Fleet Transport April 2023

Welcome to the 20th anniversary edition!

As we celebrate two decades of Fleet Transport magazine, it’s no coincidence that we feature Iveco trucks on the front cover of this milestone issue. Our first edition in April 2003 had the new Stralis as the main cover photograph, to be followed ten years later with the then newly launched Stralis Hi-Way, both International Truck of the Year Award (IToY) winners. As was their replacement, the S-Way which is included on this special edition’s front cover.

Over the last twenty years we have witnessed and reported on a rapidly changing commercial vehicle world, one that continues to grow and adapt to meet an evolving environment. From trucks and vans, to buses, trailers and cars, and a whole lot more besides, our publications have strived to cover the key issues, our journalists have test driven and reported on the new products, attended hundreds of trade exhibitions, and through our awards programmes we have acknowledged those who achieve excellence within their respective sectors.

The past two decades have brought many challenges for the road transport industry, but if there is one characteristic of the sector and those who work in it that has been demonstrated time and again, it’s the ability to adapt and change to meet evolving demands. From manufacturers meeting the increasingly challenging emission standards and improving safety for vulnerable road users, to hauliers - and bus and coach operators - going the extra yard to keep our countries running during the Covid pandemic, to operators adapting to meet the burgeoning growth in e-commerce, time and again the industry has proven its resilience and ability to adapt. We hope we have reflected at least some of that within our pages.

Not that those efforts have always been adequately recognised in the wider world. The improvements in diesel technology for instance, in moving from Euro Zero to Euro 6+ have been remarkable and noteworthy, but sadly, have mainly gone unsung.

Looking ahead, efficiency and sustainability will continue to be key considerations for all in the industry, as the introduction of electric power and hydrogen energy technology - identified as the cleanest and most feasible methods of propulsion for the heavy goods vehicles of the future - continues. Indeed by the time the next decade arrives, we are told to expect driverless vehicles of all kinds to be carrying us and our loads around. Time to sit back then? It certainly suggests a very different way of operating if it becomes a reality.

Thanks to one and all who have travelled and supported this journey with us – we look forward to continuing to reporting on and representing this hard-working and innovative industry in the years ahead.

TRANSPORT

www.fleet.ie

www.fleet.ie

Engaging Connectivity

Engaging Connectivity

AWARDS 2024

leading Awards Programme for the Irish Road Transport and Haulage Industry

The

SAVE THE DATE:

Date: Thursday 9th November 2023

Venue: Johnstown Estate Hotel, Enfield, County Meath

n Create opportunities, build your brand and achieve a return on your investment

n Most valued and respected Awards programme in the transport industry

n Be associated with a high quality, popular event

n Widen customer contacts through networking at the event

n Meet and network with the key decision makers from the road transport industry

n Be part of an ongoing social media campaign

SPONSORSHIP OPPORTUNITIES: www.fleet.ie

For further information on sponsorship opportunities please contact: Orla Sweeney - +353 86 2439239 orla@fleet.ie Mary Morrissey - +353 87 2178495 mary@fleet.ie

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: Cathal Doyle, Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Oliver Willms, George Barrow, Johanna Parsons

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, Richard Kienberger, SIMI, IRU, M-B Vans

Administration: Orla Sweeney

Email: enquiries@fleet.ie

Advertising: Mary Morrissey

Email: mary@fleet.ie

Design: Crackerjack Design House

Printed in Ireland

6 N EWS

MMAI hosts inaugural Motor Industry Breakfast gathering

IVECO eDaily to make debut at 2023 CV Show

Euro NCAP release crash test ratings for 2023

10 I NTERVIEW

One-to-One with John Giles, M.D. Drive-Rite

12 COVER S TORY Comparison: Marking 35 years of flagship truck developments by IVECO

16 A DVERTORIAL Gas Networks Ireland – over 1.2 million carbon neutral kilometres fuelled by BioCNG

18 AWARDS

SIMI hosts successful Irish Motor Industry Awards

20 F LEETIN g S HOTS

42 COMMENT

Is the Car Carriers fire a warning to us all?

44 S HIPPIN g & F REI g HT

Finnlines further expands its Rosslare/Zeebrugge service

46 O PINION

Are some more equal than others when it comes to being Carbon Neutral?

48 F INANCE

Financial Benefits of Contract Hire and Equipment Rental

49 M ILESTONE

FUSO Canter celebrates its 60th anniversary

50 T RAILER

Kraker Trailers krak-ing fine load carriers!

52 T EST

Major boast in performance for Mercedes-Benz eSprinter Tested – Opel Movano

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.

2023

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

Irish Sailing Team has ‘Fair to Wind’ on its back with Mercedes-Benz JMC relies on Master(ful) performance from Renault Pro+

22 T EST

DAF XS 450 FTP 4x2 tractor-unit

24 S AFETY M ATTERS Skip lorry safety

26 N EW F LEET

Cummins’ hummin with six Mercedes Actros

Dennehy Commercials continue to do the deals

231 truck sales at McElvaneys

DAF XG ‘hat-trick’ for Willsborough Transport

Two stand out Renault T’s for Kennedy International

30 P ROFILE

Advancer – The A-listed Transport Refrigeration System – made in Galway

34 F EATURE

CV Rental and Leasing sector feeling positive in 2023

38 O N TOUR

Harris Maxus hosts The Great Maxus eTour – Ireland

54 R EPORT

IEA launches Export Series 2023 Programme of Activities

75 N EWS

Leaseplan and Nevo partner to expand EV solutions

Audi expands use of recyclable materials

76 T EST I

Volkswagen ID. Buzz

77 T EST II

Audi Q4 Sportback e-tron

78 L AUNCH PAD

Peugeot 408 * ORA Funky Cat *

Dacia’s new trims * Suzuki S-Cross

Full Hybrid * Mercedes-Benz GLC * BMW X5 & X6

80 F EATURE

Future Mobility Campus Ireland

81 CONTEMPLATION

Does motorsport still improve the breed?

Official Irish jury member of the International Intralogistics & Forklift Truck Awards

Keep up to date with all the latest news and views from the transport industry in our weekly ezine or daily on www.fleet.ie

The Motoring Media Association of Ireland (MMAI) held its inaugural MMAI Industry Breakfast Morning in association with the Harris Group at Harris’s landmark facilities on the Naas Road, Dublin.

The event was attended by invited guests including motoring journalists and motor industry executives. The aim of the MMAI Industry Breakfast Morning is to facilitate journalists and industry executives to come together to connect in an informal setting, encourage discussion on changes taking place in the motor industry and to look

MMAI hosts inaugural Motor Industry Breakfast Gathering

his goal of becoming Ireland’s next Formula 1 driver.

forward to the year ahead.

Joe Rayfus, Chairperson of the MMAI, welcomed guests and thanked the Harris Group for their support in hosting the event. Mark Barrett, General Manager of Harris Maxus, and Chris Haughton, General Manager of Harris Bus & Coach, spoke about the company’s EV journey and innovation taking place in their commercial vehicle business towards a more sustainable future.

Promising young Irish racing driver Alex Dunne, who is a Harris Group brand ambassador, spoke to guests about his continued progress towards achieving

IVECO eDAILY to make debut at 2023 Commercial Vehicle Show

Attendees at the 2023 Commercial Vehicle Show will have their first chance to get up close and personal with the new IVECO eDaily. This new electric LCV features a broad range of capabilities while retaining its rugged truck-based chassis enabling an unrivalled payload, superior 3.5-tonne towing capacity, and more body types than any other vehicle in its class. This is the same IVECO Daily operators depend on, just electric!

In addition, IVECO eDaily is currently the only eLCV on sale to provide a 15kW ePTO. The vehicle’s applications are wide-ranging including tippers, chilled and refrigerated box vans, aerial platforms and much more, meaning such applications can now take advantage of the eDaily’s game-changing onboard power.

Commenting in advance of the launch, Mike Cutts, IVECO’s Light Business Line Director said: “The CV Show is the perfect place to launch the

eDAILY and let people interact with the vehicle for the first time. This all-electric model is a real statement for IVECO, highlighting that an EV needn’t mean compromise. With the unique characteristics that this vehicle offers the eLCV sector, we’re looking forward to welcoming visitors to our stand and getting the opportunity to explain them face to face.”

Joining the eDaily on the IVECO stand will be an IVECO S-Way 460hp Natural Gas truck. When powered by biomethane, this vehicle produces up to 95% less CO2 than an equivalent diesel model. An IVECO S-Way 490 ‘fuel hero’ will also be available for attendees to get behind the wheel in the show’s Ride & Drive area located adjacent to the IVECO stand outside Hall 5.

Gareth Lumsdaine, Director of

The keynote speaker was Joe McConville, who, with a career spanning nearly 40 years in landscape management, spoke about the influence of trees on Irish roads and the balance between improving the road network while maintaining the benefits of trees.

Before closing the event, Tom Dennigan of Continental Tyres and Joe Rayfus presented the award for Continental Tyres Irish Commercial SUV of the Year to Eddie Kavanagh, Managing Director of Jaguar Land Rover Ireland, for the Land Rover Defender Commercial.

The MMAI made a €500 donation to the Harris Group’s Turkey and Syria earthquake appeal, which will see aid brought directly to the people who most need it.

IVECO’s Truck Business Line added: “The IVECO S-Way has made a real impact since its launch. Not only do operators appreciate its productivity, but drivers are also benefiting from the driver-centric approach that we’ve employed. We hope that any drivers visiting the show who have not yet had a chance to get behind the wheel of the S-Way will take the opportunity to do so at the Ride & Drive area.”

IVECO looks forward to welcoming guests on its stand at the 2023 Commercial Vehicle Show, which takes place from 18-20th April at the Birmingham NEC.

Arboricultural Specialist Joe McConville, Denise Harris, CEO - Harris Group, Joe Rayfus, Chairperson - MMAI

2023 Faymonville 9ft wide 3 axle step frame, extendable low loader, Double flip ramps, Hydraulic rear legs, rear steer axle, also non extendable version in stock.

2023 Feldbinder bulk powder tank, 38 cubic metres, 2 pot, 3 lid, ladder and catwalk, BPW axles, durabrite wheels, Pipe carrier, toolbox, rear lift axle, Choice of 2 in stock with and without power pack.

2023 Schmitz 4m, Euroliner with COIL WELL, removable covers over well, post sockets in side rave, post sockets across floor for 2nd headboard, safety mesh in curtains, 5 rows of alu side boards with storage, sliding roof, galvanised chassis, Choice of 2 with Coil Well, Choice of 4 standard euroliners also.

2023 MAX trailer, 3 axle low loader with lifting floor to neck, double flip ramps, outriggers, rear steer axle, lockable toolbox, greaser, safe and easy access to the gooseneck, in stock.

In 2021 Euro NCAP launched the Commercial Van Safety Rating to improve safety information for fleet managers and provide a safer experience for van drivers and other road users. Good improvements in system performance and availability were reported when Euro NCAP revisited the van results one year later.

Now Euro NCAP is taking the next step and tightening up the criteria for these ratings, and has published the results for the first eighteen vans that have been tested under these new conditions. The Fiat Ducato, rated Platinum last year, once again tops the list, but has dropped to Gold rating under this year’s tougher protocol. At the other end of the scale, the Nissan Interstar continues to be rated ‘Not Recommended‘ based on its lack of crash avoidance systems. Under Euro NCAP’s plans, by 2026 vans will be expected

Euro NCAP releases more stringent van crash test ratings for 2023 - Plans for safety testing of HGVs

to have the same ADAS requirements as passenger cars, and the van rating from then on will only consider standard fitment across all European markets. Euro NCAP will soon further advance safety solutions in the fleet market with the introduction of a rating scheme for heavy goods vehicles (HGVs).

Results in the Commercial Van Ratings announced include the Ford Transit, which like the Fiat Ducato achieved a Gold rating. The Mercedes-Benz Vito drops from Gold to a Silver rating, where it joins the Mercedes-Benz Sprinter, Volkswagen Transporter, the Renault Trafic, Nissan Primastar and Volkswagen Crafter. Those that achieved a Bronze Rating were the Citroen Dispatch, the Citroen Relay, Iveco Daily, Opel/Vauxhall Vivaro, Opel/Vauxhall Movano, Peugeot Expert, Peugeot Boxer, Renault Master and Toyota Proace.

“Commercial vans do not have a higher crash rate than other vehicles, but crashes involving vans tend to be more severe for their opponent vehicles and vulnerable road users,” explained Michiel van Ratingen, Secretary-General Euro NCAP. He added: “Euro NCAP has seen that ADAS technology can help effectively prevent or mitigate the consequences of these crashes. However, commercial vans are often not adequately equipped with state-ofthe-art technology. Euro NCAP’s new criteria for Commercial Van Ratings takes ADAS to a higher level with greater emphasis on vulnerable road users including pedestrian safety, with focus on night-time scenarios, and cyclists as well as the introduction of one new van-to-car crash scenario. Safety tech-

nologies and innovative solutions are developing at a fast pace. Euro NCAP must develop its criteria to ensure that manufacturers maintain the impetus to innovate and make available the latest safety technologies in all vehicles on European roads. Just because vans are used for commercial purposes does not mean they should be any less safe than passenger cars. Under Euro NCAP’s plans by 2026, vans will be expected to meet the same ADAS requirements as passenger cars.”

Goods transport is essential in the modern world and most freight is still transported by road. Population growth and standard of living increases only heighten demand. Vans and trucks are likely to become more important, not less. With this increase comes the negative effect on road safety and the environment. Euro NCAP strongly believes that it must expand its safety testing to larger and heavier trucks (HGVs). Later in 2023 Euro NCAP will launch a new rating scheme that will keep drivers safe and create a market for safe and clean technology that will allow manufacturers to innovate and advance their safety offering firmly grounded in Euro NCAP principles.

“Over the last year Euro NCAP has been examining safety and possible solutions within the heavy goods vehicle category. I believe that this must be Euro NCAP’s next milestone to ensure that countries across Europe achieve their ‘Vision Zero’ target and end traffic-related fatalities. This marks the beginning of a new, challenging, and exciting journey for Euro NCAP, its members and those who wish to join us in the future,” concluded Michiel.

Comfort, Class and Control

THE RENAULT TRUCKS HEAVY DUTY RANGE

AVAILABLE WITH NEW ENGINE TECHNOLOGY FOR UP TO 10% FUEL AND CO2 SAVINGS

RENAULT TRUCKS T, T HIGH, C & K

Introducing the new range of Renault Trucks DE13 engines including the turbo compound with smart torque control, delivering the power you need, when you need it.

To find out more or request a demonstration, contact your local Renault Trucks dealer.

setantatrucks.ie

Nestled among the array of transport companies and car, van and truck dealerships at the Northwest Business Park at Ballycoolin, Dublin is Drive-Rite, a company with a long history in developing and manufacturing air suspension solutions for the automotive industry.

Drive-Rite’s Managing Director, John Giles has been at the helm of the company from day one, since its formation in 1991. In a sentence, John succinctly described what Drive-Rite it is about: “Providing high-performance air, suspension products of every kind. These include air springs, compressors, shock absorbers, electronic control units, springs, reservoirs, sensors, control panels, and valves”.

The Irish company has recently been acquired by German compressor company AMK, which is owned by the Chinese giant the Zhongding Group. The renamed Irish division, AMK Ireland, is playing a significant role as the Group’s R&D test centre that’s now totally centred on the car and light commercial sectors.

Over the 32 years of Drive-Rite’s existence, much progression was made, with some notable and significant achievements, explained John. “Our first big break was in securing the exclusive supply deal agency for Firestone Air Springs in the European Union, a business relationship that continues on, and is part of what we do.”

Drive-Rite’s main focus remains on innovation to improve vehicle comfort, durability, and safety: “The deal with the Bridgestone owned Firestone company certainly opened doors for us over the years and our partnership has been acknowledged in achieving the Firestone award for highest business growth,” he added.

‘Drive-Rite delivers complete

Drive-Rite - Adding comfort and more with its air suspension systems

One to one with John Giles, M.D. Drive-Rite

solutions for all light commercial vehicles, ranging from simple coil springs to supplemental suspensions up to modern full air suspensions and electronic control systems that are tailor-made to suit the original vehicle’

“From the creation of a uniquely patented load sensing device for braking systems, on to Full Air suspension for coil and leaf sprung vehicles, to type approval, we are certified by authorities such as TUV Germany, UTAC UK & France and the VCA UK.”

These accreditations mean much to the company, enabling it to make in-roads to supplying bespoke suspensions to OEMs and third-party clients. Following the acquisition of ECAS Technology from Firestone in 2007, a new era began, with further R&D in electronics and suspension systems. “Within a few years, a new partnership was established with AMK to further enhance our air suspension systems, and shortly after that a major contract was achieved with the Renault-Nissan Alliance, designing, engineering and producing the rear air suspension for the 2012 Renault Master and equivalent Nissan and Opel/Vauxhall large sized vans. When the new generation Volkswagen Crafter and sister LCV, the MAN TGE were launched, Drive-Rite was appointed ‘premium partner’ status for their air suspension conversions.”

One of the most recent big contracts secured was with Iveco, developing its uniquely branded ECAS system AirPro on the latest and extensive Daily van and light truck range.

Today, the AMK Group develops and produces certified conversion systems for SUVs, Pick-ups and Light Commercial Vehicle Applications. Suspension kits are validated and tested by the OEMs and sold through authorised dealers and approved converters. “These conversion kits are supplied to authorised dealer agents whose technicians receive full

installation and maintenance training by us on-site,” added John.

Thirty employees are currently on the books at the firm. With a view to taking on more qualified staff from the electronics, IT and engineering fields, John and his brother Padraig, Engineering Director, are engaging with Technical University Dublin to address the need for suitably qualified candidates.

‘Among the applications Drive-Rite/ AMK Ireland designs and supplies are air suspension systems for motorhome/ camper vans, ambulances, panel vans and chassis/cabs, wheelchair accessible, bus and coach, pick-ups and 4x4 SUVs’

Big names in the automotive business that are supplied by the AMK Group roll off John’s tongue, such as Jaguar Land Rover, BMW, Volvo, Renault, Iveco, Aston Martin, BYD, DongFeng, Rivian and Nio. That the latter four are

Chinese is interesting, at a time when more and more top quality automotive brands from that country are entering the European marketplace. AMK has a growing role here as most of the new models are electric. “By fitting ‘smart’ air suspensions, more space is allowed to carry the battery packs along the chassis and compared to leaf springs, take some kilos off the overall weight of the vehicle,” explained John.

With more than 30 years’ experience in the automotive industry Drive-Rite Air Suspension Systems provides safer, reliable and robust solutions for driving in all conditions.

Comparison: IVECO to the Fore (Four)!

Marking 35 years of flagship truck developments by the Italian brand

*Featuring legends from a golden truck era *Representing benchmarks and standards of the time of construction *Today, these four Iveco flagships – TurboStar – EuroStar – Stralis – S-Way show the strengths that shaped them

When four generations of trucks from almost forty years of construction came together for a family reunion in Ulm, Germany there was plenty to talk about. Over four eventful decades of transport that saw changes and developments influenced by political and business demands, the era also saw huge changes in the standards of living in the driver’s cab. Demands on traffic flow, ecology and economy also shaped each truck generation, while brand image was also constantly changing.

Like most brands, Iveco has had its ups and downs over this period, with the perception of the brand changing with each model. From the ‘bull’ shape of the Magirus era, the image of the heavy Iveco in the minds of many drivers and road transport company owners was one of a low-cost Italian player. Despite enormous technical innovations, the long-serving Stralis range did not really change that perception, with Iveco viewed mainly as a mainstream midfielder. It has taken the introduction of the completely renewed new S-Way series to move Iveco into the upper echelons of the heavy-duty truck ranks.

Certainly the Italian brand is more popular than ever, thanks in no small part to a well executed driver’s cab with appealing technical solutions on the S-Way. The flagship model with 570 hp features in this unique comparison test at the Ulm test track. But first, in chronological order, we take a look at the S-Way’s predecessors, starting with what many consider the best Iveco of all, the TurboStar, to the extent that this early Iveco was beautifully commemorated in a special edition S-Way.

With all the models lined up, this 1986 TurboStar was the first to attract interest from curious and enthusiastic testers. From today’s perspective, it has an amazingly compact yet large-capacity driver’s cab, with a purring V8 unashamedly rumbling its cult Euro Zero song. The TurboStar takes its passengers back to a time when the legendary Franz Meersdonk in the German TV series Auf Achse ‘(On the Move) steered a red 190-42 on scheduled freight movements to all corners of the world. A time of no mobile phones, friendly disc tachographs and – let’s say –very flexible timetables on long-distance routes to the Eastern Block promised truck drivers extreme freedom back then. Of course, there was certain compromises in terms of comfort. From today’s perspective at least, the TurboStar was blessed with a

Sebastian Liggefeld, Iveco Ulm test engineer and owner of several historic trucks:

“You just have to enjoy driving the TurboStar, but not every driver can handle the unsynchronised transmission these days. The V8 engine is a real gem, it pushes hard and has an incredibly great sound. My tip: the S-Way is ideal for everyday work, for my heart there is the TurboStar!”

T URBO S TAR: T HE P OWER & T HE G LORY

refreshingly honest chassis that never let you forget its contact with the road.

In its heyday more than 30 years ago, the large Iveco, which was still based on Fiat truck heritage, was a lavishly motorised long-distance star with its 420 hp and powerful 1,900 Nm of torque. In 1990, the performance was even topped to 476 hp. This now veteran truck has lost none of its masculine charisma to this day. Six years ago Iveco test engineer Sebastian Liggefeld saved this ‘oldie’ with a million kilometres on the odometer from being transported to Africa, and got it back into shape with a lot of enthusiasm and restoration work.

The TurboStar’s successor - the EuroStar, which made its debut in 1993 - kept the powerful V8 between the front wheels, at least for the 520 hp top rated model, although the improved driver’s cabin insulation noticeably dampened the sound experience at the wheel. That’s how it was intended, because the EuroStar was a revolution at the time, coming with a completely new driver’s cab, new cockpit and new chassis. Only when it came to the drive did Iveco initially continue to rely on the legendary 13.8-litre, six-cylinder, which filled the performance gap between the 10-litre engine and the V8 perfectly.

“The change from TurboStar to EuroStar was a giant step in every respect: new materials, new quality, new technology. The completely new driver’s cab with automated heating control for the first time set new standards at the time.”

