Fleet Transport Summer 2023

First Schmitz Cargobull Rigid Tipper launched in Ireland by

INTERVIEW: With Fergal Marron, Opel Ireland

FIRST DRIVES: NG DAF XDC & XFC and HYVIA Master H2-Tech

PICTORIAL: 2023 Connacht Truck Show, Claremorris

REPORT: ECG General Assembly & Conference, Greece

LAUNCH PAD: New FUSO eCanter

REVIEW: CV Show 2023, NEC, Birmingham - Part II

TWIN-TEST: New Renault T High Turbo Compound

TRANSPORT

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Engaging Connectivity

Engaging Connectivity

AWARDS 2024

Awards Programme for the Irish Road Transport and Haulage Industry

The leading

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

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Editor: Jarlath Sweeney - editor@fleet.ie

Contributors: Cathal Doyle, Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Gianenrico Griffini, James Toner, HSA, Rob Van Dieten, Johanna Parsons

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, Newspress, ECG, Trish Forde, World Hydrogen Summit, HYVIA

Administration: Orla Sweeney

Email: enquiries@fleet.ie

Advertising: Mary Morrissey

Email: mary@fleet.ie

Design: Crackerjack Design House

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Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd.

Registered Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767

Directors: Jarlath Sweeney, Sean Murtagh.

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

Fleet

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

All

the ‘Fun of the Fair’ at the Connacht Truck Show 2023

*Successful third running of event in association with Mayo Roscommon Hospice

Described as a “Great day out for all the family” the third Connacht Truck Show 2023 was held at the Claremorris Athletics Track & Showgrounds as a fundraiser for the Mayo Roscommon Hospice.

Organised by Fleet Transport magazine, visitors were treated to a unique experience where over one hundred trucks, vans, classic cars and tractors on display sparkled in splendid sunshine, blending in with a vibrant trade and entertainment area. A selection of food and refreshment stalls mixed in with merchandise stands, along with the two ice-cream vendors, to add to the variety of the day.

Entertainment was provided for all ages, with kiddies amusements at one end, ‘themed’ music and interviews broadcast live by Claremorris Community Radio, and live music performed on stage by local band The Outsiders. Trade stands ranged from new car and van sales, professional transport operator and driver course providers to AdBlue suppliers, vehicle graphics specialists, auto care products, and upcoming show/events promoters.

The local Order of Malta crew not only provided First Aid cover but had strong interest in their health check clinic, with show attendees appreciating the opportunity to monitor their state of health. Nearby in the Fleet Transport marquee, children could have their face painted in glowing colours or with a truck brand logo, with Scandinavian marques proving most popular. Another big attraction for the children was the arrival of the Claremorris Division of the Mayo County Council Fire Service with budding ‘Fireman Sams and Pennys’ keen to discover more about the fire trucks and equipment.

Representatives present from the designed charity, the Mayo Roscommon

3rd June 2023 Claremorris, County mayo

Hospice, were very pleased with the huge uptake for tickets for their big draw offering a chance to win a new Hyundai Kona electric car, along with other donations received on the day.

Sponsored by Sweeney Oil and Pat Joyce Transport, Capitalflow, Robe Training, Western Truck & Trailer and Larkin Transport, the trucks on display were in contention for various category awards, with the main prize, the Paddy Kelly Memorial Cup for the Top Truck (of the Show), decided by votes from show visitors and the independent judging panel. This honour went to Brian Foy, (James Foy Auto Service, Dromore West, County Sligo), with his standout combination of a DAF XF Recovery tractor-unit with Vega low-loader, and a Mercedes-Benz Actros Recovery rigid on board. He also won the Best Recovery category.

Such was the broad appeal and attraction of the show among the road transport fraternity, other prize-winners came from as far as Armagh, Laois, Westmeath, Longford, Galway, Roscommon and Sligo.

On behalf of the organisers, Jarlath Sweeney, Group Editor at Fleet Transport thanked everyone involved for making the event such a success, including the sponsors, truck entries, traders, entertainment providers, venue management and staff plus the team of volunteers that helped out in the smooth traffic management system in operation.

“We had a great turnout all round, from brand new trucks and vans to classic cars and vintage trucks and tractors around the track, to the trade stands and food stalls, as well as a variety of entertainment that ensured a pleasant day out for the family,” he said. Jarlath also expressed gratitude to the local press and radio together with those who promoted the event on social media.

PRIZE-WINNERS AT THE CONNACHT TRUCK SHOW 2023

*In association with Pat Joyce Transport & Sweeney Oil

*In aid of mayo Roscommon Hospice

Paddy Kelly Memorial Cup – Top Truck (of the Show)

DAF XF Recovery tractor-unit with Vega low-loader & Mercedes-Benz Actros Recovery rigid – James Foy Auto Service - Sligo

Best Vintage Truck – 1960 AEC Mercury –Ger Hyland – Laois

Best Recovery Truck – DAF XF + Vega trailer – James Foy Auto Service – Sligo

Best DAF Fleet – 3 x DAF XF tractor-units – Sligo Haulage - Sligo

Best DAF Truck – DAF XF 530 - Lynn International – Westmeath

Best Mercedes-Benz – Mercedes-Benz Actros 4x2 T/U – Brian Cunningham Transport – Mayo

Best Renault Truck – Renault T-High 520 4x2 – Beirne Express Freight - Mayo

Best Volvo – Volvo FH 500 6x2 – Lynx Transport, Galway

Best Working Tipper – Hino 700 8x4 – P Ring Quarries – Mayo

Best Restored Duo – 1993 Scania 113 380 & 2005 R580 – Glynns Transport – Galway

Best Working Truck – Irish reg – Scania R560 4x2 - Protrans – Longford

Best Working Truck – N. Irish reg – Scania R520 – Hannon Transport – Armagh

Best Working Classic: 2003 Scania 164L 580 – O’Toole Transport - Galway

Best Fuel Tanker – DAF CF – Drury Oils Ltd – Roscommon

Comfort, Class and Control

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Connected transportation solutions provider Geotab has highlighted in a special report, the lack of progress being made by the public sector in Ireland as part of the transition to electric vehicles (EVs).

From the study: ‘Profitable Sustainability: The Potential of European Fleet Electrification’

- only 3.8% of all State-owned vehicles (482 out of a total of 12,538) were electric at the end of 2022, with slow progress being made as evidenced by the fact that this figure stood at 1.4% in 2020 and 2.3% in 2021.

State ownership of Electric

Vehicles low as Irish Government falls behind EV transition targets - Geotab

increasing the proportion of EVs in the national car fleet to 30% and having one million EVs on the road by 2030. With the transport sector currently accounting for 18% of Ireland’s carbon emissions, the Government’s own goals are to reduce the sector’s emissions by 50% by 2030 under sectoral emission targets as part of Ireland’s Climate Action Plan. Current vehicle sales data highlights that the general public and private sector is leading by example, with the public sector lagging behind, as EV sales yearto-date are up almost 50% this year and annual sales almost doubling each year.

This data combined underscores an alarming lack of investment by the Irish Government and public sector organisations. Beyond the environmental benefits, public sector bodies could also benefit from a lower total cost of ownership by switching their fleets to fully electric vehicles.

driving areas; improve safety by helping eliminate harsh acceleration and braking; and optimise traffic flows.

“The latest publicly available data demonstrates a worrying lack of investment by the public sector in the EV transition, despite the Government’s own target of having one million electric vehicles on the roads by 2030,” commented David Savage, Vice President Ireland & UK at Geotab. “18% of Ireland’s emissions are attributed to transport, so public sector fleet operators are in a position to show leadership by heading up the transition to 100% electric. Instead, the Government has taken its foot off the accelerator, with the general public and private sector primarily accounting for EV sales.

Despite the recently announced Public Sector Climate Action Mandate which will see relevant authorities and bodies required to only procure zero-emission vehicles wherever possible, public sector organisations will effectively be starting from scratch at a time where there is limited availability of EVs due to heightened demand.

The figures stand in contrast to the Irish Government’s ambition of

The recent research reviewed the operational cost and environmental impact of traditional petrol and diesel light commercial vehicles (including passenger vehicles, SUVs, minivans and light-commercial vans) and compared them with their battery electric counterparts. According to the study, six in ten Internal Combustion Engine (ICE) vehicles analysed as part of the study were considered suitable to switch to an EV alternative today and fleet managers could expect to see average savings of €9,508 per vehicle over a seven-year period.

Use of telematics across the public sector fleet would also provide real-world vehicle data to help optimise usage efficiency; identify potentially hazardous

“The low take-up of electric vehicles within the public sector fleet begs the question what is holding State bodies back. While the recently announced Public Sector Climate Action Mandate is to be welcomed, public sector organisations are starting far behind in the race to transition to EVs. A carrot and stick approach is required, with a clear opportunity to educate these organisations on the benefits of switching, but also a need for a concrete plan with targets and a timeline to track transition progress. Ultimately telematics data will be critical in demonstrating the value of electric vehicles, no matter where organisations are in their EV adoption stage, because it will help them operate their entire fleet in more efficient and sustainable ways,” he concluded.

SAFER THAN EVER

INTRODUCING THE NEW FUSO CANTER

Opel has had a long and eminent history in the light commercial vehicle and fleet sectors, but a fresh focus on this important part of the market following the brand becoming part of the Stellantis Group globally and Gowan Auto taking on its distribution in Ireland, has been reaping dividends. Having spent much of the previous decade with around 4 - 4.5% of the Irish LCV sector, last year saw Opel close the year with over 9% of the total market. ‘Fleet’ sat down with Opel Ireland’s Head of Fleet Sales, Fergal Marron, a stalwart of the brand since its General Motors days, to get his thoughts on the state of the market.

Opel is offering competitive pricing on its products, how important is that in the current market-place?

The fleet portion of our business from a local point of view would always have been very strong. We’ve always had a very strong fleet ethos down through the years and that continues. The fleet market is very price sensitive and going out there with high RRPs, if we can avoid that, we will.

How did you keep customers going during the COVID lockdown and how is the situation regarding vehicle availability now?

sight of when they were going to arrive, what spec they were going to be and what price they were going to be. So we stopped taking large orders for vehicles and went with an approach of talking to customers when they were built, because we knew how much they cost, even if they were two months away or longer, from being delivered. That of course wasn’t ideal, because a lot of people want to make longer plans.

What we’re seeing now is an increasing alignment between what we’re ordering and what is now actually making its way down to the production line. Whereas that wasn’t the case for a long time, you could order something and then the plant might build you something else, or more of one model and fewer of another. They might add “oh, by the way there’s a price rise and by the way there’s a second price rise” between the placing of the order and when it gets here. So we’re moving to a phase where we will probably start tentatively taking orders for some vehicle lines heading into probably next year.

There are still some caveats. There are still material shortages, but it’s a lot less severe than it was. One of the big challenges that we have in terms of the traditional ICE engines is CO2. Manufacturers now have responsibility for achieving CO2 targets, so they’re being a lot more prescriptive about what they build. So for example, if we get a deal for some high CO2 engines, if when the manufacturer is scheduled to build those, that’s going to push them over target, they’re not going to build them.

How do you see the LCV market developing? What about electric LCVs?

The LCV van as a genus has a lot of room for growth. The changes to the

factors like noise legislation for fridges … this is all going to play into having hubs outside of cities and smaller vans doing the runs into the urban areas.

These urban deliveries will more than likely be done with electric vehicles. With the current weight of batteries, electric LCVs don’t have a huge payload, but to be fair a lot of the stuff that does get delivered isn’t massively heavy anyway. That’s where EVs are going to be more and more relevant as big corporates, big names, trusted names take on electric vehicles and make them work. But unless there’s some fairly substantial legislative change, it’s going to be a while before EVs naturally organically take over from diesel vans.

We’re pushing into that electric space. It’s a tough sell but Opel was market leader last year and market leader so far this year in LCV electrics. We notice that bigger electric vans tend to be more popular. If you’re going to spend that kind of money why not spend another few bob and get a bigger vehicle. Also, second hand….down the line, you’re probably going to have a bigger market for a Vivaro-e than for a Combo-e. Plus, the Vivaro-e has the 75 kW battery whereas the Combo is limited to the 50 kW. So at this point in time, the interest in the electric Combo is relatively low which is probably price related. When you’re spending over €30,000 on a van, why not get the Vivaro-e? People like them. They’re lovely to drive, quiet. The Vivaro-e has all those things and is substantially bigger and not an awful lot more expensive [than diesel models].

In conversation with Cathal Doyle and Jarlath Sweeney

Opel Combo Cargo Komfort 2000 1.5 100hp. Finance Example: Retail Price† €25,695. Customer deposit / Trade ments of €354. Total Cost of Credit €1,568.98. Fixed APR 4.9%* (Annual Percentage Rate) as at 15/05/2023. †Includes illustrative purposes only. *Lending criteria and conditions apply (Over 18s only). APR is inclusive of a documentation for this Finance Offer a minimum deposit of 30% is required. Rate quoted is correct as at 15/05/2023 and is subject Cargo models registered from 15/05/2023 until 31/07/2023 at participating Dealers. This is a Business Hire Purchase Ireland Finance. Ownership remains with Bank of Ireland until the final payment is made. Warning: You may have fixed rate credit facility.

A true masterpiece.

With a Luxury Package full of visually enhanced features, the Ford Trucks F-MAX just got even cooler.

Sharing the load in style, wherever your journey leads you.

Although widely used in mainland Europe, the term Vocational Truck is not a familiar term in Ireland. To make sure we were all on the same page, Raoul Wijnands, Project Manager Testing at DAF Trucks NV., defined the term at the first drive launch base: “It simply means a truck that has one purpose”. In exampling a hook loader he added: “It is task specific in the same way as tippers, block carriers, cement mixers, and refuse trucks are. Whereas a tractor unit can change assignment by simply changing trailers.”

DAF is now bringing its range of New Generation X trucks to the vocational and off-road sectors with upgrades to ensure the XD, XF, XDC and XFC will perform for operators. These include higher-mounted cabs with up to 40 centimetres of ground clearance, approach and departure angles of 25 degrees, and additional protection for vulnerable components. There is a choice of drive configurations available in 6x4, 8x4, 10x4, 4x2, and a new addition a 4x2/4. This 4x2/4 bears the designation PXP meaning a 4x2 tractor with a 4x4 system that hydraulically engages the front axle rather than using a cumbersome transfer box when 4x4 drive is only required occasionally. In addition, DAF now offers an Extra Robust

New Generation

DAF X-Cross Trucks - XDC & XFC

*Latest Construction Truck range first drives in the province of Limburg, in the south of the Netherlands

version for operators which do not need the full trappings of off-roadability.

