Fleet Transport Dec 2019

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

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NOVEMBER 19

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Scania AXL Fully Autonomous Cabless Concept Truck INTERVIEW: Michael McDonagh, Global Chief Programme Engineer, Ford Transit FIRST DRIVE: Iveco S-Way - Diesel & Natural Gas HYDROGEN: Special Reports from Hyundai & Renault Commercial Vehicles TEST DRIVE REPORT: DAF XF.480 6x2 LCV: FIAT Professional & Ford launches

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Contents NOVEMBER 19

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, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, HSA, Dr. Betty Maguire, Rob Van Dieten Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Newspress, Paul Sherwood Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne Printed in Ireland

4 News • Toga Freight links with LOXX • Special rendering of the Toyota Hilux • CNG station #2 en route • Call for Low Emission Zone in Dublin • Getting ready for new MAN Truck generation • Nominees for the top C.V. Awards announced 8 Interview With Michael McDonagh, Ford Europe 10 Cover Traton Group Innovation Day 2019, Sweden 12 New Fleet Top-notch new trucks for Green Tiger, D. Walsh & Caffrey International 14 First Drives In the all-new Iveco S-WAY 16 Safety Safe tipping and load covering 18 Hydrogen Special reports on Hyundai Motors developments Plus Renault Commercial Vehicles take to H2

www.fleet.ie | 3

32 Test On a run with DAF XF.480 6x2 34 Comment Farmageddon!

35-38 Fleet Maritime in association with Derry Bros Shipping 40 Alternative Developments at Renault Trucks 42 Opinion Diesel to go the distance 44 Legal Treaty of Lisbon 45 Finance Stress Test 46 LCV • FIAT Professional in production • Ford Transit Custom Hybrids 50 Soapbox It’s an Evolution!

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23 Production A visit to the Renault Plant in Batilly, France Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo.

Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

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

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

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

Official Irish jury member of the International

24 Report/Award International Pick-up Award group tests, Sweden

Transport Barometer: Data from 16/09/2019 - 15/10/2019

TIMOCOM opens new T location in Wroclaw, lo Poland P

T TIMOCOM, headquartered in Erkrath, Germany, is expanding its presence on e tthe Polish market with an additional location in Wroclaw. a Both transport service B providers and dispatchers, p as well as manufacturing and a ttrade customers will profit from the strategic repositioning and the associated location expansion in Poland.

Intralogistics & Forklift Truck Awards follow us on twitter twitter.com/fl com/fleettransport eettransport

More than 43,000 companies are already networked via the TIMOCOM Smart Logistics System, and they upload up to 750,000 international freight and vehicle offers daily.

4 | NEWS 1

Toga Freight Services ties up with Loxx Logistics

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oga Freight Services Ltd, the long-established International Freight Forwarders based in Dublin, has secured a major deal with German Logistics company Loxx Logistics GmbH. Lox x Logistics, headquartered in Gelsenkirchen, at the logistics and industrial heartland of Germany was established in 1977, just a year before the incorporation of Toga Freight in Dublin. With group owned depots across Germany, Poland and Russia, as well as 250 partner companies in Germany and over 80 across Europe, Loxx is one of the largest and best-connected logistics groups in Europe. Despite having daily connections to over 80 European towns and cities, the one missing link in the chain was Ireland –

which is where Toga Freight has stepped in to complete the European picture for Loxx and its vast partner network.

The exclusive collaboration between Loxx and Toga will see the Irish fi rm’s “groupage” collections from across Germany, Eastern Europe, Russia and many other areas being collected locally by the Loxx partner network and “trunked” to the Gelsenkirchen hub on a daily basis. From there, this cargo is

consolidated with all other Ireland-bound goods from the wider Loxx Group and partner network and shipped directly to the Toga Distribution Centre in Dublin, avoiding the UK. The goods are then distributed in Ireland via Toga’s own Irish delivery partner network which comprises 15 satellite depots and over 300 trucks and vans operating in Ireland, delivering to every high street, industrial estate, town and village - every day!

One-off rendition of Toyota Hilux at Autostyle Competition

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t the 16th annual Autostyle Design Competition held at Mantova, Italy last month, a unique interpretation of the Toyota Hilux was among the fi nalists of this dedicated global competition for young car designers.

Gianluca Cordua, born south of Naples and a student at SPD Scuola Politecnica di Design based his re-creation on Toyota’s long association with Rallysport and team sponsor Castrol. In his own words Gianluca described his work: “While looking at the Hilux, I thought it would be interesting to give another soul to a car that is mainly used to work, what if you could have fun with the same car? I decided to work in order to give a more sportive look, implementing what is already there. New LED lights for the front and the rear, with a new design. Rocket panel in front made in aluminium and additional lights in the bumper and on the roof, on the side an additional plastic line, that makes light the side view, to give the off-road signature to the car. An aluminium design of the wheels, with black and metal alternance of colours gives more stance and a sportive look to the car. The front grille has an

aggressive design, to show the different soul from normal version.

The car has same colour of glorious rally team of Toyota.”

The two-day event at the Villa Corte Peron at Marmirolo also featured the portfolios of 10 other shortlisters (from 100 entries) and presentations from top designers from prestigious car brands such as Alfa Romeo, Bentley, Dallara, Ferrari, Lamborghini and Pagani.

Work well underway on Ireland’s second public Compressed Natural Gas refuelling station in Cashel

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as Networks Ireland recently took delivery of the main components for a Compressed Natural Gas (CNG) station in Ireland’s second publiclyaccessible, fast-fill CNG station at Circle K’s Cashel premises, in County Tipperary. Construction got underway in July and the CNG station is expected to be opened in November. The project is co-fi nanced by Gas Networks Ireland and the European Union’s Connecting Europe Facility as part of Gas Network Ireland’s Causeway Project.

FLEETTRANSPORT | NOV 19

NEWS II | 5

Call for Dublin to introduce Ultra-Low Emission Zones (ULEZ) at LDV EV30 launch

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t the Fleet Transport Awards Exhibition Arena at the Citywest Hotel, Dublin, The Harris Group unveiled the second model in its zero-emission range, the LDV EV30, to its Irish customer base. Launched initially at the Commercial Vehicle Show in Birmingham earlier this year, the EV30 is a small panel van, kitted out with the highest technical specification and a range of 321km/ 200 miles on a single charge, ensuring that is 100% respectful of the environment and nippy enough for that long city commute. It will be available to order from Q1 2020.

Th rough its investment in the larger light commercial vehicle range from the Chinese manufacturer with EV80 and new EV30, LDV is making it easier than ever for SMEs to go green, offering a range of variants under the EV80 badge including chassis cab, crew cab and minibus. LDV, owned by the SAIC Group has sold more than 400 EVs in the past 12 months.

In reaction to the recent Budget, Mark Barrett , General Manager of LDV commented on the Minister for Finance’s announcement on the increase in carbon tax on petrol and diesel: “Unfortunately, I don’t believe that this tax increase is going to support the quest for environmental change or greener motoring, nor is it going to encourage people to consider off-loading their petrol or diesel vehicle in favour of an electric or hybrid model, particularly in the commercial vehicle sector. What is needed, in my view, is the creation of Ultra Low Emission Zones (ULEZ) in areas where electric vehicles will work well, can be charged with ease and where there are concentrations of heavy traffic, namely our major cities where pollution is a serious concern. Starting with Dublin, the Government should introduce ULEZ/ congestion charges on a phased basis, and should prioritise these charges over an additional charge on petrol or diesel,” stated Mark.

“Electric vehicles (EV) may not yet be practical for every application.

If you are covering any major distances on a daily or weekly basis, the infrastructure and fast-charging options just aren’t available and currently, diesel remains the most viable option whether we like it or not. There is no one silver bullet but a congestion charge in cities will certainly encourage the switch to zero emission vehicles. That will change, but not for a number of years. So what the Government is doing, in effect, is penalising people and businesses whose options are limited and who, for the foreseeable future, are reliant on diesel or petrol vehicles.”

“By introducing a congestion charge in areas where EVs will work really well, you can ringfence the monies collected and plough them directly into measures such as EV grants or further developing the charging infrastructure and I think that this will lead to better, long-term outcomes.”

New MAN TG truck range to set standards for usability and connectivity *Presentation of the most digital MAN truck of all time due February 2020

M

odel cycles in the truck business are different from the ones in the car industry, a completely new truck generation is developed only every 15 to 20 years.

Recent new launches have came from Scania and Iveco with MAN due next to introduce the latest versions of its TGX & TGS heavy-duty ranges. “At the beginning of 2020, we will roll out our new truck generation,” announced Joachim Drees, MAN CEO and member of the TRATON Executive Board.

It will replace the current and enormously successful Truck Generation product line that has been sold over millions of times in countless variants since its arrival in 2000. MAN’s new flagship (seen by Fleet Transport) is designed to set standards in terms of user-friendliness as well as connectivity – not only today’s requirements for digitalization, automation, and drive systems concepts, but also tomorrows, according to Mr. Drees, speaking at the TRATON Group’s Innovation Days in Södertälje, Sweden.

“Th is new truck generation has been developed based on concrete requirements of our customers in order to make their work and the work of the drivers easier, more efficient, and more comfortable. It is not just a new truck but rather an integrated transport solution.

The vehicle will impress both transport companies and the drivers,” he emphasized. www.fleet.ie

6 | NEWS III

Nominees for International Commercial Vehicle Awards 2020 announced

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s the end of the year draws near, it is time for members of the International Truck, Van & Pick-up Awards to decide on the winners of the 2020 Awards. In all, four major titles are up for grabs with the announcement and presentation of these prestigious awards to be made at the Solutrans 2019 Exhibition in Lyon, France on 20 November next.

Two other significant awards within the Light Commercial Vehicle sector will also be presented at the Solutrans 2020 Gala Dinner to be held at the EuroExpo and set to be attended by 1,200 representatives from the transport industry. Following a two-phase election ballot the shortlist of the International Van of the Year Award 2020 (IVOTY) is as follows:-

The 24 members of the pan-European International Truck of the Year (ITOY) jury will elect the ITOY 2020 and the Truck Innovation Award 2020, the latter voted on with a number of associate members from other continents. The fi nalists are listed as follows in these categories: International Truck Of The Year 2020

• • • • • •

Fiat Ducato Ford Transit Custom PHEV Ford Transit EcoBlue Hybrid Iveco Daily Renault Master/Opel-Vauxhall Movano/Nissan NV400 Volkswagen Transporter T6.1

Every two years, 1-tonne Pick-up trucks are honoured with the International Pick-up Award (IPUA) and following a three-day group test analysis in Sweden, the 18 member expert jury will select an overall winner from one of the following:• Iveco S-Way range • Mercedes-Benz Actros Generation 6 • Volvo FH I-Save Truck Innovation Award 2020

• • • • •

Ford Ranger Mitsubishi L200 Nissan Navara Renault Alaskan Toyota Hilux

> In 2018, the Volkswagen Amarok V6 won the IPUA Award. While last year, the Groupe PSA Peugeot Partner/Citroën Berlingo and Opel/Vauxhall Combo shared the IVOTY 2019 Award.

• Freightliner e-Cascadia • Hyundai Xcient Hydrogen • Nikola Hydrogen • Renault Trucks Optifuel Lab 3 • Scania AXL • Volvo Vera

FLEETTRANSPORT | NOV 19

Commenting on the strong list of candidates for this year’s competition, ITOY jury member and Chairman of the IVOTY/ IPUA Jarlath Sweeney said; “For the 2020 Awards, we had a good list of potential candidates with 11 vans and 8 Pick-ups in the frame and after an early election process, this number for both IVOTY & IPUA were whitt led down to 6 and 5 respectively.

Ashbourne Truck Centre, Ballymadun, Ashbourne, Co. Meath, Ireland Tel: 00353 18350573 Josef: 0035387 255 66 77 Sarah J: 0035386 255 66 77

Faymonville MAX 2 axle drop neck low bed, power steered, single or double extension available, travel height 300mm.

New Faymonville 4 axle step frame low loader, Įxed bed, double Ňip ramps with hydraulic side shiŌ, out riggers, marker boards, 48 tonne payload.

Faymonville 4 axle, 2.54m wide plus out riggers 550mm per side, two rear steer axles, 6.5m extension in length, aluminium loading ramps for neck and rear, ramp storage under trailer. In stock.

Schmitz 8.2m hardox steel Ɵpping trailers, galvanised chassis, front liŌ axle, roll over cover, opƟon for rear steer axle. Choice of indoor or outdoor.

Wide range of trailers in stock. Ready for delivery, call for more opƟons.

New Faymonville 4 axle 9Ō wide, extendable, payload 60 tonnes, double Ňip ramps, hydraulic legs under rear, out riggers, marker boards, ready to go.

New Schmitz Cargbull 70 cubic yard bulk Ɵpping trailer, aluminium body, with roll over cover, combi door (can be used as barn doors and also as normal top hinge door) Front liŌ axle, wabco smartboard, grain hatches, in stock, choice.

www.ashbournetruckcentre.com

8 | INTERVIEW

One-to-One with Michael McDonagh, Global Chief Programme Engineer; Ford Transit

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he man responsible for Ford’s Transit and Transit Custom in Europe, North America & Russia has strong Irish connections. Fleet Transport met with Michael McDonagh at the launch of the Transit Custom PHEV in Sweden.

So about those Irish connections?

I was born in County Sligo, my father comes from Tubbercurry, my mother from Carracastle in Mayo, and I still have a number of relatives, mainly in Roscommon in the Ballaghadereen area.

As the person responsible for the Transit, what are the stand-out features of the new 2-tonne Transit?

The 2-tonne Transit was all about satisfying customers’ needs. So the main focus was all around improving fuel economy, and increasing the payload for the customer.

And then beyond that, helping the driver, so improving the driver environment and providing new technologies that will keep the vehicle on the road and keep the driver safe. Everything we did was all about maximising uptime and reducing cost of ownership for fleets.

So from the outside there are some appearance changes but they’re not significant. But in total we’ve changed 4,600 parts on the vehicle just to realise those key benefits of cost of ownership and maximising uptime.

You’ve also brought in improved connected services for customers with Ford Commercial Solutions for larger fleets and FordPass Pro for smaller firms and owner drivers.

We’re trying to develop our business in conjunction with our customers so if they thrive, we thrive. So we’ve now installed connected embedded modems in all of our vehicles. By Spring of next year they will be in 100% of Transits. What that enables is a flow of connected data back to Ford, but also we can now offer applications to our fleets, either small or larger fleets where they can FLEETTRANSPORT | NOV 19

manage their business and maximise the efficiency of how they run their business. It also gives us the opportunity to recognise if there is something that needs to be done on the vehicle, and we can inform the customer and invite the customer to come in before they end up having to take the vehicle off the road.

The new 2.0 litre diesel on the new Transit and Transit Custom features mild hybrid technology. What was the rationale behind adopting this?

It is all about fuel economy. The mild hybrid with 48-volt battery sitt ing under the passenger seat recovers energy during deceleration and uses that energy for auxiliary features so you’re not pulling energy from the engine. In the real world it will give an average of 3% better fuel economy, but for users who are operating in an urban environment it can give anything up to 8% better fuel economy, so it is a real world benefit.

It’s Formula 1 technology but in a Formula 1 car it’s for performance. However, if you fl ip that the other way and put it for fuel efficiency the driver won’t notice it’s working.

They will just notice they are gett ing better fuel economy.

The new Transit Custom PHEV - plug in Hybrid marks Ford’s first step into electric motoring. Is this where you see the future for light commercial vehicles?

The road for electrification is a long one and all of the OEMs are trying to test where the industry and the world is going on this.

We selected our fi rst step would be mild hybrid technology on the 2-tonne Transit

plus the plug-in hybrid on the 1-tonne (Custom), because we recognised it was going to give the best customer benefit. It allows for much better fuel economy but also no range anxiety about running out of electricity and having to stop for half an hour or an hour to recharge. We did do trials, we’ve done them in London, we’re about to start some in Cologne and Valencia, and without question, everybody who has tried the vehicles and used them recognises the benefit. Personally I think we have probably under-called where that will go.

Now whether that is the right technology, time will tell, but it’s part of our development and evolution in the electrification world.

We have already announced that we are developing a full electric 2-tonne Transit coming at a point in time. We will have a suite of electric vehicles. Not every vehicle will suit every customer but we will have a product that should suit every customer that comes into our dealerships.

What about diesel hybrids - have they a future?