The EuroStar introduced modern ergonomics and design into the cockpit. They included regulated climate management and a number of new service functions from the driver’s seat, while the high-roof cab set new standards by offering full standing height - a real selling point at the time. Even today you feel in good hands in the cab, even if the cold start aid or the engine stop with a foot kick on the engine brake button seem a bit archaic. Up until the mid-1990s, gears were shifted manually – either on

Mastering the handling of the unsynchronised Eaton Twin Splitter is tricky, but those managing to do so are rewarded by the orchestrally pleasing sound of the potent V8. Iveco Friends Club member Sebastian is one who is happy about the “awesome sound” and the undiluted driving experience of this extremely vigorous oldtimer. Truck and driver are the same age, and for a tour, Sebastian likes nothing better than to hitch the white giant in front of a Kögel trailer. Even without assistance systems, seat belts or entertainment systems, nothing beats a journey accompanied by the addictive sound of that huge V8 twin turbo!

the 16-stage ZF syncro gearbox or with 13 Eaton gears un-synchronised. With the switch, the gears still slide quickly through the double H. While the clutch pedal has been completely erased from memory these days, in 1995, when most manufacturers still swore by manual gear selection, Iveco had the first automated gearshifts on the option list - and mostly also, the hearts of the drivers.

The image of the EuroStar was let down by certain fittings with poor plastic quality, a reputation which, despite its solid all-rounder qualities, was difficult to drive out of the minds of customers. In general, EuroStar pushed the door wide open to modern technology for Iveco. A bit of an unrewarded hero that deserves better than its reputation, hard working examples still live on.

E URO S TAR: H EADING INTO THE 90S

Erhard Meier, retired chief test driver Iveco Ulm, has travelled all over the world with Iveco:

S TRALIS: R ADIANCE OVER LONG 17 YEARS

From 2002, Iveco’s heavy-duty offering continued with a new name and a new look. The EuroStar was history, long live the Stralis! Modern four-valve engines from the Cursor family with 8, 10 and 13 litre capacities replaced all previous power plants as manufacturers moved towards displacement downsizing. Automated switching and the increased use of electronics were features of the new truck. The Stralis also took on the role of EuroTech in the mid-range segment - resulting in one name and one face for all road-going Iveco trucks from 270 to 560 hp.

was abandoned and relocated to the more cost-effective Madrid plant, where Pegaso trucks were still assembled up until the 1990s.

On the move, with 420 hp from a comparatively small 10.3 litre displacement, performance was unspectacular, yet brisk enough to get going on its first kilometres on roads in and around Ulm. Braking, automated shifting, all with a bit of assistance from the on-board computerthis Stralis did its job discreetly and well. Stralis also shaped a new division in freight transport with the first functioning liquefied natural gas (LNG) truck. The Stralis NP made the natural gas truck suitable for long-distance transport and is passing this advantage on to its successor, the S-Way NP.

Over the course of its long eighteen year career, the Stralis received continual updates, with significant facelifts over the years. The driver’s cab structure remained the same, while the interior was subject to constant further development. That included upgrades to the multifunction steering wheel, evolving

Franz Eis, demo driver Iveco Ulm and real veteran with long service with the company:

“The Stralis was the ultimate in powertrain and equipment, and not just at its premiere. When switching from EuroStar to Stralis, a lot was done to make the driver feel even more comfortable. A major plus point was the introduction of automated gear-shifting.”

instrument design, and updates to the table, re-arrangeable bunk and other gimmicks in the high-roof cab. Soon after its launch, the Stralis won the coveted title of “International Truck Of The Year” in 2002, repeating that success in 2013 when the new edition rolled off the assembly line under the name Stralis Hi-Way.

The Stralis tested here was rather special. It had actually not driven much further than from the production line to the parking lot in Ulm in the past nine years. The last Stralis manufactured in Ulm in 2012, we were allowed to saddle it with a test trailer for the first time. After 2012, truck production in Ulm

Now it’s finally the turn of the S-Way to tell its story. After its surprise debut in Madrid - no one expected it to be so chic - the S-Way has since raced down the road to success. This new truck has been well received, both by transport companies and by the drivers who are usually skeptical at first.

The driver’s cab has been significantly revised compared to the Stralis, with its interior brought up to date – well almost, because the S-Way and its drivers are spared the big digital touch for the time being. Its inner values are the spacious driver’s cab, the practical storage compartments and shelves, and the mechanical steering wheel adjustment.

S-WAY: O N THE ROAD TO S UCCESS SINCE 2020

The 13-litre six-cylinder in the test truck generates an impressive 570 hp, which the ZF TraXon twelve-speed automated gearbox confidently transmits to the drive wheels. Of course, with the package of assistance systems, the exuberant

Patrick Wanner, Head of Press / PR Iveco Magirus AG and self-confessed Diesel Head:

“It is very emotional to deal with the old vehicles, there is a lot of romance involved. But when it comes to daily work, the current standard is with automatic gearshift. Standing up ability, auto climate control, TV and much more on board win over drivers.”

performance and the torque of 2,500 Nm, the beautiful S-Way mercilessly outshines its relatives in all disciplines.

The S-Way seems to enjoy being the superior one - just as much as the sprightly TurboStar was in its day, with its uninhibited roaring exhalation through eight cylinder pots. The S-Way’s time as a worry-free diesel-drinking truck is here and now, though the new Nikola e-trucks, the S-Way’s designated successors, are already being assembled within sight in a hall on the Ulm factory premises. With developments like this, it may well be less than 35 years before the S-Way appears as a sprightly grandfather at family reunions, remembering the good old days of 2023.

TEXT Oliver Willms

Edited by Jarlath Sweeney

I VECO T RUC k R AN g E H I g HLI g HTS IN B RIEF

T URBO S TAR

Features twin-turbo diesel with intercooler. ABS was still an option, as was the 16-stage ZF synchronous transmission. A ‘Special’ model was specified with optical and technically upgraded equipment.

E URO S TAR

Completely new series that replaced TurboStar, with large Space cab standard for the most powerful version with V8 engine. Optionally available with 13-speed Eaton twin-splitter, and from 1995 also with the automated ZF Eurotronic gearbox.

S TRALIS

As an alternative to the automated 12-speed gearbox there was also a manual 16-speed transmission available. The emission control was with SCR-Cat. Air suspension on the rear axle, CAN bus technology. International Truck of the Year 2003 & 2013 with Stralis Hi-Way.

S-WAY

Today’s flagship of the Iveco truck range, comes fully equipped in Active Space high roof cab, also, alternatively powered with 460 hp powerful CNG/LNG Natural Gas driveline.

Magirus-Iveco Museum: Lovingly arranged truck history

The Magirus Iveco Museum, run privately and on a voluntary basis by the Association of the same name, is a real gem in the ranks of German truck collections. In the newly occupied halls in Neu-Ulm’s Baumgartenstrasse, there are mainly old Magirus trucks, some of which are lovingly staged in a contemporary setting like a workshop facility. In addition to the legendary alligator hoods, early Magirus forward control arms and light distribution trucks, joined by the red fire brigade tender, all play an important role in the exhibition area. In addition to the vehicles, the active museum personnel, under the direction of Magirus veteran Peter Burkhart, also display a number of additional trappings - from engines to tools, special equipment and model collections. Magirus owners are also helped with free specialist advice, photos and documentation downloads, free of charge, through to the sale and brokerage of rare historical documents, operating instructions or repair manuals. All proceeds flow into the preservation and expansion of the museum, which is well worth seeing. Annual membership for just €35 for the museum association actively supports the continued existence of this great oldie collection. The active museum people would of course be particularly happy about attracting sponsorship by any interested company. Donations are welcomed - those wishing to visit must arrange an appointment in advance.

Information at: www.magirus-iveco-museum.de

PHOTOS Richard Kienberger

Gas Networks Ireland and Circle K have taken another step forward in reducing emissions from Ireland’s transport industry.

BioCNG is carbon neutral biomethane gas which is compressed to fit into a vehicle’s tank and is available for heavy goods vehicles (HGV) at Circle K’s forecourts in Ballysimon Road, Limerick; Cashel, Clonshaugh and Dublin Port.

Ireland’s commercial transport fleet makes up just 3% of vehicles on the road, yet is responsible for approximately 20% of transport’s carbon emissions.  HGVs operating on 100%  certified BioCNG can now achieve zero carbon emissions.

Over 1.2 million carbon neutral kilometres fuelled by BioCNG

Ireland reduce its reliance on imported fossil fuels and help to decarbonise Irish businesses, transport and supply chains. By gradually replacing natural gas with zero emission gases such as biomethane, Ireland’s transport sector can be powered by increasingly cleaner fuel.

As part of its commitment to reducing emissions and carbon footprint across its operations, Panda’s green fleet is fuelled by BioCNG.

T IPP T IPPER ON THE MOVE

The country’s first Compressed Natural Gas (CNG) tipper grab truck, a Scania L340 6x4 rigid truck commissioned by national gas network operators, Gas Networks Ireland, to help decarbonise its works fleet, is now on the move with the national gas utility’s main contractor, GMC Utilities Group.

CNG vehicles, up to maximum of €60,000 per business.

The CNG Vehicle Grant Scheme is co-financed by the European Union’s TEN-T Programme under the Connecting Europe Facility as part of the Green Connect Project. Applications are now being accepted at  www.gasnetworks.ie/ cngvehiclegrant

There has been significant growth in demand from businesses looking to source fuel alternatives to develop sustainable supply chains. However, while electricity is a proven alternate fuel for cars, electric solutions are not yet a viable option for use in heavy goods commercial vehicles, but renewable fuels like BioCNG are instead being used by fleet operators throughout Europe.

In the four months that BioCNG has been available at four Circle K outlets, over 1,200 tonnes of carbon emissions have been saved, equating to almost 1.2 million carbon neutral kilometres.

Cleaner renewable gas will help

This state-of-the-art tipper low cab truck will be fuelled with certified bioCNG via the existing Circle K public CNG refuelling network. BioCNG qualifies as a renewable fuel under the Irish Biofuel Obligation Scheme, therefore providing Ireland’s heavy fleet operators with a zero-emissions fuel alternative to diesel. Developed by cutting-edge, family-owned Irish truck body manufacturing company, Gleeson Truck Bodies 20km east of Thurles in Gortnahoe, County Tipperary, it not only meets but exceeds the requirements of the EU Clean Vehicles Directive.

CN g VEHICLE g RANT SCHEME

To help Ireland’s fleet operators and hauliers transition to cleaner, affordable CNG vehicles, Gas Networks Ireland has a CNG Vehicle Grant Scheme which provides grants of up to €5,000 for new

Paul Toner, Managing Director of Toner Transport, an award-winning Dublin-based family business that has been at the forefront of the transport industry for four generations, working on decarbonising customer supply chains; said: “From a business development perspective, being able to offer a lower-carbon transport solution is a strong differentiator for any business. It demonstrates a focus on sustainability when tendering for new business.”

“As a business, we knew we wanted to begin the processes of switching our fleet to incorporate CNG vehicles, and the availability of financial assistance via the CNG Vehicle Grant scheme was a bonus,

“From a business development perspective, being able to offer a lower-carbon transport solution is a strong differentiator for any business. It demonstrates a focus on sustainability when tendering for new business.”

Gas Networks Ireland contact details cng@gasnetworks.ie

www.gasnetworks.ie/cng

Pictured with the low entry cab Scania L340 6×4 rigid CNG tipper grab truck were Gas Networks Ireland CEO, Cathal Marley and GMC Director Gerry McCloskey; along with other representatives from both companies - Alan Early, Daragh Murphy, Kate Gannon, Martin Durcan, John Paul Neeson and Matt O’Brien.

Gas Networks Ireland’s Head of Business Development, Karen Doyle and Circle K’s Senior Fuels Director, Jonathan Diver with Panda driver, Pavel refuelling with BioCNG at Circle K Clonshaugh.

Paul Toner, Managing Director, Toner Transport with David Hanahoe, CNG Development Manager, Gas Networks Ireland.

The Society of the Irish Motor Industry (SIMI) Irish Motor Industry Awards, in partnership with Bank of Ireland, took place recently at the Clayton Hotel in Dublin. Aidan Tierney, celebrity impressionist, comedian and master of ceremonies announced the winners of the accolades at the gala dinner, attended by over 600 motor industry figures.

The award winners, adjudicated by an independent panel, operate across all sectors of the Irish Motor Industry. Companies selected demonstrated an award-winning level of excellence and best practice over the last 12 months.

C ATE g ORY AWARD W INNERS WERE

Bodyshop of the Year: Accident Repair Centre (ARC)

Commercial Vehicle Operation of the Year: Rathcoole Commercial

Vehicle Recovery Operator of the Year: James Foy Auto Services

Independent Sales Operation of the year: AutoXpress

Independent Aftersales Operation of the year: AutoAssure

Franchised Aftersales Operation of the Year: Blackstone Motors

Franchise Sales Operation of the Year: MSL Cork

From the stage, SIMI Deputy President Paddy Magee commended the industry which over the past few years

SIMI

hosts

successful Irish Motor Industry Awards

has traded (and continues to do so) under unprecedented challenging and changing circumstances., while continuing to provide vital local employment and support to both the national economy and local communities.

“The climate crisis is a unique and ambitious challenge, one which requires long term strategic policy that encourages the uptake of Zero Emissions and Low Emissions Alternative Fuel vehicles,” said Paddy. “Changing consumer behaviour to accept a new vehicle technology in such a short period of time is unprecedented, and this requires incentives, supports and education. In that context, the Government must continue to support the purchase of EVs through the extension of grants and VRT reliefs out to 2025, while also giving serious consideration to halting the reduction in the EV Benefit-in-Kind reliefs for a few more years. A strong new EV car market will also create an active used EV market, providing the opportunity for a greater cohort of motorists to go electric. While we recognise that supports cannot remain in place indefinitely, any early reduction risks securing maximum EV supply and stalling sales at a key time of growth in the market.”

Paddy added that SIMI warmly welcomes the establishment of the Zero

Emission Vehicles Ireland (ZEVI) office charged with supporting consumers, the public sector and businesses to continue to make the switch to zero emission vehicles. It looks forward to working with ZEVI and the Sustainable Energy Association Ireland (SEAI) on the electric vehicles (EV) project in the years ahead. The ZEVI EV Dealership of the Year regional awards were also announced on the night, recognising and rewarding excellence in the promotion and sale of electric vehicles in Ireland.

Paddy Magee in conclusion praised all the companies which were shortlisted for each of the SIMI Motor Industry Award categories.

ZEVI EV D EALERSHIP OF THE YEAR

R E g IONAL AWARD W INNERS

Kearys BMW & Mini Cork (Munster)

Joe Mallon Motors Kildare (Leinster)

JJ Burke Car Sales Mayo (Connacht)

McGinley Motors Donegal (Ulster)

SIMI Irish Motor Industry Awards Category Winner Vehicle Recovery Operator of the Year (L-R) Derek Kavanagh Bank of Ireland Finance, Winner James and Brian Foy, James Foy Auto Service, Brian Cooke Director General SIMI and Paddy Magee SIMI Deputy President.

SIMI Irish Motor Industry Awards Category Winner Commercial Vehicle Operation of the Year (L-R) Derek Kavanagh Bank of Ireland Finance, Winner Paul Cooke Rathcoole Commercial, Brian Cooke Director General SIMI and Paddy Magee SIMI Deputy President.

Rathcoole Commercial enjoys strong partnership with MAHA Ireland

numbers of trucks or vans, as well as the traditional passenger vehicles.

Paul revealed the traditional pattern of a workday: “Sole traders will usually book their vehicle in for either first thing in the morning so they can get on with their day at the conclusion of the test, or last thing at night. Logistically, it makes sense for businesses, as the detrimental impact is minimal.

MAHA Ireland is responsible for maintaining close to 200 lanes for Commercial Vehicle Roadworthiness Testing. One of its long standing customers and test centre operators is Rathcoole Commercial, the newly crowned SIMI Commercial Vehicle Operation of the Year 2023.

“Our typical ‘9 to 5’ customer base will fill the rest. It’s a long day, but it’s proven to be a successful and rewarding formula for all concerned.”

Rathcoole Commercial also offers vehicle repairs, servicing, 12-week HGV inspections and a rental facility.

Paul joined Rathcoole Commercial in February 2014, but MAHA’s partnership began six years earlier in 2008. Rathcoole Commercial has a total of three test lanes solely fitted out with MAHA equipment, with two lanes dedicated for LGV vehicles and one lane for HGVs, fitted to the following specifications:

Paul added: “With the continuous growth of the area, we will be looking to expand further and install more test lanes in the near future. COVID-19 delayed the planning process, but I

Rathcoole Commercial’s shift roster differs slightly to the norm, as its Managing Director, Paul Cooke, explained: “We’re open for business from 7am until 11pm, Monday to Friday. It’s a 16-hour day and we deal with large volumes; in fact, we’re one of the largest CVR test centres in Dublin.

“As a result of that, we need a large garage and a strong, qualified team of mechanics and testers – currently, we have 22 on the books.”

Demand is there too. Rathcoole Commercial accommodates every customer type, from a ‘man in a van’ to the larger companies with significant

· LGV lane equipment: DUO CM U 5.0 inspection scissor lift, MBT 3250 roller brake testers, MSD 3000 suspension testers, MINC I side slip testers, MLT 3000 headlight testers, MGT5 petrol emissions testers and MDO2 diesel emission testers

· HGV lane equipment: MBT 7250 roller brake tester, LMS 20.0 axle play detector, MINC II side slip tester, MLT 3000 headlight tester and MDO2 diesel emission testers

MAHA Ireland Managing Director, Eoin Mallon, acknowledged the successful business partnership: “We’ve had a front row seat watching Rathcoole Commercial grow. As the industrial estate has developed and businesses have continued to invest in the area, it has only attracted new customers. For instance, there are several transport companies with truck fleets, all of which has benefitted Rathcoole Commercial.”

believe we’re now ready to make the step up. That will mean recruiting more staff too; considering we’ve trebled our staff in seven years, we’re an active employer and do an excellent job in retaining staff too.”

When Paul was appointed, MAHA’s team helped immerse him in the industry, explained MAHA’s role in the sector, and promised its support whenever it was needed.

That dialogue and strong rapport continues today, as Paul explained: “The quality of the MAHA product is the first draw – it’s one of the leading and most trusted names in testing circles – then it’s the service.

“Naturally, it helps that MAHA is situated just down the road, but if our mechanics have a query or equipment needs tending to, the speed in which the issue is dealt with is rapid. For me, that’s what it’s about.”

The Irish Sailing Team began the New Year by welcoming a new MercedesBenz Vito van to its transport fleet. It’s the second such van in its line-up and the versatile vehicle will soon be put through its paces transporting the team’s boats and equipment to international training camps and competitions throughout Europe. Destinations such as Portugal, Italy, and significantly, the

Olympic sailing venue of Marseille will be among the locations to be visited.

Thanks to the support of Irish Sailing and the Irish Sailing Foundation, the new Vito 114 Style model arrives fully equipped with all the necessary fixtures and fittings from CAFCO Vehicle Solutions and is finished with sign writing by FISH Graphics.

No stranger to the Irish sailing

JMC relies on Master(ful) performance from Renault Pro+

Pictured at Kearys Renault Pro+ dealership in Cork are Julian Boylan, Head of Sales, Kearys Renault Pro+, David Murphy, General Manager, JMC Vantrans Cork, and Rob Kelly Sales Manager, Kearys Renault Pro+. David is receiving the keys of the first of a batch of a new ‘231’ fleet of Renault Master light commercials with curtainside

bodies.

JMC, headquartered in Dublin, is an award-winning provider of delivery and logistics solutions, offering a wide variety of services including SameDay Delivery in Dublin, NextDay

community, Mercedes-Benz has supported a number of water sports activities over the years, most notably in its sponsorship of Ireland’s Olympic medal winning sailor, Annalise Murphy in her preparations for the Rio and Tokyo Olympic Games. Fittingly the predominant user of this new vehicle will be Eve McMahon who has shown some early success in her career and is the current Youth World Champion.

Pictured in Dun Laoghaire at the handover of the new van is the Irish Sailing Team’s Eve McMahon and Head Coach Rory Fitzpatrick.

Kenworth celebrates 100th Anniversary…in style!

To mark Kenworth’s 100th Anniversary, its special Merchandise Collection features more than 25 new, officially-licensed Kenworth 100 Collection apparel, drinkware and accessories for fleets, drivers and brand enthusiasts interested in products that represent ‘The World’s Best’.

The full 2023 Kenworth Merchandise Collection offers a comprehensive line-up of more than 300 items, including caps, men and women’s apparel, kids’ items, drinkware, golf accessories, name brands, and the Kenworth 2023 appointment and wall calendars.

Both the 2023 Wall and Appointment calendars feature a full page of 29 (CK) truck photographs that encompass Kenworth’s history from 1923 to the

present. The 6-page, Kenworth wall calendar includes images of a 1923 Kenworth while also featuring the T680 76-inch high- roof sleeper, Kenworth T680E and Class 6 K270E battery electric vehicles, T680 76-inch mid-roof sleeper, T680 day cab, T880 mixer and T380 Class 7 4x4. The Kenworth appointment calendar includes all six wall calendar images. Also featured are the W900L 86-inch Studio Sleeper, W990 52-inch Flat Roof sleeper, T480V day cab, T880 dump, T880 day cab and Class 6 T280.

Text: Jarlath Sweeney - editor@fleet.ie

Delivery across Ireland and daily UK and European Pallet Delivery.

Irish Sailing Team has ‘Fair Vito Wind’ on its back with Mercedes-Benz

Quick. Safe. Easy Side Loading.

The S.CS FREEPOST offers quick, safe and easy side loading without the need for sliding posts. Certified to DIN EN 12642 Code XL, the curtainsider semitrailer incorporates a bolted galvanized steel cant rail and fixed aluminium roof sheet, as well as a reinforced chassis structure for ultimate stability. The S.CS FREEPOST is built at the Schmitz Cargobull factory in Manchester and is designed specifically to meet the requirements of the UK and Irish markets. More information: www.cargobull.com/uk

It could be said that DAF Trucks took some time in replacing the long serving CF series of national, distribution and construction ranges. But when the design team at the Dutch manufacturer got into action, they instantly created a big hit - winning the International Truck of the Year (ITOY) 2023 Award with the New Generation DAF XD, emulating the success of big brother, the XF/XG series the year before.

Indeed, there are many similarities between the new XD and the XF/ XG in design terms and in the high levels of technology offered. There is no doubt that everything and anything that is required for the truck of today and tomorrow has been designed, developed and included in the broad selection of rigids and tractor-units available. Regardless of model or cab choice, all elements relating to vehicle performance, safety and driver comfort are available as standard or optional.