The ‘Extra Robust’ truck is a combination of the tougher XDC and XFC cabs, with an on-road chassis. This reduces the potential for damage without compromising the efficiencies of an on-road truck that can be somewhat lost with full off-road spec units.

Safety in the urban environment is an increasingly important issue, and XD (with one minor change) achieves the maximum 5-star rating for the stringent Direct Vision standards in London - quite an achievement for a non-low cab truck. Equally, other safety features now include an electronic parking brake which applies once the door is open, or via a sensor if the driver leaves the driving seat to move around the cab. Raoul stated that “non-application of the parking brake has been highlighted by a German insurance underwriter as the most common cause of non-road traffic accident-related injury.”

All of the cabs are well thought out and finished to the same quality and level of trim as found in the ITOY award-winning XG range. They offer an exceptional level of safety for the driver and other road users while offering the driver a level of in-cab comforts normally reserved for a brand’s flagship models. While the trucks are quiet and smooth to drive, it is these small details DAF Trucks has focused on that

will make a difference especially where drivers are concerned.

It is having the option of the same infotainment, sound system and fridge as found in XG, for instance. It is also in having a fold-up cinema seat on the near

side where the driver can change in or out of overalls/wet gear in comfort. The option of a third middle seat as in the REL driven where DAF has modified the dashboard to allow for a footrest for the middle passenger. All of which come in an extended cab available with optional rear and quarter panel windows.

The XD, XDC, and XFC are designed and built with flexibility in mind. “It’s really like a Lego system,” so whatever you need, in whatever configuration can be delivered and delivered with “drivability guaranteed,” according to Raoul.

Rocking Mode is an important new feature added to the options as are a wide range of powerful PTOs with ratings up to 1,000 Nm. The ZF TraXon automated transmission is standard across the models as DAF is no longer offering a manual gearbox. However, there is the option of a fully automatic Allison transmission if preferred for

certain applications. Equally within DAF’s modular (Lego) system, there are a wide range of axles on offer both steered and non-steered with either single or hub reduction, disc or drum brakes, spring or air suspension, and heavy-duty tandem sets from 21 to 26 tonnes with axle ratios from 3.46:1 too 7.21:1.

From the eleven trucks on offer, we opted for three models typical to the sector, by selecting an eight-wheeled block carrier, followed by a 6x2 rear-end loader (REL) and finishing the road section with a standard 8x4 cement mixer. Once inside it is clear to see that DAF has kept its promise, in that the

trucks feel big and are finished with the same quality and attention to detail as the flagship XG+. The first model the 450 Hp 8x2 block truck with rear-mounted crane comes with DAF’s designation XD 450 FAQ which denotes a four-axle tridem chassis with three steering axles. This makes it well suited to handling the rear-mounted crane, and with three steering axles it means the truck is about as manoeuvrable as it is possible to make a 32-tonne rigid eight-wheeler. With 2,350 Nm of torque from the 450 hp Paccar MX11 available from 900 rpm it was well capable of performing, and running with a final drive ratio of 2.64:1 the FAQ should deliver good fuel economy across a day’s work.

A similar performance was found from the other road trucks driven. Arguably the REL XD 340 6x2 FAG with pusher axle benefits most from the improved visibility DAF’s New Generation range has brought to the urban driving environment. This XD was also highly manoeuvrable and made for a quiet and easy-to-operate truck. The last on-road drive was in the 8x4 XDC 450 FAD cement mixer, and as with the previous models, this XDC provided an equally assured and comfortable drive even though it was on springs.

For the time in the quarry, two configurations selected were typical of those found in Ireland. The XFC 8x4 tipper and XFC 4x2 tractor are both trucks powered by the MX13 at 530 hp and with the designations FAD and FT respectively. Both trucks’ performance over the off-road sections around the vast quarry was found to be quite

exceptional, and thanks to the levels of comfort, we managed to drive at what could be considered high speeds in such conditions - meaning good journey times were achieved throughout the drive. In addition, many of the safety items introduced by DAF came to the fore. Of immense benefit was the electric parking brake that provided a highly controlled move-off from being stopped in a precarious position on loose ground on a very steep incline. Equally, the downhill control using the powerful engine brake managed to keep the speed below an accepted walking speed of 6 km/h.

Currently, DAF Trucks has an overall market share of 17.3%, and a 20.4% share of the tractor-unit market, making it the number one selling brand in Europe. In addition with orders already received for over 90,000 new-generation vehicles, all indicators point to the XD range boosting those numbers even higher. This is significant for the Dutch company as rigid vehicles account for 35% of DAF’s vehicle sales. There would appear to be little doubt that with their New Generation range, DAF has for the operator - and driver - delivered the complete truck, and arguably - “the most desirable trucks in Europe”.

Paul White - paul@fleet.ie

McElvaneys handover more new Scanias

Portway Trailers (Dundalk) New Scania 770 S V8 6x2 flagship

B.D. Flood (Oldcastle) New fleet of Scania P410 10x4*6 tippers, mixers, block carriers and also R540 tractor-units.

James Quinn European (Dundalk) New Scania 660 S V8 6x2

Rm Cleary Tarmacadam (Rathoath) New Scania R530 V8 8x4*4 (rear-lift)

Larry Kiernan Plant Hire (mountrath) New Scania P450 XT with crane and big hook equipment fitted by Bennetts

Dg mcArdle International (Dundalk) New Scania fleet - 6 x 500 S Highline tractor-units and a 590 S V8

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.

New Renault Truck in the ‘mix’ for O’Connell Quarries

This new Renault C.480 8x4 Mixer rigid was sold by Martin Hough, Sales Executive at Dennehy Commercials, Limerick to O’Connell Quarries Ltd., from Ardnacrusha, County Clare. It comes complete with alloy wheels and an 8/9 Cubic Metre Liebherr Concrete Mixer fitted to the new XL Mixer chassis, which maximises the payload.

Shaws on the ‘road to recovery’ with new Renault

D Wide roadside unit

Shaw Commercials, Castlebar, the Renault Trucks and Schmitz Cargobull dealer, has further invested in its renowned customer service part of the business by specifying a new roadside recovery vehicle. The new Renault D-Wide DTI 8 250 4x2 rigid features a Roger Dyson slider flatbed body and a PM crane. Shaws also provide a 6x6 Foden ex-military recovery truck with a twin-winch boom converted by Rydam, for heavy duty operations.

Actros – ‘Top’ truck for Reynolds Logistics

Top Oil products distributor and former European Transport Operator of the Year, Reynolds Logistics has refreshed its fleet with 11 new Mercedes-Benz Actros 2443LS 6x2 tractor-units fitted with 2.3 ClassicSpace cabs. They were supplied by Mercedes-Benz Commercial Vehicle Dealer, MUTEC, with whom Reynolds Logistics has been a long-standing customer.

Takes your fleet further. And your performance, too.

The new Conti Hybrid HD5.

German engineered high-mileage tyres.

Look forward to exceptional high mileage thanks to the new compound formula developed for regional operations.

Benefit from impressive traction in all weathers due to an extrarobust tread pattern including new full-width 3D matrix sipes.

Enjoy high casing protection and a great tread integrity by minimised stone-trapping enabled by void generating grooves and stone bumpers.

Service and Body Mounting Partner for Schmitz Cargobull

Custom Body, Fridge Motor, and Tail Lift

All in One Package!

Schmitz

Cargobull and Shaw Commercials are set to revolutionise Irish Market with versatile MKO & MKI Bodies - Meeting all customised requirements across all truck chassis manufacturers.

Advantages of ordering a Box Body from Shaw Commercials (Castlebar)

Significantly reduced lead time.

All bodies are designed and tailored to suit all transport needs. Select the ideal fridge motor for the particular transporting application. Expert integration of the fridge motor into the truck's body. Customize the truck's graphics to make it standout and unique. Choose from a wide range of tail lifts.

Enjoy a hassle-free, one-stop solution for truck customization. Save time and energy with Shaw's streamlined process.

FERROPLAST® thermal technology insulation and brand-name cooling units always guarantee the right temperature.

Variable equipment for customised interior division into the required temperature zones for MultiTemp transport.

Proven safe on the road with the ATP-FRC certificate for temperaturecontrolled transport.

Sliding partition wall made of highly insulating FERROPLAST®: Fast, variable MultiTemp division; optionally available for 1/3 and 2/3 division or as a continuous wall.

TRANSPORT | JULY ‘23

Schmitz Cargobull's galvanised subframe can be fitted to all trucks, regardless of the manufacturer. Accessories and bodies are simply mounted on the subframe. Its bolted construction means that components can be easily replaced, keeping down maintenance and repair costs.

Schmitz Cargobull MKI Tipper Body - Debuts on Irish Soil

High Performance Tipper Body from Schmitz Cargobull

Now available to order at Shaw Commercials.

Significantly reduced lead time

High payload and low maintenance requirements

Application-specific rear wall solutions

Rounded steel body with low centre of gravity and excellent tipping stability

Galvanised steel sub-chassis

Tipper bodies suitable for all leading truck brands

The new Schmitz Cargobull MKI rigid tipper makes a strong debut on Irish soil This MKI tipper body stands as a symbol of innovation and promise to make a lasting impression on Irish roads. These top-quality truck tipper bodies are extremely maneuvrable on construction sites and are also ideal on difficult terrain

Tipper bodies can be perfectly matched with the selected rigid truck chassis The folding underride guard ensures improved unloading ground clearance with road pavers when retracted The Schmitz Cargobull

MKI tipper body is also available with thermal insulation, chutes and a range of roll - over covers

For any enquiries contact Andy Freeney on +353 (0) 87 258 1845 E: andy@shawcommercials com

Mick

com

Unleash your fleet's potential with the wide selection of Schmitz Cargobull trailers

Unleash your fleet's potential with the wide selection of Schmitz Cargobull trailers at Shaw Commercials! at Shaw Commercials!

We have new stocks of Schmitz Skelly trailers which are ready to go. These trailers are available in different choice of colours.The Schmitz Cargobull Skelly trailer provides a versatile and safe solution for transporting containers. It is capable of accommodating containers ranging from 20 to 45 feet in length and features sturdy locking systems to securely hold containers with extended tunnels and angled corners With its focus on flexibility, safety, and efficiency, the Skelly trailer is a top choice for transporting containers with ease

New Schmitz Single / Multi Temp Fridge trailers /Dryboxes available in stock

At Shaw Commercials we have new Schmitz, Carrier, Thermo King - single and multi temp fridge trailers which are in stock and ready to go We also have pharma spec trailers available We can customise the trailers based on your requirements

At Shaw Commercials we have a broad selection of Box vans with or without taillifts in stock We also have box vans with rollerbeds designed for companies who provede air freight services .

For any enquiries contact Andy Freeney on +353 (0) 87 258 1845 E: andy@shawcommercials com

(or) Mick Shaw on +353 (0) 87 195 9600 E: mick@shawcommercials com

The successful second annual Joyce Country Truck Run, held last December, raised much needs funds for two charities, Cystic Fibrosis Ireland and Corrib Mask Search & Rescue (SAR).

At the presentation night held at Burkes of Clonbur, event organisers Ray McHugh and Paddy Rock presented an €8,000 cheque to Cystic Fibrosis Ireland committee members and supporters.

Joyce Country Run benefits Cystic Fibrosis Ireland &

McHugh, Daniel Diskin, Mary Lane Heneghan (Cystic Fibrosis Ireland), Paddy Kyne, Paddy Rock.

Back: Jarlath & Denise Wolfe, Luke O’Malley, Teresa & John Diskin, Jess Diskin, Marian Keane (Cystic Fibrosis Ireland).

Also presented on the night was a cheque for a similar amount to Corrib Mask Search & Rescue.

Sandouville plant reaches 1 million Renault Trafic milestone

After building the first generation Trafic in France (Creil) then Trafic generation II in Spain (Barcelona) and the United Kingdom (Luton), Renault decided in 2010 to produce the Trafic III back in France – in Sandouville this time – with production starting in 2014.

The Sandouville plant which originally opened in 1964, has manufactured most of Renault’s high-end models over the following 50 years. The plant delivered its millionth Renault Trafic to a Dutch customer on 23 May 2023. Renault Trafic is now exclusively made in Sandouville.

Corrib Mask SAR

Renault has sold 2.4 million Trafic vehicles in more than 50 countries around the world since 1980. The Trafic ranks among the three best-selling light-duty vans in Europe in the Medium Van segment.

Commenting at the landmark ceremony, Heinz-Jürgen Löw, Renault brand SVP Light Commercial Vehicles, said: “I am absolutely thrilled to personally hand Romke HEKSTRA the

keys to the millionth Renault Trafic produced at Sandouville plant. Most of our customers have a story to tell about our LCVs and being able to offer them long-lasting vehicles that they can count on at each stage in their business’s life and expansion is really important to us.” As a result of Renault Trafic’s market success, and to sharpen and broaden its skills, Sandouville will hire 360 people in under two years in 2022 and 2023.

New Quon – Most Powerful and Safest UD Truck yet

Asian

enhanced its Quon range, equipped with innovative safety features as well as delivering higher fuel efficiency, performance and productivity, making truck transportation more sustainable while supporting Japan’s 2050 carbon neutrality goals.

“UD Trucks puts people first across its innovations and vehicles,” said Jacques

Michel, Senior Vice President, UD Trucks International Sales. “Our enhanced Quon demonstrates that – it provisions the highest level of safety possible for drivers through its integrated suite of advanced and smart detection features, allowing drivers to achieve their progress on the roads.”

The new, improved Quon is UD

Trucks’ most powerful and reliable commercial yet, with its GH11 engine, mated to the ESCOT-VI 12-speed automated manual transmission, delivering up to 2.5 percent improvement in fuel economy, reducing operating and ownership costs in the long term.

Pictured left to right: Front: Ray

Pictured left to right: Michael Gibbons, Ray McHugh, Michelle O’Hare, Paddy Rock, Alan Daly.

