was due to be displaced by the HSS Stena Explorer but at the time it was unclear whether that vessel or the port of Dun Laoghaire would cope with significantly more freight traffic.

The 1,700 lane metre Stena Traveller opened the Dublin-Holyhead route in 1995, operating on a twice daily round trip basis.

The route is now covered by the Stena Adventurer and Stena Estrid with a combined capacity of 13,000 lane metres over the four sailings each day.

3 million cars and 3.5 million freight units.

If all the vehicles carried over the time were laid end-to-end, they would, according to Stena, circle the globe.

Looking forward to 2021 and beyond, Stena Line has launched plans to re-introduce Duty-Free shopping on board the Dublin/ Holyhead and Rosslare/Fishguard vessels, when the Brexit transitional phase is completed. At time of writing there are some concerns expressed by Stena CEO Niclas Martensson, about the way in which traffic will run through Dublin Port when Border controls come into effect. He has expressed reluctance to shift the vessel schedules on the Dublin/Holyhead route in order to avoid congestion in Dublin Port.

Stena Line estimates that over the 25 years the Dublin/Holyhead route has operated, they will have carried 12 million passengers, Stena Explorer approaches Dun Laoghaire

HSS through Tall Ships

FLEETMARITIME | Winter 2020

52 | MARITIME IV

Drogheda Port welcomes new shipping route

F

ollowing the introduction last February of a scheduled breakbulk shipping service linking the Drogheda Port with Antwerp, a further service has now been launched to the Italian port of Nogaro. Both services are operated

by Belgian owned Fast Lines based on use of its box-shaped short-sea vessels.

Nogaro is located close to Venice and Trieste and has direct links with the European rail network enabling the line to offer a full suite break bulk service.

Announcing the new service, Paul Fleming Port CEO said; “We are delighted to welcome these new services which will strengthen the strategic importance of Drogheda Port in supporting the Irish construction sector

PORT PORTALS Irish Ferries will move to a seven round trips a fortnight basis on its Dublin/Cherbourg service from the 1 January 2021. The schedule change is in response to an anticipated increase in demand from hauliers following the conclusion of the post-Brexit transition period and likely delays in Landbridge operations. The company has also extended its charter arrangement for the Ro-Pax Epsilon with the Viscentini Group until November 2021. Th is could be extended further if required.

Epsilon and Superfast

The installation of exhaust scrubbers on the Isle of Inishmore, which had been planned to take place during the vessel’s 2020 re-fit, will now be carried out in early 2021.

Brittany Ferries has taken delivery of its first e-Flexer vessel. The Galicia is chartered from Stena Ro-Ro and was built with internal layout and services designed to meet the requirements of Brittany Ferries in operation of services linking Britain and Spain. She will be introduced into service in Spring 2021. The company will charter a further two similar vessels on their completion and plans to operate these using LNG power. It was intended that its first LNG fuelled vessel would be the Honfleur, built at the German FSG yard, but the yard encountered severe FLEETMARITIME | Winter 2020

Fast Lines

and provide a seamless supply chain from Europe to Ireland in a post Brexit trading environment.”

Simon Mulvany, MD Fast Lines Ireland said; “We are always looking for new growth opportunities and as experts in shipping financial difficulties in the course of building the Irish Ferries W.B.Yeats, leading to late delivery of that vessel along with contract penalties. Building of the Honfleur was not completed before the yard closed and Brittany Ferries cancelled the contract. Irish Ferries did likewise with the contract for its planned Ulysses replacement vessel.

Brittany Ferries will switch its Rosslare based vessel from the Kerry to her sister ship Connemara following the completion of her charter with the company. The Connemara will operate a weekly Rosslare/Cherbourg round trip from March along with the regular Rosslare/Bilbao rotations. March 2021 will also see the opening of a second weekly round trip on the company’s seasonal Cork/ Roscoff service.

The Irish Maritime Administration was established within the Department of Transport in 2013 with the overall objective to integrate the planning, coordination and delivery of all maritime services to the Department. Considering recent developments in the maritime area the body has be reorganised and will now operate as the Irish Marine Directorate (IMD).

Responding to the Covid-19 pandemic and other significant disrupters in the maritime area, the Department of Transport has announced that it has been required to complete a new Statement of Strategy for the sector. It advised that this is required to: • “Review potential to expand passenger and cargo capability at all of our

goods in and out of Ireland to the continent these new services will form part of Ireland’s solution for Brexit. We will be providing an opportunity for existing and new customers to reroute their cargo flows in or out of Ireland.”

•

•

•

•

•

•

ports, prioritising rail connections and interchange.

Work with the ports and ferry companies to increase the number of foot and cycle passengers.

Produce a longer-term plan setting out how, as a country, we will take advantage of the massive potential of offshore energy on the Atlantic Coast. This plan will focus on utilising our existing energy and maritime infrastructure.

Examine the establishment of an offshore maritime area as Ireland’s seventh National Park.

Bring forward Ireland’s first-ever National Marine Planning Framework. This will introduce a planning system for the development of Ireland’s maritime area.

Aggressively tackle the issue of waste, ghost nets and illegal dumping in the marine environment, through rigorous implementation of the Port Reception Facilities Directives and by requiring all Irish fishing trawlers to participate in the Clean Oceans Initiative, ensuring that plastic fished up at sea is brought ashore.

Fund the Tourism Ireland Regional Cooperative Marketing Fund, which seeks to encourage new access and maximise the potential of existing air and sea services to those areas outside Dublin. Examine the development of national tourism trails linking our ferry ports and rail network.”

The IMD has invited responses on these issues from interested parties.

Email: maritimestrategy@transport.gov.ie

SOAPBOX | 53

Chaos and Brexit

A

recent Irish Times report (htt ps://www.irishtimes. com/news/ireland/irish-news/dublin-port-and stena-clash-over-brexit-border-checks-in-the-wrongplace-1.4410904) highlights an extremely rare dispute in the public domain. It can only mean that, as predicted by the Irish Road Haulage Association (IRHA) for the last four years, major Brexit related chaos is to be expected at Dublin Port in the coming months.

Instead of dealing with the reality of what Brexit will mean, it seems that the Department of Transport’s (DoT) Road Transport section has been sleep walking into it, and thereby has potentially created an existential threat to Irish based international hauliers.

That, compounded with the air of denial about how Covid-19 is impacting, indicates a perfect storm. These Government officials cannot say that they have not been warned. They seem to prefer to listen to the voices of the other semi-State bodies, rather than actual hauliers.

For example, the Irish Maritime Development Office (IMDO) has effectively said “what capacity crisis?”. In a recent statement it declared Ireland has “sufficient capacity on existing continental services to accommodate displaced landbridge traffic”, thereby lumping all ships sailing between Ireland and the continent without any reference to the modality of those ships. It appears its expectation is that a giant modal shift will be achieved overnight on January 1.

The IMDO report addressing Brexit commissioned by the DoT refers to new sailings as proof that there will be no capacity issues, without any specific reference to Ro-Ro which is how Ireland’s higher value products travel to Europe. Indeed, in the IMDO’s listing, the only two new Ro-Ro services will not commence until March at the earliest (if new build ships arrive) and those ships’ viability will be pre-determined by the existence of tourist traffic which remains highly unlikely.

It is time for the IRHA to cease trying to push water uphill. It should advise its members to talk to their customers, warning them of its fears and the fact that the DOT is nay-saying its advice, and recommend that those customers, just like Stena Line, go to their local TDs and voice their concerns. At this stage there is no more that the IRHA can do.

As this is the last issue of Fleet Transport in 2020 may I wish you all the ‘Compliments of the Season’.