There is a future in diesel hybrid technology, but it does rely on a smaller diesel. The diesel we have at the moment in the Transit is a large one (2.0 litres). That’s why we opted for the 3-cylinder 1.0 litre EcoBoost petrol engine as the PHEV. Developments continue, we clearly have our other diesel engines, but on our current platform there is no plan to do a diesel derived hybrid, though there may be plans going forward. We’re working on the next generation Transit and all of these considerations are being taken into account. The development of the PHEV is a direct input to that next generation of Transit that will come.

10 | COVER

“Transportation is the backbone of the global economy” Traton Group Innovation Day 2019, Sweden

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he name Traton has not as yet achieved household status in Ireland, and to be fair the name is little used in the transport industry Europe wide. Nevertheless, the brands that combine to make up the group are stalwarts of both the automotive and transport industries. The Traton Group is a wholly-owned subsidiary of Volkswagen AG, and within Traton are the bus and truck manufacturers MAN and Scania. While these brands need no introduction, the other companies in the newly formed family are Volkswagen Caminhoes e Onibus which is Traton’s brand in South America, and RIO which is a relatively new division formed to develop and manage the connected digital platforms.

Emerging from the previous singular names of Volkswagen Truck & Bus, MAN Truck & Bus and AB Scania, the company claims the Traton name is derived from “TRA nsformation of the ecosystem transport, TRA nsportation, TONnage, TRAdition of its brands.”

Today, Traton employees around 81,000 people in its 29 production and assembly plants across 17 countries. At the ‘Innovation Day 19’ (ID19) event at the Scania HQ in Sodertalje, Sweden, Senior Management at Traton reported that for the first six months of 2019, the Group earned a profit of €1 Billion on revenues of €13 Billion.

The Traton’s ID19 aimed to highlight the Group’s most recent innovations which Member of the Board of VW AG & Chief Executive Officer of Traton Andreas Renschler highlighted “are not just about vehicles and technology.” He added that many of Traton’s innovations are to be found in its work in developing systems for enhancing modularisation, soft ware and systems, and people and collaboration.

Mr. Renschler was the keynote speaker and was quick to note climate change as being one of “the biggest challenges for our industry.” He sees the future as being electric and highlights Traton’s co-operation with some of its biggest customers to support this premise. One example he cited was AB InBev brewing company, which will soon take delivery of 1,600 e-drive Volkswagen Trucks for their distribution network in South America. Interestingly, the electric drive for these trucks is being sourced from another partner of the Traton Group - Hino, a Toyota Motor’s brand.

Andreas acknowledged both the past and the future by saying: “Our industry that was historically built on ICE (internal combustion engine) is now driving the change.” Th is idea of innovation was mentioned on more than one occasion at ID19 and he feels that innovation does not only mean products, it goes beyond technological progress, its a mindset and att itude of gett ing better every day. He stated that in 10-15 years one out of three Traton models will have an alternative driveline.

However, Andreas concluded with a cautionary note to the powers that be. “Transportation is the backbone of the global economy, better transportation makes a better world. Though this is only possible when all the necessary conditions are in place - and we expect the decision-makers in politics to do their part too.”

Efficiencies are high on the agenda at Traton and the belief that important efficiencies can be achieved through enhanced modularisation and closer brand synergies. There are immense benefits to be gained in standardising components and production systems across the Group’s range of trucks and buses. Some examples of the benefits may include the wider use of Scania transmissions across the Traton product line-up and the Group benefiting from Scania’s significant investment in the world-class Climatic Wind Tunnel at Sodertalje.

Traton will launch a new 13-litre engine towards the end of 2020, which would be then available across the Group’s brands by 2021.

When asked about the engine, the CEO at MAN Truck & Bus Joachim Drees would not say what power band the new 13 litre might cover, though one can guess that with such a displacement, it may well be from 350 to 550 hp. However, he did confi rm that the new unit will be available as an alternative natural gas-powered unit.

FLEETTRANSPORT | NOV 19

COVER | 11

Commenting on further modularisation within the brands, Mr. Drees said that about 80% of any given model within the Traton Group will be the same with the remaining 20% being the distinguishing elements and features that defi ne and separate the brand from the rest of the company’s models. To be fair if anyone knows about managing brand separation, it is the Volkswagen Group.

Joachim confi rmed that at the beginning of 2020 MAN will roll out our new truck generation. “Th is new truck generation has been developed based on the concrete requirements of our customers,” he said. While the new generation MAN will arrive next year, arguably the highlight of ID19 was the world premiere of Scania’s new AXL Autonomous truck.

The AXL is an eight-wheeled vehicle bringing autonomous transport to the next level from an eight-wheeled tipper Fleet Transport reviewed in 2016. In that format the eight-wheeler came with a tipper body but this version has no cab, bringing a whole new dimension to the whole concept of future vehicles. If there is no driver and the vehicle has no cab, then there is no need to give any thought to the truck being aesthetically pleasing, it just has to be functional - no roof bars with spotlights for this Scania required! In fact, apart from some marker lights to tell passers-by it is moving, the AXL does not need headlights at all, it knows where it’s going.

Fully autonomous vehicles are on their way and will be with us sooner than we might think. Initially, they will come amongst us in limited quantities, and generally in highly controlled environments.

Nevertheless, once the roll-out begins it will be difficult to roll them back in again. For example, the Swedish bus company Nobina will begin running a fully autonomous 12-metre bus in the City of Barkaby just north of Stockholm and will do so by the end of this year. Manager at Nobina Danial Mohlin explained: “At Nobina over 50% of their drivers are over fi ft y years of age and they (Nobina)

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

like many transport companies worldwide are finding it increasingly difficult to recruit drivers” - hence their deep engagement with the project. They will have an attendant on-board during the service, however. Th is is just to help passengers and allay any fears – the attendant will not be driving. Business Development Manager at Scania, Camilla Lood believes that personal contact with passengers will still have a place in the future.

The event offered an opportunity to drive some of Traton Group’s trucks and buses, with the most relevant being the MAN eLion City bus and the MAN eTGM electric truck. It was curious to note when driving eLion City, a journalist was interviewing one of the Traton engineers and although they were speaking in normal tones this was the noisiest part of the drive as the eLion City operated in almost complete silence. With a 3 hour recharge the eLion City offers a range of 200km in all conditions, and a possible 270 km in favourable conditions.

Equally the MAN eTGM 26.360 6x2 was as pleasant and as quiet to drive. With its 185 kW battery, the eTGM offered a range of up to 180 km, depending on topography. Th is type of range was until recently only available from passenger cars and car derived vans, meaning that developments are gathering pace. Nevertheless, the increased demand for electric vehicles does give rise to some other concerns, i.e., raw materials. CEO of Scania Henrik Henriksson explained that the “Traton Group has invested in Northvolt a Swedish battery cell production facility, as the Group foresees some difficulties with the production of the volumes battery cells required to meet demand - especially for the production of cells for commercial vehicles.”

Yet this investment is not the end of Traton’s spending. The Group will invest another €1 Billion in R&D over the next five years - one can only imagine what that may bring by 2025.

www.fleet.ie

12 | NEW FLEET

Green Tiger to the ‘Four’ with new Scania fleet

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ictured here is one of four impressive new Scania P410 6x2 rigid trucks that really do look the part in their distinctive Green Tiger Express livery. That’s according to Westward Scania Sales Executive Kevin Concannon, who conducted the deal.

“They have an amazing spec to match,” said Kevin. “Being car transporters the lowchassis trucks feature the CP20 low cab and are specified with external storage on the driver and kerb sides, soft dash interior fi nish, premium driver seat in velour black,

engine, GRS905R gearbox, air suspension front and rear, LED lights and adaptive cruise control. For the car and van carrying capabilities, Italian specialist Rolfo was commissioned with its latest FLX bodywork.

As an added safety element, Provision fitted its award winning blind spot detection camera systems to the vehicles. fridge, a large 7” infotainment screen with sat nav and Bluetooth connectivity, plus climate control and an extendable bed.”

The trucks come with Scania’s Euro 6 410hp

As per the norm with Green Tiger’s trucks, they feature special livery dedicated to Irish military history. These new vehicles are named after ships that served Ireland in World War II.

Volvo delivers the goods and savings for D Walsh & Sons

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olvo Truck dealer McCarthy Commercials Ltd. supplied this Volvo FH 6x2 tractor-unit to Kilkenny based D Walsh & Sons Manufacturing Ltd., specified with a lifting tag axle. Combined with a Muldoon tandem rear steer trailer it gives unparalleled manoeuvrability for restricted space deliveries of animal feed and agricultural supply products.

Joe Baker, Truck Sales Executive at McCarthy Commercials who conducted the deal said that the new 3.2m wheelbase FH is powered by a D13K engine producing 500hp. Behind this is Volvo’s unique I-Shift Dual Clutch gearbox, which is already delivering both

& Sons. “The combination is essential for farm deliveries; many of these premises were built for a horse and cart, not articulated bulk feed trucks,” he added.

Alcoa Dura-Bright alloy wheels boost the vehicle’s high presentation standards and help contribute towards the truck’s 25 tonne payload figure. improved fuel economy levels and journey times operating on challenging terrain across the South East.

“The tag axle and rear steer Muldoon trailer combination can go places where a three or four axle rigid would never reach,” stated William Baker, the FH’s driver at D Walsh

Currently the all-Volvo fleet at D Walsh & Sons consists of four Volvo FH tractor units and one FL rigid. The company retains vehicles for around fi ve years and uses Volvo Service Contracts with McCarthy Commercials Ltd.

First new Mercedes-Benz Actros with MirrorCam for Caffrey International

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ead i ng f reig ht t ra nspor t and logistics firm Caffrey International is celebrating 80 years in business. To mark the occasion, the Ashbourne, County Meath-based family owned firm has become the first in Ireland to purchase the new Mercedes-Benz Actros with the award-winning ‘MirrorCam’ – a system that replaces conventional wing mirrors to deliver improved aerodynamics and an altogether safer and easier driving experience.

changing and reversing.

Th is ‘revolutionary’ safety feature, awarded Fleet Transport Truck Innovation of the Year 2020, is designed to offer better protection and safety to cyclists and pedestrians. By eliminating almost all driver blind spots, it will greatly reduce the risk of an accident whilst assisting drivers in key everyday tasks such as when exiting motorways, lane

Having taken delivery of its fi rst MercedesBenz truck over forty-five years ago – a 1972registered Mercedes-Benz 1418, Caff rey International has been a loyal supporter of the brand since then.

FLEETTRANSPORT | NOV 19

Caff rey’s new Actros arrives factory painted in its traditional blue and cream livery, which has been a regular sight on Irish roads for generations. Other features of the 1845LS BigSpace 4x2 tractor unit include StyleLine interior, flat floor, multimedia cockpit, LED daytime running lamps, LED tail lamps, Dura-Bright Alcoa wheels, Traffic Sign Assist, Active Brake Assist and Sideguard Assist.

Caffrey International’s Mark Caffrey welcomes the new Mercedes-Benz Actros with MirrorCam to his firm’s fleet of commercial vehicles. Pictured with him is Mercedes-Benz commercial vehicle sales manager, Fergus Conheady (left).

expanded into a medium sized enterprise with bases in Ashbourne and Gdynia, Poland.

Serving more than 500 customers across Europe, the company operates a modern fleet of over 160 trucks, providing specialist logistics services including pharmaceuticals, air-freight, temperature controlled freight, FMCG and hazardous cargo (ADR).

Established in 1969 and today employing over 200 staff, Caff rey International has Text: Jarlath Sweeney - editor@fleet.ie

Everyone talks, one delivers. The new Actros.

The 5th generation of the Actros has arrived. With innovative features including the all new MirrorCam system and Multimedia Cockpit, it is the safest and most connected truck ever produced by Mercedes-Benz.

For further information and to find your nearest authorised Mercedes-Benz Truck dealer visit: www.mercedes-benz.ie

14 | FIRST DRIVES

New Iveco on S-Way to Mont Blanc

I

n addition to launching a stylish new cab, Iveco has also re-styled the methods of dealing with its customers. The Italian company was one of the first manufacturers to focus not just on the purchase price but on the total cost of vehicle ownership (TCO). Now as Iveco’s long serving Stralis makes way for the new Iveco S-Way, the new heavy-duty truck range comes with a renewed focus on customers and the business.

Gerrit Marx, President; Commercial & Speciality Vehicles at Iveco, explained in full this renewed direction. A significant factor is the joint venture between Iveco’s parent company Case New Holland (CNH) and electric vehicle developer Nikola. Th is

FLEETTRANSPORT | NOV 19

strong co-operation would seem to be a good fit and could well prove to be one of the most significant milestones in the move towards alternatively fuelled vehicles. Th is is an ongoing project that is developing and one that is sure to gather pace in a relatively short time frame.

In the flesh or metal, so to speak, the new Iveco is a good looking truck. The exterior styling is neat and crisp as well as being functional by delivering a 12% reduction in aerodynamic drag which Iveco claims can translate to a 4% reduction in fuel consumption. Th is is att ributed to the new cab profi le and other small improvements which combine to achieve the reduction, one example being the entry steps being covered when the door is shut. The cab is

available in three main configurations of AS full sleeper, AT medium sleeper and AD short cab with a low roof.

Once inside the S-Way, in essence the interior layout has not changed dramatically. Th is should not be viewed as necessarily a bad thing. When originally launched Iveco’s Stralis was ahead of its time on many fronts and the general upgrades since then have managed to keep the cab contemporary and meet the driver’s needs. S-Way brings with it a series of refi nements which update the cab to further enhance the working and resting space. There is quite an extensive list of improvements which include new LED lighting, improved internal and external storage, USB connectors, a central locking security system, enlarged roof hatch, a

FIRST DRIVES | 15 swivel passenger seat and an integrated pull-out table. These are just some of the features which are available and equipped on this truck. It was certainly pleasing to discover the fit and fi nish of materials and components would seem to have been addressed and significantly improved. There are yet some more upgrades due shortly which will include a Mirror Cam system with a recording capability.

It was good to hear that meeting the driver’s needs was one aspect high on the designs team’s agenda. They are fully aware of the now critical driver shortage throughout Europe and beyond and feel that improving working conditions will not do any harm.

One other issue that is becoming critical is, of course, the one that is top of every news report - climate change. In addressing this Iveco is convinced that its 20 years of painstaking work in developing alternative fuelled vehicles is starting to pay off. The company has to some degree ploughed a lonely furrow for many years, and while some manufacturers did investigate the benefits of gas, just a few have followed. Iveco is now beginning to reap the rewards of its Natural Power (NP) range.

Iveco has invested heavily in a comprehensive development project that covers all aspects of producing real-world alternative fuelled transport units. These include aspects such as improved fuel gauges with an accuracy tolerance of +/-3%, new wheelbases to accommodate more tanks, and improved methods of locating gas tanks on the trucks to maximise capacity allowing Iveco to claim that S-Way is the undisputed sustainable leader in long-haul transport, with best in class TCO. S-Way comes with the full range of Iveco diesel and gas options from the Cursor 9, 11 and 13 litre Diesel engines, and from the Cursor 9 and 13 NP units. The diesels deliver horsepower ratings from 330 to 570 hp and torque figures from 1400 to 2500 Nm. The gas units deliver 340 to 460 hp and 1500 to 2000 Nm from the Cursor 9 and 13 engines.

These engines are all matched to Iveco’s 12speed Hi-Tronix transmission.

if any difference between the performance of either the gas or diesel truck. What both S-Ways’ deliver over the outgoing Stralis is a significantly quieter, smoother and more refi ned experience for the driver, which will translate into an improved experience for the operator.

While some questioned Iveco’s focus on gas as an alternative to diesel, to date over 35,000 gas-powered units have been delivered to a wide variety of customers. In response to this criticism, Marx stated that “If you don’t have a gas offering for your customers, you won’t like gas, and you will believe it won’t work. For the newer (facebook) generation diesel does not have a future, and batteries are a chemical nightmare.” Nevertheless, he pointed out that “diesel will be with us for a while.”

“In reality, we are moving towards hydrogen as the only real alternative to fossil fuels.

Hydrogen is recognised as the only sustainable way to store energy,“ he stated.

However that is as yet a long way off and natural power is the bridge to bring us there.

He mentioned that the popularity of gas is increasing quite dramatically. In 2018, there were 150 LNG stations in Europe, today in

2019 there are 230. Also, Gerrit commented that the new vehicle emission standards being introduced in 2025, and set for further revision before implementation in 2030 - will change the landscape dramatically. Although he welcomed the challenges ahead - “we did it with LNG and CNG and we will do it again.”