Back: Robert Wikes, Mark Gibbons, Maeve & Aidan McAleenan.

Pics: Trish Forde.

brand UD Trucks has

Paddy Kelly Memorial Cup – Top Truck (of the Show) - DAF XF Recovery tractor-unit with Vega low-loader & Mercedes-Benz Actros Recovery rigid –James Foy Auto Service - Sligo

Best DAF Truck – DAF XF 530 - Lynn International – Westmeath Best Mercedes-Benz – Mercedes-Benz Actros 4x2 T/U – Brian Cunningham

Mayo

Best DAF Fleet – 3 x DAF XF tractor-units – Sligo Haulage - Sligo

Best Fuel Tanker – DAF CF –Drury Oils Ltd – Roscommon

Best Working Truck –Irish reg – Scania R560 4x2 - Protrans –Longford

James ConwayTruck Boards Ireland

Claremorris Fire Brigade

Emma Rabbitte - Car Care Products

Robe Training - Ballinrobe

Melissa Walsh - MW Design Print & Signs

Best Working Truck –N. Irish reg – Scania R520 –Hannon Transport – Armagh

Larkin Transport, Claremorris - sponsor

Knock Order of Malta

Best Working Classic: 2003 Scania 164L 580 – O’Toole TransportGalway

Best Restored Duo – 1993 Scania 113 380 & 2005 R580 – Glynns Transport – Galway

Best Volvo – Volvo FH 500 6x2 –Lynx Transport, Galway

Best Vintage Truck – 1960 AEC Mercury –Ger Hyland – Laois

Best Working Tipper –Hino 700 8x4 – P Ring Quarries – Mayo

Western Truck & Trailer, Claremorris - sponsor

Greenway Bulk Haulage - AdBlue

Every year loading, unloading and load shift accidents injure hundreds of people and cost businesses millions in damaged goods, damaged vehicles and lost work time.

An analysis of accidents reported to the Health and Safety Authority, that involved  loading, unloading and load securing operations, shows that these accidents involved workers or members of the public being struck by falling objects, workers falling from vehicles or slipping and tripping in loading areas. Some of these accidents resulted in injuries that led to substantial absences from work, and some also resulted in death

W HY SHOULD LOADS BE SECURED?

Apart from the human cost, think about the impact of failing to safely secure loads may have on your business.

n Drivers, vehicle occupants, other road users, pedestrians and anyone who may be involved in loading and unloading the vehicle could be injured or killed.

n Unsecured loads or objects may fall from vehicles and can cause road obstructions, traffic disruptions and

collisions especially if drivers swerve to avoid fallen items.

n Certain vehicle spillages may cause other vehicles to skid and lose control.

n Unrestrained goods may crash into the vehicle cab during emergency braking.

n Loads which have shifted, may have to be manually removed from the vehicle which may increase the risk of an injury or a fall from the vehicle.

n Items falling out of vehicles at delivery sites causing injury and/or property damage.

n Unstable loads collapsing during transit or unloading resulting in damage to goods.

n Failure to secure a load properly can also result in financial losses from:

n Damaged goods, vehicles, property and roads,

n Worker absence through injury,

n Clean-up costs,

n Damage to company reputation,

n Increased insurance premiums,

n Result in loss of control of the vehicle,

n May cause the vehicle to overturn.

H OW SHOULD LOADS BE SECURED?

Advice on how to properly secure loads is readily available by visiting the Health and Safety Authority website, hsa. ie. There you will find a “vehicles at work” drop down menu, under which there is a “load securing” section.

This section contains a wide variety of guidance material, publications and videos on the topic. If you are involved in any aspect of transporting cargo by road this is a great location to start

your information finding process. There, among other things, you will find:

n “International Guidelines on Safe Load Securing for Road Transport”, published by the IRU, provide clear practical information on how to achieve safe load securing practices in the workplace, and provide basic practical information and instruction to all persons in the transport chain involved in loading/unloading and securing load on vehicles.

n A series of information sheets, developed jointly by An Garda Síochána, the Road Safety Authority and the Health and Safety Authority, dealing with specific load types such as Curtain-sided trailers, Plant and Machinery, Round Timber, Pre-cast Concrete, Structural Steel and Site Cabins.

n “European Best Practice Guidelines on Cargo Securing for Road Transport”, published by the European Commission, are intended to support the application of rules as laid down in Directive 2014/47/EU. These guidelines provide physical and technical background information as well as practical advice and instructions to all persons involved in loading/unloading and securing cargo on vehicles, including carriers and shippers.

There is also a link to other useful national and international load securing resources.

All of this material is free to download, and is there to be used. So why not make good use of it?

Unsafe loads cause accidents in the workplace and on the road

IS YOUR LOAD SECURE?

Double check before you leave!

While the development of electric powered vehicles continues to progress exponentially, it seems that we’ve been talking about hydrogen as a fuel source for vehicles for a very long time without seeing an awful lot of actual products becoming available.

Hydrogen (H2) powered cars from the likes of Toyota and Hyundai can be purchased in certain markets, while a number of truck manufacturers are continuing to test heavy goods vehicles using H2. Overall though, the pace of development can be described as gradual, with few manufacturers yet to

bring viable products to market. A lack of speed is certainly not an accusation you could throw at HYVIA though. The joint venture company between Renault Group and Plug Power, a US company engaged in the development of hydrogen fuel cell systems, was created in June 2021 to develop hydrogen solutions for the light commercial vehicle market, and already it is offering its first product - a fuel cell powered Renault Master van - for sale in selected markets. Furthermore, chassis cab and passenger variants will also go on sale before the end of the year. The Master Van H2-Tech can be ordered in France and The Netherlands, with sales in other markets including Germany, Belgium, Portugal and the Nordic countries set to commence shortly.

It should be noted that for now at least, this technology doesn’t come cheap. While actual prices have not been disclosed, HYVIA indicated that a Master H2-Tech would be approximately twice as expensive as a Master E-Tech EV… and of course EVs are already significantly more expensive than

First Drive: HYVIA Master H2-Tech

* Joint-venture hydrogen powered van driven in Rotterdam

their diesel counterparts.

That will change once volumes start to increase, says David Holderbach, CEO of HYVIA. He pointed to economies of scale once production ramps up. While HYVIA currently produces around 1,000 vehicles a year, the company has the capacity to produce many times that number at its plant in Flins in Ile-deFrance. The company recently installed its first electrolyzer at the facility. With a power of 1 MW, the electrolyzer will produce 400 kg of green hydrogen per day and will be used to test more than 1,000 fuel cells per year.

HYVIA mASTER VAN H2-T ECH

At the World Hydrogen Summit held in Rotterdam, Fleet Transport got an opportunity to get up close with the Master Van H2-Tech, including a test drive of one of the few commercially available hydrogen powered vans currently in existence.

The Master Van H2-Tech is developed from the electric version of Renault’s large panel van, the Master E-Tech. As fuel cells generate electricity, it needs to be combined with an electric motor and/ or a battery in order for that electricity to power the vehicle. HYVIA uses the 33 kWh battery offered on earlier Master Z.E.’s with a 57Kw electric motor, while the fuel cell itself has an output of 30kW.

Visually there isn’t a huge amount to identify the H2-Tech from more regular vehicles aside from a subtle badge at the

David Holderbach, HYVIA CEO

rear and compulsory decals identifying it as a hydrogen powered van. That and the fact that this van, although based on an L3H2 sized body, has a raised roof, giving it an extra 350mm in height.

The reason for that is that the fuel cell and four tanks each of 1.6 kg capacity for a total capacity of 6.4kg at 700 bar pressure are located on the roof. When the tanks are fully filled that equates to an extra 400kg weight on the roof.

To accommodate this, there is a strengthened frame structure, while Advanced Driver Assistance Systems (ADAS) such as ESP have been modified to factor in the increased roof load.

The passenger version will be launched with a similar layout whereas the chassis cab model will incorporate the H2 tanks and fuel cell into the chassis of the vehicle.

When the battery is fully charged it can provide the Master with a range of around 100km, but with the fuel cell providing additional boost, HYVIA says the Master Van H2-Tech can travel up to 400km before a refill of hydrogen and/or a battery recharge is needed.

David Holderbach explained to Fleet Transport that while electricity from the fuel cell can be directed either to the battery or the electric motor, the system works most efficiently by keeping the battery at a 70-80% charge. This way, if

the H2 does run out, the driver will have a back-up of electric power to ensure they can keep moving.

If most of us will remember our first experience of driving an electric car, van truck or bus, which is decidedly different to piloting an ICE vehicle, driving a fuel cell powered van such as the Master Van H2-Tech will be will be reassuringly normal for EV users. That’s because it’s the electric motor that powers the vehicle, with the fuel cell working away separately generating electricity to keep the battery charged.

Compared to the electric Master Z.E. the only difference in the cabin is the addition of a small screen beside

D RIVIN g THE mASTER VAN H2-T ECH

the A-Pillar which indicates the level of hydrogen available, and gives the option to switch to electric power by turning it off.

On the road it’s as silent and as smooth as the EV version of this van. Apparently it is possible to hear the fuel cell in operation, but its location on this vehicle at the back of the roof meant it was inaudible during our test drive. Otherwise performance is driven by the power of the electric motor which in the HYVIA’s case was more than sufficient to keep pace with urban Rotterdam traffic.

The World Hydrogen Summit - May 9-11, Rotterdam

We also pulled into one of those rare sights - a hydrogen filling station, to top up on fuel. Which really is where hydrogen comes into its own over electric power. Topping up was pretty much as simple as refilling petrol or diesel. The nozzle is located in the same place you would find in on regular Masters beside the left hand side door. You line the hose up with the nozzle where an infrared laser allows the two to connect, proffer your payment card to the machine, and a couple of minutes later you are good to go again.

R OLLIN g OUT THE mASTER H2-T ECH

The choice of France and The Netherlands as the initial markets where the hydrogen powered Master is being rolled out is driven to a significant extent by the commitment by Governments in those countries to invest in hydrogen infrastructure, as well as an enthusiasm by the brand’s importers to support these new technology vehicles. David Holderbach concluded that the company is keen to explore other markets, though at the moment Ireland isn’t on its radar. A key consideration is having dealers able and fully trained to service and maintain these specialist vehicles. In the Netherlands four dealers have been appointed, located in strategically selected cities.

At the World Hydrogen Summit, HYVIA announced the signing of its first order in the country with GP Groot, a major player in circularity and renewable energy.

Held at the Rotterdam Ahoy venue over three days, the World Hydrogen Summit was a major showcase for hydrogen technology. Doubling in size compared to the previous event, the Summit welcomed 11,500 industry professionals from over 100 countries heard from 220 speakers, while 350

exhibitors and 72 Sponsors showcased their innovative hydrogen tech, provided insight into the latest hydrogen developments, and availed of invaluable networking opportunities. The 2024 edition of the World Hydrogen Summit will take place once again in Rotterdam on May 13-15.

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

Additional photos: HYVIA and World Hydrogen Summit

TRANSPORT

www.fleet.ie

Engaging Connectivity

Title Sponsor

AWARDS 2024

Associate Sponsor

ENTRIES ARE NOW OPEN

Following the Covid-enforced absences in 2020 and 2021, the Fleet Transport Awards returned in some style last November, with a very successful event at the Johnstown Estate Hotel, Enfield, County Meath.

We are delighted to announce that the Fleet Transport Awards 2024 will be returning to the popular venue ideally located just a half hour outside Dublin on Thursday 9th November 2023.

Not only do the Awards celebrate best practice and recognise those who achieve excellence in their respective categories, the event is also widely recognised as an ideal networking opportunity for the transport industry.

The Fleet Transport Awards has been recognising and rewarding best practice in the Irish road transport industry for the last number of years. This year once again our event provides a positive platform to see the best in the industry honoured for their endeavours, while availing of an unequalled opportunity to network and liaise with colleagues and meet with the players and buyers of Ireland’s top companies.

The Fleet Transport Awards will take place at the Johnstown Estate Hotel, Enfield, County meath on Thursday 9th November 2023.

If you are a Road Transport Operator in Ireland, however big or small, you are eligible to enter the awards. The simplest

way to enter the awards is online – www. fleet.ie

For the past number of years the Fleet Transport Awards has received the support of the industry, not just from the leading operators in the country, but also from small relatively unknown firms, demonstrating that companies of all types and sizes are recognised and awarded. Whether you operate or manage a large, medium or small sized company your application will be welcomed. This is the only awards programme that is truly supported by the whole transport industry.

You may enter as many categories as you wish. A full description of each category is available on line – www.fleet. ie

HOW DO YOU ENTER?

There are 3 simple steps in the entire process to complete your submission.

STEP 1 - E NTER ONLINE

The easiest way to enter is online which takes approximately 5 minutes.

STEP 2 - S UB m ISSION

After receipt of your entry you will receive a short number of questions related to the category/categories which your company has entered. All information submitted as part of this process is handled in the strictest

confidence and is protected under the Data Protection Act.

STEP 3 - Im PORTANT DATES FOR YOUR DIARY

Once the Shortlist is announced, interviews will take place at the Johnstown Estate Hotel, Enfield, County Meath in September. They can be done in person or by Zoom.

9th November - Fleet Transport Awards & Networking Event, Johnstown Estate Hotel, Enfield, County meath.

W HAT CATE g ORY CAN m Y CO m PANY ENTER?

National Haulier of the Year

International Haulier of the Year

Own Account Transport Operator of the Year

Owner Driver Haulier of the Year

Regional Transport Operator of the Year

Van Fleet Award

Livery Award

Safety Practice Award

Innovation Award

Environment & Sustainability Award

Fleet/Transport Manager of the Year

Women in Transport Award

Excellence in Warehousing & Product Handling Award

Best On-Line Transport Company of the Year

Customer Service Excellence Award

Express/Home Delivery Service Provider Award

Technician of the Year

The vehicle logistics sector is facing interesting and challenging times currently and into the future was the message at ECG’s (the Association of European Vehicle Logistics) 28th General Assembly & Spring Congress held in Thessalonica, Greece. Economic inflation, increased interest rates, congestion at ports and the ongoing war in Ukraine are the main issues that are being dealt with presently, stated Wolfgang Göbel, President, ECG in his opening address at the two-day conference. The pan-European organisation has a 120 strong membership representation of the full vehicle logistics and distribution sector. He noted that on the bright side, the high shipping container rates have decreased, and lead times for the supply of semicon-

28th ECG General Assembly & Spring Conference

ductors have eased globally. Production and delivery of light vehicles is forecast to surpass last year’s sales figures, with Europe (17.4 million), North America (15.3 million) and China (26.8 million) all moving the sales growth graph upwards.