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Is the IRHA going to be proven, like the consultants who warned of disaster prior to the Millennium Bug, to be brewing up a storm in a teacup? It is either right or wrong. However, Niclas Martensson, Chief Executive of Stena Line appears to agree with it, according to the Irish Times article.

Text: Jerry Kiersey - jerry@fleet.ie

www.fleet.ie

Customs procedures for the haulage operator

This course is designed for people working in the logistics and transport sectors who wish to update their customs knowledge in light of the dangers posed by Brexit. The course will bring participants through the most important issues and tangible effects of Brexit of their transport operation and will conclude with an FTA Ireland Brexit preparedness guide.

The course will showcase the important role played by transport operators in the logistics and supply chain sector and demonstrate the importance of being Brexit-ready in order to remain competitive.

Course content Topic 1:

Transport and supply chain management.

Topic 2: The transport provider in the post-Brexit trading environment.

Topic 3: Transport and supply chain resilience.

Topic 4: The role and value of customs.

Topic 5: National and International trading relationships and agreements.

Topic 6: Customs laws and procedures.

Topic 7:

Customs documentation (primary and supporting).

Topic 8: Harmonised commodity description and FRGLQJ V\VWHPV FODVVLĆźFDWLRQ DQG XVH

Topic 9: 5LVN PDQDJHPHQW SURĆźOLQJ DQG PLWLJDWLRQ Topic 10: Incoterms.

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Topic 13: Company customs/Brexit preparedness UHƽHFWLRQ

Course evaluation All participants will be expected to demonstrate their understanding by continuous assessment during the course.

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Participants will also have access to FTA Ireland knowledge and expertise post course to ensure maximum results are achieved.

Price on application

Call 01 8447516 or email info@ftai.ie to book your place

OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL BUS/COACH AWARDS

Volume 16. No. 2. Winter 2020

INSIDE

ALTAS AUTO unveils all-new ï¬&#x201A;agship Viator mini-coach

PROFILES: Pierce Kavanagh Coaches & Wexford Bus - Fleet #StrengthInUnity Transport Heroes Award Winners REPORT: Busworld - Istanbul, Turkey FEATURE: MAN looks to Zero-Emissions plus: News, Views, Pin-Pics & Obituaries

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47 EX 11L

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EX 16L

TX16 Acron

47 EX 11H

TX18 Altano

TX18 Acron

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75 TX19 Altano

59

65 EX 17H

69

71

59 EX 16H

EX 15M

TX17 Altano

TX17 Acron

55

63

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63 EX 16M

EX 15L

61

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TX16 Astron

55

68 TDX20 Altano

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74 TDX21 Altano

53 TX15 Astronef

Maximum number of passengers (excl. driver and guide).

88 TDX25 Astromega

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Bernard Van Hoolstraat 58 • 2500 Lier (Koningshooikt) • Belgium

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sales.bc@vanhool.com

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www.fleet.ie | 57

Contents Winter 2020 Fleet Bus & Coach Magazine D’Alton Street, Claremorris, Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie ISSN: 1649-9433

58 News Ireland’s fist hydrogen powered bus arrives Virgin Hyperloop - history making CitySwift expands in Galway Labcraft illuminates

P58

62 Cover Introducing the all-new Altas Viator

Managing Editor: Jarlath Sweeney | Editor: Sean Murtagh Contributors: Rob Van Dieten, Rasmus Haargaard, Stuart Jones Photography: Jarlath Sweeney, Sean Murtagh Administration: Orla Sweeney | Advertising: Mary Morrissey Design: Eamon Wynne | Printed in Ireland

Fleet Bus & Coach - the official Irish journal of the International Bus/Coach of the Year Awards.

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

Disclaimer: Fleet Bus & Coach 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 Bus & Coach 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.

64 Profile Tribute to Pierce Kavanagh Coaches & Wexford Bus - Fleet #StrengthInUnity Transport Heroes Award Winners

P64

66 Report Busworld - Istanbul, Turkey 68 Feature MAN looks to emission free energies 70 Conductor’s Stand 2020 Covid vision

P74

72 Tributes Obituaries on our Danish, English and Swedish colleagues who passed away recently 74 Pin Pics Featuring football and electro-mobility

www.fleet.ie

58 | NEWS I

Ireland’s First Hydrogen Fuel Cell Bus goes on trial in Dublin

T

hrough Hydrogen Mobility Ireland (HMI), the first ever Hydrogen Fuel Cell Electric Vehicle (FCEV) is being put into public service operation on the island of Ireland.

The zero emissions Caetano ‘H2.CityGold’ fuel cell electric preproduction bus, powered by a 60KW Toyota fuel cell stack, is currently operating a multi-week in-service trial in the Dublin area.

Trialled in conjunction with the Department of Transport, the Hydrogen Fuel Cell Bus is being operated on different routes by CIÉ Group bus companies Bus Éireann and Dublin Bus as well as by Dublin City University (DCU) and Dublin Airport over a number of weeks in November and December, albeit carrying limited passengers due to the current Covid restrictions.

This is a cutting-edge technology that promises to make a huge contribution to the Climate challenge in Ireland, specifically in the Transport Sector. The emission free Caetano ‘H2.CityGold’ bus will run on green hydrogen (H2) produced in Dublin by BOC Gases Ireland Ltd using renewable electricity and water. The fuel cell electric bus is refuelled in minutes, similar to a conventional bus and its electric motive power is obtained when the Hydrogen molecules from its fuel are combined with oxygen molecules from the air in the Fuel Cell. The only waste output from the vehicle is water.

As part of HMI’s roadmap for hydrogen deployment, this collaborative trial will extend from early November to mid-December, giving real inuse information on the practical operation of the technology in varying weather, usage, and traffic conditions. HMI member ESB will provide the green electricity used to produce the Hydrogen fuel for the trial.

Speaking at the launch, Mark Teevan, HMI Chairman said: “This should be viewed as an important event, not because it’s the first H2 bus on the road; but because it is a first step into the future for Ireland, enabling us to begin to envisage the practical solutions that will allow us to fully decarbonise road transport. We are all very conscious of the Environmental challenge we face in meeting our 2030 targets and the need to find zero-emissions solutions that will satisfy the varying needs of different users; public transport, haulage, van delivery, taxi or private car. FCEV’s are Electric Vehicles, providing specific benefits that include very quick refuelling, long range, and a particular suitability for heavy and long-distance requirements.”

Lorcan O'Connor, CIE Group CEO and Caoimhe Donnelly, Chief Sustainability Officer - CIE.

CaetanoBus, part of the Salvador Caetano Group and Mitsui & Co, is major manufacturer of buses and coaches in Portugal. Thanks to the fast refuelling time of less than 9 minutes, and the high autonomy of the vehicle, city operations are not compromised. H2.City Gold has a range of up to 400 km on a single refill, a differentiating feature in the fuel cell bus market, thereby enabling it to be used on longer routes.

The trial will allow the partners to test this technology in everyday driving conditions and at a challenging time of the year in terms of weather, thereby gaining valuable information about the potential for large scale introduction of this technology in Ireland. DCU/CIE also intend to obtain insights and feedback from passengers on the bus. This hugely significant step will be followed early next year by a National Transport Authority trial involving a number of Double Decker FCEV buses. Meanwhile in Northern Ireland, HMI Member Energia will shortly commence the production of H2 for road transport at a Wind Farm in County Antrim which will be used as fuel for FCEV buses in Belfast. The increasing rate of developments is a visible confirmation that hydrogen for road transport is beginning to move into the delivery phase.