The legacy of the CF series lives on but with added style in the new XD. No doubt the supermarket chains will be first to invest in the New Generation in tractor-unit form for their cross-country deliveries, while new safety features will benefit both those inside and outside the cab when travelling in urban areas. These include a low cab position, large windscreen, and low side belt lines, which combined set new standards with regard to direct and indirect vision. They are further aided by DAF’s Digital (mirror) Vision System and Corner View (cameras). Vulnerable road users and obtrusive obstacles, such as bollards and bike racks, signs are more easily seen, eliminating any blind spot concerns.

For even more ease of mind, there’s the optional kerb side window panel with fold back passenger seat. The thin A-pillar houses the digital mirrors with that on the driver’s side more compact than the off-side one. For anyone wearing bi-focal glasses, it takes a few

DAF XD 450 FTP 4x2 tractor-unit

split seconds longer to focus on the nearest one.

What is most beneficial on this digital system is that the driver can measure to the last inch the dimensions of the trailer. Red marking lines display the end point on screen, a feature called auto-panning. It’s extremely handy when reversing into a loading dock, or when overtaking slower traffic by indicating when it is safe to turn in again.

When the DAF Corner View mirror camera system is fitted, both the kerb and front view mirrors are replaced, thereby providing a larger field of vision.

DAF Trucks’ philosophy of ‘Hands on Wheel - Eyes on the Road’ is clearly demonstrated in the layout of the dash

area’s switchgear and steering wheel. Most primary functions can be operated by the driver from the wheel or column stalks, including engaging with the menu of the digital displays to use the audio and phone functions, leaving other switchgear suitably placed on the dashboard.

DAF Trucks Ireland, on the back of winning the ITOY 2023 award, has been busily promoting the new XD series, with two similarly specified but differently configured XD 450 tractor-units demonstrators made available for Fleet Transport to test drive recently.

The FTP 4x2 tractor taken on the run was the Sleeper High cab version, offering 175/200cm standing height with two bunks (one folding up). While on the drive down the M7/M9 motorway out of Dublin, Mandy Warrington, Demonstrator Driver with DAF Trucks, explained that in contrast to the CF’s steering wheel workings, the left side remote controls now feature the cruise control mechanisms including Adaptive and Predictive functions as well as Speed Limiter, both with plus and minus control options. Audio and phone controls are now on the right hand side.

Included in the touchscreen menu is all the infotainment and connectivity needed, as well as a full version of the driver’s handbook. While on the

move, the driver performance system performs checks on acceleration, braking and observation for each journey. If doing the same route with similar loads, the driver can try and better the last percentage score every time. However, this live data is not available to download, at present. On this display, there are two visual options regarding the on-screen information - drivers can select either Modern for a clean, clear digital display, or Classic, which features the more traditional needles and rev counter dials. Although we didn’t get to try them out on the day time run, Mandy mentioned that the combination of the stronger lights combined with digital

mirrors enhances night driving by 35%. The camera lens arms positioned on the top part of the door frames are heated and protected against dirt accumulation and have a bend back function, should they hit something or be hit.

Like all today’s trucks, safety items, such as Lane Detection Warning, Hill Start and Emergency Braking among others are fitted, while inside, convenience and comfort elements such as storage, charge/power points, pull-out shelves, cup and bottle holders are well located. All well thought out, well designed and built to last.

The drive itself was effortless, full of newness, a fresh approach to truck design in an un-complex manner. Taking all aspects of the XG together, the driver feels safer, works more comfortably and therefore more efficiently.

Based on the longevity, quality and success of the outgoing CF series, the New Generation XD is a worthy and more substantial successor, with more plaudits and accolades surely to come in the next few years.

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

SPEC CHECK

Make/Model: DAF XD 450 FTP 4x2 Tractor-unit

Cab type: High Sleeper

Engine: 10.8-litre PACCAR MX-11 6-cylinder Euro 6D diesel

Power: 300 kW (408 hp) at 1600 rpm

Torque: 2150 Nm at 900-1125 rpm

Transmission: 12-speed ZF TraXon automated

Suspension: Front: 8.00 t, parabolic, 163N; Non-steered leading axle.

Rear axle load 12.00 t; Rear: 16.60 t, air suspension, SR1344; Lifting device

Brakes: Discs/ MX Engine brake

Wheels/Tyres: 315/70R 22.5 front and rear 235/75R 17.5 second axle

S KIP LORRY S AFETY

The rise in the rate of vehicle related fatal incidents at work reported to the Health and Safety Authority (HSA) continues to be a cause of concern. The waste management industry is one of the sectors that regularly appears in fatal incident statistics. In order to assist with the management of vehicle risks in this sector, the Health and Safety Authority, in conjunction with An Garda Síochána and the Road Safety Authority, has published an information sheet on the topic of Skip Lorry Safety.

Waste skip collection vehicles, or skip lorries as they are more commonly known, make up a large part of waste collection activities, and the high-risk slow speed vehicle manoeuvre of reversing is a large part of their operation. Because this high-risk manoeuvre cannot be removed or eliminated from the process, it must be given very close attention to make sure it is carried out as safely as possible. There are, of course, other risks to be managed also, such as those relating to load securing, the use of lifting equipment, handling skips, vehicle deterioration, and general driving for work considerations, to name a few.

The aim of the guidance document is to help to improve knowledge and understanding of the key steps needed to prevent injuries in the use of skip lorries. It explains the legal duties for employers, self-employed workers

and operators in the waste industry. It stresses the importance of carrying out risk assessments and explains how to do this. The collection of waste using skip lorries presents many dangers. Operators of skip lorries must have up to date risk assessments in place to effectively manage dangers in the workplace. This should be done by,

n identifying the dangers, - i.e., what parts of the work activity has the potential to cause injury or ill health?

n assessing the risk of injury presented by those dangers, - who could be harmed, including workers and non-workers, and how badly could they be harmed?, and

n putting in please control measures and safety procedures to manage the dangers to all those who might be affected. This means managing the way the job is done so as to make it safer.

The guidance document should be of help in determining appropriate control measures. This risk assessment process should be recorded in writing and reviewed on a regular basis to monitor that it is working as well as it should. As an option, operators can make use of the HSA’s BeSmart online risk assessment tool in which there is a specific “Skip Hire” business type. Within this assessment tool, most of the hazards associated with this business activity are already identified with associated control measures set out. When the risk assessments are recorded, it is vital to make sure that employees know what control measures are in place to protect their safety and health and what is

expected of them in order to work safely.

In acknowledging that the operating of waste collection activities often involves smaller sub-contractors and self-employed operators, the guidance document talks about the importance of proper training and instruction, and co-operation between the various parties involved. It also highlights the importance of co-operation with clients, who, in a lot of cases, may be private individuals. In this regard, emphasis is placed on encouraging workers to report hazards. It stresses the importance of drivers being trained to identify and report hazardous situations they come across, particularly when they are out collecting skips, which they believe could result in a risk to themselves, others or to the vehicle if they continued with the operation. It points out that employers must empower drivers to take action to remove or manage the hazard, and if they feel they cannot achieve this, to report it back to their supervisor at the depot.

Making use of this guidance should result in operators and drivers of skip lorries using better procedures to manage the risks associated with their work activities.

The document is published on the HSA website at https://www.hsa. ie/eng/publications_and_forms/ publications/work_related_vehicles/ skip_lorry_safety_information_sheet. pdf, and also on the tri-agency website http://drivingforwork.ie/. It can be downloaded free of charge.

The BeSmart online risk assessment tool for the skip hire business type can be accessed at: https:// www.besmart.ie/risk-assessment/ pending/primary-business-type?business-type=Skip+Hire

Wexford haulier Cummins Transport Limited has added six new Mercedes-Benz Actros 1853LS units to its fleet, increasing the number of ‘triple-pointed-star’ units now in the company’s compound to 27.

Supplied by Somers Commercials of Camolin, County Wexford, the new tractor-units are finished in an eye-catching all-black livery with a distinctive chrome grille. Regarded as ‘the most luxurious product offering’ in the Mercedes-Benz Actros model series, each truck is equipped with a high-standard Actros ‘L’ equipment package complete with GigaSpace cab, premium-quality interior, and safety elements such as active brake

Cummins’ hummin’ with six Mercedes Actros!

assist, stability control and lane keeping assist fitted as standard.

A loyal Mercedes-Benz customer since the company’s formation in 1999, Cummins Transport Managing Director, Shane Cummins attributes the appeal of the Actros to its ‘reliability and impressive fuel economy’, coupled with the accommodating service provided by Somers Commercials. Specialising in ambient and refrigerated/temperature-controlled container transportation, Cummins Transport operates from headquarters in South West Wexford, providing international transportation services between Ireland, the UK and Continental Europe.

Dennehey Commercials continue to do the deals!

Dennehy Commercials, Limerick, a Main Dealer for Renault, MAN and Isuzu Trucks serving Ireland’s Mid-West region, continues to supply new trucks to operators in the region though its Sales Executives Martin Hough and David Dennehy.

Pictured at the handover of a new MAN TGM 15.250 (with dual controls and 12-speed automated transmission) to South West School of Motoring, Listowel, County Kerry are Michelle and Gordon Sheehy (proprietors) and Martin Hough.

Another MAN TGM 15.250 for Plassey Food Group from Rathkeale, County Limerick.

This new Renault T 520 6x2 tag tractor-unit, with rear lift and a specially prepared heavy-duty rear end unit, will be used for conveyance of milk from farm to dairy by JJB Transport. It will be operated by John Barry from Charleville, County Cork, who accepted the keys from Martin.

Finally, a fine brace of Renault T-High 520hp tractor-units, sold to Sean Maher at Maher Haulage & Plant, Roscrea, County Tipperary.

Text: Jarlath Sweeneyeditor@fleet.ie

Croom Concrete, owned by the Costelloe family, recently took delivery of this heavy duty MAN TGS 510hp 8x4 with Palfinger 76-tonne metre crane.

Cool Cat Plant Services

Excavation contractor, Cool Cat Plant, established over 12 years ago, has purchased this Scania 660 S V8 6x2 tag. In addition, two used Scania R500 tags were also bought.

231 Truck Sales at McElvaneys Scania

Malachy McCrudden Haulage Ltd., (Monaghan) has taken ownership of this new Scania 660 S V8 6x2.

Willsborough Transport

Willsborough Transport has invested in five new Scania 500 S tractor-units.

Hendrick European

‘Six of the Best’ for Hendrick European, now operating these half dozen new Scania 530 S V8s.

Rhenus Logistics  Rhenus Logistics took delivery of a new Scania P360 6x2 rigid, compete with Monread curtainside body and ADR pumping equipment supplied by KC Commercials.

Doherty

Haulage

Kildare’s Wayne Doherty turned the key on this new Scania 500 S

DAF XG ‘hat-trick’ for Willsborough Transport

North Dublin based Willsborough Transport, located near Dublin Airport was recently supplied with three fine examples of New Generation DAF XG 530 4x2 tractor-units, featuring full Continental specification. For years Willsborough Transport continues to be a loyal and valued customer of DAF Distributors Ireland.

Text: Jarlath Sweeney - editor@fleet.ie

Malachy McCrudden Haulage Ltd.

Slainté! Two

standout ‘Good’ Renault T’s for Kennedy International

Fleet Transport Award winning Kildare based haulier Kennedy International Transport knows that Guinness is ‘Good’ for it, having specified these two rather special liveried Renault T-480 6x2s to transport the ‘black stuff’ under contract with brewery owner Diageo. Note the specially commissioned registration plates to celebrate the founding of Guinness in 1759.

Renault Truck T-wins for CTS Transport

Text: Jarlath Sweeney - editor@fleet.ie

The deal was conducted by Aaron Clarke, Renault Trucks Sales Executive at Setanta Vehicle Sales Ltd.

Aaron Clarke also sold the first of two new Renault T-480 6x2 tractor units to Meath based CJS Transport. These 13-litre DTi 480hp powered trucks will join a predominantly Renault fleet, serving its customers across Ireland.

Discover

the Power of Volvo

with Volvo FM Electric

Lower sound and emissions, with excellent ergonomics and visibility. The Volvo FM Electric is optimised for high-capacity deliveries in urban areas, offering quieter, greener performance – all with zero tailpipe emissions.

Contact your local Volvo Trucks dealer about the full Volvo Distribution range

Volvo Trucks. Driving Progress.

Advancer - The A-Listed Transport Refrigeration System - Made in Galway

An in-depth description of the concept, design and assembly of Advancer, the all new road transport refrigeration system from Thermo King, provided yet another sense of appreciation of what goes on inside its vast site at Mervue in Galway.

A brand of an American corporation Trane Technologies, formerly Ingrasoll Rand, Thermo King has contributed much to the economy of the West of Ireland both economically and socially since 1976, and continues to do so.

Through Thermo King’s long standing dealer, Ballinlough Refrigeration, Fleet Transport was invited to a factory tour accompanied by 130 guests and customers. The occasion was an eye-opener with insight into the

where apprentices and students learn about the company and its workings, and are nurtured into the industry.

Another significant milestone in the long and creditable history of the facility under the Thermo King Europe banner is that it was the first factory production site in Ireland to achieve ‘Zero Waste to Landfill’ carbon neutrality, when it was certified a number of years ago. More recently achievements have included the introduction of the Advancer refrigeration range on the production line alongside the successful SLX series. And there is more to come, as electrification in road transport is becoming more to the fore. In this particular development area Thermo King can look to its German sister brand Frigoblock, which specialises in emission free reefer systems. There is also a newly formed partnership with BPW which has developed AxlePower, an innovative energy recovery system for trailer refrigeration units that combines BPW’s ePower axle with Thermo King refrigeration unit and power management technology.

is built on. Sustainability is also a key driver, something which was evident on entering the premises, with solar panels being fitted on the plant’s extensive roof span.

Over a ten year timeline, Thermo King’s product and service offerings to customers have broadened substantially with the acquisition of Celltrak (telematics) and Frigoblock in 2015, together with the launch of the Advancer in 2020. With its first electrification process now underway, this will also pave the path towards serious carbon reduction.

‘Pertinent to that journey is the dealer network, available ‘Anytime, Anywhere, Always there’

progression and investment that the company has made in implementing automation and its work in establishing the Sean Kinsella Automotive Centre,

The factory tour provided a great insight on how effectively both the SLX and Advancer are built, with quality control second to none, something which the facility’s renowned reputation

Thermo King is evolving from conventional diesel powered refrigeration products to all-electric. It is committed to all-electric in every segment of the cold chain in EMEA in 2023, and in the Americas by 2025, and is already ahead of that target, according to Colm O’Grady, Product Manager, Trailer at Thermo King Europe.

“Ultimately Trane Technologies and Thermo King aim to eliminate one gigaton of harmful emissions in the environment by 2030’

David O’Gorman, Regional Director, North & Western Europe, Thermo King EMEA, outlined the development history of the Advancer, which began in 2014. The objective was to create “the best transport refrigeration system in the market, relating to performance, efficiency and total cost of operation.”

During the early days of research and development Thermo King conducted over 700 interviews with hauliers and clients as the main stakeholders, operators and customers of its systems,, and also consulted with trailer and truck manufacturers and bodybuilders along the way.

Once the prototypes were put together, an extensive field test regime began, taking in all weather extremes at various locations around the world from the Arctic Circle to dry deserts in Australia and Africa. Trial journeys on ferries were also carried out. “Over three million kilometres in the harshest conditions were covered, along with 200,000 hours of fixed lab tests and 100,000 engine hours run,” said David.

Launched in the European marketplace last November, a complete range is offered, from the entry level A360 to the A400, and the A500 which offers the highest single temp capacity. In addition, there’s the A500 Spectrum multi-temp and the Whisper Pro, which meets PIEK noise emission level controls. David presented some interesting figures to highlight the advantages of Advancer. It is 30% more fuel efficient with correspondingly low CO2 emissions, and has 65% lower environmental impact thanks to its cleaner Yarmar GreenTech Stage V diesel engine, with Particulate Matter reduced by 50%. Advancer meets the Low & Ultra Low Emission (LEZ & ULEZ) legislation and is Good Distribution

Practices (GDP) certified for pharma transport.

Significant too in that it takes 60% less energy to manufacture Advancer and that 100% green energy is used.

On the Advancer itself, solar panels can be fitted on top of the unit to provide natural power to the battery pack contained within. David also pointed out that the new electronic engine speed control on all A400/500s brings with it in-depth fuel consumption detail. and added that all units come with full connectivity with a 2-year contract that covers TracKing telematics, data sharing, SMS messaging etc.

The R&D engineering team at Thermo King in Galway spent much time designing the new A-Series Controllersmarter, more intuitive and easy to use, as well as highly durable, offering faster data logging, and with better memory storage.

While on the factory tour, both the current mainstream SLX and new Advancer were being manufactured alongside each other on two main lines. Compared to each other, they are generations apart. For instance, Advancer, following customer feedback has 37 serviceable items removed, a 38% reduction in hardware and 33% less refrigerant joints, and is designed for ease of service and maintenance. In addition, its electronics and connectors are waterproofed.

Regarding powering electrification for its systems, Thermo King has partnered with leading axle manufacturer BPW to co-develop the AxlePower system, which in essence harvests the breaking energy to charge the batteries on board, powering the refrigeration both while driving and stationary. Two generators are fitted on the middle axle of the trailer with a choice of battery packs - 19kW or 38kW.

Advancer’s fully variable air flow provides sufficient air throw throughout longer trailers of up to 15.6 m in length. It delivers pull down that is up to 40% faster and requires up to 30% less fuel per trip. That’s equal to planting 50 trees per year. The 48v DC mild hybrid with direct drive in the compressor combines the best of both electric and mechanical worlds. Around 700kg has been added to the overall weight of the trailer, but on the plus side, a smaller capacity fuel tank is

now needed for the reefer unit, and is low noise.

With less components, it takes less time to assemble the Advancer

compared to that needed to produce the SLX, aided by newly installed robotics and supported by a flotilla of autonomous guided vehicles.

Throughout the three assembly lines for SLX, Truck and Advancer, the Japanese derived Lean Production system is in operation, with factory floor engagement and feedback helping to increase efficiency and nip any issues in the bud.

Once all put together, stringent quality controls are undertaken, with particular emphasis on any leaks, before the units are packed way carefully, ready for delivery to the DSV warehouse in Naas for onward transportation.

When it comes to temperature control in transport, Thermo King has everything under control in an advanced way with Advancer.When it comes to temperature control in transport, Thermo King has everything under control in an advanced way with Advancer.

Text: Jarlath Sweeney - editor@fleet.ie

SDC Truck & Trailer Parts is seeking a Franchise Business Partner in Dublin (Too

SDC Truck & Trailer Parts, a leading provider of high-quality truck and trailer parts, has announced a new franchise opportunity for aspiring business entrepreneurs in Dublin. This exciting opportunity offers an individual or team the chance to own and operate their own SDC Truck & Trailer Parts Franchise, while providing them with the support and resources needed to build a successful business in the Commercial Vehicle Parts & Components industry.

Headquartered in Toomebridge, County Antrim, SDC Truck & Trailer Parts is Ireland’s largest CV Parts supplier with a total of nine branches and a further four in England and Scotland. Established over 24 years as an independent subsidiary of SDC Trailers, the company has built a strong reputation for excellence in customer service, product quality, and reliability. It stocks an impressive range of over 16,000 high-quality parts from the

leading manufacturers for all makes and models of trucks and trailers, including brakes, suspensions, electrical, body and much more.

SDC Truck & Trailer Parts Dublin franchise is an ideal opportunity for individuals with existing experience of CV Parts in the Dublin area to benefit from a turnkey business model that includes comprehensive training and ongoing support from the SDC team. Franchisees will have access to a vast inventory of parts, as well as state-ofthe-art I.T. systems, training, marketing and business support to help them grow their business.

“We’re thrilled to bring our successful franchise model to Dublin,” said Gavin Diamond, Director of SDC Truck & Trailer Parts. “SDC Truck & Trailer Parts already has long-standing customers and a healthy sales book in Dublin, giving the franchisee an opportunity to join a successful and growing network, while also benefiting from the freedom and

flexibility of owning their own business. For the right individual who has a strong desire to succeed in the CV Parts industry, this is an excellent opportunity to start up on their own alongside SDC Truck & Trailer Parts’ strong brand and resource, with comprehensive training and ongoing support from our experienced team.”

For more information about the SDC Truck & Trailer Parts franchise opportunity in Dublin, contact David Cassidy on 0044 7918 148 586 or email davidcassidy@sdctrailers.com. The closing date for applications is 31st March 2023.

SDC Truck & Trailer Parts have branch depots in:

Toomebridge

Belfast

Omagh

Lurgan

Newry

Dublin – new franchise opportunity

Newbridge

New Ross

Cork

Warrington

Doncaster

Glasgow

Haydock

good to be true!)

CV Rental and Leasing sector feeling positive in 2023

Unprecedented and unexpected events over the past few years have thrown the global motor industry into significant turmoil, with major disruptions to vehicle production and distribution. That has had an impact on everyone in the commercial vehicle sector, from the end user customers to those whose job it is to source and supply vehicles.

Times of upheaval can often lead to far reaching changes, and situations such as the Covid lockdown have led many to assess the way things are done and attempt to ascertain if there is a better way.

While operators and businesses in Ireland have traditionally seen having commercial vehicles including vans, trucks and trailers as capital assets on their balance sheets as the optimum business model, there are a growing number looking at renting or leasing

as an alternative. Renting and leasing commercial vehicles as opposed to outright purchasing not only frees up funds otherwise used for high initial buying costs, but it can also provide a level of flexibility particularly for those who might need a specific vehicle for a limited period of time for a particular project or contract.

Across Europe there has been a steady increase in the number of commercial vehicles being rented or leased. For instance in the medium and heavy duty truck segments, the rental/leasing market was valued at USD 59.24 billion (EUR 56.11) in 2021 but is expected to reach USD 85.95 billion (EUR 81.41 billion) by 2027. Increasingly demanding vehicle emission regulations and advancements in safety technology are driving demand for new vehicles, as is the influx of new operators into the rapidly expanding retail, e-commerce and logistics sectors.

To get a feel for the state of the commercial vehicle rental and leasing

sector in Ireland, Fleet Transport spoke with a number of the leading companies covering the van, truck and trailer markets on a range of topics. We started by asking them how the past couple of years have been and how optimistic they are for the year ahead.

Michele Hanlon, Sales Manager at HB Dennis Leasing, and current President of the Vehicle Leasing Association of Ireland (VLAI) noted the impact of the Covid pandemic: “Business was hampered by the supply chain challenge but we did

n Growth in van, truck and trailer sectors

n Some supply issues remain

n Take-up of commercial EVs is slow, needs more support

manage to get some supply. Choice was very limited but businesses adapted their requirements. We did see a lot of extensions to current leases but everybody understands in the current circumstances.”