Wolfgang commented on the extraordinary times presently existing. “Despite crisis following crisis, activities and membership of our Association have had continued growth. We are working hard on the goals of our Roadmap and now, almost mid-way into another year, we look forward to reporting and discussing these developments as well as outlining our essential synergies strategies for the future. This is true to say that we have never been so busy as we are today with all that is going on. Perhaps unsurprising given that these are some of the most challenging times, we have everything in our business.

During the general assembly meeting, reports from board members on the ECG working groups and regional

meetings updated attendees on the state of play and current issues, covering such topics as telematics in vehicles, connected vehicles and autonomy in the industry.

Namrita Chow, ECG Business Intelligence officer, emphasised the importance of integrating telematics in all modes of vehicle transport - trucks, rail, shipping, as well as in the cars and vans being carried to increase efficiency and security. Big brand groups, such as BMW and Volkswagen have already signed up, with the Renault / Nissan / Mitsubishi Alliance planning to joining the fray.

Standardisation in vehicle identification has been defined with the new VIN labels located on the rear left side of the car containing 17 RFID digits. They now include fuel or energy type descriptive codes. The Volvo Group was the first manufacturer to implement these this year.

With the rapid emergence of digital vehicle handovers, a set of rules and regulations have been drawn up, using a conformity system to recognise and flag any damages, and how to overcome the non-person recipient vehicle drop, bearing in mind factors such as weather conditions, which lead to dusty, snowy, and wet surfaces.

Wolfgang Göbel

Namrita Chow

Then there is the advent of dealer agents replacing dealerships of old, where the new car will be handed over to the customer in a car park. So, the vast sums spent constructing glorious glasshouse type showrooms, are in some cases, to be replaced by a garden shed in the corner of a parking lot.

Vehicle logistics providers will have to adjust their delivery methods accordingly Notably, the onus and responsibility for delivering a fully prepared vehicle will remain with the vehicle manufacturer rather than the second party before then - the dealer. This development will lead to further congestion at ports and adjacent compounds as these new agencies will not have the capacity to store on site.

Matts Eriksson from the Sustainability Working Group outlined objectives to establish the carbon footprint of full vehicle logistics, by creating guidelines to calculate CO2 emissions as an industry tailored addition to the new ISO 14083 quality standards. All stakeholders are involved - inbound and outbound; manufacturers, shippers, compounds, logistics operators etc. Working groups consisting of all these players will support the endeavour, together with an external consultancy to collate the data and findings.

The new European Union legislation on Weights & Measures needs to include a standard load length for car transporters of at least 20.75m, according to Antoine Redier, which he said, results in CO2 savings and other benefits. National authorities are to be lobbied on this matter.

An active year was reported by Szilui Kiss from the Quality Working Group, who said that its main focus has been on dealing with issues such as alternative fuel vehicles, cars carried in containers, parking requirements and defining standards for used cars (crossing borders).

Fuhljahn, representing the Maritime & Ports Working Group, citing congestion, much-needed improved facilities for drivers at terminals and the need for carbon footprint calculations are items on the group’s agenda.

Closer to home from Mark Hindley, BCA reported on the state of the nation in the UK. He highlighted that the overall market place is buoyant, with sales up from 2022, boosted by new Chinese entrants, such as SAIC (Maxus & MG) ORA and BYD. “While BEV registrations are up 25%, sales are slowing as there remains uncertainty about residual values in this segment. The fleet sector, however, is up 39% on last year’s numbers.” Although representing both the UK and Ireland, there was were no mention of progress in the Irish marketplace in his speech. Through her main role as head of communications and events, Panagioda Sdoukou detailed the advancement of the ECG Academy and its five modules contained within its well-established Certificate in Automotive Logistics Management Course. Among the 16 graduates was Michael O’Connor (pictured), Financial Controller at Euromed Logistics Limited., a Grimaldi company based in County Cork, which carries 60,000 vehicles per year.

Bjorn Svenningsen, ECG VicePresident remains concerned about health and safety issues surrounding whole full vehicle logistics. He wants to see approved incident reporting “to ensure no recurrences” and while the reported incident rate of 155 for 2020 was reduced to 61 last year, these figures are still too high. “Safer loading and unloading at docks, yards and dealers are required” he said, making reference to the ECG Guidelines on Safe Loading.

Ongoing issues pertaining to the industry were repeated by Oliver

The second day saw attendees welcomed to the Spring Congress, where a number of speakers covered a variety of related topics in greater detail than the previous day’s proceedings. Before these, Wolfgang Kobel, ECG President raised the flag that German Maut Toll rates are to double for road transport operators. He also warned operators to expect more CO2 tax on diesel and called for reduced excise duty on alternative fuels, such as HVO and R33 premium diesel (26% HVO). Mentioning autonomous vehicles, Wolfgang stated that “technology will not solve everything”, underlining that for ECG Group operators, driverless trucks will not be the solution to the increasing labour shortage. “As vehicle transportation is a specialist operation in logistics, the need to reduce empty running must be tackled,” he said.

Justin Cox, Director, Global Production, LMC Automotive painted a multi-coloured picture, with shades of grey and some golden sunshine mixed with cloud formations. “With inflation taking its time to reduce and interest rates to remain high, this, allied to a

Bjorn Svenningsen

predicted recession in the USA towards the latter half of the year, doesn’t auger well for economic growth,” he said.

Then there is the gap between demand and supply but Justin forecasts that full year sales will exceed over 8 million units on 2022 figures (of 81m). “However,” he added, “If a slowdown occurs, demand pressures lessen.

On the blue skies plus side, the possible returns within the associated logistics sector have improved, with lower operating fuel and shipping costs, and an improvement in the supply of semiconductors. “As a result, vehicle production globally is up 5% year-onyear.” He highlighted the firm’s OEM Medium Term Score Card, detailing Light

Vehicle Production by key automotive groups. Based on 2019 sales figures, he noted that Toyota, Suzuki, SAIC, Tesla and Geely are the only auto corporations that have already matched their output from then, while Toyota and BMW will make it later this year, it will be 2025 before Hyundai/Kia and Stellantis can meet that target. Volkswagen, Renault Alliance and Ford do not feature in these forecasts. Ford is to reduce its workforce by 25% in Europe with the closure of one of its main factories.

With the future of the car industry being battery electric in the main, some countries are not fully committed, lagging behind in infrastructure investment and additional incentives to get their emission free market off

the ground. Manufacturers need to up the ante too as Justin stated, noting that there are 12 plants across Europe without BEV programs, which have an aggregate capacity of over 2.5m units. “This will have to change as by 2035, 50% of global sales will be BEV, while the remainder will be 75% hybrid and 25% internal combustion. In the coming years, European volumes will get closer to China, driven by policy and [the region is] expected to outsell China by 2033,” he concluded.

Get ready for an implosion of new Chinese makes and models was the advice from Namrita Chow, ECG Business Intelligence. She certainly raised attendees’ eyebrows with her report on Finished Vehicle Exports from China. During Q1 2023, China exported 994,000 units of cars and commercials worldwide, more than matching the full year total from the state during 2020. (Full year exports for 2021 were 2.015m with 3.092m exported last year). “Monthly export volumes currently exceed 364,000 units,” she emphasised. Within the Q1 2023 numbers were 237,000 buses and 178,000 commercials.

Interestingly in view of current happenings, Russia is the biggest importer of Chinese vehicles, replacing the European brands that had to leave this major market due to the onslaught of the Ukraine invasion. An indication of the scale of the Chinese automotive industry is that 100 car brands are entering the Russian market this year, with many of these yet unheard of brands making their way across European borders soon.

Namrita highlighted some new models including the Omoda 5 compact SUV from Chery and new start-up NEZHA (META) V BEV with 39kWh/95hp, set for South East Asia initially, while Scandinavia is the first audience for Voyah, another new-be electric SUV. China is also, in fact, the main supplier of cars to Mexico, with SAIC (MAXUS/MG) and Chery the main players to date. The latter is planning to have its own factory there by 2026.

In other China export news a major development is the growing number of international OEMs that use China as a production base to channel through to home, current and developing markets. Ford, Honda, Volkswagen, Tesla and BMW

were among those highlighted. Tesla and Volkswagen Group BEV models combined currently account for 43% of the total European electric market but the Chinese are catching up fast in a market that saw total BEV car registrations grow by 32% year-on-year. As seen presently, the value, build quality and pricing of the Chinese passenger cars are the main KPIs, which together with a broad product mix, are attracting a wide customer base. The writing is on the wall for yet another Asian ascension into the European marketplace. It’s happening for the third time, but at a much faster rate than when the Japanese and Koreans began making their mark to become household names in the industry and community.

An outline of the role of forecasting in rebuilding European Finished Vehicle Logistic Networks was presented by Ben Walker, Associated Director, ICDP Forecasting Methodology. This began in 2019, but following the turnaround and changes in the world, with the pandemic, component shortages, and Ukrainian war, a revised version (2) of the ECG Standard Document is due to be issued. It follows consultation with the main stakeholders - OEMs and logistic suppliers, using modelling tools based on latest information verified from production and sales. “Best OEMs offered daily and hourly production data, updated every four hours, [but this] collapsed during Covid and has not recovered,” he said.

ECG Academy graduates Matthias Riveiro and Niklas Dilger, both now with PwC, created a working document

entitled the FVL Cost Index - Q4 2022 update. Their independently developed index provides indications for transport mode specific cost developers into the European FVL industry, covering road, sea, rail and compounds. Eight countries were selected for the research and findings.

Relating to road transport, an 28.7% increase in overall costs were noted from January 2019 to December 2022, while the average price of fuel went up by 35.6% across the EU.

Then there are the ongoing driver shortages and elevated labour costs, up 33.8%. Exceptional figures were produced from sea logistics, with costs up by 136.4%. Rail freight was less affected with an overall cost increase reaching 21.7% from the same period, due to TAC – track access costsdecreasing in some countries. On the negative side, labour costs rose by 11%. FVL compound costs in the index amplified by 18.3%.

An EU policy update - Fit for 55 (Transport) was delivered by Dr Louise de Tremerie, Transport Policy Advisor, Office of K. Van Brempt MEP, with the number 55 relating to a projected 55% green house gas emission reduction in transport by 2030, and 90% by 2050. “A number of policy instruments are being deployed such as carbon pricing, CO2 standards for cars and vans, with infrastructure mandates, close to adoption, which covers electric, hydrogen, natural gas (renewable),” she said.

A team from the ECG Academy Innovation Hub E-Mission team were involved in calculating every gram of CO2 in the delivery of a finished vehicle by a truck and trailer transporter, all made through an online calculator and also taking in the movement of the vehicle from the factory gate to the ferry.

‘One industry – One standard’ was the theme of a project Andreea Serbu, Senior Manager, External Affairs, worked on with ECG colleagues. The key objective was to establish a cross-industry partnership to create the first standard methodology for automotive supply chain emission calculation and reporting, based on the upcoming ISO 14083 standards. The project document will be issued this year.

From the panel discussion and following press conference, one of the main concerns in the sector is congestion at ports. During Covid, port authorities reduced parking spaces and allocations and logistics providers downsized their specialist delivery fleets. Both parties were slow in returning to previous provision levels when the turnaround came, which happened more quickly than expected. In addition, the shipping sector bears proportional blame too, failing to upgrade vessels with larger capacity, with more frequency of sailings, to carry the additional numbers being imported. Ports are also suffering from labour shortages as there are not enough staff. Same story for the hauliers, which is a serious issue mentioned by Wolfgang, stating that according to IRU figures, there are 600,000 drivers needed presently and within three years, that demand could reach 2 million. Rail capacity has peaked, so no more room for cars on wagons.

Plenty of food for thought there, issues that need attention, and no doubt will on the agenda at the next gathering, the ECG Conference in Copenhagen, Denmark on 12/13 October.

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

Michael O’Connell, Euromed

Commercial Vehicle Show 2023 – Part II

Continuing with our report and pictures from the NEC, Birmingham

C AMOS UK UNDER THE WATCHFUL E yE!

Camos UK supplies a range of camera systems for commercial vehicles. While the Camos camera can be fitted as a stand-alone product for one vehicle, it can also be programmed to the speed the operator wishes. New from the company is the 3600 camera, giving a top-down view around the truck or bus. Trailer Vision in Ardee, County Louth is the Irish agent for Camos.

PARK S AFE AUTO m OTIVE

Park Safe Automotive offers various equipment to improve the safety of vulnerable people in and around commercial vehicles. One product that can save both bus and truck operators lots of headache is its bridge detection system. In the UK alone there are over 1,500 bridge strikes annually, while in Ireland the figure is around 100. Generally, the road vehicle comes off second best when a bridge is struck, so for relatively small investment the risk can be eliminated.

and mobile equipment. We specialise in bringing efficiency, productivity, stock and cost control for additional revenue to our customers,” stated Chris Jones, MD., Sortimo International.

Fischer Panda provides a range of battery and solar systems for the health-care sector and other utility vehicles operating in remote areas. The Dorset based firm is currently in the process of delivering 45 new commercial vehicles to the National Health Service (NHS) and expects the order to lead to a more substantial numbers in due course.

LOCK4VANS OFFERS ‘gO -TO ’ SECURITY SOLUTIONS

When it comes to added vehicle security, LOCK4VANs is the company to go to. It revealed the most current vehicle attack methods, along with a guide to a host of ‘go-to’ security solutions for 2023. “We showcased our whole locking and shielding product range across three vehicles, with a ‘behind the scenes’ look at how we test our award-winning solutions. In addition, we launched our new initiative with the AA,” explained Sue Akam.

Rhino Products is a leading European commercial vehicle accessories manufacturer. Adding to its extensive product range, Rhino Products introduced its first internal racking product, MR4, which forms part of Rhino’s latest series of new product releases, including two new roof bars, an aluminium roof rack and a redesigned rear towing step.