The Hydrogen Mobility Ireland project is a partnership of businesses from across many sectors, together with public sector and academic stakeholders, with all-Island cooperation, joining together to deliver a coordinated approach to the introduction of this cutting-edge technology to ensure that Ireland can benefit from being an early starter in this environmental transport solution. In addition to its use in transport, it is anticipated that Hydrogen will have a significant role to play in the decarbonisation of many other sectors of the economy.

Virgin Hyperloop makes history

H

faster than high speed rail, and ten times faster than traditional rail. The technology is set to revolutionise how passengers and goods are moved.

Hyperloop technology uses electric propulsion and electromagnetic levitation under near-vacuum conditions to achieve incredibly fast transportation speeds. Hyperloop vehicles travel three times

Th is test run marks a historic milestone in the development of the technology. Up until now there is no fully functional hyperloop in the world and it has never before been tested successfully with passengers. Co-Founder and CTO, Josh Giegel, and Sara Luchian, Director of Passenger Experience for

istory made in the Nevada Desert recently, with Virgin Hyperloop team, following a successful test run, become the fi rst company in the world to successfully transport human passengers in a hyperloop vehicle.

FLEETBUS&COACH | Winter 2020

Hyperloop, were the fi rst human occupants in the pod. The test took place at Virgin Hyperloop’s 500 metre DevLoop test site in Las Vegas, where the company has previously run over 400 un-occupied tests.

60 | NEWS II

CitySwift to create 50 new roles over the next 24 months

C

itySwift, the bus data engine developer and provider, has announced 50 additional jobs together with a move to new headquarters in the heart of Galway.

Company co-founders Brian O’Rourke and Alan Farrelly were joined

by Hildegarde Naughton, Minister of State at the Department of Transport, to launch the expansion of the business, having secured €2m in funding from existing investors Enterprise Ireland, Western Development Commission, ACT Venture Capital, Irelandia Investment, and Mike McGearty. The new roles will be across soft ware, data science, and commercial areas including customer success, sales and marketing.

Speaking on the expansion of CitySwift, Minister of State Hildegarde Naughton stated, “I welcome the announcement of 50 jobs in Galway. Growth of this scale for a local company, especially during these times, is remarkable. Informing and enhancing connectivity across the nation through CitySwift’s platform will do a great deal in optimising public transportation for operators and passengers alike.”

Brian O’Rourke added, “We are incredibly proud to be one of the homegrown companies in Galway. CitySwift is an Irish-founded scale-up that is continuing to grow at a rapid rate. Unblocking cities through public transport is a vital component of a city’s infrastructure, and it is critically important that the industry continues to innovate. We are excited to continue to invest in the

best talent to fuel our expansion with the hiring of 50 new roles for our Galway headquarters and look forward to fi nding some of the most talented soft ware, transport and commercial professionals in Galway and Ireland to come on board our journey”.

“We are excited to continue to invest in the best talent to fuel our expansion with the hiring of 50 new roles for our Galway headquarters and look forward to fi nding some of the most talented soft ware, transport and commercial professionals in Galway and Ireland to come on board our journey.”

Founded in 2016 by Brian and Alan, CitySwift is a Galway success story. Created and supported by transport industry experts, its industry-leading data engine uses big data, AI and machine learning to improve public transport network performance, service reliability and passenger satisfaction.

Labcraft lighting solution helps coach operator to see and be seen

L

abcraft has developed a new external lighting system for coaches in order to improve safety during confi ned night time manoeuvres and to enable passengers to more easily locate their awaiting coach at busy locations during poor light or darkness.

Suitable for a wide variety of applications, the Si6 Scenelite, which is designed and manufactured by Labcraft in the UK, provides a clean, white light to illuminate the immediate vicinity around a vehicle for a brighter, safer environment.

Fitt ing a single Scenelite centrally on each side at the top of the coach helps significantly when reversing in tight spaces and when passengers are embarking and leaving the coach. During pick-up at big events, drivers can simply switch on the additional lights from the cab and passengers can quickly identify their correct coach.

The Si6 Scenelite uses high-efficiency Cree LEDs to maximise light output and produces an exceptional 2,000 lumens of bright, white light. By using six LEDs specifically angled for maximum light dispersion, the Si6 casts a sharp field of illumination down onto the adjacent area. The Si6 range is supported by Labcraft’s market leading 10-year warranty and, along with its complete LED lighting range, is ECE-R10 approved.

FLEETBUS&COACH | Winter 2020

Th is multi-voltage product (10-32VDC) can be used in a wide range of additional applications including the emergency services, welfare and utility vans, industrial applications and any application that requires a bright, wide spread of light. To guard against the most severe weather conditions and pressure washing, the Si6 is manufactured from solid aluminium and tough Polycarbonate with all internal components encased within a Polyurethane compound, to give an Ingress Protection rating of IP67.

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62 | COVER

Introducing Viator from ALTAS Auto – the latest Mini-Coach from EVM Direct

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VM Direct is introducing the second generation ALTAS Auto Viator midi-class tourist coach into the UK and Irish marketplaces. Based on the range-topping Iveco Daily chassis and drivetrain, the award-winning Viator now benefits from a more powerful engine, improved driver’s cabin, and exterior redesign.

One of the key improvements for the Lithuanian company’s flagship model is the addition of the latest FPT/Iveco 3.0 litre Euro 6 diesel which boasts 210hp and 470Nm. Mated to an 8-speed Hi-Matic ZF auto box, it makes the new Viator more dynamic than ever. Every model features air suspension, Telma retarder and a highly efficient air conditioning system, with a power output of 18kW and heating system with 12kW. Modifications to the Viator’s exterior include full LED headlights and LED fog lights, while the rear light cluster has also been updated. The interior has been refreshed

FLEETBUS&COACH | Winter 2020

too with a redesigned dash area and multifunctional steering wheel together with some other improvements to ensure superior comfort and better user experience.

Other specification information includes: • Luggage compartment at rear is 2.8m3 while on each side there is up to 1m3 storage space • Optimal length of 8.5 metres.

• Gross Vehicle Weight is 7,200kg.

• Configurations of 25 to 29 seats + guide and driver The fi rst-right hand drive Viator models are already on the way to the UK and Ireland.

Kilbeggan, County Westmeath based EVM Direct, Altas’ long term partner in the UK and Ireland is ready to answer all questions about this exclusive midi-coach which the company believes will be a welcome addition to its already well established product line up.

Altas Auto is a Lithuanian minibus and mini-coach manufacturer, established in

2002. Minibuses were always the company’s strategic priority, but since 2016 the company commenced plans to enter the midi-coach market with the development of the Viator, offering optimal layouts of 25 to 29 seats + guide and driver and the latest edition of the PSVAR compliance option.

In creating the Viator, Altas Auto analysed the current offerings from various coachbuilders in different markets, in order to defi ne customer needs and refine the best qualities in their new product. The Altas designers utilised extensive customer feedback and research from EVM management and sales representatives in designing the new product.

The philosophy behind the idea of Viator is simple, according to Edvardas Radzevičius, CEO, Altas Auto – “The sum of all good midicoach qualities is the balance of everyone’s needs.”

“We had a goal to enter the midi-coach market. Manufacturing mini-buses is what we have been doing for a long time, but the midi-coach development requires a lot more

COVER | 63 of manufacturers’ know-how,” he added.

This plan was taking shape at the end of 2016 after the company moved to a new factory at Pikutiškes. Additional resources, an increase in production capacity, and better human resource possibilities accelerated Altas Auto into starting intense new product research and development projects. The basic idea was to develop a tourist version midi-coach as at that time touring buses were the flagship models from the brand. The vehicle building process began almost from scratch, with only the chassis and engine utilised from the Iveco Daily. After more than one year of engineering and designing, the concept vehicle, named Viator (which means Traveller in Latin) was made and presented at the 2018 IAA CV exhibition in Hanover, Germany. From 2019 Altas Auto was fully prepared to start serial production for its home and European markets and has just fi nished production of right-hand drive models for UK and Ireland.