“2022 has been exceptionally busy for us at Go Rentals, and that has continued in to Q1 2023, said Colin O’Brien, Managing Director of Newbridge Car & Van Rental Ltd., which trades as Go Rentals. “Covid had a huge negative impact initially but this dramatically changed on a more positive note. We had/have sufficient stock, and with the slow-down of production and the supply chain, this only increased demand.”

car and van rental, which was particularly important during times of such economic uncertainty. This year, there are shortages in some vehicle categories but overall we are very positive about 2023 and have already started the year strong.”

An evolving market….or business as usual?

We sought our correspondents’ feedback on whether, in their opinion, the trend towards increasing leasing and rental seen in Europe is also being reflected here.

“There is always a place for both ownership and leasing in any company’s portfolio, both have their advantages. In saying that, our strongest growth last year was in our leasing / contract hire sectors.” Michael Murphy - TIP Group

Micheal Murphy, Country Sales Manager - Ireland for TIP Group which specialises in trailer rental and leasing noted the challenges in product supply: “Like everybody we faced a new set of challenges in terms of staff deployment during Covid, coupled with major delays in production of new trailers and lack of component parts. We did however remain open for business throughout the pandemic, and I’m pleased to say we had our strongest year on record in 2022. I think 2023 will be what I would call a conciliatory year. We had a lot of new equipment in build last year, some of which is still coming through so our run rate into 2023 is strong. I will be very happy if we can achieve similar numbers to 2022.”

A spokesperson for Europcar said: “Like many businesses, Covid required us to adapt and be agile. During the pandemic we focussed on our domestic business which set us up for an exceptionally strong year in 2022. We experienced growth across all areas of the business, particularly in Fleet Services where customers enjoyed the flexibility of not being tied into long-term contracts for their 1-24 month

“Insurance is a major stumbling block for many businesses nationwide. The lack of self-drive hire insurance options for rental agencies who wish to provide insurance to their clients on short to medium terms is proving ever more difficult to manage.”

Colin O’BrienGo Rentals

Colin O’Brien of Go Rentals sees growth in the sector but calls on a new approach from the Government: “The lack of innovative thinking from Government is hindering the sector, related to such items as VRT (particularly the shocking rate on crew-cab LCVs), EV supports, EV infrastructure, BIK, etc etc, I know there is certain lobbying done on this, but it is far from sufficient. However I do sense that the demand for rental and leasing is on the rise, and businesses are more conscious of cashflow and budgeting, so are retaining their cash reserves for more intelligent spending on stock etc, which will generate additional profits instead of “wasting” it on metal which will depreciate sitting in their car park for 70% of its existence. There are no trends on the type of customer opting for lease that I can tell, as they come from all industries, shapes and sizes.”

Europcar’s spokesperson commented: “Business customers who rent cars and vans from Europcar enjoy the flexibility of not being tied into a long-term contract. With us, service and maintenance is included in our all-inclusive package which can otherwise be a costly expense for a business particularly as their vehicle fleet starts to age. There are a number of industries such as construction and utilities, relocation services, field marketing, transport and logistics in particular who have very specific vehicle requirement for a set period of time who want to enjoy the flexibility of being able to off-hire once their project has ceased.  We cater for all requirements and have built a solid customer base thanks to our commitment to flexibility, customisation and value. The sector is constantly evolving, particularly in the electric vehicle space and we are seeing increased enquiries coming through for BEV’s, PHEV’s and Hybrid’s.”

“Businesses have shifted somewhat towards rental because of uncertainty in the economy. They need some more flexibility in the current economic climate. Leasing companies have had to adapt to this by offering rental/flexible leasing.” Michelle O’HanlonHB Dennis Leasing

“Businesses have shifted somewhat towards rental because of uncertainty in the economy. They need some more flexibility in the current economic climate.  Leasing companies have had to adapt to this by offering rental/flexible leasing,” stated Michele Hanlon of HB Dennis Leasing.

“In my view there is always a place for both ownership and leasing in any company’s portfolio - both have their advantages,” observed TIP Group’s Michael Murphy. “In saying that our strongest growth last year was in our leasing / contract hire sectors. Manufacturing costs are at an all-time high which is reflected in the capital costs. I can’t see the manufacturers reducing their costs any time soon which I believe will lend itself to companies looking at alternative methods of acquiring assets such as contract hire.”

Are renting or leasing the preferred choices for those needing more specialised equipment?

We sounded the industry representatives out on whether particular types of vehicles, such as specialised trucks and trailers as well as electric vehicles are proving more popular to hire or lease than to purchase outright.

Michael Murphy of TIP Group believes this is the case: “In my experience the more expensive the asset, the more inclined the customer is to consider leasing or contract hire, for example, Refrigerated Trailers or specialised one off builds.” While trailers might not be at the forefront of the EV revolution, he still sees the market evolving here too. “There are a number of very important trials well advanced in the trailer sector which are investigating axle power to charge fridge engines. I fully expect the trend towards lowering Refrigerated CO2 emissions to gain more traction in the year ahead to the extent that the target for the future will be zero CO2 refrigerated omissions.”

The Europcar spokesperson noted that in comparison to the car market, take-up of electric vans in the leasing sector is happening more slowly. “We are currently reviewing options for electric vans and there are some exciting new EV vans coming to market. This sector will evolve in a similar fashion seen in the EV cars market, although it may take a little longer for companies to adapt and for the right infrastructure to be in place to make EV vans a viable option for businesses.”

on EV commercials has tended to be limited up to now and when the vehicle is carrying goods, the range drops drastically. Businesses who operate in the cities and provide services as opposed to carrying goods have shown huge interest, but choice is very limited in this area. The other major barrier is the infrastructure, or lack of. I see the shift to EVs in commercials much slower than passenger vehicles.”. On specialised vehicles she commented: “If vehicles are specialised or have adaptions, then we are finding that businesses want a longer lease – up to 60 months. It makes financial sense if they have invested in adaptions so the longer lease gives them better value for money.”

Vehicle availability has lessened the demand for more specialised vans, says Colin O’Brien. “Due to the huge increase in vehicle costs, and major shortage of supply across the board, we are finding that our clients are being less “fussy” and will take what they can get their hands on. There are, of course, always specialised units being required, but in general the high spec, specific metallic paint, unique leather, with gold plated towbar and pink spotted steering wheel are not given as much time to consider as before.”

one of the major concerns highlighted by the hire companies was insurance, particularly for those specialising in short term hire to the general public. Changing interest rates were also noted. We asked what are the key concerns in 2023.

“Lease rates are increasing as a result of interest rate hikes,. Businesses understand this as it affects all areas of their business,” said Michele Hanlon. The HB Dennis Leasing Sales Manager noted that a change to the car leasing market may indirectly be benefitting the LCV leasing businesses. “The changes to the BIK structure in January are proving challenging. We have had many early terminations, many cars returned at the end of lease and not replaced. On the other side, we have businesses looking for rentals for standard commercials. We have had many enquiries for additional commercial vehicles as opposed to passenger cars because of the increased BIK.”

“There are a number of industries such as construction and utilities, relocation services, field marketing, transport and logistics in particular who have very specific vehicle requirement for a set period of time who want to enjoy the flexibility of being able to off-hire once their project has ceased.” Europcar spokesperson

HB Dennis’s Michele Hanlon concurs: “Electric vans are only suitable for certain types of business. The range

On the subject of EV’s the Go Rentals Managing Director added: “There is interest and an appetite but that’s where it stops, and many enquiries are not translating into deals. That has been the case for a couple of years, but particularly this year due to supply issues. We have several BEVs on our fleet, but not as many as I would have assumed several years ago, and I don’t think this will change for us any time soon. As mentioned earlier, if the Government don’t get on board with the infrastructure requirements, and necessary financial supports to make these a more appealing option then we will still be discussing the slow-roll out in 10 years time. There is an incredibly slow take-up in EVs from Government themselves, and operating the largest fleet in the country, this would be a major step in the right direction if the powers-that-be could lead by example.

What other external drivers are having an impact on the rental and leasing markets?

Back in 2020 when Fleet Transport undertook a similar survey, aside from the developing Covid crisis and Brexit,

“Interest rates like everything else, such as energy costs, vehicles, and vehicle parts are unfortunately on the rise, and we try our utmost not to pass those costs on, but that is not always feasible, so it is having a negative impact,” said Go Rentals’ Colin O’Brien. “We have had good times and bad times and just need to ride that wave and hope that our clients can see that many elements are outside of our control.”

Colin added that insurance is continuing to be a problem. “Insurance is a major stumbling block for many businesses nationwide. The lack of self-drive hire insurance options for rental agencies who wish to provide insurance to their clients on short to medium terms is proving ever more difficult to manage. It seems we have a very small pool and lack of options in Ireland. There is serious absence of appetite for what I would deem a potentially profitable and in-demand service from prospective rental companies across the country. Some of the bigger players seem to have this sown up, which is creating an issue for competition. (Monopoly comes to mind!!). Staffing is also a major issue, and the on-going migration of personnel is creating havoc in the supply, administration and (particularly) maintenance of vehicles,” he concluded.

Text: Cathal Doyle - cathal@fleet.ie

Combilift products help customers increase storage without the need to expand the size of their facility.

Understanding the available space and how it is being used is critical to running a more sustainable and profitable business.

find out how Combilift can help you safely and efficiently load containers

Maxus, the car and commercial vehicle brand under SAIC Motor Corporation parentage, was the first Chinese manufacturer to enter the Irish marketplace with its LDV range of diesel and electric powered vans. That was a few years ago. Now, with an extended selection of light commercials including vans, a pick-up, and an MPV, Maxus is fast becoming a force to be reckoned with.

Harris Maxus hosts

The Great Maxus eTour - Ireland

If the reputation of early Chinese products wasn’t always the highest, Maxus, through the Harris Group, is demonstrating the much higher level of product quality and design coming from that burgeoning market these days. Much of that early poor reputation stemmed from criticisms of the so-called ‘copycat’ methods of reproducing

models based on existing American and European products. But that has all changed, and the Chinese manufacturers’s collective focus on electric vehicles using the latest top technology, combined with much improved build quality and furnishings has changed that mindset.

“Maxus EV isn’t on the agenda; it is the agenda,” says Mark Barrett, General Manager, Harris Maxus.

Coincidentally, another brand from SAIC, MG, has made an instant impact, with the once renowned British marque re-entering Europe from China with a value for money electric car range. More recently Funky Cat from Great Wall Motors, a Geely brand, was launched here, again a good value and quality offering. We await another big name from China arriving here soon. BYD aka “Build Your Dreams’ which is a major producer of batteries, electric cars, vans, trucks and buses, successfully marketed around the world.

Pick-up trucks continue to grow in popularity. Primarily they are used as business or utility vehicles, but more and more customers see them as leisure type cars, meeting their family and lifestyle needs. They’re a type of vehicle that lend themselves to body enhancements with many proud owners adding extras such as chrome bars and lights, side skirts and decals to individualise them.

The Maxus T90 is a vehicle that’s individualised straight out of the box as it’s the first electric version pick-up to enter the market. Best described as a leisure type of vehicle, it falls into this category

primarily because it has two-wheel-drive and has reduced load dimensions and towing capacity compared to regular diesel pick-ups. Its ground clearance is not as high as others and its wading depth is lessened. But in reality the aforementioned are not really concerns of the T90’s main customer base.

As pick-ups go, this open back truck has got the looks, with strong, attractive, style lines from the front and back and sides. Inside the T90 has all the required connectivity and storage elements needed. However, the stalk switchgear with the wipers and indicators are on opposite sides of the steering wheel column, and this typical Asian layout takes getting used to. Other than that there is no issues with how it drives. There is a dial type switch to choose

neutral, drive or reverse on the centre section, with a horizontal line of buttons alongside the pod to select the drive modes such as power or eco. With the eco mode engaged energy regeneration is strong, helping to achieve the stated possible 330 km range available from the 88.55 kWh battery pack, stored underneath the chassis. Double wishbone springs enable the carriage of up to one tonne payload, though T90 falls down somewhat when it comes to towing capacity. It can pull only 750 kg versus a typical 3,500 kg from 4WD competitors, noting that T90’s GVW is classified at 3300 kg. Unlike some others, the turning radius is surprisingly good. The T90 comes well specified with lots of items fitted as standard, including reversing camera, electric powered leather seats and 10.25” touchscreen, as well as auto action headlamps and wipers, painted bedliner, side-step and stainless steel sports bar. For the T90 Elite, the retail price is €75,650 including VRT of €4,166 and VAT @ 23% of €13,367. Revenue registered business customers can do the deal for around €58,000.

MIFA 9 is unusual name for a rather different looking car. It is a multi-seater MPV multi-purpose vehicle positioned at the premier end of the marketplace. Styling wise MIFA 9 is certainly a head turner - both from an exterior and interior design point of view. It comes seriously well equipped, with trim and furnishing parameters rising in each level from Elite to Luxury to Premium.

MIFA 9

Maxus T90

Maxus MIFA 9

To choose a word from the past, this is a ‘Deluxe’ 7-seater. The 2+2+3 layout offers four individual seats with multi adjustable settings in the front two rows, plus a three person rear bench seat, more comfortable than many front-ofstove armchairs. Access to the rear is easy too, thanks to the automatically opening and closing side sliding doors.

The all-electric powertrain is powered by a 180 hp and 350 Nm electric motor, with a 90 kWh battery pack providing up to 440 km of range distance.

On a test journey from Cong, County Mayo to Barna, County Galway on some of the best scenic routes in the West, but in snowy, slushy weather, the MIFA 9 dealt with the conditions without fuss, and in a comfortable manner. As discovered it is best to go through all aspects of the broad selection of information, comfort and convenience elements available on the touch screen when stationary, as the many scroll buttons require multiple pressings before engagement. Time and patience are needed here. Otherwise MIFA 9 features every conceivable fitting, all done to a very high standard.

Underpinning its confidence in its new MPV, Maxus is offering an 8 year warranty on the batteries and 5 years on the vehicle itself. Sterling prices start from £64,306 for the Elite 7-seater and up to £76,700 for the flagship Premium model.

D ELIVER 9 AND eD ELIVER 9

SAIC and Maxus certainly turned the

tables when introducing the Deliver 9 range of panel vans and chassis/cabs. Having laid the groundwork in producing an updated version of the former LDV Maxus LCV, following the acquisition of the once famed Leyland DAF Vans brand over 10 years ago, SAIC got the marque off the ground with sales success in Asia, plus in Ireland and UK through the Harris Group. The pretty basic offering was not very modern compared to its competitors, but proved to be a good workhorse without frills. While Harris was busy building the brand with the LDV V80 and eV80, the SAIC design team in China got creative and came up with an impressive replacement. Badged the Maxus Deliver 9, it came as a diesel

Maxus MIFA 9

Maxus eDeliver 9

Maxus eDeliver

offering initially, before an electric version, the eDeliver 9 was launched, using the same body design as the diesel model.

With an appealing frontal appearance and overall presence, Deliver 9 easily fits into the large van segment, with many mistaking it for something from more established European manufacturers. Operationally it is right up to date, with entry and exit convenient, as is the placement of switchgear both on and off the steering wheel. The touchscreen in the middle uses a conventional system to explore audio, connectivity and infotainment options. Deliver 9 is powered by a 2.0-litre Euro 6 turbo diesel, offering 150 hp and 375 Nm, mated to a six speed manual, while the electric eDeliver 9 has a 72 kWh battery pack providing 150 kW/200 hp and 310 Nm with an auto box. It offers up to 288 km in range distance. Both units are rated at 3.5 tonnes GVW. The diesel can tow 2.8 tonnes and the Zeroemission version up to 1,500 kg.

The FWD LH L3H2 HR LWB Deliver 9’s pricing starts at €39,187 including VAT, with the electric eDeliver 9 L2H2 FWT MR van costing €72,411 including VAT. Deliver 9 is currently selling in big numbers as additional markets have opened up across Europe. It was subsequently joined by the smaller Deliver 3 and will soon welcome the eDeliver 7, a mid-sized offering to the family.

eD ELIVER 3

Having to compete against numerous compact sized electric, emission-free vans from leading manufacturers, the eDeliver 3 has to be good all round to be at the races. And in fairness, it looks, feels and performs on par. Not as distinctive in appearance as the bigger Deliver 9, the ‘3’ is also offered as a panel van and chasis/cab. This version tested had a 50.23 kW battery pack, offering a range of up to 344 km, It has a maximum

power of 90 kW and maximum torque at 255 Nm, and its towing capacity is rated 750 kg.

As an urban run-around the eDeliver 3 delivers! Everything seems to work smoothly while on the move. From the easy-to-use touchscreen to the comfortable seats, it’s hard to go wrong here. Steering, brakes and regeneration are precise and effective too. Pricing is from €47,343 including VAT for the 4.8 m³ FWD L1H1 variant. Payload is listed at 945 kg. For AC 7.4 kW charging, it takes 8 hours for a full reboot, while 45 minutes can bring recharge the battery up to 80% via the DC charging system. For tight corners, eD3 has a turning radius of just

5.87m. With a braked trailer, it can pull 1,090 kg or 750 kg without brakes.

The opportunity to drive these Maxus models came as part of the Harris Group’s ‘Great Maxus eTour - Ireland’, which crisscrossed the country from East to West over the course of three days, including a run through Connemara undertaken on day two. It is easy to see why the Harris Group is growing with these latest models currently on sale. And with even more interesting ones to come, thanks to the SAIC Motor Corp. which is investing billions of dollars on battery technology and vehicle innovation, the future looks even brighter!

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

Maxus eDeliver 3

Maxus

On 3 February the Car Carrier, Ah Shin, caught fire while sailing off the Vietnamese Coast. On board the 200-metre-long vessel were 4,500 vehicles en route to South Korea. There were no casualties among the crew and the stricken vessel was safely moved to Port, but there was considerable damage to new vehicles on the car decks.

A full enquiry into the incident is now underway but initial reports indicated that the fire may have started within the Lithium-ion batteries on one or more Electric Vehicles (EVs). If this is proven to be the case it would add greatly to the concern of specialist vessel owners and operators that carrying EVs is risky. A few weeks earlier a similar fire broke out on another Pure Car and Truck Carrier (PCTC) vessel.

As Asia, and particularly China, becomes the global centre-point for EV manufacturing, and demand for such vehicles grows in Europe and in North America, the question of how these vehicles can be safely carried is becoming more pressing. Some vessel owners are now insisting that batteries in the vehicles should be no more than 40% charged and are limiting the number of such vehicles taken on each voyage – I guess that they will carry the EVs only on open decks. Another way to carry the EVs is to ship them in containers (a real blast from the past, I remember doing

this thirty years ago), but again the Lines are cautious, with one major carrier only taking them in reefer containers. Apart from the space loss using such boxes as against dry boxes the reefer does have great advantages as the temperature within the box can be controlled in real time, and any variation in temperature due to battery problems can be spotted before damage is done. As it happens, China is a net importer of products requiring temperature control, so that equipment should be readily available. The COSCO Shipping Line has also re-developed the concept of Flat-Rack containers to carry cars easily and safely, and is using a part of its massive Terminal at Piraeus Port as a hub from which vehicles can be sent by rail or ship elsewhere in Europe.

This is all very difficult and surely not the long-term future of transport. Is this thought somewhere behind the recently announced “Hydrogen Valley” to be located at Galway Port? The EU is funding the set-up costs of the facility with an €8 million grant allocated towards the development of a green energy scheme. Its aim is to produce hydrogen fuel in Galway for air, sea, road and rail transport, along with industry on the Atlantic seaboard. The “Hydrogen Valley” company is spearheaded by SSE Renewables, a major player with massive experience of development of wind-farms both onshore and offshore in Ireland and further afield. SSE is also currently developing its service base for the extended Arklow Bank wind-farm at Arklow Port.

There are several international partners in what will become the GH2

From where I’m sittingHoward Knott -

Is the Car Carrier fire a warning to us all?

consortium, as well as local interests including NUI Galway, Bus Eireann, Aer Arann Islands and Galway Harbour. The project expects to be up and running by 2026 when the delivery of hydrogen can commence. This target date should enable the technology and electric conversion infrastructure to be in place when the first substantial volumes of electricity begin to come ashore from the wind-farms off the West Coast. The technology may also become the model for similar plants located close

to locations where power from offshore wind-farms will be brought ashore.

The question then has to be whether, in say ten years’ time, 2033, the GH2 project solutions will, along with research being done elsewhere, enable the production of sufficient volumes of hydrogen to replace fossil fuelled powered vehicles with ones powered by hydrogen, thereby enabling the owners to skip the battery powered generation entirely?

When you look at the strides that EV manufacturers have made over the last ten years one might be confident about the possibilities of hydrogen.

howard@fleet.ie

For the second time since Finnlines launched its Con-Ro service linking the ports of Rosslare and Zeebrugge in July 2022, the line has added extra capacity. Within weeks of the service launch the 3,259 lane metre MS Finnpulp was displaced by the 4,192 lane metre, MS Finnwave operating two round trip sailings each week.

The MS Finnpulp now operates as a second vessel on the route bringing the service frequency to three each week. Sailing time on the route, which operates on a Con-Ro basis carrying unaccompanied trailers and containers, is approximately 31 hours. Departures from Rosslare are on Monday, Thursday, and Saturday.

Finnlines is a member company of the Grimaldi Group. Grimaldi operates a large network of Ro-Ro and Con-Ro services under its own name including calls to Cork on a twice weekly Zeebrugge ferry service and on a regular Mediterranean /Scandinavia service.

D EMAND

FOR A IR F REI g HT SOFTENS g LOBALLY

Finnlines further expands its Rosslare/ Zeebrugge service

passenger services with accommodation for lower hold airfreight, the return of the ocean shipping sector to more normal levels of service, have driven a significant reduction of rates.

The Baltic Exchange Report stated: “Historically, we estimate the air freight costs about ten times as much as ocean freight for a shipment of equivalent size. During the pandemic and subsequent supply chain congestion, that spread narrowed to about three to five times, making air relatively more attractive. But that spread is now widening back to normal levels, which means that air cargo is also relatively less attractive compared to other modes”.

Trans North Atlantic Air freight pricing has remained relatively strong, as has that lane been for the Ocean Carriers, and has to date fallen from the peak of a year ago by about 25%.

O CEAN C ARRIERS COMMIT TO THE USE OF ELECTRONIC B ILLS OF L ADIN g

Since the beginning of formalised international shipping, a Bill of Lading document has been the centrepiece of all documentation. It is, essentially, the title deed for the specified goods that are being traded and transported. To claim the goods on arrival the buyer must be able to present the appropriate Bill of Lading and a bunch of accompanying documentation to the carrier.

of them and all other users of maritime transport. The Association plans to have a standard document fully in place with the major carriers by 2030, and expects that 50% of Bills of Lading issued should be in that format. By 2050 100% of Bills of Lading should be in standard electronic format.