A LWAYS RACKED RI g HT WITH S ORTI m O!

Sortimo is Europe’s largest vehicle convertor, manufacturer and installer of racking systems and much more. “Using a smart blend of materials we produce equipment to be light, durable, sustainable and cost effective. We have product ranges for all tradespeople incorporating racking, roof racks, livery

TVL Security installs and designs safety systems for vehicles. With more than 80 years’ experience in keeping vans safe and secure, TVL Security provides an end-to-end service including design, fabrication, finishing, fitting and finally instruction. Systems can be installed as a factory fit or as an aftermarket product. Ford with its Transit is one of the OEMs contracted.

VB-Airsuspension is Europe’s leading manufacturer of suspension systems for LCVs. Its solutions are available for most major model types, and include VB-FullAir, VB-SemiAir, VB-CoilSpring and VB-SpecialPart kits. All products are rigorously tested and include approvals where available. Kits are supplied direct to OEM’s and the aftermarket through a network of VB-Accredited Converters, Bodybuilders, Dealers & Subsidiaries are located across the UK, Ireland and Internationally.

F ISCHER PANDA UK IN SERVICE

R HINO E x TENDS RAN g E

TVL S ECURITY

I N CO m FORT WITH VB-A IRSUSPENSION

Text & Photos: Jarlath Sweeney & Sean Murtagh

ELECTRIC LIGHT GOODS VEHICLE HIRE SOLUTIONS

MAXUS E-DELIVER 3 Vehicle Spec

• Bluetooth

• Cruise Control

• Air Conditioning

• MP3 Player

• Daytime running lights

• Multi Function Steering Wheel

• Compatible with both Android Auto and Apple Car Play Driver & Passenger Airbags, ABS, BAS, ESP, EBD Reverse Parking Sensors

• Heated Seats

• Range : Up to 240 KM’s

• Charge Time: AC 8 hrs - DC 45 mins Dimensions LxWxH: 4555 x 1780 x 1895mm

Battery Capacity: 52.5 kWh

• Energy Consumption: 23.63 kWh/ 100 KM Payload: 905 KGs

• Wheelbase: 2910mm

With almost a quarter of a million units produced at Tramagal, Portugal, the F USO Canter is deemed to be the most successful light duty truck in the Daimler Truck AG portfolio. Another chapter of the sixty year old plant, 143 km north of Lisbon, has just been written as the next generation zero-emission eCanter has entered production there.

With this extended series, the eCanter has become more mainstream, aiming to gain increased market share through a broader customer base. While the refreshed eCanter model may look identical to its diesel counterpart, there is a lot more to meet the eye, especially underneath the cab-over chassis.

Since the launch of the eCanter in 2017, FUSO, considered a pioneer and frontrunner in electric trucks, has been working consistently to implement sustainable transport solutions. There are now over 550 FUSO eCanters in customer operation in Europe, Japan and the United States, as well as in Australia and New Zealand. The total distance covered by the global eCanter fleet in all-electric mode is now around eight million kilometresequivalent to about 200 circumnavigations of the globe.

FUSO ELECTRIC CANTER TImELINE

2006: First EcoHybrid Start of Production (SoP)

2010: F USO presents Canter E-Cell

2014: E-Cell passes fleet test in Europe

2016: Prototype of eCanter debuts at IAA CV

2017: Global launch of eCanter, enters production in Portugal

2018: eCanter operating successfully in UK, Germany, Portugal & Netherlands

2021: Over 4.5m emission-free kms covered by eCanter clients

New Generation F USO eCanterMaking ‘e’ Work!

2022: Launch of Next Generation eCanter in Japan & Germany

2023: 8 million kilometres successfully covered by eCanter customers

: Start of production of Next Generation eCanter

D ETAILS OF N EW gENERATION FUSO E C ANTER IN BRIEF

n 38 from 42 variants available in Irish market

n 4 out of 5 weight class options

n Two cab sizes: Standard (1.7m wide) & Comfort (2.0m)

n 6 wheelbases - between 2,500 and 4,750 millimetres

n Powered by a 110 kW (4.25 t variants) or 129 kW (7.49 & 8.55 t) electric motor and 430 Nm of torque; Maximum speed is 89 km/h (electronically limited).

n 1-3 battery pack offerings - S, M & L, using lithium iron phosphate (LFP) cell technology,

n S variant - 41 kWh capacity - 70 kilometre range distance

n M type - 83 kWh - 140 kilometers

n L version - 124 kWh - 200 kms, twice as much range distance than previous.

n Battery Charging options: AC - Max 22 kW 4.6 hrs. DCMax 104 kW 25-40 mins - 20-80%

n 8.55 tonne version offers payload of up to 4,600 kg.

n With box body can accommodate 15 Europallets

n Provisions for mechanical PTO installed

n Battery packs and electric motor well protected from water ingress

n A selection of ready to operate bodywork from Scattollini ex-factory

n Fleet management, Connectivity and telematics packages provided

n No Crew cab versions or 4-wheel-drive option on eCanter. No towing.

n Warranty: Battery – 6 years, 200,000km; Powertrain –5 years/100,000km

n Target market: Urban logistics, municipal, utilities, local authorities

Fleet Transport had the opportunity to experience the new eCanter range first hand during a factory tour and an exclusive driving event on the Autódromo do Estoril and the surrounding public roads. Fair to say that the new eCanter is twice as good as the previous model in every way, not just by the doubling of the battery range distance! From the models driven, the driveline is swish and smooth. Regeneration through deceleration from four different strength modes (from B0 – B3) was proven to be effective, saving energy en route. One pedal driving soon became the norm. No body roll was felt, despite being unladen, mainly thanks to the battery packs’ weight and their low level of

gravity. With the suspended seat, driving comfort is enhanced and the position behind the new multi-functional steering-wheel is good. The turning circle is impressive at less than 9.8m. The electronic parking brake now fitted, increases efficiency and reduces wear and tear, although hill-hold would be an added advantage as the unit creeps along on ascents and descents. With windshield, seat and steering wheel heating, getting into a cold working environment straight away is less fearful.

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

Daimler Truck subsidiary FUSO is celebrating the start of production of the all-electric light truck in Europe. A special event at the Mitsubishi FUSO Europe (MFTE) production plant in Tramagal, Portugal, celebrated the occasion of the first Next Generation eCanter to be made in Europe running off the assembly line.

At the event, Karl Deppen, CEO Daimler Truck Asia and Arne Barden, CEO MFTE, announced another impressive milestone for the Tramagal plant, with the 250,000 FUSO Canter produced on site. Arne Barden commented: “The MFTE team is proud to build the iconic FUSO Canter here at Tramagal meanwhile in its fifth generation! Thank you to the highly dedicated team who managed the ramp-up of the Next Generation eCanter with flying colours!” The MFTE plant in Tramagal has produced the FUSO Canter since 1980.

In Brief: Tramagal’s history and the generations of light duty trucks it has produced

1964: Berliet & Military trucks - 5000 units produced

1980: Canter FE1/L200/L300/Pajero

1996: Canter only – for EU/Morocco/Iran/ Turkey/USA

: 67,000 units produced between 1980-1996

2014: E-Cell Canter produced

2017: E-Canter produced

Total production to date: 246,639 units

n Site size: 160,000 sq.m

n Total covered area: 40,596 sq.m

Production of new FUSO eCanter begins at Mitsubishi Fuso Truck Europe plant in Tramagal, Portugal

n 544 employees (1 shift)

n Average 60 units produced each day, built to order

n 46 container loads of parts and components received daily

n 14 workshop stations along the assembly line

n Adjacent warehouse stocks 4,500 parts and components

n Extensive pre-production training on EV systems provided for all employees

n Up to 20% female employees working in the factory

Main roles at plant: Engineering, ordering, production management, logistics

Distribution channel: Daimler Trucks/ Mitsubishi Fuso/Independent distributors. 55%by vessel, 45% by truck. Sales 2022 - 10,890 units

Main markets:

1 France 28%

2 Italy 26%

3 Germany 25.5%

4 Morocco 20.6%

5 Spain 19.5%

6 Portugal 15.3%

7 UK 12.1%

8 Poland 8.5%

9 Ireland 3.9%

10 Belgium 3.5%

P RODUCTION PROCESS

Cabs: supplied in sections; requires assembly, welding, trimming, painting

Chassis: Frame

supplied, assembly, battery sub-assembly, e-axle module, axle and transmission fitted, wiring etc.

Stringent quality controls on line and at end of production

“Made in Europe” for the FUSO Next Generation eCanter does not only refer to the vehicle assembly in Tramagal: more than 50 percent of the electric truck’s components come from over 90 different European suppliers.

N ET Z ERO/C ARBON N EUTRAL PRO g RA m S

This carbon footprint mission began in 2012 with energy reduction processes on the factory floor. Further carbon footprint reduction improvements from 2.3% to 21% were achieved with new chassis painting and facility ventilation system, and compressor replacements. From 2020-2022 carbon neutrality was reached through the above measures, improving from 71% to 100% through

Arne Barden, CEO MFTE; Karl Deppen, CEO Daimler Truck Asia; António Costa, prime minister

implementing the use of electric vehicles on site and using green electricity.

1,200 solar panels on the hall roofs produce up to 350 megawatts of electricity per year. Future targets are to produce up to 600 megawatts of electricity. In addition, the plant is also testing technologies for the local production of green hydrogen.

Reducing water consumption is another measure in the field of sustainability that the site is focusing on. Its own new water treatment plant already treats more than 60 percent of processed water and returns it to the production cycle. At the same time, an optimised rainwater collection system is in the works for more sustainable irrigation of the green areas. In line with the production of the all-electric FUSO eCanter, FUSO Europe has also been successively converting its entire internal logistics and warehouse fleet to locally emission-free, electric vehicles since last year.

Net Zero will require introducing renewable gas to meet energy needs, plus other waste management elements to work on until 2040.

Reclaim your energy.

Engaging Connectivity

NATIONAL HAULIER OF THE YEAR

This category is open to operators that transport goods within Ireland and are registered in the Irish Republic. Entrants must operate some of their own vehicles in the fleet used and will be judged on particular projects completed with measurable outcomes.

INTERNATIONAL HAULIER OF THE YEAR

Open to Irish registered hauliers that transport goods internationally. Companies must operate their own vehicles. Entrants should include contracts undertaken. If there are depots or alliance partners formed overseas, please mention this, and detail measures taken in terms of driver and load security when abroad.

OWN ACCOUNT TRANSPORT OPERATOR OF THE YEAR

Entrants must operate their own fleet of vehicles to distribute their own goods. Companies can demonstrate the cost effectiveness of not outsourcing their transport and some of the advantages of running own vehicles. Describe the Transport Manager’s role and the type of storage used.

OWNER DRIVER HAULIER OF THE YEAR

Operators of own vehicle(s) as an owner-driver are eligible to enter this category. Ideally an entrant in this category should spend a significant amount of time driving, more importantly they should demonstrate how as a driver they can contribute to the success of the business and the advantages it brings, along with the challenges it presents.

REgIONAL TRANSPORT OPERATOR OF THE YEAR

This category is open to operators whose main operation is focused on a specific region of Ireland, running a dedicated fleet of vehicles for local distribution. Members of pallet networks are well positioned to enter this category.

FLEET/TRANSPORT mANAgER OF THE YEAR

Overseeing the efficient and safe operation of a fleet of trucks and their drivers are what the judges are looking for here. This person must demonstrate the highest levels of ability, CPD (Continuous Professional Development), methods of reducing costs as well as knowledge of IT systems. An entrant should outline how they work within the overall management of the company in terms of involvement in a management team, particularly the challenges it presents.

VAN

FLEET AWARD

This award sets out to recognise companies which operate a number of light commercial vehicles and consistently demonstrate best practice in their operation. It is often more challenging to operate small vehicles than large ones, so entrants should outline how your company faced these challenges.

LIVERY OF THE YEAR AWARD

TBC

Livery, while can be described as mobile advertising is something that is very personal to a transport company or owner driver. What has inspired your logo design and colour scheme and how it has been adapted over time in practical times will be taken into account. Has the identity been incor-

porated it into other aspects of the business, ie., staff uniforms, letter heads, signatures etc.

SAFETY PRACTICE AWARD

Safety experts often advise that good safety practice is not expensive compared to the consequences of an accident. How good is the safety practice within the organisation? How often is the Safety Plan updated? What training courses have been conducted?

WOmEN IN TRANSPORT AWARD TBC

This category is designed to recognize women working in all areas of the transport and haulage industry. If you have achieved success in your area of expertise in the road transport industry, the judges will welcome an entry from you, whatever your position. This category aims to recognise women who are positive role models in the industry to encourage more women to see the haulage industry as a worthwhile career. The judges will look for CPD (Continued Professional Development) innovation, enthusiasm and dedication in what is often perceived as an unattractive industry by women.

INNOVATION AWARD

Innovative ideas can often make the difference between a company succeeding or failing. The concept does not have to be your own invention, but applicants should have implemented an innovative idea to improve efficiency, safety and well-being in the organisation.

ENVIRONmENT & SUSTAINABILITY AWARD

Road transport operators should demonstrate how they have created efficiencies that improve their environmental impact and how they assess these efficiencies on an ongoing basis. For this category please provide environmental statements as to how your company meets operational planning, routing, and cutting down on empty running. Demonstrate how telematics play an important role in achieving this overall goal. Explain how the data is downloaded, assessed and addressed. How is the driver performance rated, how reliable is the truck/van fleet? What is the age profile of the fleet. Mention how vehicles are purchased and if alternative fuels are used. Detail how energy usage is reduced and recycling methods undertaken.

ExPRESS/HOmE DELIVERY SERVICE PROVIDER OF THE YEAR

This new award is created to acknowledge the growing number of express or home delivery specialists, whether in the door to door and/ or business sectors. Successful applicants will be those who can demonstrate high standards of operational customer service and going the extra mile when needed. Applicants must provide examples of compliance including safe and best practice in vehicle maintenance and driver competence and behaviour. Applicants should demonstrate how the business is reducing its carbon footprint though fuel efficiency and general energy savings around the warehouse or depot. They should also provide an indication about how the business routine makes it easy for customers receiving deliveries, remembering recipients may not always be at home, have limited computer skills, and may be nervous about strangers coming to their front door. Please state whether the operation is fully run by the company and/or with sub-contractor(s). Subcontractors can also apply.