In the design process, Altas Auto decided to look for solutions in Lithuania among young designer engineers from the national arts academies. While the in-house designers specified all the requirements everything else was left to the new team’s creativity and improvisation. Their collective good work was recognised in winning the Silver prize at the annual A‘Design Awards 2019, a proud achievement by the Lithuanian company, especially as only national resources were used.

Stainless steel forms the main frame of the Viator‘s body, while the exterior components are made from fibreglass, so the vehicle is in the main corrosion resistant. Much attention was centred towards noise insulation and weight reduction, using composite plastic materials which are lighter than the plywood that is typically used by other manufacturers.

On the roof two wings on each side provide a subtle cover for the air-conditioning system and connect to the rear spoiler which has an

Text: Jarlath Sweeney - editor@fleet.ie

integrated reverse camera and additional lights. The side elements of the vehicle are made from fibreglass, except the luggage flaps, as they produced from aluminium which is also lightweight, and corrosion proof. Much focus was given to rear and side luggage flaps, so that they open easily and are within easy reach of the different luggage sections. For example, the rear luggage compartment can be reached from the back and the side section. Therefore, luggage space is generous. At the rear it’s 2.8m33 while on each side there is up to 1 m33 luggage space.

Depending on the regulations for this class of vehicle, Viator has an optimal length of 8.5 metres, the maximum permittable due to gross weight issues, which currently stands at 7,200kg.

Altas engineers also put much effort to make the driver’s position most comfortable, and ergonomic. The control units are designed to be easily reached with a convenient layout of the buttons and other control modules.

The driver’s seat is well supported with air suspension and he/she can see the most important information on the screen of the control unit. Noticeable is the size of the windshield, as big as possible to facilitate

all-round visibility. Rear parking sensors ensure safer manoeuvring.

In the passenger’s compartment, high quality natural leather is used for the reclining seats, while the roof lining is made from brightly coloured plastic to reflect the light from the modules. The rear door (emergency side door) is wide enough to accommodate wheelchairs, by using the special lift to fulfi l PSVAR requirements. To provide refreshments, the 80-litre refrigerator is fitted as an option and installed in front of the vehicle. As expected, Wi-Fi and USB sockets are available.

In entering the competitive midi-coach segment, the Viator aims to compete in the market by offering clients higher added value and quality build. The Altas design team have ensured that both the exterior and interior of the vehicle are expressive, memorable, but also ergonomic and optimal for every user. In applying knowledge of a customer’s daily routine, keeping the vehicle in good condition in paramount. With this in mind the Viator is easily cleaned and practical from all aspects, so even the smallest details are designed to be long-lasting.

www.fleet.ie

64 | PROFILE

Pierce Kavanagh Coaches: Recipient of the Fleet #StrengthInUnity Transport Heroes Award

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ike every other bus and coach company in the country, Pierce Kavanagh Coaches saw its business plans and forecasts came crashing down in March.

Due to Covid-19, these best laid plans and projections literally were not worth the paper they were written on. Deposit refunds on booked tours, rebooking passengers and cancelling incoming tour series on behalf over overseas clients was its main focus over the fi rst 6 weeks of the pandemic.

Thereafter however, the focus switched to preparing to restart and restructure the business. Caoimhe, Pierce and John, who run the family owned fi rm, worked hard to ensure their hotel partners were ready for launch as soon as it came viable to hit the road again. From the end of August until recently, Pierce Kavanagh Coaches has been back on the road, showcasing Staycations in Ireland by coach to a public satisfied that they can ‘ holiday safely’ by following Failte Ireland’s Covid-19 Safety Charter.

Pierce Kavanagh Coaches was established in 1962 by Pierce Kavanagh Snr. The business has been owned and operated for the last 30 years by his sons John, Pierce Junior and Pierce’s wife Caoimhe.

Based in Urlingford, County Kilkenny, the operator specialises in the high-end North American coach tour business to Ireland and also operates a very successful programme within the Irish market selling upmarket coach tours of Ireland and the UK. One of the things that Covid-19 has shown Pierce Kavanagh Coaches is that while it is relatively easy to operate successfully during boom times, with limited input for maximum output, it was a different story when things came tumbling down in the tourism and travel sector.

Gett ing though the crisis required its collective team of drivers, mechanics, back office employees and most of all hotel partners and media partners to stand by the company. Th is cooperation and flexibility ensured Pierce Kavanagh Coaches was able to start operating straight away when the time was right.

Commenting to Fleet Bus & Coach on receiving the Fleet #StrengthInUnity Transport Heroes Award, Caoimhe Kavanagh said: “We were delighted to receive this award from our industry peers. Th is has been a dreadful year for the coach tourism industry, not just for coach company owners but also everyone employed directly and indirectly within the coach tourism sector who have largely been forgotten, their contributions to Ireland’s previous economic prosperity disregarded. Our focus this year has been on trying to ensure we don’t lose our talented team, talent that is the absolute essence of our success and vital to ensure we have the ability to hit the road again FLEETBUS&COACH | Winter 2020

when this nightmare is over. We had a small window of opportunity this summer to market our Staycation programme embracing the Fáilte Ireland’s Covid-19 Safety Charter guidelines. Our Staycation programme before local lockdown offered a much needed break away to our client base and was extremely well received, we hope to operate again as soon as restrictions are lifted.”

“We’re extremely grateful to Fleet Transport Magazine for recognising the hard work our entire team, partner hotels and attractions put into our ‘2020 Staycation’ programme under difficult constantly moving parameters. We’re proud of our team and proud to be associated with everyone working so hard for Ireland’s coach industry future,” added Caoimhe.

PROFILE | 65

Fleet #StrengthInUnity Transport Heroes Award for Wexford Bus Brendan Crowley, Managing Director, Wexford Bus commented on addressing the issue: “When the lockdown was announced we immediately contacted the National Transport Authority which confi rmed that public transport is a frontline service. We are privileged to hold public transport licenses and felt it was our civic responsibility to continue to operate services for customers who work as frontline workers and needed to make essential journeys.

Services were maintained on all routes operated, with reduced frequency during off peak travel times.”

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ell-known ‘sunny-south east’ based passenger transport operator, Wexford Bus is a private company that has been operating public licensed bus services since 1996. Th is growing business, headed up by Brian Crowley with a team of over 40 staff and a fleet of 24 buses and coaches, is best known for operating route 740 on the M11 corridor between Wexford and Dublin City and Airport with up to 38 daily services.

Wexford Bus is continually expanding and recently introduced services between Wexford and Waterford, and Wexford and Carlow to increase connectivity within the south east. Wexford Bus Connect encompasses the local routes around Wexford town and serving Rosslare Strand, Castlebridge and Kilmore Quay.

Over the decades, the company has put customers and their safety at the forefront of everything it does and continually strives to develop its service offering.

Resilience is defi ned as “an ability to recover from or adjust easily to misfortune or change”. The Wexford Bus team showed resilience throughout this crisis. The team quickly embarked on a series of alterations to its fleet to reduce the contact between passengers and drivers and maintain physical distancing. Alterations included erection of a plexiglass protective screen by the driver, screens between rows of passengers, directional signage and hand sanitisation stations. In addition, many new work practices and new technologies were introduced to reduce the risks of contracting COVID-19 while travelling with Wexford Bus. These included new cleaning and disinfecting regimes, introduction of card payment devices, coin drop facilities and the promotion of booking in advance through the website.

