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Issue 2 2017 - FBJ


Belfast Port keeps an even keel


Business at port of Belfast has held up well in the face of some strong headwinds, confirms commercial director Joe O’Neill. “The market here is steady. While we’re not seeing some of the rates of growth that they’ve


cigarette-maker, the Michelin plant in Ballymena and rationalisation by Caterpillar’s generator subsidiary FG Wilson. However, the shortfall here has been made up by a rise in general consumer traffic,


It was also the first full


year of operation of Belfast’s new lo lo concessionaire, Belfast Container Freight Terminals, a subsidiary of the Irish Continental group. The company took over the VT3 terminal from Peel Ports’ Coastal Containers subsidiary in 2015. The Port of Belfast is also


contributing to job creation in Northern Ireland in another


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N o rth ern Ir elan d


doesn’t have the same extreme churn of drivers that the mainland suffers and roadside faculties for drivers have improved hugely over the past few years. Other things Montgomery is trying to do is to offer those drivers that want them reasonably fixed shiſts and earlier finishing times for night shiſts. Montgomery


Transport


Group itself consists of three divisions. There is Montgomery transport, the full load arm; Montgomery Tank Services; and the part-load arm, Montgomery Distribution, which includes the pallet


distribution activities –


the company is a member of the Palletways network covering Northern Ireland, Manchester and Rugby. Most of the pallet traffic is to and from the UK mainland but there is a small amount intra-Ireland volume. Montgomery Transport has


also started a freight forwarding arm, Montgomery Freight Management, and while this is


had in the Republic of Ireland, it is in line with economic performance here.” Ro ro traffic rose 1% in 2016, as


did lo lo container. Belfast held 62% of the Northern Ireland ports’ ro ro market and 70% of the Province’s seafreight market as a whole. It also has 70% of the Northern Ireland bulk freight market. Another important traffic


while other Northern Ireland manufacturers continue to do well, says O’Neill. “Yes, there have been


problems at some key high profile industries but firms like Wrightbus and SDC Trailers are doing well. Manufacturing jobs are though falling as a proportion of the total here, just as in the rest of the UK.” Services, both ro ro and lo


important respect. Its city


centre waterfront is reckoned to be among the most prime pieces of real estate in Ulster and its City Quays development comprises 2m sq ſt which is particularly attractive for global companies seeking headquarters in Northern Ireland. “We’re generating construction jobs as well as Grade A office accommodation of which Northern Ireland has a shortage,” O’Neill explains. However, the area’s shipping


heritage hasn’t been forgotten. The ultra-modern quayside offices also include the old harbour buildings and the two 1790s Clarendon dry docks. Belfast is also home to one


is the offshore wind farm industry. Belfast operates what it considers to be the UK’s first dedicated assembly and installation site in conjunction with Dong Energy and which has already delivered the Burbo Bank and Walney schemes and has work to keep it busy into 2018 and 2019. The lo lo performance is


particularly pleasing as it took place despite the closure of a number of major manufacturing operations including a large


lo continue much as before. Stena is still the only regular major ro ro service, while the chief development among lo lo operations was the decision by CMA CGM to withdraw from the Irish market, ending its link with Le Havre – part of a wider strategy to concentrate on its deep-sea activities. Other lo lo services continue


including Eucon, BG Freight Line, operating to Rotterdam and Antwerp and X-Press Feeders’ Southampton link.


of the UK’s last active major shipyards – Harland and Wolff’s two giant yellow cranes dominate the city skyline (the 900-tonne capacity Samson and Goliath also happen to be listed structures). Longer term, the port will


look at further investment in both the ro ro and lo lo terminals but there is currently plenty of capacity to meet current demands, O’Neill considers. “We will look at reinvestment in the container cranes at some stage and also the ferry terminals, but as the main ferry terminal opened in 2008, it’s still pretty modern. We are well catered for in capacity terms.”


Pony Express


does Ireland’s first official drone drop


Pony Express Couriers completed the first ever Ireland’s first Irish Aviation Authority (IAA) approved parcel delivery by drone in late


largest same-day courier, took two minutes to complete from take-off to parcel drop, with the DJI Inspire 1 drone taking the quarter kilo parcel, from


medical supplies: an emergency thermal blanket, an Epi-pen, bandages, plasters, thermometer, first aid leaflet, gloves, wipes and burn dressings, a high-energy bar and water, all attached to the underside of the drone in a waterproof container. Pony Express Couriers is not


planning on offering a regular drone parcel delivery service in Dublin or Ireland any time soon, nor is it planning to retire any of its bicycles, motorbike, vans or trucks just yet, but was delighted to be involved in Ireland’s first drone parcel delivery, said operations manager, Audrey Browne. He sees a role for delivery


January. The flight, at Dun Laoghaire, Co. Dublin by the country’s


the shoreline to a boat at sea almost 200 metres away. The parcel contained


of low value, urgent items to remote rural areas but important city deliveries could not be trusted to drones yet, as the possibility of interception, loss or damage would be too great.


///IRELAND


still a small business, its growth has been very encouraging, says Marshall. “It’s currently Preston- based, but we are on the verge of making a third appointment in the Midlands and we’ve plans for a fourth. And we could expand it to Northern Ireland or Dublin.” Montgomery


Freight Management concentrates


on European and general forwarding and also special projects. While it isn’t a large business, margins are certainly much more attractive than in road haulage and it’s a useful added-value service to offer existing customers. The Distribution arm has


invested significantly over the past two years with depots in Rugby, Preston and Leeds. This year capital expenditure will be more limited, says Marshall, probably the regular renewal of the truck fleet to maintain the five year average age. Over the years, Montgomery has also invested heavily in telematics and IT, although Marshall stresses that it is


important not to lose sight of the human factor. “You can have all the technology you like but you have to put effort in if you’re to get something out of it. Human interaction is still important.” Like other business people


in Ireland, Marshall has had to digest the implications of the Brexit vote. “He has memories from his early days in haulage of the long queues that could build up on the Eire/Northern Irish border, although he hopes that there would be more modern and effective ways of dealing with customs clearance in this day and age. Perhaps clearance at the ports could be solution – though not if it simply transfers the queues to those locations instead. Meanwhile: “I would say


that the referendum result has led to more cautiousness in the market, maybe a bit of nervousness.” But with a large and


demanding business to run, he cannot afford to let ‘what if’ questions distract him from the task in hand.


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