ExCELLENCE IN WAREHOUSINg & PRODUCT HANDLINg

Warehousing and storage is a business that many transport companies expand into. It is a way to win extra business and often a way to improve the efficiency of your own vehicles. Entrants should focus on project that show how the synergies between a transport company and its own warehousing operation have improved their overall efficiency.

CUSTOmER SERVICE ExCELLENCE AWARD

The ‘Customer Service Excellence’ award recognises specific accomplishments in customer service, whether they are achievements by an individual, a team, or a department. The judges will look for evidence of the effort and impact of excellent customer service on the customer and business. Training and demonstrable commitment of the company to customer service will be an added bonus in this category. Customer testimonies will also be of benefit.

TECHNICAN OF THE YEAR

Entrants in this category must have completed an apprenticeship and have a minimum of one year’s experience. They should also demonstrate how they keep their skills up to date and how they communicate with the operational staff issues that need to be brought to driver’s attention

TRANSPORT

www.fleet.ie

Engaging Connectivity

AWARDS 2024

T HE LEADIN g AWARDS P RO g RA mm E FOR THE I RISH R OAD T RANSPORT AND H AULAg E I NDUSTRY

T HE LEADIN g AWARDS P RO g RA mm E FOR THE I RISH R OAD T RANSPORT AND H AULAg E I NDUSTRY

J OHNSTOWN E STATE H OTEL , E NFIELD , C O . mEATH T HURSDAY 9 TH N OVE m BER 2023

BOOK YOUR TABLE NOW

Business associates, clients, partners and friends are all welcome to attend the Fleet Transport Awards and Gala Dinner, which will take place on Thursday 9th November 2023 at the Johnstown Estate Hotel, Enfield, County Meath.

A TABLE OF 10 IS €1350 + VAT

Price includes pre-drinks, 4 course dinner, wine and Awards presentation

A SIN g LE TICKET IS €145 + VAT

Price includes pre-drinks, 4 course dinner, wine and Awards presentation

Please reserve Seats €145 + vat or Table(s) of 10 @ €1350 + vat at the F LEET T RANSPORT AWARDS in the Johnstown Estate Hotel, Enfield, County meath on Thursday 9th November 2023 commencing at 6.30 p.m.

Name of Company: ______________________________________________________________

Invoice Address: ________________________________________________________________ _______________________________________________________________________________

Contact: ________________________________ Tel: ________________________________

Email: _________________________________________________________________________

Dress Code: gentlemen – Lounge Suit. Ladies – Cocktail Dress

This Booking Form can be posted to Fleet Transport Awards, D’Alton Street, Claremorris, County Mayo F12E7P2

To book your place now at the Fleet Transport Awards contact Orla: +353 86 2439239 / orla@fleet.ie / Anne Marie: +353 86 1451330 / awards@fleet.ie / Mary: +353 87 2178495 / mary@fleet.ie

The Renault Trucks T is a multi-award winning heavy-duty truck that since its introduction to Ireland has gone from strength to strength. It has broken new ground with operators who heretofore would not have seriously considered the brand. Equally, the exceptional living space and quiet easy drivability have found favour with drivers. All of this has gone to make the truck an unquestionable success.

Another important aspect of that success is that Renault Trucks has not shied away from a strong programme of continuous vehicle development. Across all of its models and especially with T, Renault Trucks has updated and improved the offering to operators and drivers, ensuring the truck remains relevant and highly competitive. That’s competitive both with initial pricing and with a low total cost of ownership over the whole life of the vehicle.

Now with the latest update, Renault Trucks brings the DE 13(litre) powered T range with Turbo Compounding. So how does it drive, and what difference does it make?

Turbo Compounding is by no means new. The technology dates back a few decades, appearing on standard road trucks in the 1980s. Over that period it never really gained in popularity or acceptance and was discontinued after a relatively short time and returned to the shelf. Move on a few years and with advances in technology the idea was brought down from the shelf, dusted off, and updated. The system has reappeared in the last few years, and now Renault Trucks has applied it to their DTI 13 - now renamed DE 13 T/C.

The first thing to say regarding this twin truck test is that the T High is a striking truck, and with the added

Renault T High Turbo Compound (Twin-Test)

enhancements few could argue that both units looked exceptional. Although the T High is a big block it is an easy truck to work with. Access to the high-mounted cab is first class, and an enhanced seating position in the heated and ventilated seats is even easier to achieve now, thanks to the much-improved steering column adjustment. Though the fit and finish of the interior is highly practical, it remains warm and comfortable. The driver is well catered for with more than sufficient well-designed storage both inside and outside the truck. While the test units benefited from several extras, for example TV, fridge, and microwave, these all fitted neatly in the cab - again it is the simple ideas well executed that make the difference.

Another example is the top bunk which, when lowered into the sleeping position, can be split and adjusted to raise one-third of the bunk at a right angle to create a wall which stops items falling from the bunk while driving. This is achieved without the usual nets which are often simply a nuisance. Other features include a lockable overhead box, a high-quality range of interior lighting controls, and importantly, a night-lock door securing system - which should be standard fitting on all trucks today. A small rubbish bin and a drinks bottle holder fit onto the main pull-out handle for the under bunk fridge, and there is an array of power points both 12/24V with either USB or plug-in options. In addition, most driver comfort functions can be operated remotely using the bunk-mounted control unit.

All other actions and controls used

to operate the truck work best with the gentlest of touches, after all in most cases drivers are only activating electrical switches - the Parking Brake being one example. One finger will bring the brake on, with no action needed to release it when moving off. The Parking Brake on this T High also features the latest safety system from Renault Trucks - an ‘Anti-Roll Brake.’ This device has been needed for many years and hopefully will solve the problem of drivers forgetting to apply the handbrake before exiting the cab. All drivers have at some point managed to do this, and if some are luckier than

others and get away with it, unfortunately the unlucky incidents have led to costly damage, severe injuries, and tragically some fatalities

The chosen test route departed from the Setanta Vehicles headquarters in Ballycoolin, North Dublin out onto the N2 heading north towards Slane, Ardee, and then across to the M1 and Dundalk. Both trucks are exceptionally comfortable, stable and provide good feedback from the road. Braking from the service brakes was well-balanced and powerful, and with Renault Truck’s

‘Two T’s please with extra T/C’

Optibrake delivering 430 kW (585 hp) of retardation bringing the trucks to a halt was effortless. For some drivers, it may take a little time to get used to the T High’s apparent softer ride than some other brands, especially on the smaller national roads. Although we must here mention that these tractor-units were hitched to two quality trailers with the 4x2 version pulling a new tri-axle Krone fridge with a Hydraroll rolling floor, and the 6x2 hitched to a new Kraker Trailers tri-axle walking floor unit.

Apart from a slight turbo whistle both trucks were noticeably quiet, this

no doubt enhanced by the rear-mounted timing gears. The Optidriver 12-speed transmission appears to have received a software update to match the slightly different characteristics of the Turbo Compound engine, and gear selection was noticeably smoother and more precise.

However, Renault’s DE 13 TC is more than a few new badges and decals applied to the T High. What Turbo Compounding brings to the trucks is improved efficiency. By using an additional turbo to increase the volume of air in the combustion chamber, the outcome is better fuel scavenging resulting in a more complete burning of the same amount of fuel injected into the cylinder. Along with the Turbo Compounding the DE13 also benefits from new injectors, redesigned pistons, and other smaller reworking of the oil pump, power steering, air compressor and crankcase - when all combined these help to reduce parasitic loss. In addition, the extra turbo helps to reduce the lag that can occur with one turbo. This in turn allows a greater amount of torque to be

/ (3800 mm)

delivered quicker and at lower engine speeds. At speeds of 90 km/h, the trucks ran with engine speeds of 1,120 and 1,148 rpm respectively.

When all of the above are added to the enhanced aerodynamics, and combined with Renault’s Eco Roll and the Renault Trucks map-based Optivision predictive cruise control system, it should help to deliver the fuel consumption Renault is promising, which is up to 10% improvement. In today’s world, a 10% reduction in fuel consumption is more than significant for all transport operators.

Renault Trucks T High DE 13 T/C is an enjoyable truck to drive. The driver is well catered for, and now Renault Trucks is promising a significant improvement in efficiency for the operator. If it delivers on that promise there is little doubt that Renault Trucks will continue to increase market share in Ireland and across Europe.

Tractor Unit - T6x2 / (4100 mm)

Engine 12.8 Litre DE 13 T/C - 6-Cylinder, In-line, Common Rail, Turbo Compound

Power / Torque 353 kW (480 Hp) 1250 rpm - 1600 rpm / 2700 Nm @900 - 1250 rpm

Euro Rating Euro 6, SCR, DPF - Auto Regeneration of Particulate Filter

Transmission AT 2812 Optidriver (12-Speed AMT) / Optivision Map-Based Eco Fuel Mode

Brake/Endurance Ventilated Discs All Round / Renault Optibrake+ 430 kW (585 hp) @ 2300 rpm

Suspension Front: Air / Rear: Air

Drive Axle P13170-ER - Single Reduction

Rear Axle Ratio 2.31:1 / RPM Speed @ 90 Km/h 1120

Safety Systems

Front: Spring / Mid & Rear: Air

P13170-E - Single Reduction

2.31:1 / RPM Speed @ 90 Km/h 1148

LDW, Hill Start, ACC, EBA, ESC, Safety Cameras, ASR, Cornering Lights, Coupling Traction Test, Electronic Parking Brake.

Fuel / Ad Blue 550 + 240 / 90 Litres

Wheels/Tyres Alcoa Dura Bright

Steer: Michelin Multi X 385/55 R22.5

Drive: Michelin Multi X 315/70 R22.5

Test Trailer Krone Tri-axle Rolling Floor Fridge

650 + 405 / 98 Litres

Alcoa Dura Bright

Steer/s: Bridgestone Ecopia 385/55 R22.5

Drive: Bridgestone Ecopia 315/70 R22.5

Kraker Tri-axle Walking Floor

Some Add Extras TV, Microwave, Coffee Maker, Beacons, Top & Bottom Light Bars, Colour Display 40 Lit Fridge, Camera System, Heater Ventilated Seats, Cab Heating/Cooling Pod

Paul White and James Toner

S PEC C HECK

The 2,000 lane metre and 2,000 passenger capacity Oscar Wilde has been introduced by Irish Ferries onto its two round trips daily Rosslare/ Pembroke service. She is the first of three vessel changes to take place at the County Wexford port over a six-week period.

The Oscar Wilde is the fastest conventional ferry operating on the Irish Sea. Her route deployment may be changed later in 2023 when the Epsilon is returned to her Polish owners for use in their own Baltic network.

Later in June Stena Line will return the Seatruck Panorama to CLdN and replace her with the Cruise Ferry Stena Vision on the Rosslare/Cherbourg route. This change brings Stena’s weekly schedule for passenger and freight sailings up to six round trips a week. In July, the 42-year-old Stena Europe will be replaced on the Rosslare/Fishguard route by the Stena Nordica.

Irish Ferries

Oscar Wilde: First of three vessel changes at Rosslare Europort

development.

The Masterplan seeks to respond to an increasing demand from global industry to provide reliable, safe, high performing facilities and services, in deeper water, near the main shipping routes. It seeks to ensure that the Port of Cork remains an efficient link in the global supply chain.

The recent opening of the €89 million Cork Container Terminal has facilitated the deployment by several Shipping Lines of larger vessels on routes serving the port and the port is in active negotiation with Lines to add more services and capacity.

its head as the firm calculates that it will require all the 10,000 tonnes of methanol currently produced in Europe to supply this one vessel. As global production of the new fuel increases, Maersk intends to introduce at least 20 methanol powered vessels of varying sizes, initially mainly in the Asian region.

“mASTERPLAN 2050” PUBLISHED BY THE P ORT OF CORK

The Port of Cork Company’s “Masterplan 2050” seeks to map the port’s journey from being a river port to being a Cork Harbour based seaport. By 2050, all commercial port activities will be located at a series of terminals located around Cork Harbour, with the existing City Quay and Tivoli Terminals being made available for residential and other

gLOBAL

SHIPPIN g INDUSTRY IS m OVIN g RAPIDLY ON THE LOW E m ISSIONS Ag ENDA

Following the introduction by Brittany Ferries and P&O Ferries of LNG powered vessels on their respective Britain/Spain and Britain/Spain routes, Stena Line has, through Stena Ro-Ro, commissioned the building at Wahaj, China, of two low emission ferries for operation on its Belfast/ Heysham route.

The “NewMax” vessels will be designed to use methanol rather than fuel oil, and will be equipped to operate using electricity from shore connections while working in port. They will displace the existing vessels on the route towards the end of 2025 and will increase capacity on the service by 80%.

Maersk Line has launched its first methanol powered feeder container vessel and plan to put her into service on a North European feeder route later this year. One immediate issue has raised

CMA CGM is successfully operating several LNG powered containerships on its Asia/Europe routes and has substantial orders with Asian shipbuilders for a significant number of containerships of all sizes. CMA CGM has also commissioned the building of four hybrid LNG/Battery powered deep-sea PCTC’s (car and truck carriers) for introduction into service in 2025 by its subsidiary, CEVA Logistics, which is further developing its vehicle shipping business. CEVA will also have over 1450 electric distribution vehicles in its global fleet by that time.

The Dutch Barge operating company, Future Proof Shipping (FPS) has just placed its first hydrogen-powered vessel into operation, transferring containers from Rotterdam port to a range of inland Dutch and Belgian Terminals. The hydrogen storage tanks on board do reduce the available cargo space, but FPS calculates that operating in this way will reduce greenhouse gas emissions from the vessel by 2,000 tonnes a year. The company believes that successful operation of this vessel will lead to significant numbers of similar vessels being introduced on European rivers and canals.

Text: Howard Knott - howard@fleet.ie

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

Many transport firms have battled through key obstacles of diesel cost increases, labour shortages, and spiralling wage demands. Not to mention the Covid crisis and all the uncertainty that that brought, and then the Ukraine War, which have had a knock-on effect on the world economy. But in the midst of all those issues transport owners have been resilient, managing to retain and increase business turnover. Indeed some have, for once, been rewarded with a fair margin and profit. Now the big question is how to retain that margin and continue to have the drive to push and manage the business to take on new challenges.