Brendan continued: “Keeping our staff and customers healthy and safe whilst doing our best to minimise the risk to all was and is our top priority. I will be forever grateful to the Wexford Bus team: the drivers who were working on the frontline during this uncertain time and our support team who showed incredible innovation by altering the fleet and our work practices to protect staff and customers alike.”

Certif ied w ith ISO 9001:2015 accreditation, Wexford Bus worked with the Health & Safety Authority over the past 12 months to craft its safety success story, which involved completion of initial questionnaire, several discussions and site visit to assess suitability and confi rm f leet risk management activities and business benefits.

Wexford Bus is honoured to have been acknowledged at the Fleet Transport # StrengthInUnity Transport Heroes Awards for continuing to operate throughout the COVID-19 pandemic.

The company operated an uninterrupted but reduced schedule throughout the pandemic to facilitate essential workers carrying as little as 3% of the usual volume of customers at times.

Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

66 | REPORT

Busworld Istanbul 26-28 May – Istanbul Expo Centre seating capacity over 25 is an Otokar. In the past ten years Otokar, founded in 1963, has invested over €I billion in R&D, resulting in the launch of a new all-electric Kent 12m bus. It has a passenger capacity for 95 (29 seated, 65 standing).

I

t seems like a lifetime ago since Busworld staged its 8th exhibition bus show in Istanbul, Turkey, early last March.

Held over three days, over 8,000 visitors from 75 countries attended. With 118 exhibitors and suppliers, over 35 passenger transport vehicles were displayed, so visitors had plenty to see.

Although nobody knew for sure the extent to which Covid-19 would affect our lives at that stage, there were some ominous signs.

Events and travel were being effected, as airlines were noticing declining passenger numbers, but nobody could have predicted the amount of disruption the world was facing. Certainly bus operators could not have forecast that their sector would be one of the worst impacted. One thing witnessed, which in hindsight was a signal that things were about to get worse, was the sight of dozens of coaches parked along the pier where cruise ships usually dock. As no ships had been calling to Istanbul for a few weeks at that stage, obviously the dye had been cast.

Over the years, the Turkish economy has been volatile, suffering from huge swings from highs to lows in GDP terms. Currently, and over the past two years the economy has declined. Turkish manufacturers have become used to this volatility and during these periods change their focus to exporting. Local bus producer Otokar is a good example of this. As market leader (in the over 25 seats segment), its local turnover shrunk by 40%, but with renewed focus, its overall business expanded with increased exports. Now that Turkey has adopted for all new commercial vehicles to meet Euro 6, there is a move towards alternative fuels, including electric and gas powered buses. Traditionally Turkey has had a strong bus manufacturing base. Most of the European manufacturers have assembly plants based there, together with many local companies that coachbuild for the home and export market. In addition, Turkey is capable of manufacturing every component a bus or body builder requires, from the moulding for a staircase to the dashboard.

Fleet Bus & Coach while at the show, discovered a lot of parallels between the Irish and the Turkish markets.

Otokar 80% of Otokar’s production in 2019 was exported. Last year it delivered 20 new buses to Malta where there are already 240 units in service. Currently, some diesel buses are on trial in the UK. in its home market, 1 in 3 buses with a

FLEETBUS&COACH | Winter 2020

Isuzu Four new products were launched here. However, most people were interested in the Citiport 12m and 18m (155 seat) Compressed Natural Gas powered units. For operators not ready to move to alternative fuels, both versions are available with Cummins diesel and ZF Ecolife transmission. During the show, Busworld and Isuzu arranged a brief visit to the fi rm’s plant on the Asian side of Istanbul. 19,000 vehicles were assembled and manufactured here in 2019. Although predominantly a truck and Pick-up production facility, 4,000 buses were also built, with 50% of the units exported. Its EU R&D facility is based here also. Worldwide, the Isuzu Corporation employs over 80,000 at 66 production plants, recording a €7.1 billion turnover last year.

Karsan A recent arrival as a manufacturer, Karsan has gone straight to production of electric bus only and displayed the two production buses on offer. The 6m Jest launched in 2018 was joined by the 8m Atak on its stand. Sales in Europe have been encouraging, helped by its technical partnership with BMW. So far, 40 units of the Jest bus are in service in Germany Cummins The US drivetrain giant displayed a new low profi le electric batter y pack .

Designed for the European market, the key advantage of the new ‘slim’ battery design will allow it to be fitted under f loor, allowing the bus to retain a low centre of gravity.

It will also facilitate the coach builder with added space in the passenger area, and improve payload. Cummins identifies the need to continue developing batteries on two fronts, improved range and faster charging. Of course, all of this must be achieved by keeping costs competitive.

Text: Sean Murtagh - sean@fleet.ie

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68 | FEATURE

MAN focuses on Zero Emissions and Transport Solution’s for Cities electric buses into service in the past and it transpired that the electricity to power them came from old coal burning power stations. On balance, the oldest Euro 1 powered bus with clean diesel would have been kinder to the environment when the full energy supply chain is taken into account with the alternatively fuelled vehicle. For that reason, there is a bigger picture when it comes to making an investment in a new bus network for any city.

L

ike most manufacturers MAN Truck & Bus sees the challenge of achieving zero emissions for European cities as more than just supplying green vehicles. When selecting new buses, there are many alternative fuel options, ranging from Hybrid, CNG, Biogas, HVO and Biodiesel to full electric. Whatever system a city or region uses, it must meet the requirements and resources available.

Moving from a situation where an operator just needs to fuel a bus with diesel once a week to one where complex charging systems and storage facilities are required for different applications is challenging.

Diesel is a versatile fuel that can be used in any situation, whereas some of the more recent power systems will not be suitable in every environment.

Key to making any assessment for a region is calculating the investment and operating costs and comparing these to the benefits of lower emissions and reduced maintenance savings. When making an assessment on the practicality of using electric buses in a city, MAN uses a tool called 360 degree range. In conjunction with the local operator or City Council, the tool determines the viability and practicality of using electric buses under these six headings: • Determination of range based on local conditions.

• Analysis and simulation of suitable routes • Design of optimum charging and infrastructure systems • Consultation regarding energy supply and management • Verification of the service life of the vehicle battery • Plans for depot and workshop design Increasingly there is a stronger awareness of the source of the electric power. Some cities in Europe have put fleets of new

FLEETBUS&COACH | Winter 2020

On completion of an analysis by MAN for a particular city or region, an operator will be presented with some customised options for the routes involved with recommendations on what particular carbon free option might be best for them relating to the area they operate. An approach like this would likely be of great assistance to the National Transport Authority (NTA) as the Irish body plans for the future of bus travel in Dublin and all the major cities in Ireland.

MAN Truck & Bus in Ireland In Ireland the MAN range of trucks have been popular for decades. However, on the bus side, there are not as many integral or integrated passenger transport vehicles from the German brand on the road. As a bus chassis and driveline supplier to major coach builders, MAN is highly regarded among operators and has proven to offer reliable and robust products. Its TGE van range, based on the Volkswagen Crafter and made in Poland, has recently come to the Irish market and already it has made a significant impact in the courier/home delivery market. A mini-bus option is available in this range also.

Text & Photos: Sean Murtagh - sean@fleet.ie

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70 | CONDUCTOR'S STAND

Will 2021 ‘Kill or Cure’ the

2

020 has been an extraordinary year for everybody. Covid-19 has brought substantial change to all of our personal and professional lives. In business terms the bus and coach sector has been decimated. The restrictions that came into effect last March, following the speech made by the then Taoiseach, Leo Varadkar, resulted in the sector practically stopping dead. Many operators have not written an invoice since then. In September, school transport returned as students re-entered the classroom, while a trickle of private hire and some service routes started to operate again.