The importance of this operation can be seen from the research finding that switching away from the transfer of physical paper bills could save US$ 6.5 billion in direct costs for stakeholders and facilitate US$30 to 40 billion in trade growth. A paper Bill of Lading could require the attachment of up to 50 sheets of paper from 30 different parties with the inevitable delays arising from errors.

Air freight trading house, the Baltic Exchange has published a year-end 2022 analysis of the global air freight market and forecasts that rates charged by carriers will shortly normalise towards pre-pandemic levels. Alongside an overall drop of global freight transport demand and a post-Covid increase in air

Ocean carriers issue around forty-five million Bills of Lading each year, though as recently as 2021 only 1% of these were electronic. Nine of the major ocean carriers have established the Digital Container Shipping Association (DCSA) with a primary focus on ensuring that the full resources of Blockchain developments can be used to reach a standard form of document that can be used by all

B OOM IN CAR AND LCV PRODUCTION IN C HINA FUELS SHIPPIN g SWITCH TO CONTAINERS

The late 2022 increase in commercial vehicle production from Chinese factories has led to a shortage of capacity on the dedicated Car Carrier services to Europe. Shippers are increasingly using containers where the sea freight cost per vehicle space can be a quarter of that booked in the Car Carriers.

The use of containers also enables the vehicles to be shipped by rail and China Railway has started the “ChinaEurope Express”, a special service for Chinese car exports to Europe.

Text: Howard Knott - howard@fleet.ie

On the drive from Port Talbot towards Swansea on the M4 motorway in Wales, there is a 50-mph speed limit. Towards the end of the restriction there is a sign indicating that the reason for the limit is to improve air quality. A bit rich when one considers that to the left is what was British Steel in Port Talbot, now rebranded Tata Steel. At one stage it was estimated that this plant was responsible for almost 15% of the total carbon emissions for all of Wales, so the emission reductions from a Euro 6 truck hardly seems worth the effort.

Another example of conflicting messaging relating to the environment - in late January a picture emerged of a ship in the Shannon Estuary laden with almost 200,000 tonne of coal, allegedly heading for the ESB power station at Moneypoint, near Kilrush.

So where does this leave the road haulage industry with all its investment in cleaner engines and no form of assistance or tax relief? Not very fair is it? At the Irish Road Haulage Haulage (IRHA) Conference in Killarney, its President

Eugene Drennan said the road transport industry would play its part in reducing carbon emissions. Although he did not say it, I am sure he expected everyone else would operate from a level playing pitch.

There is a bigger picture issue here. The International Road Transport Union (IRU) recently stated that the emphasis on alternative fuels and the recent introduction of regulations for a Euro 7 diesel engine are creating a lot of expense and uncertainty for the transport industry, in particular road transport. It also claims that the future integrity of supply chains could be in jeopardy. While it’s not clear if the IRU meant a rise in cost or was referring to the physical ability of companies to move products efficiently, there are signs that the European Union (EU) is taking the industry concerns seriously. In a statement from the EU Commission during February it has revised the target and date to achieve carbon neutral, heavy truck and long-distance coaches to 2040. The IRU continues in its efforts to influence regulators not to disregard the use of carbon neutral fuels, and to look at the facts surrounding internal combustion engines, mainly that the emissions released in operation are largely off-set by the carbon absorbed during production. The IRU is also insistent that the sector cannot afford be

used as guinea pigs, there is no time for expensive experiments.

Speaking of experiments, it will be interesting to see how the re-opened rail connection between Limerick and Foynes works out. There is no ready-made freight that can be transferred to rail in any significant volume. One would have thought that the immediate market would be for passenger service and see where freight could fall in after. In the morning rush hour, the traffic delays at the roundabout at the Cement factory in Limerick are significant, but it mainly is caused by car volumes, with not so many trucks in the queues.

I hope that the opening of this freight route is not a trophy prize for the Green Party to display at the next election campaign. While there is no doubt there may be some freight movement, there is significantly more scope for a passenger service. While I could be accused of defending the truck sector, I don’t know of any operator who is concerned about the arrival of the train. Most people’s concern is about the value of the project to the taxpayer and the reduction of the overall carbon footprint of the industry. The road haulage industry has an uphill battle on its hands to be heard and get fair treatment in the climate debate. The battle goes on.

Text: Sean Murtagh - sean@fleet.ie

The eVito Panel Van.

Efficient electric drive - now with a much greater range of 314 km. The eVito is just as functional, secure and comfortable as you have come to expect from a Mercedes-Benz Vito.

Scan to learn more:

Financial Benefits of Contract Hire and Equipment Rental

Contract Hire is the medium to long term acquisition of equipment with maintenance included for an agreed length of hire and the return of the equipment at the end of the period to the hiring company. It is off balance sheet finance for the company hiring the equipment so that means neither the asset or the liability appears in the balance sheet. For businesses that want to reduce gearing or debt shown it can be an advantageous tool to use.

For a business that gains a fixed term contract requiring equipment that will not readily fall back into the general fleet, contract hire can be a lower cost and lower risk option. It provides a set monthly cost, leaving the maintenance and disposal issues with the company that is hiring the equipment. A business that does not have its own maintenance facility or expertise, and requires reliable assets that must be of a minimum age, can benefit from contract hire, for example in reducing debt. The contract leasing company that is providing the assets can schedule maintenance through its own workshop, maximise warranty where possible, while knowing it will have well maintained assets for

sale for future or pre-advised customers who look for clean second hand units.

Some Contract Hire agreements will set a guaranteed buy-out of the asset to the customer renting the item at the end of the contract. This option need not be used but first call to the company that has rented the asset may be advantageous, for example if the contract the asset is being used on has been extended or the value of used assets has materially increased. There are drawbacks to Contract Hire insofar as some agreement may have 6 or 12 month penalty clauses if an asset is to be returned early, or may have prohibitive repair costs for any damage incurred. Read the small print and check the agreement carefully before signing.

Many truck and trailer manufacturers are keenly interested in promoting Contract Hire as it’s a means of moving a volume of units into the market quickly, and done right tends to lock both the user and seller into the brand going forward. Pre-Brexit the opportunity to purchase well maintained, low mileage, fleet specification units from Britain was an option used by many larger fleet users in Ireland. Many dealerships have their own Contract Hire options and will even provide second hand units for customers on a short period of 12 or 24 months. In a time of long lead times from order to supply, many operators are willing to try Contract Hire of truck brands that are not common in their fleet if considerations such as cost, back-up service, fuel economy and driver approval are all positive.

One of the big issue with Irish road transport operators using Contract Hire is that the unit returns at the end of the

period and unlike an asset that has been leased and paid for, there is no perceived “free use” period. In reality the cost basis should be equal and those operators that use Contract Hire tend to have specific contracts, less maintenance facilities and less desire to accumulate pets!

Equipment rental is often seen as the expenditure of dead money, with no asset at the end of the rental and a high cost if the rental period is short. In reality it depends on the period and intensity of use. If the contract is seasonal, tendered for every year, and the assets gets used for only twelve or sixteen weeks, then rental is probably best. While the cost may appear high it is matched with asset utilisation, plus each time the asset is required it’s a modern, well serviced and compliant piece of equipment to use. There is no doubt that the increased emphasis on health & safety and efficiency will increase the demand for rental equipment, making the utilisation of low hours but ageing assets increasingly cost prohibitive.

The use of Contract Hire or rental is a mindset that some operators will embrace, using the asset to generate profit. They are happy to return the asset knowing it has fulfilled its function, while other operators believe their method of purchase and using the asset for an extended working life is best for them. As stated, Contract Hire and rental have a place in the industry, for instance, it may be an opportunity to try a brand for a limited period with a known cost. A good dealership should be able to offer options that provide a win/win opportunity for both the brand and the transport user.

Text: Donal Dempsey - donal@fleet.ie

FUSO, the Japanese subsidiary of Daimler Truck and one of Asia’s leading commercial vehicle manufacturers, is celebrating the 60th anniversary of its Canter light truck. Since its market launch in 1963, more than 4.5 million FUSO Canters have been produced worldwide.

The first generation Canter entered the Japanese market in March 1963 as the T720 cab-over type model and was

60th anniversary

highly acclaimed as best in class for its excellent driving performance and economy. Since the first generation, FUSO has continuously developed the vehicle to meet the evolving demands of customers and society. In addition to consistently offering excellent driving performance and comfort, the Canter has achieved ever-higher levels of fuel efficiency and environmental friendliness over the decades through continuous engine improvements.

Ongoing development of advanced safety technologies has made the Canter a safe and reliable truck for drivers and others on the road. The design of the Canter has also evolved to match the needs of drivers and the shifting zeitgeist. Over the years, the Canter has managed to establish its very own identity within the industry: a safe, comfortable, and

environmentally friendly companion to drivers and businesses everywhere.

As early as the 1960s, FUSO expanded sales of the Canter into various international markets and became a constant leader in the light truck segment in key markets around the world. Today, the Canter is sold in over 70 countries.

In 2017, FUSO launched Japan’s first mass-produced electric truck in the light commercial vehicle segment, the eCanter. Its successor, the completely redesigned Next Generation all-electric

truck was unveiled in 2022. The Next Generation eCanter will go into series production in 2023 at FUSO plants in Kawasaki, Japan and Tramagal, Portugal.

Text: Jarlath Sweeney - editor@fleet.ie

FUSO Canter celebrates its

Since the move to a new state-of-the-art headquarters in Dublin 15, Setanta Vehicle Sales Ltd., has gone from strength to strength. The company has dramatically increased its product and service offerings to transport operators - and not only with trucks. Setanta’s range of trailers includes fridges and tippers, with the latest brand to go on show at its expansive premises in Ballycoolin being the Dutch-made Kraker Trailers.

From its factory in Axel (NL), Kraker Trailers has fabricated trailers since 1989. The brand has generated a serious and devoted following amongst transport operators who work with ejector and walking floor trailers. It is important to note that the market in the Netherlands is highly competitive and Kraker’s

K RAKER T RAILERSKrak-ing fine load carriers!

following is particularly strong with the small fleet and owner-driver fraternity that specialise in servicing all aspects of the animal feeds and agri sectors.

The quality of the Kraker range is proven by the number of repeat orders from this market segment. Another point worthy of note is that the manufacturer is prepared to support the design and build quality of its products by offering a five-year guarantee. This alone will lend great comfort to operators of all sizes, and especially owner-drivers.

Fleet Transport recently visited the Kraker production facility in Axel and viewed the manufacturing process which is typical of the bespoke production systems found in the factories of smaller volume producers. This of course has the benefit of being

able to fabricate each trailer exactly as the customer orders. Nevertheless, the company is ready and able to deal with the significant growth expected in the agri, recycling, and biomass sectors and Kraker fully intends to capitalise on that growth.

In the highly competitive trailer market, Kraker’s ability to innovate has helped the business expand, even through the recent lean years. The company’s special purpose ‘Cargo Floor (CF) agri trailer was shortlisted for the prestigious Trailer Innovation Award at the RAI Commercial Vehicle Show in Amsterdam, and Kraker’s new K-Force series is set to revolutionise future trailer production. Setanta’s Alfie Barker stated that while they have had some enquiries for the CF model there is no serious demand, although that could change if the level of enquiries increase. However, it is Kraker’s K-Force model that Setanta believe will impress operators.

A particular feature of K-Force’s construction is where Kraker has replaced much of the traditional welded structure with a bolted assembly using the ‘Huck Bobtail’ fastening system from

Alcoa. Kraker believes the Bobtail system provides additional support at critical stress points, and its research claims bolted fastenings extend the life span of joints by up to five times longer than welding. To highlight the confidence in the build quality of its products, when an owner or driver collects a new Kraker trailer it comes with a standard 1-year warranty. However, once the owner or driver scans the QR code at the front corner the warranty is automatically extended by four years to a full five-year cover.

Other innovations have delivered a reduction in weight by almost 250 kg, thanks to Kraker’s unique axle mounting. This mounting means Kraker can fit axles from BPW, SAF, or VALX later in the assembly process, allowing it to continue to build trailers and then fit axles as per the customer orders.

trailers can be tough, and good maintenance is vital. With a Kraker K-Force on contract hire from Setanta, the trailers are taken in ‘mid-life’ and the floor is turned. This ensures an even wear rate across the floor, plus when the floor is removed it offers the opportunity to fully inspect, clean, and service the working components. Importantly all of this work is completed on-site in Ballycoolin, where Setanta has a purpose-built trailer servicing and maintenance facility.

While the VALX brand of axles may be new to some here in Ireland the brand is well known and highly regarded across the Benelux. However expect it to gain a significantly greater presence here as Setanta Vehicles is now the appointed dealer for the VLAX axle brand in Ireland. Opting for the Dutch-made VLAX axles utilises fully the close working partnership between Kraker and VLAX, and this can dramatically reduce lead in times when compared to using arguably more high-profile axle products. That said, any Kraker can be specified with components from all the major component producers including Jost, Wabco and Knorr Bremse, in addition to SAF and BPW. This has allowed Setanta to always be able to put its hands on trailers at short notice.

On the subject of moving components the Kraker range can be specified with a selection of steer, and/or lift axles, in addition to the Cramaro remote control sheeting system. The retractable rear bumper is a must for many operators. When retracted using the remote control the K-Force’s rear bumper moves up to neatly cover the rear lamp clusters and prevent any damage while loading or unloading. Setanta’s Alfie said that the trailers can be adapted to load pallets if an operator has that need. It simply requires the rear one-third of the trailer to be strengthened to accommodate the weight of mechanical handling equipment such as a forklift.

In truth, any Kraker trailer can be fitted out with a vast array of options, from the necessary to the nice to have, to the luxurious, with arrays of lighting and decals as well as toolboxes, water bottles, and load-securing devices all available in a paint colour of choice.

Setanta intends to fully support operators with every aspect of trailer sourcing. This includes contract hire and maintenance via Setanta’s purpose-built trailer maintenance and vehicle testing facility at Ballycoolin. Like Kraker, Setanta sees an important future demand for quality walking floor trailers. Having already furnished several operators with the Dutch-made trailers, Setanta’s Alfie Barker has been exceptionally pleased with the feedback to date from Kraker’s Irish customers. There is no question that a Kraker-produced trailer is a quality product. However, the work for walking floor and ejector

Looking to the future, Kraker’s innovative E-force Hybrid system was nominated for the prestigious Trailer Innovation Award and is well-placed to assist operators in reducing the effects of climate change. The E-Force system stores energy generated in braking which is then used to power the moving floor and other ancillary equipment when required. While the savings can be significant, another factor is that many Kraker trailers work in environmentally sensitive areas, and therefore any reduction in emissions and CO2 is to be welcomed. Just like Kraker Trailers itself - a very welcome addition to the Setanta Vehicles Sales portfolio in Ireland.

Text: Paul White - Paul@fleet.ie

Mercedes-Benz Vans has given the eSprinter a significant update boosting its power and range with new motors and battery packs.

The latest eSprinter gets a new electrically driven rear axle which, in addition to improving the packaging of the electrical systems, has saved weight and enabled more variants to be produced. A wider range of eSprinters will therefore be available including chassis cab models, off-the-line refrigerated and flatbed variants and several wheelbase lengths of panel van.

Power for the eSprinter comes from a new permanent magnet synchronous motor producing either 100kW or 150kW. That’s a significant step up from the 85kW motor found in the previous eSprinter which also only produced 295Nm of torque compared to 400Nm for the new motor. The motor is said to weigh just 130kg which, along with the new, lighter batteries, helps the eSprinter achieve a maximum payload of 1,575kg. Gross vehicle weights will be at 3.5- and 4.25-tonnes, while towing capacity has been set at up to two tonnes.

Three different battery sizes are available with 56kWh, 81kWh and 113kWh lithium iron phosphate packs that are now free from any cobalt or nickel. Previously the eSprinter was available with only two battery pack sizes of either 41kWh or 55kWh.

Charging rates have increased from the previous eSprinter’s 80kW maximum to 115kW. The Mercedes-Benz eSprinter has both AC and DC charging capabilities with a 10% to 80% recharge said to take just 28 minutes for the smaller 56kWh battery and 42 minutes for the biggest 113kWh battery pack.

For the largest battery, the electric range, according to simulations of the WLTP cycle, is up to 400km, while the

Major boost in performance for Mercedes-Benz eSprinter

WLTP city cycle reaches as much as 500km.

The Mercedes-Benz eSprinter’s range claims have been validated by Mercedes’ own testing with a return journey from Stuttgart to Munich where the van managed 475km on a single charge. The eSprinter averaged a consumption of 21.9kWh per 100km and finished the journey with 3% still remaining on the range indicator. The verification test was carried out using a 113kWh battery model and in an L3 wheelbase panel van.

Mercedes-Benz has been rolling out its MBUX infotainment system across its range of cars and vans for several years, but left it out of the previous eSprinter to preserve range. That’s no longer the case.

The latest eSprinter gets the full MBUX system. It has also been updated with its own EV specific details. That means you’ll get real time data on battery charge levels and range. In fact, Mercedes-Benz has created a smart interactive range indicator that links with the navigation. It gives you a more accurate idea of just how far your battery charge will take you.

It’s one of a number of systems that Mercedes-Benz is calling its “Electric Intelligence”. It takes into account the traffic conditions and typography of your route when predicting the range and can calculate the best possible charging strategy in order to get you to your destination. That can also include arriving at your destination with a certain level of charge. Great for when you know that charging is not available at the stop-off.

The new model eSprinter will also be the brand’s first global electric LCV and will go on sale in the US and Canada

ahead of its launch in Europe. Production in the US will begin in the second half of the year with European models coming in early 2024.

Mercedes-Benz has sold more than 30,000 electric vans to date and has pledged to sell only electric and zero emission vehicles from 2025 onwards. That means no new combustion engine

models will be produced after this date. The 2025 date is also significant as it will be when the new van.ea modular platform will come into use. The electric vehicle platform will be the basis for the next generation of eSprinter vans as well as eVito and other passenger models like the V-Class.

Production of the latest generation Mercedes-Benz eSprinter will be carried out in three locations. Charleston in North Carolina, USA, is the production site for all North American MercedesBenz eSprinter vans. European eSprinter models will be produced in two locations, with Ludwigsfelde manufacturing chassis cab variants and Dusseldorf responsible for panel van production. In total, the eSprinter will be available in more than 60 markets.

Words: George Barrow – IVOTY GB Pictures: Mercedes-Benz Vans

The oft-changing alliances and partnerships between vehicle manufacturers can be confusing, particularly in the van world where hardly any brand is adopting a go-it-alone approach these days.

For years the Opel Movano was a sister product to the Renault Master and Nissan NV400. But with Opel now part of the Stellantis family, it was never going to continue with a product from the rival Renault-Nissan-Mitsubishi alliance when there was a perfectly good alternative in-house. Thus the new Movano might be quite different to its predecessor, but at the same time it is very familiar. Minor details apart, it’s the same product as the Peugeot Boxer, Citroën Relay and Fiat Ducato, three well-known and well respected contenders in the large van category. (We hear that the next generation version will also sport a Toyota badge in due course, to continue the Stellantis supply deal arrangement.)

Versatility is the name of the game in the van world where one size definitely doesn’t fit all and manufacturers need to be able to produce variants to meet a variety of requirements. Opel covers the panel van side fairly well - there are four length options and three height choices that give load volumes up to 17 cubic metres, and payloads of up to 2.1 tonnes. It also offers a Chassis Cab model with five length variations. Thereafter choice isn’t as broad as you will get from other manufacturers - there’s just one engine option for example, a 140hp 2.2 litre diesel matched to a 6-speed manual gearbox. No automatic gearbox option is offered, nor is there an all-wheel drive version, and while an electric Movano-e exists, it is yet to be offered here by Opel Ireland.

Tested here is the panel van in L3 H2 spec, giving a load capacity of 13m3 and a payload of 1,295kg. While the 2.2

Tested: Opel Movano

Aging design gains a new badge as Opel’s large van joins the Stellantis ranks

litre diesel is among the less powerful found in vans of this size these days, it’s spritely enough on the move, albeit with the caveat that it wasn’t tested with a load on board. What did impress was its frugality - an average consumption of 7.4l/100km over 600km driven is impressive for a bulky van of this size.

Although new to Opel, this is far from a new design, tracing its origins back to 2006. That shows in certain ways. Access to the cabin is quite narrow compared to some rivals, something drivers having to constantly mount and dismount are unlikely to appreciate. Certain features in the cabin feel dated as well, for example while there are plenty of pockets and compartments, there’s no dash fitted cup holder on the driver’s side of the cabin, while a rather aftermarket feeling tablet storage unit (not fitted on entry level models) is the only place to hold your phone (or tablet) without having it rattling around.

Fiat Professional derived controls are pretty much the same as would have been found on a Ducato in 2006, but Opel has its own centre mounted five inch digital touchscreen. It doesn’t have the bells and whistles of many rivals, but with buttons for the key functionalities, it gives all necessary information quickly and simply without having to go through multiple screens and options. Something other brands would do well to take note of.

Driving the Movano, the seats

offer good support on longer journeys. Visibility is generally okay, though the A-Pillars combined with the door mirrors and a dividing quarter light panel are quite obstructive in day to day driving. The controls are well laid out and easy to operate, but the design shows its age again in overall ride quality and noise levels, which are less refined than you would find on rival products.

Opel has performed well in recent

times in the LCV market, taking 9.2% market share in Ireland in 2022. As a late addition into a tried and trusted design, the Movano is unlikely to be a market changer, while the relative lack of options will limit its suitability for some operators. But it’s a well proven and capable product, and with competitive pricing, it can be an important part of Opel’s line-up into the future.

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

Ireland is fast becoming a more sustainable landscape as the country as a whole is putting plans and structures in place to reduce and maintain a lower carbon foot print across all industries and sectors. That was apparent from the various speakers and presentations at the Irish Exporters Association’s inaugural 2023 Export Series at Shannon Airport, where a number of

Irish Exporters Association (IEA) launches Export Series 2023 Programme of Activities at Shannon Airport with a key focus on Sustainability

future proofed projects were outlined at the Breakfast Meeting at the Gallery Venue.

Entitled “Shannon - Unlocking your Exporting Potential’, the seminar was officially launched by Cathal Crowe, TD, Fianna Fáil spokesperson for Aviation, who highlighted the Shannon Lighthouse Project, the collaborative hydrogen development partnership with ESB.