Margin Retention

Like the manager of any good team, it’s best to lead from the front, keep the team prepared, trained and motivated, and be in a position to adapt to both opportunities and treats that will be a part of future business. The only one constant in business is change, and if that is embraced and the company is prepared to a) learn from past experience and b) adopt and change to new challenges, the business will always progress and thrive. The strategy for the next 5 years might be to reduce in size but a suggestion might be to concentrate on niche high margin work and by doing this to retain or increase annual profit with less risk. Another strategy might be to increase in size and gain the advantages of scale and purchasing power, plus retain or recruit good talent in a business that has plenty of opportunities for all staff.

The one sure thing is, those that stand still will get run over, and the margin will fall. Inactivity will mean that rivals will match what their competitors are doing and eventually do it better. Many businesses run down a one way track because they blindly follow the systems and work practices of those who came before them. Remember, it’s always good to shuffle up the team and complacency at any level only leads to mediocre work and results.

Part of the reason or excuse for transport firms not concentrating on high margin customers/ niches is that they cannot differentiate their work into the high margin customers and others. In reality this should rarely the case, as even a small level of review will outline the normal 80/20 rule that 20% of customers are giving you 80% of the margin, while the majority of the customer base that

take up the most effort are at best providing marginal returns.

What if the operation has all low margin work? Well then it’s the task to gradually improve the mix. Over time, when margin increases, the business will then have the wherewithal to jettison the low margin/high risk/greatest effort (or pain) customers and properly develop the company. Good margin is a combination of customer quality and rate, productivity and finally cost control. Get all three factors right and the firm is on course to maximise margin in the business, whereas if it is relying solely on only one of the three factors (rate/productivity/cost), there is trouble ahead.

It’s normally the case that transport firms that have good niche customers with prime rates also are highly productive and control costs well. It is easier to reach a lower cost base if the business is profitable and cash rich. It then can be selective in purchasing and can pounce on good value volume purchases or second hand disposals. The ability to retain high margin is like house maintenance, no one sees the effort and work put into the business management until standards and procedures slip and a constant monitoring and improvement is the nature of the beast.

Every transport firm should have key customers who are key to margin. As good businesses progress and internal management systems and information are properly assessed, these firms concentrate more and more on this high margin, niche business model. By doing so they create a position that dominates the market or at least makes it difficult for the competition to enter.

Text: Donal Dempsey - donal@fleet.ie

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When starting out in business my focus was about being busy, having enough work for the haulage truck. Things like invoicing and collecting money did not seem as important at first, just concentrating on keeping the wheels turning. It is a trap most business people fall into. But as the bills arrive and repayments become due, the focus changes fast. Fortunately, most people manage to cover these elements and get back in shape before it’s too late. Of course, it is important that there is enough cash flow, otherwise, to use that awful cliché, there is no point in being be a ‘busy fool’.

Getting the balance right between Overtrading and Undertrading

Something else to watch out for is overtrading, this is where the business cannot fund the activity. It usually appears as a cash flow problem. As the business gets busier, there may be insufficient funds to pay the expenses. The lag between the cost of providing a service and getting fully paid is enough to bring in financial pressure. It does not only effect start-up companies, but it can also occur any time there is a sudden expansion. Most business are aware of the financial dangers and are generally prepared for it. Other problems are the ones that catch most people off-guard. Manpower, for example. This is particularly noticeable now. For an international operator it could be ferry bookings.

In the current business climate, all expansion must be carefully planned. Don’t assume that you will be able to get staff as required, but equally important is the availability of service from suppliers. New trucks have long lead-in times for delivery. Testing and maintenance slots are not as readily available as they would have been in the past. For many companies the big threat is having the truck capacity to provide service but not being able to provide that service, because of labour and other shortages in their operation.

Years ago, when driving a bus back from a match, I saw a perfect example of this. It was a miserable evening, and everybody was cold, and with no facilities where the game was played,

the group organiser asked to stop at the first pub along the road. When the group of about forty people went in there was a young girl behind the bar doing her homework. Orders for whiskeys and toasted sandwiches were coming in thick and fast. Behind the bar the young girl was completely overwhelmed. This bar was fully stocked, it had enough tables and chairs for people to sit down, the problem was it could not trade, at least not fast enough to either make the business profitable or keep the customers happy.

In every part of the economy there are signs of undertrading. Most business are short staffed, leading to reduced service and long lead times to get parts or products. Companies are always looking for staff. From a haulage point of view, some operators have more trucks than drivers. While it can be okay in the short term, longer term it could be fatal.

For the wider economy it will be interesting to see what way things will shape up in the future, as companies struggle to find staff. Already we see some restaurants and bars only opening for five days per week. Who knows how the haulage industry may be forced to change in the future? In the case of the young girl behind the bar, well, she managed to get reinforcements, unfortunately they turned up when the bus was leaving, a bit too late. Let’s hope most companies are not too late when the much needed help arrives.

Text: Sean Murtagh - sean@fleet.ie

you might have spotted a report that I wrote about the recent 2023 Coastlink Conference published in the Fleet Transport ezine in early May. That piece was written within a few days of the event finishing, and now might be a good time to look back and see what else I picked up at the Liverpool based event.

One thing that has been bothering me, particularly over recent months, is not the lack of reports, masterplans, policy documents and the like, but the apparent total lack of joined up thinking. Now, I know that when ports, railway companies, roads authorities, and others draw up their “Project 2040” or “Project 2050” documents, they can only make real promises to deliver on those elements in the plan which are under their own management and cannot make promises on other organisations’ behalf. But this does not mean that what other organisations can and cannot do can be ignored.

I’ve spoken before about what is to my mind the clear weakness of the Dublin Port MP3 Plan in not addressing the risks to effective delivery of the plan’s objectives if, for example, Eirgrid cannot deliver the necessary power to enable all vessels working in the port to switch off their own generators and meet their varying power needs from the national grid. Not to mention, of course, being able to service the terminals in the port, as well as cranes, reach stackers, charging points for trucks, etc.

This brings me back to the Coastlink event in Liverpool and the last item on the agenda, a workshop event. The main thrust of the discussions, which were carried out by dividing the attendees into several round tables, was to seek to identify the “asks” that the ports and shipping industries

should make of Europe’s National Governments. As you can imagine the list was long and made more complex by the fact that many terminal operators operate across borders and, of course, shipping lines operate service networks involving multiple national and regional authorities.

The strange thing was that at the end of it all, one single thought emerged. That was the failure of all authorities to understand the need for the provision of electric power installations at ports, large and small, that could deliver the necessary and very significant volumes of electric power to service all activities. Adding to that was the clear wish that landside transport within the ports and connecting ports with shippers and consumers should have minimal carbon emissions. This would bias transport towards rail and barge, while trucks should ideally be electric or hydrogen fuelled. Again, this is putting stress onto the rail service operators not only to develop the extent and coverage of their networks, but also to move totally away from diesel power.

Another “ask” from several ports was to be enabled to store alternative fuels including methanol and hydrogen, both of which are likely to become commonplace fuels for vessels, large and small, within a short few years. Indeed, it was pointed out that port estates were the ideal locations for hydrogen production plants, not to mention being ideal bases for offshore wind farm

From

up planning?

development and servicing.

All of this must mean that the whole mind’s eye view of ports and shipping, that has probably not had to evolve hugely from the time of the Viking trade networks right up to the arrival of unit load shipping in containers and trailers, must now drastically change. Future ports must of course be located close to population centres, but cannot be confined to riverbanks. They will need significant land banks to enable them to provide the range of functions now being demanded of them.

Much of the rest of the conference focused on the transformation that IT related development is bringing to the Shipping and Port Industries. Looking out of the Liver Building Window at the waves being generated by the daily battle of wind and tide must make you think however, that whatever the problems worrying the participants at the conference, what is surprising is that supply chains work so well.

And this is despite all the concerns about joined up thinking.

T HIS IS Am AROK Generation II Pick-up from Volkswagen Commercial Vehicles

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

58 N EWS

Mercedes-Benz Vans plan road ahead

60 L AUNCH PAD I

Generation II Volkswagen Amarok

61 L AUNCH PAD II New Mercedes-Benz Citan introduced into Ireland

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

Editor: Jarlath Sweeney

Contributors: Cathal Doyle

Photography: Jarlath Sweeney, Cathal Doyle

Administration: Orla Sweeney

Advertising: Mary Morrissey,

Design: Crackerjack Design House

62 L AUNCH PAD III IVOTY Award winning Renault Kangoo arrives

63 T EST I FIAT Doblò Cargo under review

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

64 E VENT P REVIEW

Next International Pick-up tests heads to Greece

Contract Hire I Rental I Refrigeration

Mercedes-Benz Vans has outlined its strategy to target profitable growth in the light commercial vehicle segments into the future. Key goals of the strategy include: further strengthening the brand’s position in the upper market segments, raising ambition levels for cost and industrial competitiveness, and leading the industry in electric drive technology and digital experience.

As a very successful and fully integrated business unit within Mercedes-Benz AG, Mercedes-Benz Vans is deemed to be the founder and innovator of the light commercial vehicle (LCV) segment – the sector that bridges cars and trucks. Some 30 years ago it created the “Sprinter” classification, and today the Sprinter is still the flagship of the portfolio.

Mercedes-Benz Vans was also a forerunner in electric LCVs. In 2010 the division introduced its first electric series production van, the Vito ECELL. In 2023, Mercedes-Benz Vans offers fully electric variants in every segment, from small and midsized models through to large vans. With more than 40,000 eVans already sold, Mercedes-Benz Vans is targeting strong growth and an EV share of up to 20% by 2026 and more than 50% by 2030.

“Our strategic plan for MercedesBenz is clear: leveraging technology and the power of our brand to elevate our market positioning and profitability,” stated Ola Källenius, Chairman of the Board of Management of MercedesBenz Group AG. “This applies not only to our luxury car business but also to our strategy for Vans. Our Vans division is a successful, fully integrated business department within Mercedes-Benz with the freedom to make all the decisions

Mercedes-Benz

Vans to strengthen position

as premium light commercial vehicles leader

*Triple-star brand is targeting up to 20% BEV share by 2026 and more than 50% by 2030

necessary to cater to the individual needs of its customers. At the same time, the Vans’ business has full access to, and the benefits from technology - and innovation-sharing with our Cars’ business. Vans operates in an attractive business and enjoys a unique premium market position, enabling it to deliver strong returns that complement our luxury car business.”

“As the leader of the premium van segment, it is our goal to offer our customers the most desirable vans and services. Today, we offer exceptional technology, outstanding reliability, and tailored solutions for customers across profitable markets and industries. And with VAN.EA, our new purpose-built electric architecture, we’re setting the course to lead the light commercial vehicle industry in electric drive and digital experience,” added Mathias Geisen, Head of Mercedes-Benz Vans.

Starting 2026, all newly developed vans from Mercedes-Benz will be based on just one single innovative, modular and scalable architecture called VAN.EA, short for Van Electric Architecture.

According to the “electric-only” strategy, VAN.EA has been developed

from scratch as a purpose battery electric vehicle (BEV). All future midsize and large vans will be built on it, both commercial and private. Whether in commercial use as a versatile premium all-rounder, or as a private luxury van, VAN.EA-based vehicles will focus on added value for the customers and their individual needs.

With the VAN.EA one architecture strategy, Mercedes-Benz Vans will achieve a comprehensive complexity reduction in its purpose-built EV product portfolio, translating into significant economies of scale. It is planned to reduce the portfolio variants by more than 50% compared to current vans with an internal combustion engine (ICE) while covering the same use cases for the customers.

“Starting 2026, we will introduce our purpose-built EV architecture VAN. EA. This enables us to consolidate our midsize and large vans down to only one architecture and significantly reduce the complexity of our product portfolio. Maximum added value for customers with sustainable profitability at the same time: VAN.EA clearly underscores our aspiration to be ‘Lead in Electric’,” Mathias Geisen concluded.

FEELS GIANT.

The all-new Mercedes-Benz Citan. Compact outside, huge flexibility inside. #FeelsGiant More at mercedes-benz.ie/vans/en/citan

The Irish Pick-up market has received a welcome boost with the arrival of the new generation Volkswagen Amarok. On sale from next month, prices for the second generation model start from €47,355.

Produced in South Africa, Volkswagen has partnered with Ford for this second generation model, with the Amarok sharing much of its underpinnings with the latest Ford Ranger, but nonetheless retaining a distinct identity to the Blue Oval offering.

A choice of four or six cylinder diesel engines provide power, including a 168hp 2.0-litre TDi and a 202hp version of the same engine. Aficionados of the old V6 Amarok will be pleased to see the return of the 6-cylinder 3.0-litre TD power-plant which develops 237hp. 6-speed manuals or 10-speed automatics are the transmission options. There are no plans at present to sell a 2.3-litre petrol model available elsewhere in Ireland.

Volkswagen is aiming the Amarok at the higher end of the Pick-up market and as such it comes well specified. Five trim levels are offered - Amarok, Life (from €50,345), Style (from €64,735), PanAmericana (from €68,620) and Aventura (from €70,890). All models come with LED headlights 10.1 inch infotainment display with Apple CarPlay and Android Auto, adaptive cruise control, and rear view camera amongst other features. Step up the grades and niceties such as electrically adjustable seats, LED-matrix headlights and chrome rear bumpers are available. PanAmericana models get unique X-shaped bumpers, black styling bars, a 640 watt Kardon sound system and 360 degree camera, while the range topping Aventura model comes with 20 inch alloys and body

Amarok returns to Irish Shores

coloured sports bars.

Safety technology has been significantly enhanced compared to the old Amarok, with 9 airbags and up to 25 assistance systems available depending on the model. They include automatic park assistance, lane change assistance, road sign recognition and a 360 degree all-round view which is very useful in tricky off-road situations.

Longer by 96mm than before, that translates into a more spacious cab, but reduced overhangs make the Amarok more manoeuvrable than before. Neither have there been any compromises on off-road or load carrying capabilities. Ramp angles at front and rear are steeper than before and the Amarok can now wade at depths of up to 800mm compared to 500mm hitherto. Towing wise it’s up with the best at up to 3.5 tonnes, while a payload of up to 1.19 tonnes is possible.