What will 2021 bring? Can all operators survive? How much assistance will the Government offer?

Fleet Bus & Coach put a series of questions to a selection of operators, manufacturers and suppliers to see what their view of the state of play is. Here is a flavour of the responses:

about the resumption of Airport transfer services. Fergal Barton, of Barton Transport, is also concerned that reduced airline access will restrict the potential for people to get to Ireland.

One area that may not be impacted as severely as others is city services, a view held by Dirk Snauwaert of Vanhool. He is confident that this side of the industry will return reasonably quickly, but is concerned at how long it may be before coach operators have the confidence to invest in new equipment.

Coach Tourism is a real issue, the time scale for returning to pre-COVID levels anticipated to be a lot longer. Caoimhe Moloney of Pierce Kavanagh Coaches mentioned that some of their clients are reducing booking capacity for 2021 and are now promoting 2022. It is estimated that there will be a return to service in the middle of next year, but how cost effective will it be for companies?

The questions put forward put, were: • Do you think the industry will get back to where it was Pre-Covid 19?

• Will some aspects of the industry change forever?

• What can Governments and State Agencies do to help the Bus & Coach sector?

• Is there anything positive to be taken from the Covid-19 crisis?

From the bus manufacturers’ perspective, Michele Ferrara, Director for coach sales at Volvo Coach in Sweden feels that sanitisation systems may become mandatory on buses, with a demand from the market to bring down the price of new vehicles. Maybe that is a bit of good news for operators.

Do you think the industry will get back to where it was Pre-Covid 19?

One of the remarkable observations in all the comments received was how, when the Lockdown eased in the Summer, people were content enough to travel by bus to work. Social distancing did not seem to be their biggest concern. Once there were hygiene points available at bus stops and on the bus, people seemed happy to travel.

A feature of coach tourism in the past few years has been the reduced numbers in groups which is resulting in smaller vehicles becoming the norm. Will this change, as people want their own space, or will a vaccine give us the confidence to be closer?

Eleanor Farrell of Bus Eireann maintains that it will be challenging for operators to rebuild confidence and re-assure passengers that traveling by bus is safe, particularly passengers with health issues. She makes an interesting point that many commuters

Virtually everybody in the industry is of the opinion that a return to normal will not happen in the short term, with the feeling that the starting point will be the introduction and effectiveness of a vaccine.

Operators estimate that it could take up to four years to see a return to Pre-Covid levels of business. John Halpenny, Chairman of the Coach Tourism & Transport Council (CTTC), said it could be 2026 before it happens and that unfortunately there will be casualties before reaching that timeline.

Th is is a view shared by most operators, including Brendan Crowley of Wexford Bus. He believes that commuter services will return a litt le faster, but is not as confident FLEETBUS&COACH | Winter 2020

Will some aspects of the industry change forever?

will have got out of the habit of using public transport during Covid-19 and will have to coaxed back to the bus.

So will there be regulatory changes? Mike Buckley of Kerry Coaches is worried and feels that business and incentive travel may be more regulated in the future, allowing for reduced numbers and sanitising facilities on buses. But on a positive note, he is confident this business will return, particularly the niche markets such as golf.

An aspect of the recovery will be the problems created by the lower residual value of coaches in the future. Are we entering a volatile period in second hand values of vehicles?

Danny Mc Gee of EVM Direct stated that as demand for travel is reduced it is inevitable that some companies will close, as there will be a glut of coaches in the market. It is likely that this will bring down the value of coaches by up to 30% or more. Are we facing a similar type problem now as we did in the property market collapse ten years ago? Negative equity in a coach is far more serious than a house. Some people see Covid-19 as an opportunity to move towards cleaner buses but the problem of the current stock has to be dealt with fi rst. Is it practical to off-load the current stock of second hand coaches to other markets? Possibly, but it could have a backlash if one part of the world decided to dump buses in other less well-off areas of the world, no matter how advantageous the deal would be for both seller and buyer.

Spanish manufacturer, Irizar see this as an opportunity for improving the environment, but they say, it will need Government intervention. The situation is well summed up by Tommy Callinan, of Callinan Coaches, who said that at the end of Covid-19, the sector will be left with a fleet of older coaches that operators will be handcuffed to, because of fi nancial commitments What can Governments and state agencies do to help the Bus & Coach sector?

In Ireland, the CTTC was quick to get start lobbying the government about the seriousness of the situation for its members.

Committee member Caoimhe Moloney is clear that the Government is still not grasping the full importance of the bus and coach industry to the economy. In an extensive document put forward to

CONDUCTOR'S STAND | 71

Bus & Coach Sector?

Government, followed up with a Budget 2021 proposal, the CTTC has sent detailed proposals to help rescue the industry. So far, the response has been limited. Intense political lobbying at a local level has helped create awareness while there has been some State help. Fergal Barton said that while the return of school transport was welcomed, as was the 50% payment by the Department of Education through Bus Eireann, when the schools closed last March. Assistance for those on scheduled services from the National Transport Authority (NTA) is helpful also, but the exclusion of operators from the CRSS scheme is unfair and the CTTC will continue to lobby for it.

A source of annoyance for operators long before Covid-19 was the advantage Northern Irish operators had over them, particularly in the area of VAT. Now is there is a chance to correct this and a chance to look at the VAT regulations and other tax anomalies.

Banking may not seem like a Government problem, many operators are in limbo with their banks but loans will have to be paid at some stage. It is likely that the government will have to act as an honest broker in this process. Early indications are that the banks have been helpful but if that assistance is to be assured, it needs to be regularised.

Aidan Flynn, General Manager of the Freight Transport Association Ireland (FTAI) reported that what the industry needs are grants, not loans. He said while the bus and coach industry must innovate to survive, they cannot do it alone, Government help will be required. Tourism and by extension, the passenger transport industry has been decimated. In a submission to Government, the FTAI has made some specific recommendations. What about future regulation for vehicle standards…. can the industry afford them? Manufacturers have some suggestions and comments about this matter. Belgian manufacturer VDL made an interesting point; ambitious plans to improve environmental and safety features on new coaches will add cost to new equipment, while the current stock, new and second hand, continues to devalue.

Can this be afforded? The solution, VDL suggests, is a litt le flexibility on the timing of the new legislation and regulations. Using the same argument, Lydia Lecorre at Iveco Bus said that the banning of diesel (Euro 6) Text: Sean Murtagh - sean@fleet.ie

from European city centres should be put on hold until a recovery from the crisis is in sight and companies can invest with confidence.

Polish Manufacturer, Solaris Bus & Coach, availing of an initiative by the industry in Poland, has taken its situation directly to the European Union (EU) for help. Agata Barnas, team leader for the e-mobility division of the company and communications stated that the company wants the EU to include the passenger transport sector in the recovery plan for Europe.

Tourism is a substantial part of the Irish economy. A key driver in the claw-back of the tourism market will be the recovery of the airline industry and maintaining critical routes and connectivity. Certainly for the size and importance of air connectivity to Ireland, the Government, similar to its treatment of the coach sector, has been careless at best, maybe even reckless. Ireland has always been an important player in aviation.

Is there anything positive we can take from the Covid 19 crisis?

When speaking to people in the bus and coach sector about the effect of the Coronavirus, the only positive thing mentioned was the extra time they spent with their families.