All press conferences these days will at some point touch on the latest hot topic connectivity. “By 2020, 90% of European heavy-duty trucks will be connected,” according to Gerrit, who was keen to point out that Iveco will not be charging operators to use its connected data systems that can generate useful information on the status of their vehicles. What is equally important is that with Iveco the operators will ‘own’ the data generated by their connected vehicles which are not always the case with other manufacturers which charge for the service.

With the new S-Way, there is a renewed sense of purpose with the company and a new sense of direction. “With the S-Way we are closing the innovation cycle, but we are also at the beginning of the next cycle,” concluded Gerrit.

Iveco X-Way construction variant

Starting from the Fiat Powertrain Technology (FPT) headquarters at the Industrial Village in Turin towards Mont Blanc, the 480 Hp S-Way powered by the Cursor 13 diesel was driven. Opting to drive the 460 Cursor 13 CNG on the return, in reality, there was little Text & Photos: Paul White - paul@fleet.ie

www.fleet.ie

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Following the success of the LowFuelcard, and acquisition of the Joint Fuels Terminal in Dublin Port, Applegreen is now providing a range of Bulk Solutions to customers across a broad spectrum of industries, each tailored to the individual needs of their business. “The key to the success of this offering is the innovation behind it,â€? observes Applegreen Head of Commercial Fuels, 'DYH 0F&OHDQ ´:H ZDQWHG WR EXLOG RQ RXU RUJDQLVDWLRQ¡V considerable capabilities by providing a real innovation for our customers. With Applegreen Bulk Solutions, we have done just thatâ€?.

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Some have integrated with their existing equipment, while most have opted for the complete Bulk Fuel Solution. All required equipment is included at no extra cost, giving you seamless full fuel management, with automated deliveries and consistently competitive pricing.�

Applegreen customer Darren Murphy, Managing Director of BM Transport, says “they take the work out of sourcing the best possible deal on your fuel, DV ZHOO DV HQVXULQJ FRQVLVWHQW VXSSO\ $QG LW¡V GRQH seamlessly, taking a weight off our shoulders. We ZRXOGQ¡W FRQVLGHU FKDQJLQJ WR DQ\ RWKHU VXSSOLHU IRU our bulk supplyâ€?.

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own tank with the Applegreen network, by using the VDPH FDUG ZKHWKHU WKH\¡UH UHIXHOOLQJ DW WKHLU RQ VLWH SXPS RU DFURVV $SSOHJUHHQ¡V QDWLRQZLGH QHWZRUN Âľ notes McClean. Bulk solution customer Brendan 2¡'Z\HU 0DQDJLQJ 'LUHFWRU RI 2¡'Z\HU 7UDQVSRUW DQG Warehousing, observes that “the quality of the product from Applegreen is exceptional. All our drivers have their own LowFuelcards which they can use where and when they need to, at our premises or at any Applegreen site across the country, which really suits our businessâ€?.

7UDFHDELOLW\ )URP 3RUW WR 3XPS Since 1992, the reputation of the Applegreen brand, and the considerable success of the business, has EHHQ EXLOW RQ WKH FRPSDQ\¡V WKUHH NH\ SURPLVHV RQ WKHLU IXHOV ÂśORZ IXHO SULFHV DOZD\V¡ Âś 7UDFHDELOLW\¡ DQG Âś4XDOLW\ $VVXUDQFH¡ In 2017, with the acquisition of half of the Joint Fuels Terminal, Applegreen became a major supplier in the Bulk Fuels market, offering innovative improvements in WKH HIĂ€ FLHQF\ RI IXHO VXSSO\ “All Applegreen fuels are fully traceable from port to pump, giving our customers the assurance they need, that their valuable assets are fuelled with the best quality product.â€?, states McClean. “This is a rapidly expanding area within Applegreen Commercial Fuels. We look forward to continued growth, bringing higher quality, greater convenience and better value to more customers, enhancing fuel PDQDJHPHQW IRU WKHLU Ă HHWV ² ZKHUHYHU WKH\ DUH throughout Ireland.â€?

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18 | HYDROGEN I

Hyundai Hydrogen Mobility & Hydrospider - paving a Green Supply Chain Transport Path in Korea before entering the marketplace.

Compared to a battery electric truck (BEV) the H2 offers higher payload and quicker charging/refi ll. Since these vehicles only emit water vapor, Hydrogen will therefore play a key role in the decarbonisation of goods transport in the near future.

H

yundai Motors' fuel cell technology is paving a path forward towards totally green, zero-emission transport operations.

Together with a number of strategic partners, such as service station providers, transport and logistics operators, along with the establishment of Hyundai Hydrogen Mobility (HHM) and start-up Hydrospider, Europe’s first industrial Hydrogen ecosystem is underway.

Delivery of Hyundai’s fi rst 50 heavy-duty fuel cell trucks is expected in Switzerland next year. Providing the initial green energy source link in the Hydrogen (H2) supply chain is the 2MW electrolysis production facility at Alpiq’s Gösgen hydropower plant in Switzerland.

A lpiq is one of the partners coming together with H2 Energy and Linde to form Hydrospider that will spread its wings beyond Switzerland and into Europe with the supply and distribution of the Hydrogen infrastructure.

At the event in Gösgen, Mr. Jihan Ryu, VicePresident Commercial Vehicle Engineering & Production Manager at Hyundai Motors Korea revealed details of the European specification Hyundai H2 Xcient rigid truck.

Th is second generation zero emission heavy duty 19 tonne GVW 4x2 rigid truck with its 190kW stack power and 350 kW traction motor is said to cover up to 400km between refills. The two fuel cell stacks are connected in parallel and seven Hydrogen tanks on board provide a storage capacity for almost 35 kg of Hydrogen. Development of a 6x2, 26 tonne H2 Xcient rigid is also underway and will undertake rigorous pre-production testing at Hyundai’s vast Namyang R&D headquarters

Rolf Huber, Chairman, H2 Energy AG, Jihan Ryu, Vice- President Commercial Vehicle Engineering & Production Manager at Hyundai Motors Korea, Edward Lee, Head of the Commercial Vehicle Business Division of Hyundai Motors and Mark Freymüller, Vice-President, Commercial Vehicle Eco-Friendly Business Development, Hyundai Motor Company.

FLEETTRANSPORT | NOV 19

For the initial Hyundai Hydrogen Mobility business model, 50 H2 trucks, built at the Jeonju Plant, Wanju, will be supplied to Swiss based customers and sold through a pay-peruse contact, starting next year, according to Mark Freymüller, Vice-President, Commercial Vehicle Eco-Friendly Business Development, Hyundai Motor Company.

By 2025, the objective is to have 1,600 H2 HD trucks in operation in and around Switzerland. This pay-per- kilometre payment usage programme will include the Hydrogen supply, maintenance, battery replacement and ‘hassle-free offer to our customers’, as described by Mark.

The Hydrogen refill can be obtained from existing motorway service stations through mobile storage tankers, provided

by Hydrospider. “Value chain partners are ready to collaborate and have co-build-up philosophy and it’s not done in a typical supplier/customer relationship,” he added.

“To expand the new business initiative further across Europe, significant motivation for long term investment into Hydrogen is required. And there are different roadmaps to reduce CO2 emissions in different countries.

Commercially viable business cases will be necessary, tailored to each countries’ conditions. Expansion therefore will have to be economically viable, bearing in mind Government goals, energy prices and surplus of energy, status of infrastructure, private/ public partnerships, Hydrogen costs, city bans on HD trucks and benefits for emission free mobility.”

Mark was of the opinion that the operation of these Hydrogen trucks would be commercially viable for the fleet companies, mentioning that the total cost of ownership will be on par if not a litt le more than conventional diesel and as time evolves, the monthly fee will reduce through volume and other incentives.

HYDROGEN I | 19 Next step on the growth plan is to target bigger markets such as the Netherlands, Germany, Austria and Norway, where a vibrant alternative mobility practice is in place.

Rolf Huber, Chairman, H2 Energy AG explained how the Hyundai collaboration came together earlier this year, establishing Hyundai Hydrogen Mobility (HHM), “with the sole purpose of shaping and decisively advancing Hydrogen mobility in Europe.”

Totally privately funded, Rolf spoke about the partnerships built up subsequently such as major fi nancial players supporting the cause, and service station providers along with some potential customers pushing the change. “It’s about coupling industries together and it’s a fundamental change of mind-set,” mentioning that the automotive industry needs to move away from the ‘tank to wheel’ philosophy and that the transport industry is always looking for TCO parity.

The turnaround therefore will see the two aforementioned sectors looking to a ‘well to wheel’ policy and offering more green kilometres to customers. Today, here we are with 80% of worldwide energy production based on fossil fuels from 50,000 oil, gas and coal fields, this has got to change,” he stressed.

Together with Hydrospider, the aim is to create an infrastructure for a strong business case for fuel cell mobility solutions.

Hydrospider was founded at the beginning of 2019 to produce green sourced Hydrogen, storing it and distributing it through a service station network. Th is joint venture is owned

by Alpiq (45%), H2 Energy (45%) and Linde (10%), with Alpiq’s new 2 MW electrolysis facility at its Gösgen hydropower station up and running later this year. Built on the left bank of the Aare canal, it will be Switzerland’s

Hyundai Hydrogen Mobility partners pictured at the completion of the hydrogen refuelling station at the Gösgen plant.

fi rst system for the commercial production of Hydrogen, with more to follow.

Amédée Murisier, Director at Hydrospider AG, reiterated all of the above statements by saying that the three partners have one goal -100% renewable hydrogen emission free mobility.

Th ree partners – One goal 100% renewable for emission-free mobility The Mission: • Cost-effective production and distribution of green, climate-friendly hydrogen • Green hydrogen supplied by Hydrospider facilitates the decarbonisation of commercial heavy-duty vehicles • Green hydrogen is the key to a meaningful and effective transformation from fossil fuels to emission-free fuel cell electromobility • Providing marketing and sales support to producers of verifiable green hydrogen First milestone Switzerland’s first system for the commercial production of hydrogen

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

Gösgen run-of-river power plant • Built 1917, rebuilt 1997-2000 • 5 Kaplan turbines, 51.3 MW • 300 GWh annual production, 80,000 households The Gösgen hydrogen-project • 2 MW electrolysis plant • Up to 300 tonnes of hydrogen/year • Approx. 40-50 trucks & 1,700 cars • Into operation: end of 2019 Sector coupling made reality • Injection of electricity into the grid in times of high electricity demand • Production of hydrogen in times of low electricity demand Next steps Further project and logistic infrastructure • Development of further projects at other sites • On-site production or Greenfield • Hydrospider alone or with partner companies • Set up of logistics infrastructure to deliver hydrogen to the refuelling stations Goal: 70 MW electrolysis capacity by 2025

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20 | HYDROGEN I

“History will remember us” Edward Lee, Head of the Commercial Vehicle Business Division of Hyundai Motors other countries. Then in 2018, we launched the FCEV specific model, Nexo. At the same time, the commercial vehicle division has also made good progress with some major achievements. For example, we started mass producing Fuel Cell buses in June of this year. But, to be honest, when it comes to trucks, we thought that there would be a long, long way to go.

Developing a business case and mass producing Fuel Cell trucks looked never easy. All circumstances were up in the air. However, my heart is beating faster in seeing things now becoming a reality. And it wouldn’t have been possible without close cooperation with several value chain partners, most notably our Joint Venture partner H2 Energy, here in Switzerland.

W

ith the establishment of the Hyundai Hydrogen Mobility (H H M ) programme with startup Hydrospider, Europe’s first industrial Hydrogen ecosystem is underway. Providing the initial green energy source link in the Hydrogen (H2) supply chain is the 2MW electrolysis production facility at Alpiq’s Gösgen hydropower plant in Switzerland.

Hyundai Motors, Fuel Cell technology is driving this project forward with a totally green zero-emission transport structure for the future, according to Edward Lee, Head of the Commercial Vehicle Business Division of Hyundai Motors. Featured here are excerpts from his address at a special event at the Alpiq facility.

“Some time ago, Hyundai Motors saw the potential for fuel cell electric vehicles, and subsequently has made significant investments along with extensive Research & Developments.

And as a result, in 2013, Hyundai launched the fi rst mass-produced and commercially available fuel cell passenger car (FCEV) which was the ix35 – called Tucson in some

Over the last eighteen months, we’ve gone through various stages of discussion and communication with customers and partners also here in Switzerland, directly and indirectly. All these steps we’ve taken together gave me a strong confidence in the following aspects. First of all, the Swiss destined Fuel Cell truck is not just a new business. We are contributing to better quality of people’s life with this zeroemission heavy duty commercial vehicle, based on the Hyundai Xcient range.

Usually people don’t care much about where electricity and hydrogen come from. But for us, with this project, the story is different here. Ours is a real emission-free vehicle with 100% green hydrogen supply chain – and that really matters to mankind.

Secondly, we are together in leading a paradigm shift in the energy and commercial vehicle sector. And we are playing our role diligently. All of us are contributing to building up the entire hydrogen eco-system and value chain. As such, our business ranges from green hydrogen production and distribution, to help set up the hydrogen

refueling infrastructure, to logistics innovations with fuel cell trucks.

Th irdly, it is really important to have a common understanding about customer relationship. We are not just buyers and sellers. We are companions and one community. Th is mindset only will guide us to success. To achieve the common goal, a team spirit is a must. That will help us complete the ecosystem and value chain.

On top of that, we will open up a new century of history after 120 years' of internal combustion engine trucks. History will remember us.

But where are we now? We are in the position to confi rm our capability to deliver fi ft y Xcient Fuel Cell trucks to Switzerland in 2020. And in addition to that we are happy to hear of serious interest and demand from other countries as well. However, in the interim, we have decided not to hand over any FC truck to customers this year and use this time to further optimize the vehicle. The fi rst big move on this ‘road not taken before’ has to go over some bumpy sections. Over the years, we’ve heard hundreds of stories about fi rst movers. However, if we pool our wisdom as one team with a shared goal, we can be smart enough to solve potential challenges ahead of us.

Whenever I get a chance to talk to my colleagues working in the Swiss project, I tell them, “You guys are really lucky.”

It’s true because writing down this new history is a once-in-a-lifetime opportunity.

For me too. Personally, it’s a great pleasure, a tremendous honour and a truly thrilling experience in my 30 year career with Hyundai Motors. I hope that you feel the same way too. Now, let’s make a truly new history together.”

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Text: Jarlath Sweeney - editor@fleet.ie

SAFETY | 21

Safety Matters . . . Safety Matters . . .

Safe tipping and covering of loads

T

his article continues the series about vehicle operations that can be categorised as high-risk vehicle activities because of the volume of known bad-outcome incidents that have occurred when these activities are being carried out.

Th is time the focus is on good practices with regard to tipping bulk loads from open vehicles, and the associated activities of covering, uncovering or trimming a load.

Tipping is a high-risk activity. The type and scale of risk depends on a number of factors including: • closeness to an edge, • ground stability, • consistency of the load, • stability of raised trailer, • load shift during tipping, • unexpected movement of vehicle, and • existence of overhead powerlines.

Drivers should report to the person in charge of any site where tipping is to take place for any relevant instructions before tipping.

Only authorised staff should be allowed in tipping areas. Tipping should only happen on ground that is level and stable, and at a place that is clear of hazards such as overhead power lines or underground pipework.

Vehicles should be positioned on level ground, be stabilised and immobilised as appropriate, and have the parking brakes applied.

Where sites are not level and stable, the tipping faces must be made safe for tipping. Remember, a compacted surface with no significant side slopes is essential, and there must be room to move forward on a level surface. Suitably sized wheel stops should be provided where vehicles need to reverse before tipping.

weather.

Vehicles should be parked on level ground, with their parking brakes on and the ignition key removed. A system to ensure that the key is removed and unavailable to a driver until loading/unloading is complete is advisable.

Consideration should be given to the possibility of using mechanical sheeting systems to avoid the need for manual sheeting. Where manual covering is unavoidable, there should be a system in place that eliminates the requirement for a person to climb on the vehicle or load. Equipment which facilitates covering from the ground, or platforms from which loads can be sheeted are examples of such systems.

Drivers should wear suitable high-visibility clothing when they are out of their vehicles and working around other moving vehicles.

They should also have appropriate non-slip safety footwear and use gloves, eye and head protection and other necessary personal protective equipment where necessary.

For further, more detailed, information on safe tipping or covering of loads, go to the Health and Safety Authority’s website at https://www.hsa.ie/ eng/Vehicles_at_Work/.