Chaired by IEA CEO Simon McKeever, further details of the area’s potential were outlined by Sinead Murphy, Head of Sustainability, Shannon Airport Group, and Sinead Treanor, Hydrogen

“Building a sustainable Shannon Campus is the main pillar,” stated Sinead Murphy, highlighting various goals to be achieved throughout the facilities contained within the vast area that is Shannon airport and its adjacent industrial sections and Free Zones. “Decarbonising aviation is a big challenge as significant growth in the industry continues. But there are many opportunities such as reducing CO2 in air, traffic management and operations, aircraft and engine technology, as well as introducing sustainable aviation fuel (SAF), which includes hydrogen as an alternative. Airports across Europe are spearheading the use of green hydrogen [in countries] such as Norway, France, Italy and Denmark, while the first commercial hydrogen electric flight between London and Rotterdam/The Hague is expected in 2024.”

“The Shannon Airport Group and the ESB joint venture initiative to develop a hydrogen test bed for aviation and transport is most welcome,” she concluded.

Sinead Treanor stated that in order to deliver Net Zero by 2040, “an integrated energy system must be implemented,” adding that “the ESB is actively investing in all elements of the energy transition”. To achieve this target, the ESB’s existing and planned onshore and offshore

renewables pipeline to 2023 will be expanded to include hydrogen hubs through onshore wind and solar projects, with four locations in Ireland, and two in Britain. All this clean, green energy production will be stored at the Kestrel facility at the Kinsale Gas Fields. Closer to Shannon is the Hydrogen Lighthouse

project along to Shannon Estuary and the green Atlantic @Moneypoint project, which will deliver green hydrogen production storage and generation at the County Clare facility.

“Hydrogen is required to deliver a Net Zero in power generation, industry, aviation and transport, and the ESB will invest to develop the Hydrogen Lighthouse project in partnership with all sectors. ESB’s vision for a secure net zero energy system is firmly based on offshore wind, green hydrogen, storage and backup power fuelled by green hydrogen. ESB, with partners, will develop energy clusters of H2 production and use. To achieve required scale, co-location with offshore wind is vital. ESB’s early hydrogen partnerships will focus on lighthouse projects decarbonising transport, aviation and replacing fossil fuel use in industry, thereby

Lighthouse Manager, ESB.

Pictured L-R at the Launch of the Irish Exporters Association’s Export Series: Jarlath Sweeney (Fleet Transport), Kasia Steyn (Iarnród Éireann-Irish Rail Freight), Simon McKeever (Chief Executive, Irish Exporters Association), Caroline Kelleher (Shannon Airport Group), and Declan Sinnott (Rhenus Logistics).

delivering a resilient, reliable, net-zero integrated energy system,” added Sinead.

Located nearby at the Shannon Free Zone is Future Mobility Campus Ireland (FMCI), which does a lot more than its name suggests according to Russell Vickers, MD. “Future Mobility Campus Ireland is a not-for-profit organisation, funded by Enterprise Ireland and the Department of Business Enterprise & Innovation. Our purpose is to create and deliver a future mobility test-bed for stimulating research, development and innovation in the area of Autonomous Connected Electric Shared Vehicles (ACES), Air Mobility, and Smart City infrastructure. This test-bed is located in the Limerick-Shannon Metropolitan area at Shannon Free Zone.”

He mentioned that disruptive forces will fundamentally transform how people and goods move in the future, namely

trucks and air-taxis drones also featured in his address. Russell added that the move to electric vehicles is creating an opportunity for new entrants which tend to have none of the legacy of traditional OEMs, i.e. complicated supply chains and enjoying handsome profit margins based on subscription services. He cited Tesla as a prime example, and noted the potential of FMCI and Shannon Airport to host an air-taxi Vertiport to connect passengers to any suitable location throughout Ireland.

Representing the Institute of Sustainable Trade, Conor Molloy got interaction from the attendees, eliciting their views and opinions on their environmental activities. Conor gave a stark figure regarding the direction that the world is heading in relation to transportation – Ireland’s freight volumes are projected to grow 91% in tonne/km from 2020 to 2050. Globally, estimates are a 230% increase in volume and 42% increase in emissions (Smart Freight Centre) and road freight is the fastest growing CO2 emitter.

In words of encouragement for companies looking to engage in a fulfilling Climate Action Plan, Conor highlighted the benefits, which include brand reputation, investor confidence, increased innovation, bottom-line savings, competitive edge and resilience against regulation. He concluded that the EU CO2 target are absolute“Improve Energy Efficiency performance by 50% by 2030, and reduce carbon footprint by 51% by 2030 versus 2018.”

Meditech company Aerogen, with locations in Galway and Shannon, specialises in immobilisers. As well as achieving its sustainability goals, human rights are looked after in all aspects of its day-to-day activities, as highlighted by Manjeet Kumar, Director of Procurement & Supply Chain.

Iarnród Éireann – Irish Rail, and Fleet Transport Magazine launched its 2023 Export Series Programme with a significant focus on the sustainability challenges faced by businesses.

The IEA Export Series will support exporters and importers to better understand and prepare for incoming sustainability regulations and policies and ensure future trade compliance. With sustainability becoming an integral part of international trade, exporters

changes in consumer and societal demands; emerging technology and standards; and infrastructure and collaborative ecosystem changes. “Within these spheres, moving people and moving goods will be conducted by autonomous vehicles, shared mobility, electric and connected vehicles. Ireland is a sustainable test-bed with over 450 km of connected highway, east to west and south with vehicles capable of talking with each other.”

Outside the realms of cars, Tesla

Sustainability is much to the fore at Rhenus Logistics. The global transportation and recycling group is delivering eco-friendliness throughout its operations by using renewable energies in its transport fleet, as well as in new and current warehouse developments, according to David Sadler, Director of Strategic Development at Rhenus Ireland.

2023 E XPERT S ERIES P ROGRAMME LAUNCHED

The Irish Exporters Association (IEA), along with partners Rhenus Logistics,

and importers alike must now ensure they have a strong plan to make their operations sustainable, both in Ireland and throughout their supply chains abroad. The 2023 Export Series will support companies commence the transition to more sustainable business practices within their businesses and across their supply chains.

Building on the success of previous years, the 2023 Export Series is a year-long programme, which consists of five educational webinars, two events, four stakeholder meetings, up to twenty network meetings, four newsletters and two c-suite tailored events.

Commenting on the new season ahead Simon McKeever, Chief Executive of the Irish Exporters Association, said: “The IEA Export Series provides a key platform to engage, educate and inform the International Trading community on issues of direct relevance. We are delighted to again partner with Rhenus Logistics, Iarnród Éireann – Irish Rail and Fleet Transport Magazine in rolling out our Export Series 2023. We appreciate our partner’s continuous commitment to the IEA. Our year long programme of activities allows us to keep our fingers on the pulse of the key issues impacting Irish Exporters. We work hard to address the challenges faced by our members, engaging with relevant representatives consistently to achieve credible solutions. I look forward to another successful year ahead for the IEA and for our partners.”

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

TRANSPORT

www.fleet.ie

www.fleet.ie

Engaging Connectivity

Engaging Connectivity

AWARDS 2024

leading Awards Programme for the Irish Road Transport and Haulage Industry

The

SAVE THE DATE:

Date: Thursday 9th November 2023

Venue: Johnstown Estate Hotel, Enfield, County Meath

n Create opportunities, build your brand and achieve a return on your investment

n Most valued and respected Awards programme in the transport industry

n Be associated with a high quality, popular event

n Widen customer contacts through networking at the event

n Meet and network with the key decision makers from the road transport industry

n Be part of an ongoing social media campaign

SPONSORSHIP OPPORTUNITIES: www.fleet.ie

For further information on sponsorship opportunities please contact: Orla Sweeney - +353 86 2439239 orla@fleet.ie Mary Morrissey - +353 87 2178495 mary@fleet.ie

www.fleetbusandcoach.ie

T-S

The Pinnacle of 75 Years of Coach Building

NEWS: CTTC honours long serving coach operators

LAUNCH PAD: EVM Direct teams up with Anadolu Isuzu

REPORT: CTTC Coach & Bus Show 2022 Driving Competition

PROFILE: Jerry Ryan Coach Hire, Thurles, Tipperary

Intelligent energy recuperation when coasting or braking A lightweight compact hybrid module integrated seamlessly into the existing architecture of the Mercedes-Benz Citaro Choose from two low -f loor chassis lengths (10 6 & 12 1 metre) and single or double door options

> Lear n more online at: tr ucks mb4 me/HYLEB

Fleet Bus & Coach Magazine

D’Alton Street, Claremorris, Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826

Email: enquiries@fleet.ie

ISSN: 1649-9433

Managing Editor: Jarlath Sweeney

Editor: Sean Murtagh

Contributors: Cathal Doyle, Paul White, Johanna Parsons

Photography: Jarlath Sweeney, Sean Murtagh, Paul White, Michael Corcoran, Van Hool

Administration: Orla Sweeney

Advertising: Mary Morrissey

Design: Crackerjack Design House

Printed in Ireland

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

Directors: Jarlath Sweeney, Sean Murtagh.

Disclaimer: Fleet Bus & Coach Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Bus & Coach management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

Service excellence Since 1977

CTTC honours long serving Coach Operators

At the gala-dinner that was held in conjunction with the Coach & Bus Show 2023 at the RDS, Dublin, the Coach Tourism & Transport Council (CTTC) honoured three long serving members and operators who have almost 200 years’ experience between them. Special tributes and presentations were made by CTTC Chairman John Halpenny to Dick Martin, Martin’s Coaches; Brian Lynch, Suirway Coaches and Paddy Slevin, Slevins Coaches.

Looking back over his time, Dick commented: “The way the bus business operates now and the way it did when I started are so different, with so many changes, some good and some bad. One thing hasn’t changed though is that although passengers can be more demanding, it’s still a people business”. A recognition of the service provided by Martin’s is that it has retained some of its customers from the very early days. Work nowadays comes from a broad base, including school services and trips, private hire and extended tours, with the family firm now operating from a purpose-built premises in the Annacotty Business Park.

B RIAN LYNCH - S UIRWAY COACHES

Dick Martin was born in Limerick but grew up in Chicago. In the early 1970s, he returned to the Mid-West and started to work in the Ferenka plant in Annacotty. Shortly afterwards he and his wife Eileen bought their first bus, a Leyland Harrington with 41 seats. In the early days Dick and his bus were busy with Bingo runs, private hire and some school trips. Before long a Bedford Duple Viceroy was added to the fleet. Dick managed to get some solid business in the Limerick City area and took advantage of the growth at Shannon Airport and his American connections to expand the company.

Over the last fifty years, Martin’s Coaches has grown significantly, operating over twenty buses. Although Dick and Eileen have taken a back seat, handing the day to day running of their business to their sons, Paddy and William, Dick is never far away from the action, ready to jump in when needed.

Suirway Coaches, Waterford, boasted a proud heritage. Established in 1899 by Richard Flynn, Suirway was always regarded as being ahead of the curve. With foundations built solidly in what is described as the ‘Suir Delta’, the city of Waterford and the hinterland of the city and the river were the company’s core market for 123 years. A solid base established on local commuter traffic and incoming corporate visitors, and, of course, some private hire.

However Covid hit Suirway hard, with the result that the company made the decision to cease trading as of October 2022. Its commuter business was decimated, as most people were forced to work from home and with the travel ban all corporate work had stopped. As an accountant and Managing Director, Brian could see no future in Suirway Coaches trading on, as its niche markets had been damaged beyond repair. However unlike many others, they were leaving the sector in a dignified manner with their heads held high. Brian said they were of course delighted to receive this accolade at the CTTC event and noted that it is a good sign of recognition of the standard the organisation expects operators to maintain in the industry or even when exiting it.

Paddy Levin started off with a Volkswagen Microbus, (Minibus) in 1977. At the time he was working in what was known as the P&T (nowadays Eir) but ran out of space in the back of his minibus for the locals he was bringing to work in Mullingar and decided to establish a commuter service. It took off and the business progressed to a Ford Transit and by 1979 a 53-seater Ford Plaxton, This established Paddy and his wife Sheila firmly in the bus business, with the bulk of the daily runs in the early days covering Bingo, Disco and Private Hire contracts.

Lke all operators there are the same challenges, such as the cost of fuel, driver recruitment, etc but Paddy always prefers to focus on the positive. “We are located close to Dublin and all the nearer now with the motorway system, so it opens new markets to us,” he stated.

Slevins has come a long way since buying the first minibus. Its work is varied with a broad base providing some security. Its contract work includes school services, HSE Clinic transfers and more recently extended tours along with providing transport to the Westmeath GAA. With Paddy and Sheila now regarding themselves as semi-retired, the operation continues to grow in the safe hands of their daughter, Celine and sons Martin and Declan.

Text: Sean Murtagh - sean@fleet.ie

D IC k M ARTIN, M ARTIN’S OF L IMERIC k

PADDY S LEVIN, S LEVINS COACHES, M ULLIN g AR,

EVM, the Kilbeggan, County Westmeath based passenger transport conversion and supply specialist, is to distribute the Anadolu Isuzu range of buses and coaches in Ireland. This new partnership follows EVM acquiring the agency for the Turkish brand in the UK in June 2022.

EVM Direct commenced sales of the Anadolu Isuzu coach range in RHD in the UK market with the 39-passenger Visigo, sold under the AOS brand. In November the company added the 35-seat and 37-seat AOS Grand Toro coach to the line-up. Both models are already proving popular with UK operators, with numerous new orders being made to the

EVM - New Anadolu Isuzu main distributor in Ireland

factory in Turkey.

Anadolu Isuzu, is one of the leading commercial vehicle manufacturers in Turkey, and continues to strengthen its sales and service network in international markets. It is looking to the Irish market for increased sales figures and a wider customer base with the appointment of EVM Direct Ireland, as its national distributor.

“From the moment I initially visited Anadolu Isuzu in Turkey, I recognised this was a high-quality, high-volume manufacturer with a focus on technical precision, and this approach fits in with EVM’s vision for all of our product range. With EVM Direct Ireland having a premises, existing infrastructure and relationships with the Irish market, it seemed like a natural progression for us to expand our distribution with Anadolu Isuzu into Ireland. We’ve already had great success with the Visigo product with a number of units already working in the UK for the last few months and have already agreed multiple sales of the Grand Toro 35/37 with the first units just starting to be delivered. Customer feedback and reactions have been great to the products and we expect much more success moving

forward,” stated Danny McGee, Managing Director, EVM Direct UK & Ireland.

“As Anadolu Isuzu, we have recently reached significant momentum in international markets with our medium-size coach and bus models that fully meet the needs of modern municipalities and transportation/tour operators. With our sustainability-first approach, the vehicles we produce in our production facilities with smart factory features serve in the transportation sector in 45 countries in the world as of today. Each year, our environmentally friendly, low-emission, modern and safe vehicles are preferred more and more in European cities. I am very pleased with the success we have already achieved with EVM UK and that we have now signed a distributorship agreement with EVM Ireland. I strongly believe that we will achieve great success with EVM in Ireland as we have done in the UK, which we know is one of the most demanding markets in Europe. With our tailor-made production capability, we strive to fully meet the demands and needs of our customers, and we attach great importance to their satisfaction,” added Tugrul Arikan, General Manager of Anadolu Isuzu.

Text: Jarlath Sweeney - editor@fleet.ie

Left to Right: Zafer Asci, International Service Supervisor, AOS, Shaun Mc Bride, EVM Ireland, Ozkan Eris, Service Director, AOS, Danny McGee, Managing Director, EVM, Hande Ugur, International Sales Manager, AOS, Steve O’Neill, EVM UK, Head of Anadolu Isuzu, Hakan Ozenc, Group Director Operations, AOS

AOS Isuzu Grand Toro

AOS Isuzu Visigo

Hande Ugur - International Sales Manager,AOS; Hakan Ozenc - Group Director Operations, AOS; Danny Mc Gee - Managing Director, EVM Direct

2023 marks another special milestone for Van Hool NV, as the Belgian family-owned coachbuilder and manufacturer of buses, coaches, trolleybuses, and semi-trailers celebrates the 75th Anniversary of its foundation.

great success, often inspired by large American cars in style and design. From the beginning, Van Hool strove for his products to have their own identity and design. He quickly learned the meaning of flexibility. He understood that, when building chassis, in order to work efficiently he would have to develop a basic model, but customers could still add their personal touch to their coaches.

Due to a decline in the market in the early fifties, Van Hool went to the Belgian Congo in search of business opportunities, which led to the first Van Hool coach bodies being shipped to Leopoldville in 1954. It was also the opportunity for later activities in other African countries.

From the beginning, the Netherlands was an important market, with the first coach bodies delivered there. Over time

Van Hool celebrates 75th anniversary

supply of engines and other mechanical parts (gearboxes, axles and steering wheels). With that Van Hool developed from a coachbuilder into a fully-fledged

It all began with Bernard Van Hool, who felt the pull of mechanics, construction and electricity at an early age. He was fascinated not only by maintaining machines, but most of all by coming up with smarter and newer ways of using them. Having already created a diamond grinding mill and an egg incubating machine, WWII proved the catalyst for him to reinvent himself as he saw the need for suitable vehicles to transport materials for reconstruction. His aim was to build infrastructure including bridges and roads, and so he ended up converting an old coach into a means of transport. The result was the first coach “De Trekvogel” (Bird of Passage).

When the company started, there were 22 employees and 6 family members. The first coaches were a

it came to be regarded as a true home market. The early years up to 1956 also saw the construction of a new factory on the other side of the road to the original site, and that year also recorded the delivery of the 1,000th Van Hool coach body, with almost 500 coaches built.

On 15 February 1957, a commercial agreement was signed with Fiat for the

Belgian manufacturer of self-supporting buses and coaches, which bore the brand name Van Hool-Fiat. In 1961, Catrabel NV was founded, which would later lead, in 1965, to the start of industrial vehicle manufacturing. That same year, a new building complex was erected for the after-sales service (established in 1957), with warehouses and repair workshops for servicing. In 1965, the first coaches were built for the UK market.

This era saw the emergence of long-distance tourism, supported by the ever-expanding European motorway network, and this brought about an important evolution: the manufacture of sophisticated vehicles designed for mass tourism and maximum profitability.

Into the Seventies, Van Hool continued to expand. July 1974 saw the laying of the foundation stone of the new I.V. factory. On 1 January 1976, De Misstraat was renamed Bernard Van Hoolstraat, a tribute by the municipal council of Koningshooikt to its late founder who had passed away in 1974. That same Van Hool presented its first integral city bus, the A120, with a versatile drivetrain offering. The new

Van Hool TX21 Altona Go Goodwins

Van Hool 1989

Van Hool EX 15H

coachwork line for the Alizée coach range was presented at the Paris Salon.

A new integral coach was officially introduced at the Brussels Salon in 1979 - the T8, with Alizée design. The T8 Acron became Van Hool’s best-selling coach ever and is still praised today for its reliability, driving qualities and economic operating results. Van Hool then introduced its AG280 articulated bus, which was based on the A120. Van Hool soon launched its midi buses AU141 and AU138. Together with the AG280, these buses formed the basis for the future development of the low-floor concept. Its export business began to expand from then on.

Most of the buses and coaches were built entirely by Van Hool, with engines and axles sourced from Caterpillar, Cummins, DAF (PACCAR) and MAN and gearboxes from ZF or Voith.

In the mid-80s the first airport bus was delivered to Belgian national carrier Sabena. Today hundreds operate at dozens of airports around the world. Van Hool achieved an entry in the Guinness Book of Records with its 18 m long articulated “Jumbulance”, the largest ambulance in the world, built for the British charity ACROSS.

modest beginning in 1987 for what would later become a success story, following an agreement signed with ABC Bus Companies, Inc. of Florida for the exclusive distribution of Van Hool coaches in the USA.

A new 6,000 m³ facility for the production of under-frames of the integral vehicles was set up, as was a 4,000 m³ building for finishing and production administration. The A300 low-floor bus arrived at the UITP exhibition in Stockholm. From 1997, Van Hool developed a number of buses with alternative energy sources: a hybrid bus, a bimodal trolleybus and a natural gas bus. The base model of the new T9 coach range was premiered at the Kortrijk Salon in 1995.

History was made in 2005 when the most advanced hydrogen-powered bus to date was presented to the American public, the first full-fledged hybrid bus

the newest and shortest model in the EX range; the fuel cell-powered Exqui.City, and the electric CX45E for the American market.

The A500 low-floor bus was launched at the 1985 Brussels UITP exhibition. Van Hool was the first manufacturer to succeed in building a bus with a completely low floor over the vehicle’s entire length. The first 10 integral T8 coaches were shipped to the USA, a

(hydrogen-electric) to recover braking energy. A new range of diesel-hybrid buses debuted at the UITP in Vienna: a midibus (A308Hyb), a standard bus (A300Hyb), and an articulated bus (AG300Hyb). On the occasion of the UITP World Congress in Dubai, Van Hool presented the ExquiCity, a vehicle that combines the shape of a tram with the flexibility of a bus. Busworld 2011 in Kortrijk was the occasion to introduce the TX, a completely new range of coaches. In 2012, as Van Hool celebrated its 65th anniversary, the first stone was laid on the site of the new Van Hool Macedonia bus factory.

From 2015 Van Hool started building a new type of ‘standardised’ coach in Macedonia for Europe and new markets called the ‘EX’. Across the Atlantic, Van Hool laid out plans to build a factory in Morristown, Tennessee, USA, producing around 400 buses a year for the North American public transport market. At Busworld Europe 2019, Van Hool presented three world premieres - EX11,

During the global pandemic, Van Hool offered air purification systems in all their vehicles, the so-called CAPS system (Clean Air Purifying System).

More recently, last year, Van Hool launched a completely new line, the new T series, positioned between the EX and TDX series. There are four main themes in the new coach development: aerodynamics, comfort, design and safety.

VAN H OOL IN I RELAND

Over the decades Van Hool has enjoyed a personal relationship with Irish coach operators. It all began half a century ago when Ford dealer and coach operator, Maurice Jackson from Cavan became its first Irish customer. In the following years, in a co-production partnership with McArdles, an assembly plant was established in Dublin, from where coaches and buses for the Irish and UK markets were manufactured, with the CIE Group its biggest customer.

Sadly this facility closed in the early ‘seventies but the fondness for Van Hool products continued to strengthen, mainly due to their quality build, reliability and longevity. Around that time, a new dealer and distributor was appointed, Dermot Cronin from Cork. Today, Cronin’s of Cork is the name for Van Hool in Ireland. The Cronin Group itself operates one of the largest fleets of luxury coaches in Ireland, offering an ideal shop window and mobile showcase for Van Hool.