Some people answered with two words, “nothing positive” however. Wim Chatrou, now a bus and coach industry consultant from Belgium having spent many years in the sector, said that if there are positives they may only become clear in the future. “Until we have a point where we can say the virus is over, it is difficult to have a starting point for the recovery,” he added. An interesting point made by Bob Elliott , Pelican UK, was that “We will never underestimate a virus again”.

But there may be some reasons to be positive, even though they bring challenges. Inge Buytaert of Busworld, Belgium is assured that transport by bus will always exist. “Before the virus, we were trying to discourage car ownership and reduce flying, we must continue to encourage this mode switch, it is more environmentally friendly,” she stressed.

?

During a time of crisis trade associations take centre stage, with their voluntary members on the front line representing the sectors’ case to Government and its agencies.

Both the CTTC and the FTAI were to the forefront here. In particular the CTTC, through its Executive, acted quickly to get some measures in place. An early win was the continued payment of school bus fees during Lockdown and speedy results from early engagement with the banks. Those operators that got these benefits without paying membership to any association should now consider writing a cheque. They owe it to these trade associations and should pay up, it is the decent thing to do.

As mentioned earlier, Covid-19 has affected people in different ways both personally and professionally, and will for a time to come. During the Summer, in a series of webinars organised by Busworld, a selection of operators from around the world described their problems and how they are dealing with them. During one of these webinars, a Canadian operator told of how he organised counselling for his staff, as one of the company’s drivers had died due to Covid19, a moving and sobering thought. Later, an operator from India described how he was trying to organise food parcels for his workers, because the company could not afford to pay them and there was no Government support. Quite a different scenario on moving from one continent to another, but similarly sobering. It is likely most of us in Ireland face problems closer on the scale to the Canadian operator than his Indian counterpart. Mercifully, everyone’s problems are different. It may have become a cliché now, but please ‘Stay Safe’. www.fleet.ie

72 | TRIBUTES

TRIBUTES Ivan Stjernq: The Grand Old Man of Danish Truck & Bus journalism

Former Danish truck and bus journalist, automotive consultant, service inspector, appraiser and more, Ivan Stjernqvist, died on Monday July 27 after a long illness at the age of 82. For more than 60 years Ivan worked with trucks, buses, coaches, engines and vehicle technology in all shapes and sizes.

In 1959 he graduated as a mechanic at Mercedes-Benz in Odense, and since then his great interest in and understanding of vehicle technology characterised his highly Doug Jack - Global bus and coach industry loses an ‘icon’

D

uring 2020, the road transport and passenger carriage industries lost some esteemed journalists and consultants who gave many decades of dedicated service to the sectors. Here we pay tribute to:-

respected career in the Danish truck and bus industry. After working as a mechanic for a few years he was granted an internship in 1961 at Mercedes-Benz in Germany.

Returning to Denmark, he then became a service inspector, truck salesman and regional manager for the privately owned Danish Mercedes-Benz importer BohnstedtPetersen A/S.

journalist. Soon Ivan was invited to join the “International Truck of the Year” jury representing Denmark. In parallel Ivan also wrote about coaches, buses and bus technology for Danske Busvognmænd (Danish Bus Operators Association) and thus also represented Denmark in the international “Bus & Coach of the Year” jury.

In 1970, his career took him to Scania dealer Scanva Diesel A/S, where he became sales manager for the Copenhagen area.

In parallel, Ivan was authorised by D.A.F. (Danish Automobile Dealers Association) as an appraiser and consultant in both technical and commercial matters. In 1981, Ivan moved to Volvo dealer Jørgen Nielsen A/S in Ringsted and Slagelse as sales manager for both cars and trucks.

Ivan was a very sociable and well-liked gentleman throughout the industry, both in Denmark and abroad. For many years he contributed to Danske Busvognmænd’s magazine “Busmagasinet” with high quality technical articles until 2016 when he resigned from the international “Bus & Coach of the Year” jury. Since 2001, Ivan was associated with the leading Danish truck magazine Lastbil Magasinet as technical editor, a position he held until 2018, when he officially retired as a truck journalist.

In 1984, he established himself as an independent appraiser and technical consultant and also took up writing for various Scandinavian trade magazines in the truck and bus industry including Danske Vognmænd (Danish Truck Hauliers Association). Th is was the starting point of a more than 35 year long career as a reputed and respected truck and bus unrivalled by many. As news of his passing spread, one word kept recurring in the online tributes - ‘icon’.

Having graduated from Edinburgh University with a degree in Scots’ Law, he joined Leyland Motors in 1966. After practical training on the shop floor in various departments, he became Legal Advisor of British Leyland Truck & Bus Division on its formation in 1968 and Company Secretary in 1971. An enthusiastic traveller, he became Export Sales Manager in 1975.

Doug Jack, the widely respected bus and coach industry consultant, has died aged 78. He passed away peacefully in the early hours of Wednesday, September 2 after a short illness.

Doug subsequently became Sales Marketing Director for Duple Coach Builders where he introduced a more modern range of products.

As Managing Director for Salvador Caetano (UK), he later established a UK subsidiary for the Portuguese bodybuilder.

Doug’s passion for the bus and coach industry began at an early age and remained with him throughout his life. He was a familiar face at bus and coach exhibitions all around the world and his knowledge was considered

Having gained a wide and almost unique experience in the bus and coach industry, Doug recognised the need for a specialist consultancy to advise and assist the manufacturing industry. Transport

FLEETBUS&COACH | Winter 2020

Ivan lived for many years and until his death in Frederikssund, Zealand. He leaves behind three children from a previous marriage and several grandchildren as well as his wife Annemette.

Rasmus Haargaard

Resources International (TR I) was established in 1986.

He also found time to write the comprehensive history of Leyland Motors. Published in 1977, ‘The Leyland Bus’ is a magnificent illustrated work, as comprehensive and international as Leyland itself. Doug was also a regular contributor to industry journals, including Bus & Coach Buyer in the UK and BUSRide in the USA. Luc Glorieux, founder of Busworld, paid tribute to Doug: “Doug was one of the finest spirits I ever met and he certainly was one of the greatest specialists about coaches and buses worldwide. Each time I was in need of advice, he was there for me, ready and offering the good and right counsel. I will always remember him as a great friend.”

Doug is survived by his two sons, Robert (a transport journalist and publisher) and James (international business).

Sean Murtagh

TRIBUTES | 73 Robin ‘Rob’ Orchard (12 August 1942 – 2 October 2020) Rob Orchard, part of the Bus & Coach Buyer magazine family for close to two decades, died peacefully at the age of 78 after a short illness. Born and raised with his two brothers in South Norwood, Croydon , he subsequently lived in Larkfield, Kent. His first job was a trainee writer for Model Engineer publication.

He met his fi rst wife, Marion, when they were at school and they later had three children, Louise (Porter), Clare (Hannett) and David.

In the early 1960s he joined AEC, then still a major manufacturer churning out products including Routemasters for London Transport, where he was employed on the AEC Journal. When AEC became part of British Leyland, in 1966 the couple moved north to Chorley, where Rob worked for British Leyland, rising to the position of Advertising & Sales Promotions Manager.

Among the projects he handled was the launch of the Leyland Tiger chassis in 1981, Anders Karlsson – A true jolly gentleman

Anders Karlsson, Svensk Åkeritidning's editor-in-chief for many years died suddenly at his home near Linkoping, Sweden. Aged 50, Anders served on the International Bus/ Coach and International Van of the Year

an epic event that saw operators flown to Gibraltar and Morocco.

While at Leyland, Rob met and fell in love with Sheila, subsequently marrying her in March 1981. When he left Leyland in 1984 they established Apple Associates together, helping to organise shows and events as well as other marketing activities. Th roughout the 1990s this included major bus and coach shows at Donington, Telford and the NEC (Birmingham).