Tailgates should be fi rmly secured. They should be opened before tipping, and they should be removed completely when necessary.

Drivers should check that their loads are evenly distributed across the vehicle before tipping, i.e., that they have not shifted during transit. They must be made aware of any risks associated with the load to be tipped, such as the possibility of a load sticking to the body, and other physical characteristics such as wetness or dryness need to be taken into account also. Drivers should always make sure that the body is completely empty, and drive no more than a few metres forward when making sure that the load is clear.

Accidents that have occurred when covering, uncovering or trimming a load are as follows: • falls from height, • falls into the load such as liquid or quicklime, • movement of loads causing crushing, • falls caused by wind, and • strains or sprains from handling heavy sheeting, especially if wet.

Drivers should report to the person in charge for any relevant instructions before starting work on site. Covering and uncovering should be carried out in a safe, well-lit place, away from passing traffic and pedestrians and sheltered from strong winds and bad

• NEW & USED SHUNTER TRUCKS IN STOCK • SHORT / LONG TERM HIRE • SERVICE & PARTS

Where Special comes as Standard MPM Specialist Vehicles 3D Ballygowan Road, Hillsborough, Co. Down, Northern Ireland, BT26 6HX T: + 00 44 (0) 28 9268 8863 W: www.mpmsales.com E: mark@mpmsales.com www.fleet.ie

22 | HYDROGEN II

Renault Commercial Vehicles embraces Hydrogen technology

Autonomy up to 350 km Quick charge for hydrogen: Five minutes to fi ll up Loading area volume: 10m3 Cabin heating: 5 kWh thermic available Available on three van and platform cab versions: Two lengths, one height Minimum range two times fold extended with very low impact on temperature 100% compliant with automotive H2 safety regulations (including EC79) Launch expected mid - 2020

Master Z.E. Hydrogen can travel three times longer and charge in five minutes to meet the specific needs of business users.

2

019 can be marked as the year of hydrogen (H2) in the commercial vehicle industry. From the United States to Switzerland to France, new startup companies and established brands are about to launch heavy to medium to light duty commercial vehicles for global markets. First into the fray was Nikola with its long-distance hydrogen fuel cell tractor-units for North America with a tie-up with Iveco announced for Europe.

Hyundai Motors announced it is about to enter the European marketplace with its Xcient fuel cell medium duty trucks, initially in Switzerland, while last month, Renault has revealed its plan to have some of its light commercial vehicle range equipped with a range-extender hydrogen fuel cell technology.

specific need of business users. Providing electric and thermal power of 10kW, the range distance is increased to over 350 km (compared with the previous 120km and 230 km WLTP for the Master & Kangoo Z.E.’s H2 respectively, for the 100% electric battery versions). Another significant advantage of hydrogen is that charging takes just five minutes.

Both the Master Z.E. Hydrogen and Kangoo Z.E. Hydrogen can travel three times longer and can charge in five minutes to meet the

Fabio Ferrari, CEO, Symbio explained that the fuel cell range extender, based on Renault’s EV technology was the best and most economical option for urban and inter-urban emission free business usage as the 200 H2 vehicle trial proved. These chosen customers were based across Europe from France, Germany and Britain, with Michelin itself testing 50 Kangoo Z.E. H2s in real life daily operations.

FLEETTRANSPORT | NOV 19

Renault Commercial Vehicles, as electrification leader in the van sectors, has worked on the development of this technology for the past ten years in a collaborative project with Symbio, a Michelin subsidiary. In 2014, a series of field test trials were conducted with fleet operators which were successful and led to further refinement of the driveline.

According to Philippe-Emmanuel Devine, Renault-Nissan Alliance Global Director, LCV Strategy, Business Development & Conversion, the current Kangoo Z.E. electric, with over 50,000 units on the roads today has a TCO, (total cost of ownership) that’s lower than its diesel comparative.

“With hydrogen added as a range extender, Renault’s eLCVs are going further,” he stated.

While hydrogen is not yet readily available and produced on a decarbonised basis, it is being developed in addition to battery only applications for company fleets for intensive commercial vehicle use. Currently most of the hydrogen is sourced through natural gas, but this is about to change direction towards hydrogen electric power stations, as pioneered by Hyundai in Switzerland (see separate story). In Europe, there are 125 stations, and increasing thanks to European Union grant aid. In France, 26 are currently open, with 100 planned to be in operation by end of 2020. Currently Australia and South Africa are leading the way in providing this seamless green supply chain.

At the press briefi ng in Paris, Denis Le Vot, Alliance SVP, Renault-Nissan LCV Business Unit concluded: “Groupe Renault completes its range of electric light commercial vehicles with the launch of Renault Master Z.E. and Renault Kangoo Z.E. Hydrogen. These vehicles provide professionals with all the range they require for their long distance journeys as well as record charging times.

And the advantages do not stop there, as Renault Master Z.E. Hydrogen and Renault Kangoo Z.E. Hydrogen can run on decarbonized energy that respects the environment while offering all the comfort of electric driving.”

PRODUCTION | 23

Renault Master Production Plant, Batilly, France Batilly, One History…Many Successes

• • • • • • • • • •

Main production site since 1980 Centre of excellence for large vans where Nissan NV400 and Opel/Vauxhall Movano are also produced As of end July 2019 – 2,700 employees - 5,000 indirect jobs, 370 additional jobs created in past four years 10% female employees Average age of workers: 45 years 84% of the plant’s suppliers are located in France 2.7 million Masters have been manufactured to date In 2018; 142, 616 vehicles were produced: A record The current production rate per day is 715 vehicles 70% of Master vehicles manufactured here are exported to 38 countries

1977

Batilly factory constructed

1980

Master: the fi rst commercial vehicle to be manufactured

1997

Launch of Master X70

1998

‘Van of the Year 1998’

1999

Order boom: additional staff hiring and moving to three shift s

2008

Factory invests €200 million in advanced technology

2009

One millionth vehicle manufactured

2010

Launch of LCV range’s new flagship, Master X62

2018

A new production record: 142,616 vehicles in one year

* Master is also produced in Curitiba, Brazil for the South American market

The plant consists of: • Assembly shop – 53,844m 2 • Plant shop – 54,200m 2 • Body shop – 52,500m 2 • Logistics – 270 trucks per day

10 years of Renault Tech Know-How

R

enau lt Tech is R enau lt Commercial Vehicles’ in-house conversion centres where its Master range is transformed into bespoke working vehicles, located at the end of its factory assembly lines. Conversions and customization for professional customers and/or private individuals alike are made at the Renault Batilly factory near Metz in France. Passenger cars, LCVs, fleet vehicles, mobility vehicles and special builds are carried out here.

In the case of LCVs, Renault Tech offers a range of options and versions for business customers such as crew cab, tipper, ply lining, interior protection, etc while the fleet section covers craftsmen/tradesmen, key accounts such as blue light services. In addition, over 400 converters are certified in 30 countries to undertake this work and in 2018 120,000 authorised conversions were Text: Jarlath Sweeney - editor@fleet.ie

completed. More than 50% of the Renault Master are converted.

“Renault Tech designs, produces and markets vehicle conversions and offers associated services to meet the needs of private and business customers, in compliance with the Group’s Quality standards. Renault Tech has an aftersales service certified by Renault.

The warranty period of its adaptations is the same as for the base vehicle,” explained Rafael Treguer, Renault Tech Business Unit, M.D. during the factory visit.

“The offer is complete, carried, adapted and constantly evolving. Renault is the only manufacturer to implement an industrial means of conversion, which demonstrates its willingness to listen to all its customers, with quality/deadline/responsiveness objectives based on Renault Group standards,” he concluded. www.fleet.ie

24 | REPORT/AWARD

IPUA Group Tests – Tierp Arena, Sweden

M

aybe the time has come for a name change in a long established but recently resurged segment in the auto industry - talking about the Pick-up truck sector. As we enter Century 21.3, today’s Pick-ups are far more sophisticated than ever before, easier to drive with ride and handling aspects vastly improved, while the levels of safety and off-road technology are at an all-time high. In line with the modern era and with these new Pick-ups becoming more closer to Sports Utility Vehicles (SUVs) that are pounding the roads and streets in increasing numbers (and there is a clue there to the new name suggestion) - herald the PUV - Pick-up Utility Vehicle. After all, the 1-tonne open-back load carriers are primarily used for business or day-to-day real life utility operations. Surprisingly, no traditional manufacturer or newcomer to the scene has thought of that renaming idea.

While we wait for this to happen (or not!), the fi ft h running of the International Pick-up Award test trials took place at the Tierp Arena, 120 km north of Stockholm in Sweden. In all, 8 vehicles were up for appraisal by 18 members of the International Van of the Year jury, with 5 brands in contention for the prestigious prize. In alphabetical order, the Ford Ranger, Mitsubishi L200, Nissan Navara, Renault Alaskan and Toyota Hilux batt led it out over three days of scrutiny on-road, on-track and off-road. The 3 other vehicles that made ‘guest appearances’ were the Ford Ranger Raptor, the RA M 1500 and the reigning champion, the Volkswagen Amarok V6.

FLEETTRANSPORT | NOV 19

Day 1 was taken up with fuel consumption tests with additional on-road activity on a set rural route, while on-track action in the shape of a speed drag race took place on the motorsport circuit that has made its name for this category of racing along with hosting the Nordic Finals of the FIA European RallyCross Championships.

The Tierp Arena facility covers 200 acres, has its own air-strip and can facilitate up to 1,000 campervans at any one occasion. The 4x4 off-road track has just been completed, so the IPUA event gave the circuit its fi rst official blessing. Needless to say, the venue was a hive of activity and its CEO Urban Axelsson, a former speed drag racer, was pleased with the positive response from the international audience present and the promise of spreading the word on the variation of facilities available on site.

What was the adjudication panel looking for this time around in deciding the Pick-up King for 2020? All-round efficiency from economical powertrains, durability, capability, safety, driver and passenger comfort, superior ride and handling, the best in off-road ability as well as good design both inside and outside the cabin. In addition to the test drive programme, brand representatives were invited to highlight the merits of these vehicles and answer any questions to the curious jury members.

In brief over the next few pages are details on each contender for the IPUA 2020 starting with the Ford Ranger, which in its previous incarnation won this top prize in 2012.

REPORT/AWARD | 25

Ford Ranger

Kyle Shearer, EU Chief Engineer, Ford Ranger began by saying that this globally designed model had significant European input to ensure that the specification was right for the Northern Hemisphere customers, Built in South Africa, the previous version together with this revised model dominates the European marketplace with almost 30% share of the IPUA 1-tonne segment.

Significant to the latest version is the installation of a new 2.0 litre EcoBlue Euro 6 diesel offering 130 and 170 PS. There’s a new 2.0 bi-turbo that pushes out 213 PS and develops 500 Nm of torque,

up 30% on the 3.2 litre (200 PS) 5-cylinder offered previously and which will continue within the line-up.

Kyle mentioned that up to 9% fuel savings has been achieved with the new 2.0 EcoBlue, compared to the outgoing 2.3 litre block. A 10-speed automatic transmission is available for the first time, which adds to the fuel economy and overall driving comfort. Changes to the suspension have improved the handling dynamics while the cabin’s interior has been brought up to speed with current Ford cars, particularly with the infotainment from its SYNC 3 system.

Mitsubishi L200

Daniel Nacass, Head of Communications at Mitsubishi Motors expressed the key words that defi ne the sixth generation L200 – ‘Beyond Tough’. Since 1978 when the first L200 was launched, to the end of term for the fi ft h generation this year, over 4.7 million units have been sold in 150 global markets. In fact the 4x4 technology developed for the inaugural L200 was used in the Pajero model, which proved to be just as successful over the decades for Mitsubishi Motors. The European market has been good to the Japanese brand with over 95,000 L200 generations sold, with the UK the biggest seller with 43% volume.

using SCR/AdBlue technology. Horsepower output therefore is reduced from the 181 hp to 151 and maximum torque levels down to 400 Nm (from 430Nm).

Daniel promoted a number of related facts in that the new powertrain is more economical and the new 6-speed automatic gearbox more responsive, while the underbody technology for serious off-roading hold’s high tech and is not undermined in any way. Better cargo capacity is created through adding another leaf onto its already 5-spring leaf system and braking distances are shortened through “bigger twin-pot discs.” Although 2cm longer, the Gen 6 L200 still holds the tightest turning circle record among its competitors.

With the new bold design, the bonnet line is higher than the outgoing model with a higher positioning of the headlamps. To meet European emission regulations, it was necessary to downsize the engine from 2.5 litres to 2.2 litres that meets Euro 6D targets www.fleet.ie

26 | REPORT/AWARD

Nissan Navara

Andrew Limbert, Product Planning Manager at Nissan Europe outlined details of this latest version Navara that’s sold in 109 markets worldwide. Originally called the NP300, Nissan sell around 230,000 units annually and it remains inside the top 3 best sellers in the EU. Model year 2019, the 12th generation, builds on over 80 years of heritage in the sector to become “tougher, smarter and more efficient,” according to Andrew. With its unique dual-stage 5-link suspension, the Nissan engineers wanted to make the Navara more ‘SUV’ like in terms of driver comfort and all relative technology included.

Its new 2.3 litre Euro 6D diesels now boast twin-turbos offering 120 kW/163hp & 425 Nm and 140 kW/188hp & 450 Nm, with the former gaining 22 Nm extra torque. Allied to the new engines is a revised pattern/stroke on the 6-speed gearbox and the new 7-speed auto transmission is slicker and more fuel-efficient. Inside, the 8” touchscreen delivers all that’s needed and more as endorsed by Andrew: “Nissan has an embedded telematics control unit (4G SIM) that allows over the air updates (e.g for mapping) or the ability to flash horn and lights from your mobile phone app; likewise being able to check vehicle data from your phone etc.

Renault Alaskan

In taking a close look at the Renault Alaskan, think Nissan Navara.

Alaskan is indeed a take from the Renault-Nissan Alliance and from a technical perspective the vehicles are common - sharing the same fundamental hardware (body shell and interior fitt ings) and tuning for powertrain, suspension etc.

However, there are some differences between the two models, such as: • Exterior styling (front bumper, grille, lamps, bonnet; tailgate, rear lamps; wheel design etc) • Interior trim (fabrics are different) • Renault Alaskan is available as Double Cab only, (Nissan offers King/Single Cab) FLEETTRANSPORT | NOV 19

Renault is fairly new in this sector, having found initial sales success in South America and Africa with its newly created Oroch monocoque half-tonne Pick-up, featuring a design styling theme that’s more related to Renault’s Dacia family. That was in 2016, and along with the new Alaskan which followed soon afterward, over 100,000 unit sales have been recorded to date.

“Alaskan is a way for Groupe Renault to extend its LCV range offering and is sold through its strong Renault Pro+ dealer network and compliments the wide range of vans available from the brand,” explained Florian Pitot, Alaskan Production Manager.

Having just received a facelift, the latest Alaskan initiates the modifications made to the Navara which concentrated on fuel efficiencies, increased payload and improved safety levels.

REPORT/AWARD | 27

Toyota Hilux

Rich in heritage, eight generations of Toyota Hilux with 20 million sold to date in 180 countries tells its own story. A great workhorse in every environment is built on three pillars - quality, durability and reliability. Hilux’s pedigree is appreciated in Sweden, operating under extreme conditions such as at the LKA B ore mines where 400 of these Japanese Pick-ups work deep down below ground, covering an average 10,000 km per year which equates to 30,000 km above ground.

The current eighth generation has since been refreshed and a new model is due next year. In the meanwhile, the 2.4 D-4D diesel

produces 150 hp and provides 400 Nm maximum torque. Its twowheel drive system is switchable to 4WD when required.

As with the other contenders, its off-road technology is on par with Active Traction Control, Downhill Assist Control and Hill-start, to mention a few while its high strength, impact-absorbing body structure is able to take the battering.

Within the next 4-5 years, expect to see some type of electric hybridisation in the next phase of Hilux development as this segment continues to evolve.

Other participants in the Test Trials but not contenders Ford Ranger Raptor

surprised if you see the Raptor compete in Off-Road Rally Raid events in due course.

RA M 1500

When it came to the on-road fuel tests, the Ford Ranger Raptor surprised many with its frugalness, coming in on par with the standard Ranger and new Mitsubishi L200 with its new 2.3 litre powerplant. And that’s considering that the bi-turbo 213PS 2.0 litre EcoBoost Ranger’s engine was up against less powerful machinery.