In recent times, Van Hool has made inroads with its tanker trailers products, with sales to many prominent Irish hauliers.

Text: Jarlath Sweeney - jarlath@fleet.ie

Photos: Van Hool and Michael Corcoran

Van Hool 2011

Van Hool EX RHD 01

Van Hool Bedford School Bus SS777 outside the Spa Road paint shop

CIE Leyland Royal Tiger Van Hool Coach VH12 of 1970

In 1988, a Van Hool Alizee rolled off the production line in Belgium to begin 35 years of unbroken service as a tour coach, inter-city service provider and commuter bus. It now takes on a new life as a motorsport support vehicle. Rally enthusiast and mechanic, Mick Reddy rescued this coach and has transformed it into a mobile motorhome that will hopefully be seen at the stages for many years to come.

Visitors to the CTTC Coach & Bus Show last November will have seen this tastefully converted and restored Van Hool Alizee. For a time, Mike had hoped to convert a truck to bring his rally cars to events. When a friend at Martin’s Coaches suggested he use a coach just taken out of service, he was at first a little hesitant, but eventually came around to the idea. Mike always knew it would be a challenge, but as the pictures show, it was a project that has proven well worthwhile.

35 year old Van Hool Alizee Super H – Still delivering quality service

seemed possible., so Mike initially redesigned the rear of the coach, keeping the original structure while accommodating the new internal framework to support the cars. The coach’s mid-mounted engine helped, so he could reduce the boot height and remove the rear part of the floor. Weight was a potential problem. Originally the coach weighed in at 12,600 kg, but by removing the upper luggage racks, the seats, most of the floor, the rear door, and steps in that area, he had some scope with the extra equipment to be fitted. In the end the coach came in at 12,850 kg, an acceptable result.

Key to the project was the requirement to get two rally cars inside the bus with room to work on them, so the first stage involved building scale models to see if it could work. All

All through the conversion, the craftsmanship and quality of the manufacturing process at Van Hool was apparent. Mick, whose son, Shane, assisted in some of the work, was also impressed with the quality of the steel in the coach and the general structure, with no visible rust. Another aspect of the conversion was how easy it was to separate the leisure equipment and its batteries (4 x 230 amp fitted) from the main systems on the coach. Thanks to Van Hool’s electrical systems, these changes were comfortably accommodated. As an additional power supply, some solar panels were fitted to the roof. When it came to the fit-out, Mick’s wife Jackie was in charge. She tastefully used the original grey and orange colour of the interior as a base to enhance the layout. Using some of the original seats and curtains, some wear on the driver’s seat was noticed and repaired, but otherwise the

seats were perfect. A double bed was suspended over the driving area and a couch fitted that can be converted to two additional beds. Other domestic features include full domestic fridge/ freezer, double oven gas cooker, and a shower unit, with the original toilet used. This Alizee Super H was built on a Volvo B10M chassis, with a ZF manual box. At the time, it was a highly specified coach and that still shows. It is thought that it was first delivered to Appleby’s in the UK and possibly spent some time at Trollops in Wiltshire, eventually ending up in Moseley’s (South). It was then purchased by Martin’s in Limerick in

The Alizee before conversion

2006, and ran on the registration plate 88 LK 3778. It was put into service on a Dell contract to bring employees to and from the Raheen plant. It remained in

service until 2019 and has now escaped the scrap yard to begin a new service at rallies.

For Mick and his family this was an

enormous project, but a labour of practical love, during which, they all agree, there were times of doubt about it all. Now that it’s finished it’s a joy to drive, and while Mick says they cannot be sure what mileage is on the Volvo engine - “It still drives sweet”. One thing Mike kept referring to - the high quality of the original build and how accommodating this Belgian coach was to work on from a motor engineer from Clare’s perspective. Over its lifetime this coach has had many number plates and seen many parts of the world. It is now registered ZV 17910, and in this new stage of its venerable life may be undertaking a new adventure later this year - a trip to Spain. A worthy example of a quality engineering product.

Text: Sean Murtagh - sean@fleet.ie

Jerry Ryan Coach Hire, Thurles, Tipperary –Premium Service offered in Premier County

Jerry Ryan Jnr took a leap of faith in 1995, and founded his family run Coach Hire service in Thurles, County Tipperary. Starting out with eight coaches, the operation has grown to a thriving family business, with some 36 vehicles in operation today.

Jerry’s wife Kate, his two sons Daniel and James and daughter Rebecca are all involved. Daniel is the company secretary, is accounts manager and looks after the office, but he drives too, along with his father and siblings. Even Rebecca, a student teacher, has recently attained her D1 licence. However Daniel explains that his father is the guiding force: “He is the main man, he’s the Director. He really is the driving force behind the business, you know, he’s built it up to where it is now.”

This work ethic was formed as the younger Jerry Junior worked with his father in a busy limousine, hackney and minibus service in Thurles. Then in 1995 he and Kate set up Jerry Ryan Jnr Coaches starting with just five staff, but that has grown, with his family now among the 20 staff that form the business today.

Daniel is keen to emphasise the

importance of the whole team behind the firm. “It’s a real team effort between drivers and mechanics. the drivers have made a massive contribution”. The business outsources some work to Cummins Repairs & Tyres in Rahealty, but they also rely on resident mechanic John Geoghagan who has been with the business since its inception, and previously had been a foreman at Bus Éireann’s Thurles Depot. “He has a wealth

Mercedes-Benz Turas

Interior of new Volvo 9900

James Ryan, Daniel Ryan, Diarmaid Thompson, National Accounts Manager - Volvo Group, Jerry Ryan and Rebecca Ryan at the handover of the first 231 registered Volvo 9900 in Ireland

of experience in maintenance and repairs, we’d be lost without him. He’s a genius!” said Daniel.

Daniel also credits their suppliers which he says are the support network and backbone of the business, including Murphy & Ryan Motor Factors, Thurles; Moynihan Ryan Commercial Spares, Thurles; L. C. Lube Oil & Spares, Thurles; Bourkes Autoglass, Templemore; and Kavanagh’s Urlingford Test Centre.

The drivers have been rewarded recently with a high-end fleet investment. Jerry Ryan Jnr Coaches purchased the very first Volvo 9900 of 2023 in Ireland, from Irish Commercials, Naas. This followed the acquisition of two Volvo Jonckheere 54 seater coaches from Volvo Bus & Coach Sales in Coventry, UK, and they also have a number of B11R Volvos in the fleet too. These executive coaches offer air conditioning, WC facilities, reclining seats and USB ports, and WiFi is being rolled out too.

Daniel says it was a gratifying moment to see the new 9900 roll into the yard. “It’s the highest spec bus you can get in the country, so it’s a great addition.”

Jerry Ryan Junior Coaches offers a nationwide service covering everything from corporate taxis and airport pick-ups in its high end cars, to luxury group tours for holiday makers, sports clubs. Luxury cars and coaches are available for weddings, Christmas parties, transport for concerts, and everything in between.

The firm has also diversified into supplying vehicles and drivers for businesses like Abbey Tours, taking tourists across the country in the comfort of its executive coaches. It also has valuable contracts to supply Bus Éireann with ad-hoc services for its intercity routes between Limerick and Cork, Tralee, Killarney, Galway, Limerick, Dublin and Waterford. Besides these jobs, Daniel explains that the firm’s bread and butter in in school transport services, again provided for Bus Éireann. This involves about 20 services on any given day across North and South Tipperary, mainly using Ford Transit minibuses and Mercedes-Benz Vario midibuses.

Of course, the business has faced challenges. Covid-19 effectively closed the whole operation down. “It was frustrating, I suppose we couldn’t plan ahead.” But Daniel explains that they were lucky in that the school transport contracts meant they got back to work as soon as lockdowns were lifted, and they got back all their staff after the worst of the pandemic.

Staff shortages are a perennial issue,

with average driver ages increasing. But Daniel says they value their own steady crew, and the wealth of knowledge and standards that they bring to bear. Looking forward, he is also encouraged that the nearby Tipperary Education & Training Board provides bus driver training courses; “that’s great to see, and we have given work experience to students.”

Like most transport firms they are of course impacted by the price of fuel: “Soaring fuel costs are a massive obstruction in our game. And as a passenger transport operator we can’t claim VAT so that’s a major handicap... when you’re tied into contracts there’s no leeway in the rate.” But he says they do have a bulk storage facility at the depot that can offset some price fluctuations. From the firm’s beginnings with just

eight vehicles, Jerry Ryan Junior Coaches now has some 30 buses and six luxury cars in its fleet. Dan says this is down to putting the customer first, with safety and comfort at the top of their priorities. And, he says the secret to their success is his Dad. “He has a passion, sure he’d work every day of the week if he had his way!”

Text: Johanna Parsons – contributor@fleet.ie

Volvo Jonckheere

Jerry Ryan presents a set of jerseys to MIC Thurles Campus GAA team who went on to recently win the Ryan Cup.

CTTC Driving Competition

Now a regular part of the programme within the Coach Tourism & Transport Council (CTTC) Coach & Bus Show, the Driving Competition attracts much interest and attention from coach drivers and show attendees alike. Originally set up as a memory to the late Martin Guilfoyle, who spent most of his career with Bernard Kavanaghs of Urlingford, the overall winner receives the Guilfoyle Perpetual Trophy, which is sponsored by Bernard Kavanaghs. The competition itself is sponsored by Cronin Motors, Cork agents for Van Hool in Ireland.

Peter Byrne of Tony Doyle Coaches (pictured above), was announced as the winner of the CTTC Driving Competition 2022, with Alan Roach of GoBus taking the runner’s up award. There was a tie for third place between Conor Kavanagh, Pierce Kavanagh Coaches, and Fergal McDermott, of Cronin’s of Cork.

At the event, Derry Cronin, on behalf of Cronins said: “We were delighted to

sponsor the driving competition at the CTTC Show, and to see such a strong interest from drivers from around the country, and of all ages, which is heartening”

Once again, Damien Kerin from Donegal helped with the running of the tests as he has done since 2014, ably assisted by a team of volunteers. Each driver had to undertake three sections, a theory test, a short interview, and the practical driving test. When the winners were announced, Damien said that is was encouraging to see that four of the first five drivers in the competition were under 25 years of age.

Peter Byrne - Tony Doyle Coaches commented on his achievement: “Driving was always something I loved doing. For a time I had my own vans and trucks, up until the recession in 2008 and then I decided to go for my coach licence. To be honest, after starting to drive for Tony Doyle Coaches, I wish I had done it years earlier. Coach driving is something I love doing and I can’t recommend it more for anyone stuck in two minds of not knowing to go for it or not. If you like meeting people there is a great camaraderie among coach drivers, and it brings you to some beautiful places you would never see unless you drive a coach. I can safely say I will be in Tony Doyle Coaches’ office and driving coaches until I retire which is a long way off!”

Alan Roach, GoBus stated - “It was a great to be nominated by GoBus to participate in the CTTC Driving

Competition and a great surprise to receive a podium place. Like many school leavers in boom time, I worked in the construction industry. Inspired by travelling, along with my father who

was a driver with Bus Éireann, my true passion was to have a career driving coaches. I worked as a taxi driver for many years, and during that time I gained customer experience and the required licence. The main problems faced were the financial costs associated with training, qualifying and finding an employer who would take on a newly qualified bus driver. I got work with a European tour company, which provided me with additional training and valuable experience to pursue employment back home. Though my passion is for express/ intercity scheduled services, the industry has plenty to suit everyone’s preferences and personal circumstances. The non-9

Alan Roche - Go Bus

to 5 nature of the business does not suit everyone, though I’m lucky, because GoBus has a rotation schedule that fits in with family life.”

Conor Kavanagh, Pierce Kavanagh Coaches, said: “I’ve always known how to drive a coach, from being a toddler sitting on my dad’s knees, hands on the wheel, ‘steering’ coaches around the yard to when my feet eventually reached the pedals. I loved being around the yard on the weekends, moving coaches in and out of the wash and over the pit. It’s in my blood, my grandfather was Pierce Kavanagh of Urlingford. The moment I turned 21 though, I applied for my bus test and managed to get a cancellation

place really quickly. I passed the test first time and straight away began driving during weekends when I wasn’t studying.”

Conor added: “I love it; the open road, spectacular scenery and meeting new people. One of the best things about coach driving is the support you get from other drivers and transport managers. They are genuinely delighted to meet, welcome, and encourage younger drivers into the industry. Driving a coach is a huge responsibility demanding your full attention. The lack of coach parking and loading/disembarking space for coach tour passengers is a nightmare in our capital city, but thankfully there are more good times than bad times.”

Fergal McDermott, Cronin’s of Cork agreed with the other winners: “I have been driving trucks from when I was 17 years old. In 2002, I made a career change and switched to driving coaches, a move I never regretted. It was very fortunate for me to move on to driving coaches and work for a great company, Cronin’s of Cork. I love what I’m doing and am so glad to have made the career change. I like meeting people and I have made very good friends on the road, both inside and outside the coach. Like every job there are challenges.

Coach parking for the tour coaches around Dublin is always uncertain and never guaranteed. Difficulties for

young drivers starting off include that it’s so costly to do the test and you might not get it first time. I would like to stay on the road for as long as I can, touring round Ireland and to finish out my driving career in that way. Our job is changing every year, tourists want new experiences and that is always a challenge, but that’s what makes the job fulfilling.”

William Martin (left), newly elected Chairperson of the CTTC with David Conway, who succeeds Mr.Martin as Vice-Chairperson COACH TOURISM & T RANSPORT

Conor Kavanagh - Pierce Kavanagh Coaches

Fergal McDermott - Cronin’s of Cork

Encouraging people to make the switch to using buses and public travel is a challenge for everybody. It will be about changing people’s habits and perceptions. The initiative by the National Transport Authority (NTA) on the new early February (St Bridget’s) Public holiday weekend to allow a passenger to travel free with a holder of a ‘Leap’ travel card is a great way to introduce people to traveling on public transport. I have no doubt that after the experience there would have been many people pleasantly surprised at how convenient and simple it was to take a bus or train. However, the downside is, if they had a bad experience, will they have been put off for ever. Hopefully not!

When a debate is held in the national media about encouraging people to use public transport and leave the car at home, the calls come thick and fast. With comments such as “I have no bus service”, or “the bus that serves this area does not always suit me”, these debates become a divide between city and rural dwellers. I think the point can sometimes be lost here. A switch from private car to public transport does not have to happen as

Improving Bus Usage

one event. Rather it could be a blended form, as in using public transport on occasions that suit and taking the car when it does not.

Switching to public transport has not caught the attention of the public to any great extent yet. Certainly, the initiative by the NTA on St Bridget’s weekend was a novel approach. It could be followed up by Local Authorities giving out a Leap card with some credit on it when motorists renew their motor tax, as a further move to incentivise people. The cost would not be huge and the payoff significant.

It’s clear that current Government policy, certainly influenced by the Green Party, is to make it more inconvenient to use the car. Additional cycle lanes are appearing at the expense of road space for motorists. The resultant slowing of traffic movement is not seen as an issue. Fair enough, if that’s the way it is to be, so be it. Unfortunately, some of this inconvenience is being felt by buses, inconveniencing bus passengers who are entitled to the similar respect and privileges as pedestrians and cyclist. They are contributing almost as much to carbon reduction. Even the worst diesel bus has a level of sustainability because of the number of car journeys it eliminates, plus it contributes to a reduction in congestion.

Focussing on parking facilities for tour buses and coaches on day trips is something that should be the responsibility of event organisers. In the last twelve months we have seen

an improvement in parking facilities at major events. That’s a great start, but there is lots more room for improvement. Surely the planning for large sporting events and outdoor attractions should include parking provision for the convenience of people that decide to leave the car at home and take the bus? Currently, if someone decides to hire a bus to go to a sporting event, they are relying on the driver being lucky to get a parking spot. Even then, it could still involve people stepping out on to a muddy grass verge and walking through traffic, hoping to remember which side of the road the bus was parked on.

Green policies are essential, and reducing our carbon footprint is necessary, but shaming and forcing people out of their cars is not the best way forward. Bus and train services and routes are improving and there is now a lot more choice for people. The NTA has ambitious projects for public transport in the future, with some of those plans currently taking shape. In fact figures published at the end of February show that the numbers using public transport were almost back to pre-Covid levels for 2022, with the Luas showing an increase in numbers towards the end of the year.

These numbers will increase, but the reality is that anyone choosing to use public transport over the car will be inconvenienced, plus may end up paying more for the experience. It’s up to all concerned to minimise that inconvenience and cost as much as possible.

Text: Sean Murtagh - sean@fleet.ie

Benefits for Apprentices

✔ Internationally recognised qualification.

✔ Earn as you Learn.

✔ Two year employment contract leading to permanent position.

✔ Gaining valuable on the job experience and workplace skills.

The

Transport Operations & Commercial Driving Apprenticeship provides the academic qualification and practical training and work experience that supports a vibrant and exciting career in the freight distribution and logistics sector. Apprentices will also receive expert driving lessons and training in advance of completing their C/CE driving test and attaining the Driver CPC qualification.

The academic award for this apprenticeship is a Higher Certificate (NFQ level 6) in Business in Transport Services and is the first qualification on the national framework of qualifications (NFQ) linked to the profession of commercial driving!

✔ QQI Level 6 Award ‘Higher Certificate in Transport Operations & Commercial Driving’.

Benefits of recruiting apprentices for Employers

✔ Attracts new entrants into the business.

✔ Increases pool of qualified people within the business.

✔ Help with succession planning.

✔ The programme is built around work related experience and work specific projects.

✔ Excellent Career Opportunities in the vibrant sector.

Minimum Entry Requirements

• Hold a Full ‘B’ Driver Licence.

• Be at least 18 years of age.

• Meet medical requirements for driving.

✔ Apprenticeship State Grant for employers of apprentices €4,000 funding.

• Minimum entry requirements are a grade H7/O6 or above in five Leaving Certificate (or equivalent) subjects. A minimum of grade O6 must be obtained in English. A minimum of grade O6 or a B2 or above in Foundation level must be obtained in Mathematics.

• Holders of a QQI Level 5 or Level 6 (or equivalent) in cognate areas (eg business, logistics and distribution, supply chain management, etc.) can apply for entry onto year 1 of the programme.

• A mature candidate, over the age of 23, who does not hold qualifications as set out above, but who:

Has a minimum of two years’ experience working as a commercial driver. Is recommended by their employer. Demonstrates the correct attitudes, behaviours and literacy skills.

The Coordinating training and education provider for this apprenticeship programme is Atlantic Technological University Sligo (ATU Sligo) The lead proposer us the Freight Transport Association Ireland (FTAI)

Leaseplan expands EV solutions in partnership with Nevo

Leading vehicle leasing and fleet management company LeasePlan has teamed up with dedicated Electric Vehicle marketplace company Nevo to offer electric vehicle leasing solutions for both private individuals and businesses.

Part of LeasePlan’s ongoing commitment to sustainability and reducing the environmental impact of its customers’ transportation needs, the

Edited by Cathal Doyle - cathal@fleet.ie

agreement will allow its customers to access a wide range of EV models and the latest charging technology and infrastructure.

Leaseplan customers can avail of a full leasing package on a range of the latest and most popular EV models to customers.

“We are thrilled to be partnering with Nevo to bring Electric Vehicle leasing options to both private individuals and businesses,” said Kevin Harty, Commercial Director of LeasePlan. “With Nevo’s Electric Vehicle knowledge and expertise, we are confident that we can provide the best possible Electric Vehicle leasing

experience.”

General Manager of Nevo, Derek Reilly said that the partnership creates more opportunity for customers to begin their journey on the road to electric motoring. “There is a common perception in Ireland that electric vehicles are more expensive than traditional combustion engine cars, yet with a much lower lifetime cost of ownership, it is EVs that make more financial sense. The integration of a company such as LeasePlan now eliminates any high upfront cost that has previously deterred customers from choosing to go electric, meaning that it is now easier than ever to make the seamless switch to more sustainable motoring.”

Audi aims for greater use of recycled products from old cars

Audi is expanding its use of recyclable materials from old cars through a joint project “MaterialLoop” being undertaken with 15 partners from the research, recycling, and supplier sectors. Currently very few of the materials used in the production of new vehicles are recovered from old cars. Steel, for example, usually ends up as structural steel after end-of-life vehicle recycling.

Audi hopes the project will provide insights into how a circular economy can be put into practice by increasing

the reuse of so-called post-consumer materials which are taken from customer vehicles at the end of their lifecycle. The ongoing project has involved the dismantling of 100 vehicles, retaining high-quality secondary materials such as larger plastic pieces for recycling. After disassembly, the remaining car bodies were shredded and sorted into material groups comprising steel, aluminium, plastic, and glass, in cooperation with the partner companies. With the aim of testing the reuse of such materials in the production of new cars, and avoiding downcycling, which is the loss of quality in materials resulting from the recycling

process, Audi defined and piloted the further recycling process together with project partners from the recycling industry, the Audi supply chain, and academia. Already valuable findings from the MaterialLoop project have been put into practice, with some materials now being fed back into automobile production.

“It is our goal to recover as many materials as possible at a high level of quality and reuse them in production,” says Audi CEO Markus Duesmann. “This will save valuable primary materials and lower the products’ ecological footprint. Simultaneously, direct access to secondary materials can contribute to increased security of supply. Raw materials would no longer have to be extracted.”

In a world of increasingly homogenised designs, the all-electric Volkswagen ID. Buzz is that all too rare kind of vehicle - a head turner that invariably gets a positive reaction from passers-by. Surprising perhaps when it is best described as a van derived MPV - a category of vehicle that wouldn’t exactly feature on many people’s wish-lists.

Feel-good nostalgia styling harking back to the air cooled VW T1/T2 vans combined with clever modern design features make this box on wheels stand out. The wheel at each corner layout with minimal body overhang, the large aerodynamic wheels, relatively low upper body relative to the overall height, and the smiley front bonnet shape with oversized VW badges combine to give a happy appearance that wouldn’t look out of place in the Cars movie series. The optional dual tone paint undoubtedly also helps.

To dismiss it as a van is frankly wrong - the underpinnings of this vehicle are firmly car derived. It shares the same MEB platform as found on Volkswagen’s other ID models as well as products from Audi, Cupra and Škoda. In fact what you actually get is the best of both worlds - the practicality, space and excellent driving position of a van combined with the ride, handling and noise insulation levels of a car. At present it comes as a five seater only, but a longer version with seven seats is on the way.