Rob was a train enthusiast, and with Sheila bought Litt le Salkeld station on the Settle to Carlisle line which they set about turning into such an impressive dwelling that it was featured in several lifestyle magazines.

Unfortunately, a failed exhibition in Russia left Apple Associates fi nancially exposed, the station had to be sold and the business folded.

They moved to the pretty village of Melmerby near Penrith where Sheila became a Local Councillor in 2007. Rob spent a period driving for Stagecoach, which he didn’t enjoy much, and then applied for a journalist position with Bus & Coach Buyer. He had originally agreed to relocate to Lincolnshire, but this never came about despite the impracticalities of an office over 200 miles from home via a route that involved traversing the A66.

(IVOTY) & International Pick-up (IPUA) juries for many decades. He was also a prominent member of the International Forklift & Interlogistics Jury (IFOY).

His knowledge of the road and passenger transport industries was unique - he knew all the players involved from top executives to drivers of commercial vehicles. Appreciated by everyone - employees and colleagues in the industry - no one had a bad word to say about Anders.

Judging by the extensive number of tributes expressed (and featured on IVOTY’s website – www.van-of-the-year.com) by the commercial vehicle industry and fellow jury members, the loss of Anders is great - not only as a professional but also as a person - a kind, jolly gentleman who always had time to listen - whether it was a job or private discussions.

He soon became an integral part of the team. Although capable of any feature assignment, Rob made covering minibuses and midibuses his specialism along with the Northern Irish market and compiling an annual review for the Christmas issue.

In more recent years his role had reduced and became of a freelance nature, but he continued to contribute regularly and always joined the team at trade shows.

He had a 17 year association with the Northern Ireland Independent Coach Operators Association (NIICOA) through its incarnations as CPT NI, FPTNI and now Bus & Coach NI. Initially recruited by Karen McGill to act as the adjudicator and sole judge for the Annual Gala Dinner and Awards, he visited the country regularly to see operators and suppliers and keep abreast of developments. Karen said of Rob: ‘He was well trusted and a great friend. He was a good champion for us. He grew up with us and gave us great support.’

Following Sheila’s death in November 2017, Rob stood for her former seat in the Hartside Ward for Eden District Council and won it in February 2018, continuing in the role to the end. Always keen to be involved in community issues, Rob had long worked with Fellrunner, the pioneering Penrith based community bus organisation which celebrated its 40th anniversary last year. He drove for them and was writing their history at the time of his death.

Stuart Jones He successfully organised the IPUA Test Trails in his homeland last year. As well as being Svensk Åkeritidning’s editor-inchief, Anders was also a successful novelist, conference organiser and moderator. In a touching tribute to a dear colleague and friend Carsten Tiener (Denmark) and shared by all said: “I am so sad about the sudden death of my good friend Anders. We often shared the test-vehicles all over the world – or a nightcap together at the bar in Lisbon, Rome, Shanghai or Atlanta. We remember the fantastic job he did at our Pick-up 4×4 test last year in Uppsala and the great efforts he made at the Swedish Elmia truck show in Jönköping. I can’t understand it, I will no longer hear his joyful laughter. I really miss him. My thoughts go to his family. Anders – Rest in Peace. Your old friend," Carsten.

Jarlath Sweeney

www.fleet.ie

74 | PIN PICS

FC Cologne scores ore high with unique Setra Bus

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erman Bundesliga club FC Cologne has put its trust in the Setra brand for its new team coach. Transporting players and support crew in comfort and safety of the highest possible standard is this S 516 HDH. It features 30 touring coach seats with refined leather covers and electrically adjustable leg rests and tray tables. At the rear of the bus, players can get comfortable around two fold-away tables. The Setra TopClass touring coach is also equipped with the TopAir air conditioning system, a special area featuring a fully automatic coffee machine, four 19-inch screens and a sound system with four subwoofers.

A comprehensive package of driver assistance systems ensures the highest possible level of safety in the bus which is used to bring players, trainers and support staff of the

Bundesliga club to away games in an environmentally friendly manner thanks to its Euro 6d engine. Among the systems are Active Brake Assist ABA 4, which warns within milliseconds of a potential collision with moving pedestrians and automatically initiates partial braking if necessary.

Sporting a unique and appropriate registration plate, “K-FC 1”, there is also an image of the team’s mascot, Hennes the

goat, on the bus, while the red Setra also features a projector which relays the team’s logo onto the ground when parked in front of the stadium. In addition and in keeping with the team’s motto “Zesamme sin mer FC” (literally: Together we are FC), the livery features the names of the 6,000 seasonticket holders who waived the refund of their tickets during the Coronavirus crisis.

Karsan is establishing an EV Laboratory

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provider of modern urban transport solutions for more than half a century, Turkish manufacturer Karsan is about to establish a laboratory dedicated to electric mobility as part of its efforts to contribute to vocational training in the automotive industry.

Karsan executives have signed a “Protocol of Collaboration in Vocational and Technical Training” with Bursa Governorate and Bursa Provincial Directorate of National Education. During the signing ceremony, Karsan CEO Okan Baş stated: “Th is is among our most exciting and merriest days, as we are now able to share our experience in the field of electric vehicles with our young friends, who are the skilled professionals of the future. We believe that every step, taken together, will create added value for our industry. The protocol embodies the collaboration for the purposes of establishing the ‘Karsan Technology Laboratory for Electric Vehicles’ and training the qualified human resources required.”

Karsan will enter new collaborations for the purposes of gender equality, better employment and education opportunities. A total of 20 students will be selected from 10th grades of vocational and technical Anatolian high schools for the project and at least 50% of these students are planned to be female, where the purpose is to set a precedent for

FLEETBUS&COACH | Winter 2020

contributions to women’s employment. The collaboration is also very important in that the students, who will study at and graduate from the Karsan Technology Laboratory for Electric Vehicles, will become individuals who will create added value in the future for the industry and for new technologies.

The protocol also envisages designing of study fields in schools in collaboration with industry professionals and supporting the programme’s graduates in their careers.

Celebrating its 54th anniversary this year in the Turkish automotive industry, Karsan manufactures its own vehicles as well as parts for the world’s prominent brands in the commercial vehicles sector at its modern facilities. The company has been engaged in commercial vehicle production since 1981, and its factory in Hasanağa in Bursa has the capacity to manufacture up to 19,870 vehicles a year on a single shift . The Hasanağa factory is a flexible installation which can manufacture all kinds of vehicles from passenger cars and heavy trucks to minivans and buses. It is located 30 km from Bursa city centre and has been established on an area of 207,000 sqm, 91,000 sqm of which is closed space.

Karsan has been the only independent multibrand vehicle manufacturer in Turkey for more than 50 years and the next phase for the company, powered and enabled by its business partners and licensers, is to develop

bespoke versions of new and existing vehicles in order to extend its presence to all segments of cargo and passenger transportation.

Working to “develop innovative products and services from the idea to the market” and to cater to every market segment, Karsan primarily aims to strengthen its Main Manufacturer/OEM business line. Karsan manages its whole automotive value chain from R&D and manufacturing to marketing, sales and after sales activities.

Currently the company manufactures the new H350 light commercial vehicles for Hyundai Motor Company (HMC), 10-1218 m buses for Menarinibus and its own Jest, Atak and Star models. It also produces fully electric vehicles, namely its muchcelebrated Jest Electric and Atak Electric line, in partnership with BMW. Besides vehicle manufacturing, Karsan also provides a range of industrial services in its Organized Industrial Zone factory.

Text: Jarlath Sweeney - editor@fleet.ie

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