Indeed Raptor is unique in its field – literally! Sporting rugged looks; it’s also built to deliver superior off-road performance. It’s wider, heavier, stronger and never shy of any arduous task on or off-road.

Surprisingly, Raptor’s on-road manners are superb.

Based on the successful F-series Raptor Pick-ups in the States, this Ranger Raptor is evidence of the Ford Performance design team, which includes strong Irish and Welsh influences. Don’t be

On making his way from Auburn Hills, Michigan, Bob Graczyk, Head of Product Marketing at RA M International expressed his delight in having the opportunity to present the facts and figures on the RA M brand. With over 100 years of history in the industry, the RA M marque, which reached iconic status long ago, is enjoying a major resurgence since its parent Chrysler was taken over by the FIAT Group. Starting out as Dodge RA M, it pioneered many innovations in the 4x4 segment such as hydraulic brakes back in the 1940’s.

www.fleet.ie

28 | REPORT/AWARD In 2009, RA M became a stand alone marque within the FIATChrysler family. Back then over 260,000 unit sales were achieved and today due to broadening and modernising the model range, that number is said to peak to 800,000 by this year-end. Added resources were required obviously and a new factory was built in Michigan, with extensions made to others (including Mexico).

For Europe, the RA M 1500 comes with a 5.7 litre V8 HEMI VVT eTorque petrol engine that produces 395 hp and 556 Nm of torque through a ZF 8-speed autobox. Everything about this Pick-up is big but not in anyway bold in styling – it's luxurious in fact. A 5-link-rear suspension system takes the load burden – up to 1043 kg payload and 5761 kg towing power.

Its load bay boasts unique (optional) storage features with a separate box over the wheel arches and a 60/40 split tailgate. Leg room front and back is more than any other as are the high levels of standard comfort features, with wall-to-wall leather and impressive 12” touchscreen media centre. RA M’s safety items included are secondto-none and in recent years the 1500 has won many high profi le awards. Resulting from its high-speed performance off the line at the Tierp Arena, the RA M 1500 has added yet another title: Pick-up Drag Race Winner! (Beating the Ranger Raptor in the fi nal).

Volkswagen Amarok V6 Back in 2009 when the IPUA Award was inaugurated, the original Volkswagen Amarok won the title. In the subsequent years, the German and Argentinean built open-back truck has picked up numerous other accolades, far and wide. It also happens to be the reigning IPUA Award winner from 2018 when the group tests were

last held in Romania. At the time the adjudication panel att ributed the Amarok’s success to its excellent driving manners, spacious interior and high levels of specification as the main reasons. On that occasion a Volkswagen LCV spokesperson said; “Th is is an important award for us because it is judged by professional users – the kind of people who depend on their vehicle, day-in-day out.

The Amarok has proved itself to be a fantastic all-rounder, and this award highlights the fact that it can combine workplace chores with comfort and convenience.”

Launched in late 2016, the new Amarok marked a step change in the model’s history. Along with a refreshed external look, it also gained a new 3.0-litre V6 TDI engine, an all-new interior and the latest in in-car infotainment systems, safety and technology. The Amarok range has grown steadily since its introduction.

Make/Model

Ford Ranger

Mitsubishi L200

Renault Alaskan

Toyota Hilux

Engine

2.0 litre Duratorq TDCi

2.2 litre MIVEC DI-D 2.3 litre E6D Diesel

2.3 litre E6D Diesel

2.4 litre D-4D

Horsepower

170PS@3,500 rpm

150PS@3,500 rpm

190PS@3,750 rpm

190PS@3,750 rpm

150hp@3,400 rpm

Torque

420Nm@1,750-2,050 rpm 400Nm@2,000 rpm

450Nm@1,500 rpm

450Nm@1,500 rpm

400Nm@1,600-2,000rpm

Transmission

6-speed Auto

6-speed Manual/Auto 7-speed Auto

7-speed Auto

6-speed Auto

Suspension

Leaf Springs/Coils

Double Wishbone (Fr) Double Wishbone (Fr) Double Wishbone (Fr) Double Wishbone Leaf Leaf Springs (Rear) 5 link dual stage 5 link dual stage Springs springs springs

Brakes

Ventilated Discs Fr/Rear

Discs/Drums

Discs Fr/Rear

Discs Fr/Rear

Discs/Drums

Wheels/ Tyres

265/65R17

245/70R16

255/65R17 or 255/60R18

255/60R18

225/65R18

Ground Clearance F/R

229mm

205mm

230-234/ 219-223mm

230-234/ 219-223mm

293mm

Wading Depth

800mm

700mm

600mm

600mm

700mm

Max Payload

1,252 kg

1,155 kg

1,150 kg

1,150 kg

1,150 kg

Towing Capacity

3,500 kg

3,500 kg

3,500 kg

3,500 kg

3,500 kg

GVW

3,270 kg

3,015 kg

3,250 kg

3,250 kg

3,210 kg

Accel: 0-100 km/h

11.8 sec

13.6 sec

11.2 sec

10.8 sec

13.2 secs

Max Speed

175 km/h

174 kp/h

180 km/h

180 km/h

170 km/h

WLTC CO2

184 g/km

231 g/km

245-252 g/km

245-252 g/km

183 g/km

Dimensions: Length 5,302mm Width 2,163mm Height 1,848mm

5,215mm 1,815mm 1,780mm

5,440mm 1,850mm 1,828mm

5,330mm 1,850mm 1,828mm

5,330mm 1,855mm 1,815mm

Bed Floor: Length Width

1,548mm 1,560mm

1,520mm 1,460mm

1,585mm 1,560mm

1,585mm 1,560mm

1,525mm 1,645mm

Width between Wheel Arches

1,139mm

N/A

1,130mm

1,130mm

N/A

FLEETTRANSPORT | NOV 19

Nissan Navara

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

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30 | HEALTH MATTERS

Another worry to keep you awake at night

I

t’s gone beyond having a few good summers in a row. Climate Change has happened and we may now be at the stage that it is irreversible.

Due to several factors, climate change is a major public health emergency, and disproportionately threatens the health of our young and very young people, from the unborn up. Th is has implications for future generations, as it appears that there can be a genetic adaptive change that will be passed down the line, and not necessarily a good one.

Developing children are affected by exposure to air pollutants – living near a coal combustion plant is associated with reduced cognitive ability and abnormally poor motor function in infants. As they grow up, these children tend to have an increased rate of asthma, and poor lung function as well as behavioural disturbances and lack of ability to concentrate.

Extreme heat is associated with birth defects, worsening mental health, attention deficit problems, as well as antibiotic resistance.

Th is year 2019, excessively high ambient temperatures were recorded in Paris, over 40OC. Paris is not that far away – when California had wildfi res in November 2018 we could feel that it was a long way away from Northern Europe. Paris’ 2019 hot summer may have given pause for thought.

Storms, f looding, droughts, wildfires, resulting in urgent and immediate health emergencies that they bring with them, will increase the flow of migrants, who will be traumatised by the events in their homelands and by their efforts to relocate to a safe country.

These unfortunate people may have had years of poor food production due to unstable weather conditions and will be desperate to relocate to a temperate climate.

The rise in temperature generally will facilitate the spread of insect borne diseases (such as the Zika virus via the mosquito), will also increase the incidence of heatstroke, and reduce the capacity of workers to work a full productive day.

Warmer air will facilitate changes in rainfall patterns, as it can hold more moisture than cold air. We have all noticed a difference in the quality of rainfall in Ireland – we seem to have very heavy rain, which is far from the “soft day, thank God” of our ancestors. Well, where else would the melted icecaps go?

There is a time lag with climate change, but it appears that recently a cascade of events has speeded up. Climate change will continue to happen and our generation may not live to experience the worse of it. So it behoves us to use the time lag to provide for a more liveable earth for our descendants.

Government policy, which until recently promoted the use of diesel engines as cleaner than petrol engines, did not evaluate the unintended consequences of diesel emitting more fi ne particulates and noxious gases than equivalent petrol engines.

General apathy and despair tends to kick in when this global picture is contemplated.

However, it has been shown that encouraging “active travel” i.e. walking or cycling, reducing the use of single occupant vehicles, encouragement of public transport use – all these things help increase the individual health of the users. It also reduces carbon emissions, which has a public health implication by reducing the incidence of heart disease and associated respiratory and cognitive assaults on the population.

(Th is is important as in the United States, it has been estimated that 58% of excess deaths are due to traffic, power production and industry).

There are rapid benefits from the reduction of air pollution, as we found when the ban on

burning coal was enacted in Dublin many moons ago.

It had been forecast that the ban would result in a major reduction in respiratory illnesses; in fact the policy was promoted by a prominent respiratory physician. There was a great reduction in respiratory disease but to much surprise there was an even greater reduction in heart disease – inhaled particle emissions from burning coal being a big factor in increasing the coagulability of the blood thereby facilitating thromboses in the coronary arteries.

Th is was a (happy) foreseen consequence of the coal ban and became obvious within a year.

The smoking ban was another very good move by the authorities, showing that these occasionally unpopular but ultimately good public health measures can be enacted.

What we don’t want is an epidemic of malaria, dengue fever, or other mosquito borne diseases, which may occur with the warmer weather. We may have to face these sudden overwhelming epidemics without the infrastructure to deal with tropical diseases in our midst.

The Intergovernmental Panel for Climate Change of the United Nations has stated that carbon dioxide levels are 410 ppm today and were 280 ppm in preindustrial times. Th is is a long-term pollutant and will remain for up to 10,000 years in our atmosphere. Th ink on.

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FLEETTRANSPORT | NOV 19

Text: Dr. Betty Maguire - contributor@fleet.ie

FUEL PRICES (WEEK 44) | 31

Detect See Act

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.230

1.395

1.200

Belarus

EUR

0.739

0.797

0.739

Belgium

EUR

1.463

1.511

1.522

Bosnia-Herzegovina

BAM

2.260

2.460

2.360

Bulgaria

BGN

2.240

2.540

2.300

Croatia

HRK

9.430

10.300

9.830

Czech Republic

CZK

31.670

33.280

31.140

Denmark

DKK

11.090

11.780

9.790

Estonia

EUR

1.373

1.423

1.353

Finland

EUR

1.538

1.622

1.428

France

EUR

1.540

1.576

1.456

Georgia

GEL

2.590

2.680

2.660

Germany

EUR

1.364

1.563

1.250

Greece

EUR

1.540

1.799

1.355

Hungary

HUF

381.900

392.300

409.000

Ireland

EUR

1.430

-

1.330

Italy

EUR

1.623

-

1.515

Kazakhstan

KZT

174.000

-

193.000

Kosovo

EUR

1.200

-

1.180

Latvia

EUR

1.244

1.299

1.194

Lithuania

EUR

1.131

1.200

1.079

Luxemburg

EUR

1.190

1.261

1.111

Moldova

MDL

19.100

19.020

16.700

Montenegro

EUR

1.310

1.350

1.260

Netherlands

EUR

1.746

1.819

1.466

North Macedonia

MKD

66.500

68.420

62.000

Sensor data and camera image combined

Norway

NOK

17.240

18.150

16.270

Poland

PLN

4.920

5.250

4.930

Portugal

EUR

1.532

1.584

1.430

Brigadeâ&#x20AC;&#x2122;s ultrasonic proximity sensors minimise both vehicle damage and collisions with pedestrians, cyclists or objects.

Romania

RON

5.360

5.750

5.600

Russia Federation

RUB

46.920

54.120

46.240

Serbia

RSD

149.600

158.700

162.400

Slovakia

EUR

1.320

1.449

1.240

Slovenia

EUR

1.270

1.409

1.260

Spain

EUR

1.291

1.437

1.223

Sweden

SEK

15.380

15.980

16.080

Switzerland

CHF

1.627

-

1.757

Turkey

TRY

6.861

6.900

6.507

Ukraine

UAH

28.750

30.050

28.190

UK

GBP

1.264

1.366

1.313

USA

USD

0.697

-

0.806

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brigade-electronics.com Call on 01322 420300 or visit your stockist www.fleet.ie

32 | TEST

‘With it’s FTP Model it appears DAF Trucks is losing it?’

external profi le lowers drag and so decrease fuel consumption.

The FTP designation with the 17.5-inch wheels fitted to the pusher axle manages to deliver a significant weight saving of 480Kg when compared to the comparable FTG twin-steer tractor. Th is ‘baby’ axle is arguably the main feature of DAF’s weight loss drive, however, the miniature wheelset does deliver other benefits including a significant amount of additional space around the chassis, especially when combined with the smaller Exhaust After Treatment System, which is 50 kgs lighter and 40% smaller than previous versions.

These factors are important features on a vehicle aimed at the bulk tank, blower and animal feeds sector. It will also interest operators in any area of work where a compressor or ancillary pumping equipment is needed. Besides, it means the FTP if required can be fitted with two fuel tanks which in our case gave us the capacity for 1,025 litres.

D

AF Trucks has in essence three models covering its product line-up. The range begins with the smallest, the LF series, moving up the weight category to the larger and more versatile CF and finally the largest, the heavy-duty XF. While that may appear simple enough, the range of chassis configurations and drivetrains based on those three models that the Dutch manufacturer offers operators is almost endless. Equally important due to its practical manufacturing process DAF can respond to almost any quirky chassis, cab, and axle configuration an operator requires.

The manufacturing process also allows DAF Trucks to easily generate some individual models or versions of its best sellers to meet specific market segment demands. This does, of course, widen the appeal of the brand and when successful, can create a particular niche with particular operators. One such example is a lightweight version of DAF’s XF 480 6x2 (FTP).

For this version DAF uses the SpaceCab. While this long serving cab is familiar to many, there are some changes to this particular model. One of these being the lack of an external sun visor. This combined with no external air horns, top lights or warning beacons helps to reduce weight. A cleaner

However saving weight and using less fuel is not solely about taking things away, it can also be about adding equipment and devices. Adding equipment such as spoilers to improve vehicle aerodynamics has been long recognised as a good investment to reduce fuel consumption. However, while they will in most cases enhance the looks of a truck, they have litt le value if such aero-kits are not adjusted correctly, and this is especially true of the main roof spoiler. Adjusting a roof spoiler daily to account for differing trailers is not as easy as it may sound and where possible it is better to avoid a driver having to climb on or over the catwalk. Some years ago DAF Trucks introduced a winding handle which can easily adjust the angle of the roof spoiler while the driver keeps both feet on the ground. This key feature is included on this fuel-saving version of XF, and if used correctly will deliver the desired results. Th is is equally true of EcoRoll, or the Adaptive and Predictive Cruise Control systems.

The interior of XF remains a firm favourite with drivers and this version comes with the ‘Exclusive’ cab trim. Th is includes a leather steering wheel, leather door covers and leather seats which combine to project a professional air of quality. The dash is well laid out with all switchgear to hand and while it is familiar to many drivers, there have been some innovations over the years that not all

FLEETTRANSPORT | NOV 19

TEST | 33

would be aware of. One example is the dash lights dimming when reverse is selected.

Others being the full range of performance metrics within the driver display that can help the driver to reduce fuel consumption, but can also help to reduce accident risk.

Recent upgrades to in-cab climate control have also helped to enhance driver comforts, and while not new, ‘DAF’s Night Lock’ is always deserving of a mention. It is a cheap and highly effective way to improve personal security for the driver.

Performance of the FTP is on par with any 480hp XF. The enhanced PACCARdrivelines introduced by DAF over the past eighteen months, especially by linking the MX engine range to the 12-speed TraXon transmission, means that XF can run with a 2.21:1 rear axle ratio. This manages to keep the engine speed at an exceptionally low 1,050 rpm travelling at 85 kp/h, allowing the tachometer to sit in the middle of the torque curve. With the XF running at just under 39 tonnes GV W, the 480hp provides more than adequate performance, and it delivers it in an exceptionally quiet, smooth and comfortable manner.

The question of ride and handling issues are often raised by some having an eye on the mini-axle. This configuration is not favoured by everyone with some believing it’s not suited to certain types of work. On this trial, we put it to the test across all types of road imaginable, from the M1 Motorway down into Dublin Port and out through the byroads of North County Dublin and County Meath. Coincidentally on the day, the weather was as mixed as it gets, and during the drive, torrential rain deposited volumes of surface water followed by brilliant sunshine.

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

Nevertheless, throughout the drive the sixwheeler behaved very well with no issues from under or oversteering. The combination was found to be solid and stable on the road.

Some would also argue that the miniature axles can over time give some reliability issues, though it was often attributed to maintenance schedules. Th is DAF assembly is essentially maintenance-free and guaranteed to run at trouble-free 46 tonnes, making it more attractive to operators engaged in heavier work.