The inside feels a bit special. The yellow and cream colour scheme on our test van might present cleaning challenges over time, but it lends to a wonderfully light and airy cabin. The stretched out windscreen accentuates the feeling of spaciousness, while you get the best bits a van can offer such as oodles of storage space. There are lots of nice features such as phone charging points in the doors, and a pop-up table for back seat passengers. Despite being

Volkswagen’s new EV is creating a Buzz

only 11mm longer than a Tiguan Allspace, the ID. Buzz is considerably (113mm) wider which is highlighted by the space available inside, Sliding rear doors further facilitate ease of access. Volkswagen’s infotainment system has rightly been much criticised, but that aside, this cabin is a most pleasant place in which to spend time.

The driving position is a highlight… in fact there’s nothing to beat it this side of a Range Rover. For anyone who likes crossovers because you sit above regular cars, the ID. Buzz is on another levelliterally. All-round visibility is excellent, while the front seats, aided by an armrest on either side, are super comfortable on long journeys. Yet it doesn’t feel like a high vehicle to drive, with a taut ride and adept handling around corners. Zero to 100km/h takes 9.5 seconds - it’s more than quick enough without the tyre shredding acceleration found on some EVs.

Storage space by car standards is laughably huge, providing 1,121 litres of boot space with the seats up. The Multi-flex board (not standard on all models) is a useful addition - allowing for a completely flat floor big enough to accommodate a mattress with the rear seats down.

The 77kWh battery is the largest presently available for vehicles on the MEB platform. Matched to a 201bhp electric motor, I was getting somewhere

around 300 to 340km range on a full charge, recording a long term average consumption of 26.7kWh/100km, but seeing significantly better figures on non-motorway runs.

The ID. Buzz has been dismissed in some quarters for its price (normally unfairly combined with comments about it being a van). For sure, an entry price of €66,295 (€77,590 for the model tested) puts it out of the reach of a lot of people, but to put it into perspective the Buzz is no more expensive than, say, a Ford Mustang Mach E or a Mercedes-Benz EQB, while Volkswagen’s own ID.5 starts at just €5k less. The reality is that EV prices remain stubbornly high for now.

Already a multiple award winner including that of Irish Car of the Year

2023 in association with Continental Tyres, the joy of a vehicle like the ID. Buzz is that it makes you rethink the premise of what a car can be. With a footprint no bigger than a typical SUV but ten times as practical, that is better to drive than said SUVs, and a real head-turner to boot, it’s a most welcome breath of fresh air to our motoring ranks.

Text: Cathal Doyle - cathal@fleet.ie

Price as tested €77,590

Drivetrain:

Rear wheel drive, 1 speed automatic

Electric Motor Output: 204 bhp

Torque: 310 Nm

Battery: Useable capacity 77 kWh

Charging speed capabilities: Up to 170kW DC, 11kW AC

Maximum quoted range (WLTP): 423 km

Quoted energy consumption: 21.3 kWh/100km

Towing capacity: 1,000 kg braked

Volkswagen ID. Buzz Max

S PEC C HEC k

Having launched its electric line-up with the top end e-Tron SUV (now Q8 e-tron) and exotic e-tron GT, the Q4 e-tron represents Audi’s most mainstream and affordable EV model to date. A mid-sized SUV that fits between the ICE-engined Q3 and Q5, it is built on the same MEB platform as many of the Volkswagen Group electric models to date. Available in regular SUV and the more sleek Sportback version tested here, the Q4’s immediate in-house rivals are the Volkswagen ID.5 and Škoda Enyaq Coupé iV, while other competition comes from the likes of the Ford Mustang Mach-E, Hyundai Ioniq 5 and Kia EV6.

Audi has done a decent job of successfully marrying the rather conflicting design philosophies of upright SUV styling with svelte coupé lines, producing a smart looking shape that’s very much on message with current trends. More relevantly though, particularly in an electric vehicle, that sleeker shape means the Sportback is more aerodynamically efficient than the regular SUV, meaning it returns a slightly better energy consumption and longer range capabilities.

At a practical level, the biggest challenge with the styling of the Sportback is the spoiler mounted across the rear window which significantly restricts rear view visibility. Otherwise there aren’t many compromises in opting for the Sportback style other than paying a slight premium of just under €2,000, with the 40 S-Line model tested here coming in at €65,130 versus €63,250 for the equivalent non-Sportback version. This 40 model comes with the same 82kW (77kW useable) battery as fitted to the all-wheel-drive twin-motor 50 Quattro model, whereas the 35 model has a smaller 55kW battery. That gives a theoretical range of 529km, but in real world conditions we saw a maximum range figure of 400 km, and as low as 340km when recharged after a cross-country run in freezing conditions. Average consumption during a week with the vehicle worked out at

Driven: Audi Q4

Sportback e-tron 40 S Line Review

21.0kWh/100km which is quite decent for a vehicle of this size. For those who need to use public charge points, the Q4 e-tron can accept charge at speeds of up to 125kW meaning it should take just over half an hour to charge from 10% to 80%.

The Q4 drives well, with nicely weighted steering and neutral handling. It does have the slightly heavy feel over bumps typical of EVs with batteries mounted low down, but overall it offers a comfortable ride. As well as a choice of driving modes there is the option to get varying levels of lift-off regeneration either via paddles on the steering wheel or by putting the drive selector into B mode.

The cabin is up to Audi’s usual high standards, with quality materials throughout. Compared to the system on sister brand Volkswagen’s ID family, the multimedia interface is responsive and pretty intuitive to use, with physical buttons for the heating controls.

The advent of electric cars has highlighted something that may not be so obvious in petrol or diesel modelshow prevalent road and tyre noise can be in the absence of engine noise. The Q4 e-tron reveals its premium underpinnings here, doing a better job of isolating occupants in the cabin from noise than many rivals.

Storage wise, the door pockets are too narrow to accommodate a typical drinks bottle, but otherwise the Q4 is

adequately supplied with cup-holders and storage spaces. Despite the coupé styling, rear seat passengers aren’t compromised much by a lack of headroom, while legroom is better than on rivals like the Volvo C40 Recharge. Surprisingly the boot space is the same as that in the regular Q4 at 520 litres (expandable to 1,490 litres).

One minor gripe with the Q4 e-tron is that the rear reversing lights are very poor, barely lighting up the area behind in the dark. In fact the brake lights provide more illumination. Yes, there’s a reversing camera, but a little more powerful light would be beneficial.

Typically for premium brands, one has to pay extra for equipment that often comes as standard on more mainstream models - for example the test car didn’t come with auto-dimming lights, and featured only single zone climate control.

Overall though, the Audi Q4 Sportback e-tron is a likeable EV offering excellent refinement, a classy cabin, and useable driving range, ticking most boxes to meet family or fleet buyer needs.

Text: Cathal Doyle - cathal@fleet.ie

Price as tested €65,130

Prices from: €52,700

Drivetrain: Rear wheel drive, 1 speed automatic

Electric Motor Output: 204 bhp

Torque: 310 Nm

Battery: Cross battery capacity: 82kW, Useable: 77 kW

Charging speed capabilities: Up to 125 kW DC

Maximum quoted range (WLTP): 529 km

Quoted energy consumption: 19.0 - 16.6 kWh/100km

Towing capacity: 1,00kg braked

Audi Q4 Sportback e-tron 40 S Line

S PEC C HEC k

An all-new model from Peugeot, the 408, has gone on sale in Ireland. The fastback styled model fits between the 308 and 508 in Peugeot’s line-up with pricing from €39,995.

Based on the same EMP2 platform as the 308, the 408 is nonetheless nearly as large as the 508 saloon with a length of 4.69m (versus 4.79m) on a long wheelbase of 2.79m. It boasts a generous boot capacity of 536 litres, expandable to

Peugeot enters new segment with all-new 408 fastback

1.611 litres.

Offered in three trim levels of Allure, Allure Pack (priced from €41,995) and GT (from €44,995), the 408 is offered initially with a choice of a 130hp 1.2 litre petrol engine and two plug-in hybrid engines. An all-electric version will follow later. Both hybrid engines combine a 12.4kWh battery and 81kW electric motor with 1.6 litre PureTech engines with respective power outputs of 150hp and 180hp, giving total power outputs of 180hp and 225hp. Peugeot says up to 60km is achievable on electric power only. A 3.7kW single-phase charger is fitted as standard,

ORA era begins with Funky Cat

GWM ORA, a new Chinese auto brand, is entering the Irish marketplace, beginning with its Funky Cat 5-door electric hatchback. ORA is part of global automotive brand Great Wall Motors (GWM) which is intent on delivering a premium, technology focused experience for customers. Brands within GWM include Haval and Wey, among others. Combined GWM vehicle brands have sold almost 1.3 million units globally. The company has a joint venture with BMW in China, co-developing and producing battery electric vehicles.

Funky Cat is entering a most competitive (B segment) marketplace. What it has got in its favour at a time

when other brands are experiencing long delivery times is that both models, the 300 Pro & 400 Pro+, can be ordered and delivered quickly. Another selling point is value for money combined with high standard specification.

Despite its diminutive size, deceiving design lines and its vertical shape and relatively wide stance provide plenty of interior space for occupants. Another plus factor is that the Funky Cat achieved a 5-star rating in the Euro NCAP crash test programme. Fittings include a 360 degree surround camera and facial recognition system which detects driver fatigue.

with an option for a 7.4kW single-phase charger. All engine choices are matched to an 8-speed auto gearbox.

Inside you get the latest generation of Peugeot’s i-Cockpit with 10-inch touchscreen and compact steering wheel, while one of the objectives of the 408’s design team was to balance the space between the two front row occupants.

First drive impressions suggest a fluent and comfortable driver focussed car, which, although it doesn’t obviously fit into any obvious classification, should appeal to drivers across a broad spectrum.

Text: Cathal Doyle

Dacia is extending its appeal to outdoor enthusiasts with a new Extreme trim level that will be offered on its Sandero Stepway, Duster and Jogger models from May. The spec includes Extended Grip technology on the Sanders Stepway Extreme and Jogger Extreme that adjusts the electronic stability control (ESC) settings to maximise

The 48kWh 300 Pro (310km) has a starting price of €31,995 and the 73 kWh 400 Pro + (420km) costs €39,995. Both models have 170 PS/250 Nm and come with 5-year unlimited mileage warranty and roadside assistance as well as 8 years cover on the battery.

Dacia reaches for the great outdoors

available traction.

Other features of the Extreme trims include unique Cedar Green paintwork with Copper Brown mirror caps, wheel centres, Dacia tailgate logo and roof bar emblems, as well as Brilliant Black alloy wheels. Inside there’s a new upholstery material used on the seats, door panels and dashboard of Sandero Stepway and Jogger,. Named MicroCloud, it has a velvet like feel but is hard wearing and easy to clean.

Another option that will appeal to camping enthusiasts is a new Sleep Pack. Available for all Dacia Jogger trim levels, it converts the seven seater into a mobile

bedroom, It’s the first of a new range of InNature accessories, also available with blackout blinds and a smart tent

Sleep Pack features a 220-litre storage box that can be accessed with the double bed unfolded or folded. Dacia says the bed, with a 190cm x 130cm mattress, can be set up unassisted in less than two minutes, requiring only the removal of the third-row seats. Further space is possible with the addition of a tent that can be connected to the Jogger’s open tailgate, while blackout blinds for all windows offer privacy and light control.

Text: Jarlath Sweeney

Text: Cathal Doyle

Globally and nationally, Suzuki is in a good place, recording record production and sales figures, and looking to continue that ascendancy with the introduction of new models. The Japanese brand will move towards total electrification (to include motorbikes and outboard engines) inside the next few years, but in the

Suzuki goes Full Hybrid with S-Cross

meantime, petrol-electric versions will be offered. The S-Cross is now available as a Full Hybrid model and will be sold alongside the existing Mild Hybrid versions. A 4WD variant will soon join the line-up.

With its ‘Good Different’ slogan, the S-Cross FV is good value. Coming in at under €32,000, the 5-door hatch is well equipped, and well built. The 1.5-litre 85 PS petrol with 138 Nm is mated to a 140V/24.6 kW electric motor and auto transmission. Two trim levels are on the spec sheets, Motion and Ultra.

New generation of MercedesBenz’s best-selling GLC arrives

An all-new Mercedes-Benz GLC has gone on sale in Ireland. The second generation GLC is offered with a choice of mild hybrid or plug-in hybrid petrol and diesel engines, with the plug-in hybrid units all offering in excess of 100km range on electric power only.

The GLC has been Mercedes-Benz’s global best seller for the past two years. This all-new version comes better specced to previously - Mercedes-Benz Ireland says equipment to the value of €16,703 is now included as standard, while extensive optional extras include a panoramic sunroof. Prices start at €80,310 for the new GLC 220 D 4MATIC

AMG Line Plus with the GLC 300e PHEV 4MATIC AMG Line Plus starting at €91,510.

Capable of towing up to 2.5 tonnes, the GLC has a choice of four mild-hybrid engines with a 48-volt electrical system, and three plug-in hybrid variants. Petrol models have power outputs of up to 190 kW (255 hp) and 400 Nm of torque, with diesels offering up to 195 kW (261 hp) and 550 Nm– both with up to 17 kW and 200 Nm of electrical support from the integrated starter-generator.

60mm longer than the outgoing

The full Hybrid system has two switchable modes which are Eco and Standard. It enables the driver to maximise EV driving time by changing between the two modes depending on conditions.

At the Irish launch of the S-Cross Full Hybrid, details of the new EVX concept EV SUV first shown at the India Motor Show were revealed, as was Suzuki Connect, a new App service for customers to monitor the status of their vehicle, maintenance related information and driving history.

New generation BMW X5 and X6 models are now available to order in Ireland, with the first models due to arrive in April. Offering refreshed styling, enhanced equipment offerings and new digital features, prices start from €96,500 for the X5 and €123,640.

48V mild-hybrid technology is offered across all models including the

car and with increased track widths, the new GLC boasts a significantly larger boot capacity than before, up 70 litres to 620 litres. The interior boasts the latest generation MBUX infotainment system and a high-resolution screen with a central display that rises from the centre console.

Text: Cathal Doyle

BMW introduces new X5 & X6 models

new range-topping 530hp 4.4-litre twin-turbocharged V8. The X5 is also available as a plug-in hybrid, with the new generation of this model developing 96hp more than the outgoing version, with up to 94kms possible on electric power under the WLTP system. The battery can store 25.7kWh of usable energy, an increase of almost 25 per cent compared with the preceding generation.

Visually both models get new bumpers, new slimmer headlights and rear lights with an X motif. The BMW

kidney grille can be lit up at night, a feature that should certainly make it distinguishable to other road users.

Inside both cars get BMW’s Curved Display dashboard layout, comprising a 14.9-inch infotainment screen in the middle and a 12.3-inch instrument panel in front of the driver. BMW’s Operating System 8 is the latest iteration available offering over-the-air software updates. Controls can be operated using the iDrive wheel or the touchscreen, as well as via steering wheel buttons and voice commands.

Text: Cathal Doyle

Text: Jarlath Sweeney

Last year RTE TV broadcast an interesting documentary on the development of Shannon as an emerging town in the Mid-West. Alongside the construction of a large housing estate and other associate infrastructure, the Shannon Free Zone is attracting innovators in varied technology sectors including automotive.

Close to Shannon Airport itself is a collection of Jaguar Land Rover buildings, hosting software engineers in one of the auto manufacturer’s central R&D research and development hubs. Not far away, around a few blocks, is the Future Mobility Campus Ireland (FMCI) facility.

A guided tour of the facility by Russell Vickers, CEO at FMCI, following the Irish Exporters Association Export Series Seminar at the airport, gave an interesting insight into the ground breaking technology being developed here. Activities range from testing and analysis to data recording and reporting.

Future Mobility in good hands and minds at Shannon Free Zone

mobility data. The control room is kitted with Audio Visual system for real-time monitoring of the test-bed.”

Another booth houses a new Land Rover Defender, wired up from top to bottom, with a similarly adorned Jaguar I-Pace parked further down the building, both test beds for the various equipment being tested. “We offer a Land Mobility test facility located in real-world settings, providing the ability to test and enhance innovations. We have access to a road network that is retrofitted with interconnected state-of-the-art sensing and telecommunication technologies. All our facilities are fully accessible and controlled via our dedicated control centre.”

Regarding the two vehicles Russell added: “Both vehicles are retrofitted with a wide range of sensing and data processing technology. All sensors are secured to a flexible and adaptable roof rack, connected to the data logger equipped with large data storage capacity, and fully connected to our data centre.”

section, is the FMCI’s open test-bed, which spans over 4km of public road type network alongside the Shannon Industrial Estate. The test-bed is highly connected via a fibre network to the dedicated data centre. It is equipped with multiple sensors, CCTV, a set of traffic lights along with high accuracy

In the Control Room, a combination of smaller screens make up two large displays that relay mapping, routes and data, as explained by Russell: “FMCI provides its customers access to its advanced control room capabilities enabling insightful and data-driven monitoring and visual analytics of

Russell demonstrated a sandwich box sized ‘black box’ positioned in front of the Defender at bumper height. This combination sensor package, which also combines two cameras flanked either side, has been generically developed for all types of vehicles and can be retrofitted on existing models, be they cars or commercials. It’s available in the marketplace at a very affordable rate. Next stop was to an aftermarket hub that Tesla has set up for the region. Nearby, at the former Long Stay Car Park

location systems, a data management and control centre.

Another interesting vehicle (of sorts!) is a rather large drone which has the capability to carry payloads of up to 25kg with vertical take-off and landing and can be operated beyond visual line of sight. This drone is undergoing final analysis checks and will operate mainly on surveillance, rescue, environmental and monitoring missions.

Russell, in conclusion, highlighted elements of the graphics wall in the main hall, which is available to hire for events including exhibitions and launches. “In the main building, customers can avail of private and secure workshop bays with the necessary amenities including fast speed broadband, private virtual network, facial recognition access control, etc. They are also offered access to a private or a common tab for any hardware works, etc.” he added.

Does motorsport still improve the breed? The old adage from the Sixties‘Win on Sunday, sell on Monday’ might seem an anachronism in this modern era of online marketing and sophisticated sales techniques, not to mention the advent of electric vehicles. However, judging by the number of manufacturers that partake in motorsport of one form or another, clearly they believe that there’s a benefit to spending millions of Euros, Pounds or Dollars on racing cars against rivals.

What’s perhaps different to before is that in some cases at least it’s the association with motorsport success as much as actually being responsible for it that’s the appeal for the auto makers. Two of the big stories over the Formula 1 close season have been the announcement that Ford is to tie in with the Championship winning Red Bull team from 2026, while another of the Big Three of the American auto industry, General Motors, via its Cadillac brand, is attempting to gain a spot on the F1 grid in partnership with US racing team Andretti Autosport. But significantly, in neither case will the car manufacturer be the engine supplier, initially at least. Red Bull is already well down the road of developing its own engine for the new 2026 regulations, with Ford expected to assist in areas like battery cell, electric motor technology, plus other software elements. The Andretti-Cadillac proposal, if it gets the green light, is expected to use third party engines from, it is anticipated, Renault, an acknowledgement that the American brand would not be able to produce a competitive power unit from the off.

Another example of a car brand successfully using motorsport purely as a marketing tool has been Alfa Romeo. While listed as a F1 entrant for a number of years now, this is the Sauber team rebranded, with Alfa Romeo merely a sponsor that doesn’t provide any engineering input to the team - that’s done by sister brand Ferrari. That will change in the future, with Audi having bought a stake in Sauber ahead of its entry as a full manufacturer in 2026, but for the casual fan who might watch a race if the television is on, is Alfa Romeo considered less of an F1 brand than say the likes of Mercedes-Benz which completely builds its own cars and engines, (well, through a third party company owned specialist Ilmor, based in England)?

There’s a lot more motorsport outside of F1 of course, and manufacturer involvement in a number of other disciplines is increasing. Sportscar racing is on the cusp of an exciting period with the introduction of new classes of prototypes that for the first time in years will allow manufacturers to compete in both the World Endurance Championship (WEC) and the American IMSA series. Porsche, Ferrari, Cadillac, Peugeot, Toyota, BMW, Acura (Honda), Alpine and Lamborghini are just some of the brands that will be competing to the new specifications in iconic races such as the Le Mans 24 Hours and the Daytona 24 Hours.

In rallying, Toyota, Hyundai and Ford (via long term partner M-Sport) are battling it out in the World Rally Championship (WRC) while in the World Rally Raid Championship (W2RC), home

to such extreme events as the Dakar Rally, the likes of Audi are bringing innovative hybrid electric technology to some of the most challenging competitions and difficult terrains motorsport can offer.

It’s that hybrid technology that seems to be the critical factor in encouraging manufacturers into the various disciplines of the sport. Full electric series, notably Formula E and Extreme E have been reasonably successful in attracting manufacturers, but the series have struggled to gain widespread public appeal, with some manufacturers originally involved in Formula E having subsequently withdrawn. Meanwhile F1, WEC/IMSA and the WRC have all brought in hybrid regulations for the current championships. These championships are allowing manufacturers to develop the highly sophisticated batteries, regeneration systems and electric motors that will in time feed into their electric road cars, while crucially being able to market and promote their green credentials.

After all, what can be a better demonstration of a manufacturer’s prowess than to build a car that can succeed at a 24 hour race such as Le Mans, or master the desert extremes of Saudi Arabia on the Dakar Rally? All while maintaining the raw appeal of the sights, smells and - crucially - sounds that have attracted people to motorsport from the very beginning. Motorsport, whether as a marketing tool or a means to develop the latest technology, clearly still does improve the breed.

Text: Cathal Doyle - cathal@fleet.ie

Peugeot will be completing in the 2023 World Endurance Championship with the hybrid powered 9X8

Why combustion engined motorsport is still important to manufacturers in an age of EVs

Your local funding experts.

At Close Brothers, we’re proud to provide a people-led service. From hire purchase and leasing, to invoice finance and asset based lending, our commercial funding experts can help you access the finance your business needs. For more information contact us today.

Northern Ireland

Donegal, Derry / Londonderry

Cathy McGale +44 (0)7500 038922

Antrim

Frank Coffey +44 (0)7725 550705

Tyrone, Fermanagh, Armagh

Garvan McCauley +44 (0)7526 623012

Armagh, Down

Jenna Gass +44 (0)07880 757977

Republic of Ireland

Connaught

Robert Keane +353 (0)87 337 7133

Leinster

Jennings +353 (0)87 147 7841

Kilkenny, Carlow, Laois, Offaly Anthony Aylward +353 (0)86 387 0726

Kilkenny, Waterford, Wexford

Frank Byrne +353 (0)86 662 7760

Limerick, Clare, Kerry

Pat Barry +353 (0)87 195 3971

Cork, Tipperary, Kerry

Willie John Manley +353 (0)87 638 7851