As with all issues in transport, there are always two sides to the coin, and this is highlighted by the XF’s adjustable spoiler. The system is a good idea and it’s accepted that if adjusted correctly the spoiler will deliver savings. This will only happen if someone tells the driver to do it and shows how it’s done. Th is point goes for all the other fuel-saving features DAF Trucks has included on the XF FTP. On the Spec Check Make Model Chassis Type Engine Rated Power Rated Torque Euro Rating Transmission Drive Axle Ratio Brakes Safety Retardation Devices Suspension (F) / (R) Dimensions W/B 1st - Alcoa Dura-Bright 2nd - Steel Wheels 3rd - Alcoa Dura-Bright Fuel/AdBlue - Capacity Trailer

drive, DAF’s Expert Driver Trainer Mandy Wannerton was on board to demonstrate the benefits of using the systems correctly.

Much of what Mandy demonstrated was simple and at times seemed obvious. However, if systems such as DAF’s Driver Performance Assistant (DPA) are not being used correctly then they won’t deliver the savings. DAF is willing to talk to any customers and help them with delivering some information sessions to drivers.

There is little doubt that DAF Trucks has done its homework and the figures will add up. Removing the external sun visor saves a certain amount, while fitting the mini-axle cuts 480 kg, which not only equates to a further saving on fuel but also an increase in revenue by adding payload. In keeping with these two measures, we are quite sure all DAF’s other fuel-saving measures will work - once they are fully and correctly used.

DAF Trucks XF 480 FTP Sleeper Cab 6x2 (Mid Lift & Steer Pusher Axle) PACCAR MX-13 355, 12.9 litre, in-line six cylinder 480 hp (355kW) @ 1600 rpm (2350 Nm @ 900 - 1365 rpm) Euro 6D – SCR, DPF - (HVO Friendly) ZF TraXon (12TX2210 DD) + 12 Speed Automated 2.21:1 Discs All Round - ABS, EBS, ASR, PCC, VSC, ACC, FCW, AEBS, LDW, Hill Hold MX Engine Brake Parabolic Spring / Air Suspension 4005 (mm) 1st Steer: Michelin - 315/70 R22.5 2nd Steer: Michelin - 235/75 R17.5 Rear Axle: Michelin - 315/70 R22.5 1025 litres / 90 litres Tiger Trailers Tri-Axle Box Van www.fleet.ie

34 | COMMENT

“Farmageddon” – not the movie but real life

O

n my way to the Fleet Transport Awards evening at the Citywest Hotel, I passed a billboard advertising the latest Shaun the Sheep movie “Farmageddon”. As I thought a litt le more it struck me that, whatever about the plot of this movie the title would be great summary of many of the major dilemmas facing Irish and, indeed, world society.

As I drove along there were reports of the climate change protesters mingling with the Dublin City traffic. Earlier in the day I had read a very good piece in The Irish Times about Virginia Transport’s fi rst carbon free journey delivering meat to a French customer with a CNG fuelled truck. A couple of weeks earlier very litt le meat was on the move due to farmer protests at beef prices that were below the cost of production and making their farm enterprises nonviable, even with substantial EU CAP support. In the background was all the Brexit noise, threats to the effectiveness of the British landbridge, possible collapse of the UK food and dairy markets together with the near-certainty that the Irish taxpayer will be hit next year for massive fi nes for non-compliance with European environmental targets.

There may be no short-term answer to all of this “Farmageddon”, but what can be done in the longer term? One very radical solution might be to reduce, if not take away entirely, the role of the cow or bullock in Irish agriculture. Are they, in fact, already a globally threatened species? By coincidence at the height of the Beef Prices protests, legislators in a number of US catt le ranching States were seeking to put through a ban on fast food outlets and others, challenging the description of burgers that use meat-like products of vegetable origin, as being meat. Already Burger King and a number of smaller chains had very successfully introduced such alternative to meat products. At the same time sales in the US of non-dairy milk have reached over $5 billion a year with annual consumption growth of over 15%.

Going back to the burgers, figures from a group of Harvard University researchers showed that for each kilo of bovine beef, the CO2 produced was 99.5 kilos, the water required in its production was 1,451 litres and land use was 326 square metres. For the “Impossible burger”, grain-based product the equivalent figures are: CO2 3.5 kilos, freshwater requirement, 107 litres and land use 2.5 square metres. The Impossible Foods Company, backed by Bill Gates and others is currently valued at more than $8.5 billion. A Dutch startup in similar products has now been scooped up by Unilever while Kraft Foods is another big name gett ing into the area.

As average temperatures rise, and water shortages become more the norm it would seem that the ability of Irish farms to support large numbers of catt le will become more challenged, pushing up costs per unit to even higher levels than they are at today, while the market for their products may well begin to fall away with people becoming more “flexitarians”. People might not turn away entirely from meat and dairy products but would switch to the more “healthy” option, even if that did cost more.

The Beef Price protesters may have done themselves and society a significant service in opening up a complete analysis of the industry.

Rather than sticking with the catt le breeding, and the traditional meat and dairy industry formula that has been in play for centuries,

FLEETTRANSPORT | NOV 19

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

might now be a time to grasp the opportunities afforded by the “Impossible burger” route? If those Harvard figures are correct then relatively small farm enterprises could thrive, producing more with less land, water and labour inputs. The replacement meat and dairy products, while requiring transport under temperature control, may not have to be rushed to market over expensive and potentially unreliable landbridges and, of course, the real payoff for the Irish taxpayer will be a much cleaner environment and huge savings in environmental fi nes.

It’s all very logical but I suspect that it could be politically a challenge to the way things have always been done. It did strike me when Verona Murphy was being presented with the “Services to the Transport Industry” Award at the Fleet Transport event, that she might, in her future life be someone to take the challenge forward.

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fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 35

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

Volume 14, No. 5 Winter 2019

There’s something familiar about the bigger and better Visentini built sisters

I

n 1997, the newly built Mersey Viking entered service for Norse Irish Ferries on its Belfast – Birkenhead service.

Shortly afterwards she was joined on the route by a sistership, Lagan Viking. Both vessels had been built by the well-established Italian builder of ferries, Visentini, to a totally new design. The vessels were 186 metres in length, 25.6 metres in width and had a freight vessel capacity of 2,300 lane metres.

IMO Sulphur Control regulations which come into force on 1 January, 2020 and under which Sulphur emissions from vessels operating in almost all regions must be reduced from 3.5% of exhaust gases to 0.5%. The fi rst vessel to get this work done was the 2002 built Napoles. The conversion of this Visentini vessel took three months and she was then followed in to the yard by her sister vessel Sicilia for a similar conversion.

Over the following 16 or so years another two dozen vessels of similar size, capacity and profi le emerged from the yard and while the original Mersey Viking is now operating in New Zealand waters under the name Strait Feronia for Bluebridge Lines, most of the vessels are currently operating on European services.

A perhaps, more radical conversion job on a couple of Visentini sisters will be undertaken in 2020 by the Turkish SEDEF shipbuilding yard. In April, the Stena Lagan will be displaced on the BelfastBirkenhead route by the e-Flexer Stena Edda and will sail to Turkey.

There, she will be cut in two and lengthened by inserting a 36 metre middle section. After the four-month project the Stena Lagan will emerge with an increase of 640 lane metres in freight capacity, dedicated capacity for cars increased to 280 and the number of cabins increased from 120 to 194. At 222.6 metres long she will be 11 metres longer than Stena Line’s current largest Irish Sea vessel the Stena Adventurer. The design team will include personnel from NAOS Ship & Boat Design, the fi rm that had designed the original Mersey Viking in the mid-1990’s.

The 2005 built Stena Lagan did emerge from the builder’s yard with a slightly different profi le to her earlier sister vessels, mainly due to re-design of the vessel’s bow to give a more efficient and seafriendly profi le. Th is design change was carried through to all of the subsequent vessels including Stena’s, Stena Mersey and Stena Horizon, Irish Ferries’ Epsilon and Brittany Ferries’ Connemara and Kerry.

All of these vessels have the same freight capacity as the Mersey Viking and passenger space for up to 1,000 people, though this has been varied to suit the services being run. So, for 22 years nothing much changed with these workhorses of the ferry industry.

Earlier this year, however, Mediterranean operator Balearia commenced a major vessel conversion project under which five ferries would be converted to operate using LNG fuel as an alternative to regular marine fuel oil. Th is is being done so as to comply with the Straits Feronia Wellington

As soon as the Stena Lagan’s current running mate on the BelfastBirkenhead service, the Stena Mersey is released from that service following delivery of the second e-Flexer, Stena Embla, she will sail to Turkey for a similar conversion. It will be interesting to see in, say, five years’ time how many of the Visentini vessels will be undergoing upgrading similar to what Balearia or Stena are doing, but it seems clear that the familiar profi le will be around for many more years.

Stena Mersey

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36 | MARITIME II

Waterford Port drives ahead and launches four-year Corporate Plan

W

hile launching Waterford Port’s Corporate Plan for the period 2019–2023, its CEO Frank Ronan summarized the Port’s freight and fi nancial results for the fi rst half of 2019. In that period 854,000 tonnes of bulk cargo were handled over the quays, a 15% increase on the figure for first half 2018, while container numbers were similar to those in 2018. Turnover was up by 10% with profits stable.

the service will be very successful, particularly given the tremendous support shown so far by the region’s exporters”.

Turning to the four-year plan and the subject of Container Traffic and Rail Freight Frank said: “2019 saw the introduction of the fi rst new lo-lo service / call in Waterford for many years. Th is new feeder service (operated by BG Freightline) is particularly aimed at deep sea traffic and provides a welcome addition to the port’s existing short sea services. At the time of completing this plan the new service is still at an early stage and is making very solid progress. We expect

“Re-activation of the rail freight connection to Ireland’s Northwest and West is an ongoing priority. Th is facility can support growth in container handling through the port and provide an economic and environmentally sound option for exports and importers outside of our immediate region.”

“The Port will continue to seek to expand the lo-lo offering from Waterford. The decarbonisation agenda, possible benefits of avoiding the UK landbridge to Europe and pressure around capacity in Dublin all represent sound bases for opportunity.”

The Plan also focused on Renewable Power stating that the movement towards renewable power generation is core to Ireland’s decarbonisation agenda. “It is clear that both on-shore and offshore wind power has a central role to play here. Port of Waterford is well placed to facilitate and support this industry and will actively seek opportunities to contribute.”

In the course of commentary on Brexit related issues the Plan stated: “As the Port of Waterford doesn’t operate direct services between Ireland and the UK, no major operational issues are envisaged”.

The plan also sets out how Waterford may be able to accommodate some activities that no longer fit comfortably at Dublin Port, while Brexit may increase the attractiveness of Waterford’s direct services to mainland Europe to those who previously moved goods using Britain as a landbridge.

Stena Estrid Float Ceremony

Bere Island based tug completes long-distance rescue mission

T

he Ocean Challenger ocean going tug owned and operated

by Bere Island based Atlantic Towage & Marine rescued a stricken general cargo vessel six hundred miles out into the Atlantic following a call for help on 16 August.

The Dutch flagged Onego Rios with a crew of twelve on board was on passage from Panama City to Rosyth in Scotland when she lost power some six hundred miles off the Fastnet. Atlantic Towage and Marine’ owner, Sean Harrington answered the call for help allocating the Ocean Challenger for the task. After a three-day passage Ocean Challenger arrived at the Onego Rios drift ing one third of the way between Ireland and Canada and took on the tow to bring the vessel to anchor in Bantry Bay. The tug had been at sea for over a week.

Commenting after completing the rescue Sean Harrington said: “The Ocean Challenger is the only tug in Ireland capable of such a

long-range operation and of actually towing such a large ship back”..

The Onego Rios is 7,500 dwt. and 143 metres long. Atlantic Towage and Marine was established in 2008 and has a main area of operation supporting maritime operations off the Irish South and West coasts.

The company opened at Killybegs base in 2014.

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MARITIME III | 37

Plans firm up for development of Cork’s Belvelly Port Marino Point facility In 2017, the Port of Cork partnered with Lanber Holdings in purchasing Marino Point, a deep-water port facility in Cork Harbour. The companies jointly developed a Port Development Masterplan for the newly named Belvelly Port facility with the aim of creating a framework for the proposed on-going industrial development of the site and a high-quality workplace environment for the future workforce population.

Henry Kingston, Port Engineering Manager at the Port of Cork, commented on the project and said: “A lot of work has been going on in the background since we jointly purchased the Belvelly Port Facility in 2017 and we are delighted today to consult with residents, local representatives, and other stakeholders on the masterplan for the site.

The Masterplan will act as a guide to both decision making and the phasing of any proposed developments to ensure the most appropriate fit for existing infrastructure and services and we welcome the views and input from stakeholders as we move forward to enabling works and the environmental clean-up of the site.”

It is envisaged that Marino Point will be developed to accommodate a range of industrial and port-related activities and could become a dynamic industrial hub for the area, thus creating employment.

As part of the Project Ireland 2040 National Planning Framework, one of the key future growth enablers for Cork is to deliver large scale regeneration projects for the provision of new employment and supporting infrastructure in Cork Docklands, as integrated, sustainable developments, including relocation of sites from the City Docks. Belvelly Port Facility has been identified to enable this type of growth.

The opportunity to optimise the rail connection on the site will be a focus going forward and the Port of Cork is committed to seeking out suitable port users/ customers which could potentially use the rail connection to transport their goods.

“The potential uses of the site vary and could be anything from dry, break or liquid bulk cargo, bio energy, general industry and even

Ringaskiddy Port

tourism. As a key stakeholder in Belvelly Port Facility, the masterplan will allow the Port of Cork to plan for future growth and prepare for variations in trade, import and export of goods to and from Ireland and through Cork in particular. It will also facilitate the expansion and transfer of Port facilities from the Cork City Docklands and is part of the long-term vision for the Port of Cork,” he concluded.

Launch of Arklow Willow brings Arklow Shipping fleet numbers to 55

F

ollowing the launch at the Dutch Ferus-Smit yard the Arklow Willow has taken up service for owners’ Arklow Shipping Ltd. The Irish flagged 16,500 tonne deadweight and 150 metre-long, vessel is the third of a series of four similar vessels being introduced to the company’s European Bulk shipping business.

Arklow Shipping Ltd, (ASL) now has a fleet list totalling fi ft y-five vessels in operation. Of these, thirty-seven vessels are registered in the company’s home port of Arklow while the balance of eighteen vessels are Dutch registered by the company’s Arklow Shipping Nederland R.V. division.

in tramp shipping trades sailing between smaller ports in Northern and Western Europe. The Arklow Willow and her sister-ships are Ice Class 1A certified to operate in Northern waters.

These vessels are the largest built for ASL and their design is based on that for a series of 8,500 dwt tonne vessels delivered by the same yard. The vast majority of the fleet is composed of significantly smaller vessels many of them 2999 dwt tonnes. These vessels operate mainly

The Arklow fleet, in terms of vessel numbers is amongst the largest in Europe. While the vast majority of the vessels carry bulk cargoes including cement, animal feeds, timber etc a number of vessels are chartered to Container shipping service operators.

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38 | MARITIME IV

Irish Sea routes prepare for IMO Global Sulphur Cap 2020

S

tena Line and competing lines are currently engaging with freight customers on its Irish Sea routes to advise them of an important International Maritime Organisation (IMO) environmental regulation which will come into effect on 1 January 2020.

The goal of the Global Sulphur Cap 2020 Regulation is to significantly and progressively reduce sulphur emissions within all areas of international shipping and applies to all ship operators world-wide. A number of regulations have been introduced over the past years aimed at making the shipping industry more environmentally friendly, such as the 2015 sulphur cap in the English Channel, North Sea and Baltic Sea. This new mandatory cap of 0.5% sulphur in ships’ fuel will now require all operators on the Irish Sea to ensure reduced emissions by switching to

PORT PORTALS The Irish Ferries vessel W.B. Yeats has been switched from the Dublin-Cherbourg service to run throughout the winter on the Dublin-Holyhead route. To do this she has switched places with the Epsilon and that vessel now runs a three times weekly Dublin-Cherbourg rotation.

The service change allows the company to offer significantly increased passenger and car capacity on the Dublin-Holyhead route coming up towards the peak Christmas season while maintaining the freight capacity on the Cherbourg service. it now seems to be unlikely that what will be the world’s largest cruise ferry ordered from the same German yard that built the W.B. Yeats will be delivered as originally planned, (Spring 2020), meaning that for the summer schedule the current two vessels will swop back to their 2019 schedules.

Following the introduction of the chartered freight ferry Mistral on their Dublin / Liverpool route displacing the European

low sulphur fuels from 1 January 2020. The new emission limits will apply on a global basis so that Irish exporters and importers trading in markets further afield will find that the current level of bunker fuel surcharges will be significantly increased. In the case of traders with Asian markets these increases will, in some cases, already be in place as the vessels serving those markets may already have had to take low-sulphur fuel on board.

In the case of ferries on Irish Sea routes, at the time of writing Irish Ferries has not published the matrix of likely surcharges, but Stena Line has done so. While the increased charges will not come into effect until 1 January 2020, Stena has now published a schedule of shadow BAF’s (Bunker Adjustment Factor). Based on September 2019 pricing for low sulphur fuel the extra cost for a 14-metre unit on the short-sea routes out of Dublin or Rosslare Endeavour, P & O Ferries has chartered a sister ship, the Charlotte Russ to open a new route from Tilbury.

The new service links the ports of Tilbury and Calais, both well established P & O Ferries ports and operates twice daily Monday to Friday and once daily at weekends. The vessel carries unaccompanied trailers and with easy connectivity to the M25 running around London is intended to allow hauliers to avoid the likely congestion on the roads to Dover following Brexit. Sailing into Calais enables the hauliers to pick up one of a number of rail freight services running east and south.

P & O Ferries has also announced an order for the fi rst two of a new series of Jumbo

would be € 21.70 and for a 17-metre unit the extra would be €26.35.

On the Rosslare/Cherbourg route, because the part of the voyage between Land’s End and Cherbourg is within the Sulphur Emission Control Area (SECA) covering the English Channel and the North Sea, there is already a surcharge on trailers on both the Stena and Irish Ferries covering the extra fuel costs for that leg of the journey, but now a revised BAF will apply for the whole journey. In the case of 14-metre trailers this is likely to increase to €46.78 and for 17-metre trailers, to €56.78.

Even leaving aside any geo-political issues that would affect oil prices, there is still considerable uncertainty about the actual price of low-sulphur fuel when the demand for it cranks up at the end of 2019.

Ferries planned for introduction onto the Dover/Calais route in 2023. A specific design feature is that these ferries will be double ended so as to shave time off docking at Dover and Calais and this feature will save one tonne of fuel on each voyage. They will operate using battery power as well as marine diesel.

Stena Line has returned the Stena Europe to its Rosslare/Fishguard service. The refurbishment of the ferry took a number of months longer than had been anticipated and Stena Nordica stood in over the summer months. Following the refurbishment, the vessel’s capability to carry high sided vehicles was considerably enhanced and the passenger facilities have also been improved.

Work on the completion of the e-Flexer ferry Stena Estrid is almost complete and the line hopes to place her on the Dublin/Holyhead route in early Spring 2020. She will displace the Stena Superfast X and with a freight deck capacity of 3,100 lane metres her capacity is almost 50% more than that of the vessel she replaces.

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40 | ALTERNATIVE

Renault Trucks’ multi-faceted approach to fuels of the future

T

here’s widespread acceptance that transport will change immensely in the coming years, though the question is still out there as to what the commercial vehicles of tomorrow will be powered by.

The next 30 years will see a near doubling of people living in cities, from 3.5 billion in 2018 to an expected 6.5 billion in 2050. “Cities are not designed for such volumes, with more goods needed and more waste produced.

Additionally air quality is becoming a megaissue,” said François.

Fuel is just one part of a challenge that’s taxing the best brains in the motor industry, as manufacturers try to come to terms with evolving lifestyles placing new demands on logistics, rapidly evolving regulations and the impact of new technologies such as automation and connectivity.

That’s inevitably going to impact on road transport which accounts for 16% of harmful particulates in the air. “Transport isn’t the biggest offender but we cannot deny our responsibilities,” he added.

“The transport industry will change more in the next few years than it has in the last century,” said François Savoye, Alternative Energies Development Director, Europe for Renault Trucks. He was speaking at the company’s headquarters in Lyon, France at an event showcasing the brand’s sustainable transport strategies for the years ahead.

FLEETTRANSPORT | NOV 19

Reducing CO2 is another urgent priority.

Since 1950 the atmospheric concentration of the gas has increased from 300ppm to over 400ppm, whereas in the period from 1750 (which included the fi rst Industrial Revolution) it had only increased from around 275ppm to 300ppm. Trucks that fail to meet EU CO2 emissions standards face increasingly draconian penalties in the coming decade, with a 15% reduction from 2019 as a base year coming into effect in

2025 and a further 15% five years later.

“It’s going to be tough for manufacturers to achieve this,” admitted François.

The answer, he believes, is in diversification into different types of fuels. “The perfect solution does not exist, but a mix of diesel, biogas, natural gas, electric and hydrogen solutions will work depending on use.”

Note he includes the devilish derv in his mix of fuels. “The time of all-diesel is over, but not the end time of diesel,” François observed, adding that the fuel remains the most efficient solution for long-haul use. “In my personal opinion the biggest problem of diesel is image. We need to bring fact into the debate.”

He highlighted how clean modern Euro 6 diesel engines are. “The engine is no longer the fi rst source of particle emissions - brakes and tyres are.” In fact the latest Euro 6 engines produce 97% less particulate emissions than Euro 1 models of 25 years

ALTERNATIVE | 41 ago and 98% less NOX emissions.

The immediate future will see significantly more electrification for urban and regional transport use, said François, though not for long haul. “A long haul truck would need a battery weighing 9 tonnes to achieve a 1,000km range.” He pointed out that Renault Trucks has been a pioneer for more than ten years in electric vehicle development and highlighted a recent joint development between Volvo Group and Samsung SDI that will see battery packs specially developed for Volvo Group’s truck applications.

Bio-synthetic paraffi nic fuels are a solution for regional and long-haul transport in the medium to long term, said François. XTL, a synthetic liquid fuel, can be produced from biomass (BTL), gas (GTL), coal (CTL) or from vegetable oils (HVO). CO2 can be reduced from -50% to -90%. Its take up

will largely be driven by fuel prices and incentives.

Biodiesel can also be an effective regional haul solution. Made from vegetable oil, it can be blended with diesel or used in pure form and can bring up to 60% well-to-wheel CO2 reduction although there is increased fuel consumption and shortened service intervals.

Compressed Natural Gas (CNG) is becoming increasingly available and suits many urban operators in particular. It provides a lower cost of energy compared to diesel and eliminates the need for AdBlue. Emissions wise it offers 10-15% lower CO2 emissions or up to 70% with Biogas, while particulate matter is reduced by 90% compared to Euro VI diesel engines.

François also mentioned that he believed

hydrogen is a solution in the future but the challenge on cost is a big issue. Renault Trucks’ strategy at present is to focus on BEVs, he said, while keeping track of hydrogen. Interestingly he made no mention about the Master Z.E. Hydrogen announced

by Groupe Renault’s Commercial Vehicle division on the same day of the event - see our separate story in this issue.

Current Offerings Renault Trucks' customers are currently well served with alternative fuel vehicle choices.

On the electric front there’s a complete range from 3.5t to 26t in the shapes of the Master Z.E., Range D Z.E. and Range D Wide Z.E..

Renault Trucks also offers a CNG version of the D Wide, while its entire range with the exception of the Master can operate on B30 or B100 biodiesel. Additionally all Renault Trucks vehicles can run on XTL synthetic fuel.

Small steps add up to a big leap - Optifuel Lab 3 concept up to 13% more fuel efficient

T

here’s no magic solution to suddenly gaining significant fuel consumption savings, especially when you’re dealing with large un-aerodynamic vehicles like tractor-trailer combinations.

It’s compounded by the fact that a typical outfit consists of components like tractor, trailer and tyres from a number of different manufacturers that have been designed independently with litt le thought given to their compatibility or efficiency with each other.

That’s where the Optifuel Lab 3 laboratory vehicle comes in. By combining technologies relating to aerodynamics, rolling resistance, powertrain, driver assistance and energy management, Renault Trucks, together with its partners, has produced a vehicle that it believes can achieve up to 13% fuel efficiency compared to a regular Renault Trucks Range T tractor-unit and trailer combination without using any trick technology or hugely expensive special parts.

Optifuel Lab 3 is part of the FALCON (Flexible & Aerodynamic Truck for Low CONsumption) project which receives public funding from the French Government. Renault Trucks has teamed up with a number of partners including Faurecia, Michelin, Total, FRUEHAUF, Wezzoo, Benomad, Styl’Monde, Polyrim, Enogia, the IFP Énergies nouvelles, the École centrale de Lyon (LMFA) and the IFSTTAR (LTE; LESCOT) to create this fuel efficient test vehicle.

In the metal, it’s not a whole lot different looking to a regular Range T articulated unit, with the most obvious nod to its fuel efficient nature being the sloping rear end and side skirts of the Fruehauf trailer. What’s noteworthy here is that when maximum load space is required the rear end of the trailer can be raised, then lowered to improve efficiency when running empty or partially full.

Text: Cathal Doyle - cathal@fleet.ie

Look closer and you see subtle variations to the norm such as more streamlined bodywork on the cab and wheel arches. A newly designed A-Pillar is more aerodynamic, while cameras replace wing mirrors à la the new Mercedes-Benz Actros VI. Interestingly though they’re mounted at the bottom of the side windows rather than on top - easier to clean according to Renault Trucks.

Tyres can account for around 25% of fuel consumption of long distance trucks so the Optifuel Lab 3 comes with special low rolling resistance Michelin rubber. Meanwhile, the whole powertrain benefits from new-generation low-viscosity lubricants developed

by Total for reduced friction.

A user-friendly driver assistance system takes data from navigation, traffic, weather and tyres to optimise predictive speed and cooling system controllers.

On-road tests of the Optifuel Lab 3 have been ongoing during 2019 with consumption saving assessments to be published next year. If the results return the expected fuel savings we can expect to see at least some of the modifications to make their way onto production vehicles in due course. www.fleet.ie

42 | OPINION

A rethink on diesel required

I

n some recent reports and media commentary, diesel is described as a toxic poisonous substance that is killing the population. While there may be an element of truth in this, it is largely exaggerated. In the fi rst instance, it is not the diesel itself that creates the problem, it is the exhaust from the engine that is the issue. Secondly, there is no comparison in the fumes coming from an engine of a modern vehicle and that of an older vehicle.

View from the Operators' Desk by Sean Murtagh sean@fleet.ie

Those of us in the road transport sector know all this, the challenge for our lobby groups and trade associations is to help politicians and the public in general understand the difference. Notwithstanding that of course, currently diesel cannot achieve the “zero emissions level” that can be achieved by electric powered vehicles.

Moving to clean and emission-free transport is a process that will take a number of years and will be costly. Many commentators are pushing to have diesel engines removed from urban areas. From a practical point of view it is not possible. In spite of all the talk about electric vehicles, there are still very few of them on the road yet. In European terms there are only modest numbers in service. There are a number of reasons for this. Cost is a big factor, but not the only one.

Infrastructure is big concern, particularly for efficiency. Downtime for charging is time consuming, and even though this continues to improve, it has a long way to go until it gets to the speed of the diesel pump.

One fact that people are not aware of is that as research and development of diesel engines continues, the emissions continue to reduce. Unfortunately, the vehicle manufacturers are nervous to highlight these developments because of the scandals surrounding interference with the reported emissions by them in the past, with court cases still pending on both side of the Atlantic. Some manufacturers are close to producing an engine with zero emissions for heavy duty operations, fuelled by hydrogen.

Emitt ing only vapour and water, it would be a welcome development.

I don’t think there is an operator around that does not support a cleaner environment.

Already there are signs of a move towards electric delivery trucks and vans in the city. Before all this investment happens everybody needs to be sure we are achieving cleaner transport. We don’t want to go to clean vehicle, dirty electricity. The farming and road haulage industries still feel they were hoodwinked into the closing of the beet industry some decades ago. Yes, there was some compensation around, but a whole sector was wiped out.

Finally, going back to diesel. All of the major commercial vehicle manufacturers tell us that it will be around for a long time to come, particularly in long distance and heavy transport. It is up to them to start getting the message out that diesel is not the severely damaging product it once was.

In 1987, a Townsend Thoresen ferry, the Herald of Free Enterprise, sank shortly after leaving Zeebrugge Port in Belgium.

Over 150 people lost their lives, including an Irish truck driver from County Meath. In a short time after the tragedy, the company rebranded itself as P&O Ferries. Maybe it is time to rebrand diesel?

Pollution and climate change is a transport problem in general, not just a transport industry problem. Those currently protesting against and accusing the transport industry, both passenger and goods, must realise that any change or pain will have to be borne by them. Either as an extra cost or reduced service.

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44 | LEGAL

A good time to remember the Treaty of Lisbon?

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here have been five European treaties. The single European Act 1986, the Treaty of Maastricht 1992, the Treaty of Amsterdam 1997, the Treaty of Nice 2001, and the Treaty of Lisbon 2007. After lengthy discussions, and many meetings, in 2007 the Treaty of Lisbon was signed and, in 2009 it was ratified, bringing the European Community, subsequently the European Union (EU), into existence. It is encouraging to see how much importance the legislators have given to the concept of a smooth running and efficient transport system, all key elements in the attempt to ensure the free, efficient, and safe movement of goods throughout the EU. The Lisbon Treaty also considered the impact of transport on climate change, the need to address passenger rights, the introduction of clean fuels, and the need to reduce the amount of red tape introduced by customs at various ports.

It is inevitable that transport will continue to attract the attention of the European legislators, with a likely concentration on such things as tachograph operating rules. Driver’s Hours legislation, with particular attention to Rest Periods, will always be under review.

The European Commission has identified a number of transport related matters which require regular attention and these are the standardisation of Driving Licence tests, general issues of Road Safety, unrestricted exchange of information between countries, standardisation of roadside inspections, and the standardisation of the way in which vehicles and trailers are tested.

On 4 July 2019 the EC issued a Press Release looking at the levels of compliance reached by Member States applying EC Regulations.

In this release the EC stresses the fact that the benefits of belonging to the EC can only be enjoyed if the rules are obeyed. In November 2018, the EC had urged Member States ‘to be vigilant’ in ensuring

that the rules are complied with. It is important to remember that the rules of the EC allow it to take action against Member States that do not comply with the rules.

The Republic is, of course, a member of the EC and is entitled to have a voice in any discussions that take place. It is particularly important that the haulage industry is effectively represented at these discussions, many of which will be very technical. Organisations such as the Irish Road Haulage Association are represented by individuals with particular knowledge of the needs of the road haulage industry and its vehicles particularly in the Republic. Individual operators in the Republic should constantly look to the press, and to their trade organisations, for the details of press releases by the EC giving advance warning of the introduction of new regulations. Or, perhaps more importantly, of changes to existing Regulations.

The relationship with the EC is, of course, a two way connection.

As members of the EC you are not required to quietly submit to directions from Brussels but you can put forward your own suggestions and points of view. The process is comparatively simple; in the fi rst instance you need to identify your Member of the European Parliament (MEP), and contact him or her explaining your specific concerns with European legislation. It is worth while spending time with your MEP, ideally inviting him/her to your premises, so that he/she can more easily understand the potential impact of European legislation on your business. Do note that the MEP is your representative in Brussels and will represent your views when transport issues are being discussed. Whatever may be the outcome of the shambles in the UK it is likely that, in Europe, regulation of transport will be given priority.

set a target at 9mpg for all four of my Volvo “ I’ve FM tippers, some of which are double shifted.

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I’m saving 10% on my fuel costs Paul Dhaliwal, Dhaliwal Haulage Ltd

My Volvo Truck is saving me £15,000 per annum, that’s enough to pay the trucks’ insurance and award the top performing drivers with fuel economy bonuses.

Read Paul’s full story at volvotrucks.ie/fuelstories

”

Volvo Trucks. Driving Progress

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FLEETTRANSPORT | NOV 19

Text: Jonathan Lawton - jonathan@fleet.ie

FINANCE | 45

Financial Stress Test

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n the current economic climate of increased uncertainty, it’s intuitive to look back at the last economic crisis. Ireland is misfortunate that, like the building bust 12 years ago, Brexit is happening at the same time as a world economy that is teetering.

Which is not to imply for a minute that we are in the same situation as the last crash but predictions of 80,000 extra unemployed people and economic growth stagnating suggest the need to look at how a business is structured to withstand a downturn.

Many road transport firms are in a strong financial position, with small asset finance and no other material bank borrowing.

Their parachute has been carefully stored in the manner of secure investments in nontransport related sectors so the wealth and income stream of the proprietor is protected.

All finance houses have been prudent in their lending, and they have either taken large deposits or curtailed their overall lending.

As Sterling weakens the value of assets will drop but even auditors have been prudent in how they have managed asset values since the last crash.

To be fair, Irish banks only lend to those who absolutely do not need borrowing when it comes to property (the fact of how badly burned they were the last time has not left their mind), even though many such businesses can generate repayment capacity and absolutely need the investment. Their requests fall on deaf ears if 50% plus equity is not present.

A bank stress test looks to businesses for a minimum of 1.3 times debt cover but the sector of road transport operated is not important, nor is the company’s track record and personal integrity. Neither will banks take common sense into consideration or any real detail of the customer base or how specialised the equipment is or not. They may not even ask how you can alter the direction of your business in rough waters. Some sailors will head for shore, some will abandon ship and others will toughen it out, protect the vessel and wait for the storm to pass. In assessment of financial risk please do not rely on bank support especially if a quick exit will see them repaid. There may be a few fine people in the bank but “credit” call the shots. There is no RNLI in banking and if adrift the best to hope for is a life line from a fellow transport operator.

In a medical stress test doctors can give the risk of cardiac arrest to a patient within 1%.

In business this is an impossibility but to look at a business with the assistance of an external expert can indicate where the risks are, how the firm is placed financially to face these and what changes should be undertaken to safeguard the business from income and wealth. It may, for instance, be the case that the business is too highly geared and may need outside equity to reduce the risk and provide some headroom in working capital.

A business will fail in the long term due to lack of profitability but in the short term it will fail because of lack of cash. If the business suffers one major bad debt or even the loss of a large customer’s business, cash is needed to shore up this problem. Best to focus on business as fighting both profitability and cash flow issues together is a difficult place.

In the next two years there is no doubt that business will be tough, but with proper planning and attention to detail, opportunities will arise and those best placed will avail of these. Remember the old saying – “A clever person solves a problem, a wise person avoids it.”

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46 | LCV I

Ducato takes electric lead

A

s if the facility was not busy enough already, with over 7,000 employees moving in and out of the SEVEL plant at Val di Sangro in Italy, up to 500 more delegates from the FIAT Professional network will arrive at intervals over the coming months. They have two main reasons to be there – fi rstly to see and hear all about the Model Year 2020 Ducato range of light commercials and secondly to witness the production of the fi rst all-electric model prototypes of said Ducato before full launch mid-next year.

Ever since 1981, the Società Europea Veicoli Leggeri (SEVEL) has produced over 6 million units of Ducato and Peugeot Boxer/ Citroën Relay for its production alliance partner Groupe PSA. Last year, almost 300,000 units were produced for global markets for the three brands. Ducato is the dominant force here taking up 60% of total production with the PSA twins equally sharing the remaining 40%.

Of the 180,000 or so Ducatos built, up to 60% of its chassis are dedicated to the campervan and motorhome segment; a sector it has enjoyed market leaderships in for decades. SEVEL Sud, as it’s often termed, is the biggest and advanced most technical Light Commercial Vehicle (LCV) factory and meets World Class Manufacturing Standard with Silver Classification. According to Angelo Coppola, Plant Manager, the SEVEL facility is building for the future with the latest Ducato and new electric vehicle coming

New FIAT Professional Talento MY 2020 FLEETTRANSPORT | NOV 19

on stream, together with continuous investment over the past five years. He added that his team is ready to meet the new challenges that lie ahead.

Luca Marengo, Head of Product & Marketing at FIAT Professional said that while it all began for the Ducato 38 years ago, “we’re in the middle of something great as the new models emerge and as FIAT Professional’s market share increases over and above European sales”.

He mentioned that in general Q2 2018 versus Q2 2019 shows a 3.6% rise in LCV sales across Europe with 1.2m v 1.24m units with FIAT recording double digit increases in the segments it competes.

To meet ongoing increased demand, Luca also added that additional staff will have to be taken on (up to 650) over the next year and FIAT is currently working with local Academies to provide the technically education young people allied to the necessary in-house training required in the lead up to full production of the electric Ducato early next year.

At the special presentation to members of the International Van of the Year jury, Domenico Gostoli, who heads up the Electric Drivetrain Division for FIAT Professional, modestly stated that the new Electric Ducato (likely to be called eDucato) is the most efficient and effective large van from FIAT Professional yet, offering the same variety of variants as the diesel units, covering 85% of the potential marketplace for zero emission vans of this type.

LCV I | 47 SEVEL FACTORY/FACTS • • • • • • • • • • •

Up to 7,000 employees on site (70% male/30% female) Over 13,000 employed within region through component suppliers 2015: 5m units produced 2018: 6m units produced 55% of component suppliers are Italian based Ducato is in its fi ft h generation with 1.645 million produced to date 500,000 motorhomes produced and sold in 10 years Average 1,170 units assembled per day Average of employee is 43 with average length of services 20 years Logistics: Inwards – 500 trucks per day / - 1 train Outwards – 215 trucks per day / - 9 trains • 85% of production completed is 85%

Developed totally in-house under Domenico’s watchful eye, having built-up decades of experience in this specific alternative drivetrains area with FIAT and sister company Iveco in the past, he and his team are in the best position to deliver the right specification to customers at the right time.

The development process was precise and thorough, with partnership application field trials with current Ducato customers initially followed up by ongoing and expansive analysis. Over 3,000 LCV users were surveyed, each covering an average 50,000 km over 12 months across Europe. Collectively they provided invaluable feedback on where the project's objectives were being met or not, as the case may be. Six different missions were under the microscope covering eCommerce, post, food service, regional hub operations, utilities and downtown mobility, all travelling average daily range distances from 80/100/120 and 150 km.

Th is has led to the new eDucato offering a choice of electric motor/ battery pack power options, starting with a 3 cell pack delivering 47 kWh/200 km (NEDC) [150 km real life], or a 5 pack variant with 79 kWh/350 (NEDC) [240 km real life]. Payload remains a touch below 2.0 tonnes and gross vehicle weight goes from 3.5 to 4.2 tonnes.

Domenico doesn’t see a drastic changeover to electric mobility in the coming years but is confident that FIAT Professional will be ready when the major change comes. Today, diesel power dominates the LCV sector by 99.5% with EVs at just 0.1%. “But by 2024, this will increase to 6%,” he claimed. “Diesel technology will continue to improve alongside focusing on lower fuel usage, less maintenance requirements, becoming lighter in weight and achieving less TCO – Total Cost of Ownership. There is also room for developments in other alternatives such as natural gas, hybridisation and hydrogen power,” he added.

Alongside these ongoing works, the next two years will see a stronger move towards autonomous driving – beyond Level 2 that’s available today. Domenico cited that this ongoing innovation will bring improved road safety with less accidents, reduced fuel consumption, optional driving time and increased productivity.

The road ahead is clear in his mind and all at FIAT Professional.

Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

48 | LCV II

Ford goes even further with Eco Hybrids

improve local air quality.” He added that up to 56 km is available on zero emission propulsion and combined with the 1.0 litre EcoBoost petrol engine up to 500 km can be achieved.. At its peak, the combination is rated at 60 g/km CO2 in emission levels and with an NEDC fuel economy figure of 2.7 L/100 km.

There are four driving modules in the Hybrid driving programme to help the driver get the most out of the dual drivetrain - EV Auto, EV Now, EV Later & EV Charge, all engageable at the flick of a switch. On the test drives near Stockholm’s Arlanda Airport, various levels of engine speed revolutions were discovered within the various modes.

Average fuel consumption varied as a result also. We returned figures from 12.2 litres per 100/km when driving on the EV Charge to 7.2 L/100km when on the EV Auto module, with the EV Now mode obviously proving to be the most frugal. It will certainly take a bit of time for the driver and fleet manager to fully make the most of what this technology brings to the segment.

H

erald ld the th hybrid! h b id! Petrol/ P t l/ Diesel electric drivetrain technology familiar to passenger car motorists for over a decade has come to the light commercial vehicle (LCV) sector.

Thanks to Ford Europe, the Blue Oval’s engineering team has come up with a viable drivetrain alternative that meets both urban and rural requirements in a most eco-friendly fashion.

Here-to-fore and currently, LC V manufacturers have concentrated on zero-

FLEETTRANSPORT | NOV 19

i i l t i powertrains t i as their th i emission electric particular method of addressing the ‘last mile’. Ford has taken a different if not speculative route. But why hybrid?

Helmut Reder, Global Vehicle Programme Director, Ford Transit, provided the answers; “Because our customers need it,” he began.

“The Plug-in Hybrid (PHEV) system is zero emission capable, with no range anxiety, has no compromise on payload or load volume and has a simple recharging regime.

Basically the technology is designed to run on electric power for city trips – to help

Helmut mentioned that with geofencing added, low emission benefits are maximised for cities and businesses alike. “Th is system maps out sensitive areas in the urban environment such as schools, hospitals and inner city streets and automatically turns the powertrain to electric mode (EV Now),” he said. Geofencing will be offered on the Transit Custom as standard.

A smaller fuel type gauge for the state of battery charge replaces the engine coolant temperature indicator, while the trip computer functions are configured specifically for the hybrid powertrain. EV mode indicators, maintenance alerts and a warning when the vehicle is plugged into a

LCV II | 49

charging h i point, i t appear on the th instrument i t t display cluster. A status graphic displaying distance-to-empty for both the battery and range extender is visible on all screen displays.

In combination with the standard FordPass Connect on-board modem, the FordPass mobile app enables drivers to remotely monitor their vehicle’s charge status. From Spring 2020, Ford’s recently launched FordPass Pro app – specifically designed to support smaller fi rms and owner drivers to maximise their productivity – will allow customers to check on the battery state of charge for up to five vehicles.

Total cost of ownership is minimised, according to Helmut who described the charging options:• 4.3 hours – domestic - 230 volt/10 Amp supply • 2.7 hours – commercial - Type 2/216 Amp supply He also mentioned a special feature called Epower Pack – where the vehicle’s battery pack (12V) can be used to power tools and lights (6kW output) when required.

Compared to diesel, service and maintenance on the PHEV hybrid is lower and fuel costs are also reduced. For the likes of London and other cities to come, the Transit Custom PHEV is free to enter their congestion zones.

“Long term, we envisage strong residual valves backed up by an 8-year/160,000 km battery warranty,” he added.

Both the Transit Custom panel van and Tourneo passenger carrier share the PHEV technology based on the L1H1 body – which is the standard sized van within both

il bl tto order d now, ranges. They are available with the battery pack covered by a standard eight-year/160,000 km (100,000-mile) warranty.

Lots of data and feedback was accumulated from the 12-month, 20-vehicle trial with London based companies, operating realworld operating conditions. These major businesses include Sky TV, Vodafone, Met Police and Heathrow Airport. Over 240,000 km was covered with up to 75% of Central London driven on electric power only.

Further city trials are in the pipeline in Cologne and Valencia and will include the geofencing module.

Simon Robinson, connectivity expert at Ford Europe explained more about geofencing.

Known urban zones are pre-mapped and can be personalised to suit the customer’s operations and are adaptable through Bluetooth and Smartphone App links. As the users’ routes change so too can the systems modify, allowing for automatic engagement of the electric power. For those who wish to achieve better fuel economy, Ford’s EcoBlue Hybrid technology is available with the Transit/Tourneo Custom.

Ford’s new plug-in hybrid electric PHEV Transit Custom: Main points: Zero emission range of up to 56 km Total range from hybrid system: 500 km No compromise on load volume and payload (1,130 kg) The front wheels are driven by a 92.9 kW electric motor. Ford’s multi-award winning 1.0 litre EcoBoost petrol engine acts as a range extender to eliminate range anxiety. In addition, energy regeneration from deceleration and braking recharges

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

th ttery packs. k the bbatt With the mild diesel/electric hybrid system (badged EcoBlue Hybrid) also on offer with the Transit & Tourneo Custom, up to 3% savings in fuel consumption can be achieved with increased benefits in urban driving where up to 8% savings can be realised with the 48U/10Ah lithium-ion battery pack attached to the 2.0 litre diesel engine.

Each time the vehicle brakes or decelerates, energy is captured. An enhanced Auto StartStop system now works when the vehicle is stationary but in gear.

Ford is taking a gamble with this hybrid technology. Time will tell as it’s put into operation - will it help Ford go (even) further?

Four selectable EV modes enable the driver to choose how and when to use the available battery charge: • EV Auto is intended to provide a combination of performance and efficiency. The vehicle’s battery energy levels are monitored through the current driving scenario – such as whether it’s motorway or stopstart driving – to decide whether to activate the range extender • EV Now prioritises usage of stored battery energy for emissions-free driving, deactivating the range extender until battery levels reach a minimum state of charge • EV Later prioritises the range extender and engages regenerative charging to most efficiently maintain the current level of battery charge, ready for later use • EV Charge utilises the range extender to power the vehicle and to top up the battery for when further EV Now travel is needed www.fleet.ie

50 | SOAPBOX

Evolution not Revolution

P

ictured is the Irish Road Haulage Association (IRHA) Deputy Vice-President Paul Jackman greeting Irish MEP Ciaran Cuffe at the International Road Transport Union (IRU) annual Dinner Debate at the European Parliament in Brussels.

The aim of the Dinner Debate was to discuss key priorities for the commercial road transport sector in the European Union (EU) in the next legislative term together with a lively and constructive debate with policy makers and representatives of the road transport sector. It turned out to be both with some fairly strong views being expressed toward Commission Members in attendance.

There were twenty-five MEPs present and two hundred and thirty delegates from road haulage interests from EU Member States.

The IRU’s Matt hias Maedge and Raluca Marian led the discussions with well prepared and heavily weighted questions towards both MEPs and Commission Members on the three pillars of IRU policy and then allowing the likes of the IRHA to come in with its own local points of view.

The three pillars are environmental, people and prosperity through road transport, which can be viewed at; htt ps://www.iru. org/resources/newsroom/iru-calls-newteam-eu-parliamentarians-step-efforts-roadtransport Among issues highlighted during the debate was that the IRU emphasized the 40% carbon savings that could be achieved by the EU’s adaption of the Eco-combi (EMS) system and the Finnish MEP spoke of her native countries’ many years successful use of 25.25 metre truck and trailer combinations running at sixty tonnes GVW. For many of the newly elected MEP’s achieving emissions reductions by making trucks longer and heavier would not be something they could readily identify with and that is the purpose of the debate. The failure of the EU’s policy of modal shift i.e. railways versus road was highlighted with calls for much more

emphasis on all that could be achieved from the road transport industry.

The critical driver shortage and the connection between youth unemployment was well made. For example, bureaucracy by way of obstacles such as the Drivers’ CPC was highlighted as being a major part of the problem of drivers exiting the industry. The IRU is calling for revisions to the driving license categories to allow younger entry, especially with the emerging small electric delivery vehicles as a means of reducing Europe’s appalling youth unemployment.

Prosperity was created according to the IRU by effective road transport infrastructure utilized by an efficient bus and truck supply.

The implications of a pejorative view of roads in favour of rail and water weighing support of the latter over the former was not reducing unemployment or creating prosperity.

Ireland’s Green MEP Ciaran Cuffe, was invited to attend the event by the IRHA as a newly appointed member of the European Parliament Transport Committee. He spoke on his views on carbon emission reductions and the future fuelling of road transport.

Quite clearly was in favour of evolution and not revolution, he was well received by the attendance. No doubt there will be continued communication with the IRU. Surprisingly there was not a world of difference between those views and those of the IRHA’s Paul Jackman who is the organisation’s authority on alternatives to diesel into the future and MEP Cuffe will be an important point of contact for the IRHA and IRU over the course of his five year term of office.

Mobility Package, with national interests primarily of Western based European members versus the East, resulting in no real outcomes. On this occasion I felt the IRU had found its way forward and no one could have failed to be impressed. Th is was an event designed to be both provocative and interrogative of MEPs present, it got the industry's views across, and while polite, no punches were pulled, as in the past.

Changing the direction of the EU will come through “Evolution not Revolution”.

Kerry’s Sean Kelly, a long time friend and advisor to the IRHA attended and spoke of Ireland’s unique geographic positioning within the EU (the IRHA had met with Sean earlier in the day for a briefi ng on the mobility package).

I have attended IRU events on behalf of the IRHA for many years and watched it become almost redundant by the debates over the

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FLEETTRANSPORT | NOV 19

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