F IRST DRIVE I m PRESSIONS

At the Irish launch at Carton House in Maynooth, we drove a selection of the new Amaroks both on and off-road. Visually it’s quite an impressive looking vehicle especially in higher trims that come with alloys and chrome additions. In comparison the entry level model shorn of such embellishments looks a bit utilitarian. Sitting in to the cabin, you notice that some of the switchgear and controls are the same as found on the Ford Ranger, but the integration of the climate and audio controls is different, and the Amarok features a Volkswagen steering wheels and unique design details. The seating position is comfortable with good visibility,

something that you notice especially when driving off-road. Overall it is a practical and functional layout though hard-core Amarok fans may wish for a more traditional Volkswagen cabin. On public roads it offers a level of refinement a world apart from that of pick-ups of a generation or two ago. These days pick-ups can offer comparable ride performances to many SUVs. Road noise is notably muted, while there’s a pleasant thrum from the six-cylinder unit. Performance from both this engine and the 168hp 2-litre version we tried seems lively, albeit with the caveat that both were unladen.

Tackling some of the challenging off-road courses designed by the Orangeworks events company at Carton House, the dry conditions of previous days meant there was no slippy mud

to negotiate, but the Amarok acquitted itself well over steep inclines and rutted surfaces.

Speaking at the launch, Kim Kilduff, Head of Sales and Marketing at Volkswagen Commercial Vehicles Ireland described the new Amarok as a charismatic vehicle with plenty of presence. “ The first generation Amarok brought pick-ups to the mainstream, and this second generation model is an upgrade in every way. The premium finish and refined driving experience have elevated it to another level while even the most challenging off-road experience cannot phase it.”

Volkswagen Commercial Vehicles Ireland is hoping to capture 20% of the pick-up market in 2024. The new Amarok looks well placed to enable it to achieve that target.

Text: Cathal Doyle, Photos: Jarlath Sweeney

Mercedes-Benz enters compact van market with new Citan

It may have taken two attempts to reach these shores - the previous generation Citan was never officially marketed here - but Mercedes-Benz’s smallest panel van product, the Citan, is now on sale, completing the brand’s panel van line-up alongside the bigger Vito and Sprinter models.

Like the previous version, the Citan is the result of a collaboration with Renault, sharing a chassis, engines and much of its underpinnings with the new Kangoo. Unlike the last version though, MercedesBenz says it has been much more actively involved in engineering the vehicle from the start.

With prices starting from €23,245 (ex VAT), the Citan is more expensive than many of its rivals, but Mercedes-Benz believes there is a significant market for a more premium level product in the segment. “There’s a real sense of appetite for it,” said Fergus Conheady, MercedesBenz commercial vehicles sales manager, adding; “With its compact exterior and ‘impressively-spacious’ interior, Citan is expected to achieve sales in sizeable numbers supported by a dedicated and ambitious dealer network.”

At launch the Citan is offered in standard L1 length with a Euro 6D 1.5 litre turbo diesel available with power outputs of 95hp or 116hp. There’s a choice of a six-speed manual gearbox or a seven-speed dual clutch automatic. Towards the end of the year an all-electric e-Citan will arrive, as will a long wheel base model. A Citan Tourer passenger version is also expected.

Two trim levels are available, Pro and Pro+, with a generous specification across all models which includes a leather clad multifunction steering wheel, 6 airbags, MBUX multimedia system with DAB, reversing camera and rear parking package and cruise control. Additionally Pro+ models get body coloured bumpers, electric parking

brake, LED headlights and alloy wheels, though it must be said the very smart plastic covers on the Pro models look just as expensive as the alloys on the more upmarket version. With regards to its practical side the Citan can accommodate two Euro pallets within a load compartment length of 1,806mm for the L1 version. However it isn’t as generous volume wise as some of its competitors, maxing out at 2.9 cubic metres whereas, for example, similar models from the Stellantis family can hold up to 3.3 cubic metres. Neither is it class leading on payloads, which are between 621 and 640 kg depending on specification, while some rivals in this category can take up to 1 tonne. On the towing front, the Citan can pull up to 1.5 tonnes.

D RIVIN g AND LIVIN g WITH THE C ITAN

Sit into Mercedes-Benz’s new compact van and it looks and feels every inch a proper product from the brand. Ignore the bulkhead behind, and you could very easily be convinced you are in one of the brand’s passenger cars. Compared to the plastic wheels found on many rivals, the leather steering wheel gives an instant premium feel. While the dash plastics are likely to be hard wearing and durable, they don’t in any way look or feel cheap. The MBUX infotainment system isn’t the most recent version as that found on some of the company’s passenger cars, but it works well and is intuitive to use. There are generous storage areas including an overhead shelf. While two seats is the standard layout, there is the option for a third.

At the Irish launch we drove a selection of models in both trims and

both engine options, with some vehicles laden with 300kg payloads. While the 116hp diesel definitely had an extra bit of oomph to it, we feel that most customers will be perfectly happy with the 95hp unit which still offers decent acceleration when you need to overtake, and enough torque to keep gear changing to a minimum, even on the versions transporting loads in the back. No complaints about the six speed manual gearbox, though our preference would be for the seven speed double clutch automatic which offers seamless shifting. On the move, road noise levels were notably subdued, making the Citan a comfortable and relaxed vehicle in which to spend extended time.

V ERDICT

The new Citan feels very much a Mercedes-Benz product, with a cabin that could have been lifted straight out of their passenger cars, while maintaining the practical storage elements essential in a commercial vehicle. Lively and economical engines make driving easy. The only caveat is if maxing out on payload and load volume are a priority, there are more capable offerings available. Either that or wait for the long wheel base model coming at the end of the year.

Text: Cathal Doyle - cathal@fleet.ie

“There’s a new contender in the compact van segment….and it’s aimed squarely at the premium end of the market”.

Springtime marked the arrival of all new Renault Kangoo Van range, together with its zero-emission E-Tech electric variant.

Having been honoured with the International Van of the Year Award 2022, (shared with the Mercedes-Benz Citan II) new Kangoo Van offers both innovative technology and practical features, with improved loading facilities, payloads of up to 1,000kg and load volume of up to 4.2m3. On board are twenty driver-assistance systems.

This latest Kangoo Van diesel versions are powered by a 1.5-litre dCi engine with a choice of 6-speed manual and 7-speed EDC automatic gearboxes. This smooth and responsive 95hp diesel with the 6-speed gearbox means Kangoo drivers have plenty of power on tap when required.

The electric version is a big step forward from its predecessor, due to a significantly increased range of 300km

Renault introduces award-winning Kangoo Van diesel and electric range

WLTP, courtesy of a new 45kWh battery. Charging can be carried out with 75kW DC rapid plug-in system as standard. 22kW AC charging – unique in the market – allows fast charging on both public and commercial 3-phase charging units – allowing a full recharge in as little as 2h30min.

Offering a choice of wheelbases (ML19, LL21) and two trim levels – Start and Advance, load volume capacity on the ML19 version is 3.3m³ and 4.2m³ on ML21 versions (both diesel and E-Tech electric models). Diesel vans can carry 800kg on ML19 versions and 970kg on LL21 models while E-Tech versions can transport up to 600kg on ML19 and 760kg on LL21 versions respectively.

The entry level Start trim includes air conditioning and cruise control as standard, as well as auto lights and wipers and twin sliding doors. Moving up to the Advance trim,

customers gain touchscreen multimedia with smartphone mirroring, parking sensors and a passenger bench seat (also available as an option on Start) which gives a 3-seat configuration.

In addition to generous standard specifications, the new Kangoo Van offers a wide range of innovative options. Because it is based on a brand-new platform, it offers ADAS features which provide exceptional protection to fleet customers. From AEBS to driver fatigue alert, as well as a number of camera and sensor-based driver aids, drivers can specify their van with the safety features most suited to their usage.

Additionally, some new options allow Kangoo drivers to prioritise loading convenience and load security, including an internal roof rack which allows long narrow items such as ladders to be stowed securely, utilising the space above the cabin.

Text: Jarlath Sweeney - editor@fleet.ie

For the recently introduced Fiat Doblò Cargo – think the Stellantis Group and the ever extending family of light commercial vehicles. Fiat Professional, following the merger between PSA Peugeot-Citroen and Fiat Chrysler Automobiles (FCA) was one of the brands to join the Dutch headquartered corporation along with Fiat, Alfa Romeo, Jeep, Ram and Lancia. Before then PSA took over Opel & Vauxhall, and together they have five brands of small, medium and large sized light commercials. If you include FCA’s Ram Power City badging, as another variant sold in the US and PSA’s supply deal with Toyota for its Proace City, that makes it seven.

FIAT Doblò Cargo SWB 1.5 Technico Plus

& Vauxhall, that continued on with its Combi product line name.

By sharing the International Van of the Year award-winning design, technology and production with its Stellantis siblings, the new Doblò Cargo van offers increased load volume and efficiency. Alongside the traditional diesel and petrol engines is an electric powertrain, coming with an estimated 280km/175miles range distance, courtesy of the van’s 50kWh battery. Doblò also gains new connectivity, infotainment and safety systems, helping drivers overcome all the daily challenges and obstacles they may face.

Thanks to the creativity of the design team at Centro Stile, the Doblò sports a fresher face than that of its brethren, with the new Fiat logo dominating the front grille area. On the rear doors, the current Fiat Professional badge placement remains. Other than similar brand IDs inside, the furniture and fittings are on par with the others.

While that may sound blasé, it’s far from the case, as the Doblò comes fully equipped with high tech and spec (on this Tecnico Plus model), such as remote steering controls, 8” colour touchscreen, electronic park brake, auto wipers, reversing camera, cruise control, and Bluetooth connection….even the glovebox is cooled!

compartment underneath for boxes or fragile objects. Therefore cargo capacity can be increased by 0.5m³, allowing customers to carry up to 3.8m³ on the short wheelbase version. The multi-purpose centre seat acts as a shelf, armrest, storage, headrest and writing table.

From the driver’s seat, visibility and comfort levels are high, and there are no issues about the driveability and manoeuvrability. Reversing is safer now due the rear placed camera lens that accompanies the external mirrors.

Even when loaded on a journey from Mayo to Dublin, the fuel economy

Maybe, to cause less confusion in the industry, a suggestion may be to load all of the PSA & FCA’s LCV brands into one and market them as Stellantis Professional or such like?

Whether that ever happens or not, to assess the Fiat Doblò Cargo in its latest guise – read about the Peugeot Partner, Citroen Berlingo and Opel/Vauxhall Combo as the model range is based the aforementioned.

Heretofore, previous generation Fiat Doblòs were designed in Turin and made in Turkey, selling in big numbers all over the world. The outgoing generation was marketed under Fiat and Ram badging, and also through a supply deal with Opel

Thankfully, this new variant can accommodate three front row occupants thanks to a middle seat, which its predecessors did not have in some markets, including Ireland.

Behind the driver is a load volume of 3.3m3, from an overall external length of 4.4m. So-called ‘magic’ features further add load versatility. It is possible to raise the seat on the passenger side and use the

recorded near the manufacturer’s WLTP official figures of 5.5 L/100 km (5.6, actually), which is very good for a smart, tidy panel van like this.

And so the Doblò name lives on, not in the same two-time IVOTY award-winning lineage as before, but with the brand’s new parentage, coming with renewed vigour, investment, marketing and additional dealerships. All augers well for the Doblò and Fiat Professional to succeed once more.

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

MAKE/MODEL: Fiat Doblò SWB Tecnico Plus

ENGINE: 1.5-litre Euro 6 AQ

POWER: 100hp

TRANSMISSION: 6-SPEED MANUAL

PAYLOAD: 650kg

TOWING CAPACITY: 1350kg

CARGO VOLUME: 3.3m3

WHEELBASE: 2785mm

LENGTH: 4403mm

WIDTH: 1848mm

HEIGHT: 1880mm

LOAD LENGTH: 1817mm

FUEL ECONOMY: 5.6 l/100km

PRICE: From €21,910 pre-tax. Total as specified:€27,550

Greece to host 2023 International Pick-Up Group Test

The International Pick-Up Award (IPUA) group test event is to take place in Athens, Greece this October. It is the sixth running of the biennial competition since its formation in 2009. Previous winners of this prestigious title include the VW Amarok (twice), Ford Ranger (twice), Nissan Navara and Toyota Hilux. The 2024/25 winner of the IPUA will be presented at Solutrans in Lyon France in November.

The three-day group test, undertaken by members of the International Van of the Year jury will consists of extensive on-road and off-road trials together with technical presentations by the invited brand engineers.

On the previous occasion, held in Croatia, the Toyota Hilux emerged victorious, with the trophy presentation made at the IAA Commercial Vehicles 2022 in Hannover, Germany.

Organised by Greece IVOTY jury member Vassilis Daramouskas, Senior Test Editor, Troxoi & TIR Magazine, the shortlisted contenders for the IPUA 2024/25 award are the Ford Ranger, Ford Ranger Raptor, Ford F-150 Lightening, Ineos Grenadier, Isuzu D-Max, Maxus T90 EV, Ram 1500 REV, Renault Oroch, Toyota Hilux and Volkswagen Amarok.

Ford F-150 Lightening

Ram 1500 REV

Volkswagen Amarok

Ford Ranger

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

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

At a glamorous award ceremony attended by around 200 guests from business, science, politics and the media in the Dortmunder U., the winners of the IFOy AWARDs 2023 were announced. Representatives of AGILOX, Crown, DS AUTOMOTION, HUNIC and STILL accepted the international intralogistics award, with Jungheinrich bringing home two trophies. Irish company Combilift, a former award winner, was among the finalists on this occasion.

The 2023 International Intralogistics & Forklift Truck of the Year (IFOY) AWARDs, also known as the ‘Oscars of intralogistics’, had 21 companies nominated, with 23 products and solutions shortlisted for this eleventh holding of the Awards – more than ever before. “The jury made one of its toughest decisions in April, sending a signal for more technology in logistics. Already during the IFOY TEST DAYS, the outstanding level of this year’s finalists was evident, some of whom are streets ahead of their competitors on the market in terms of innovation and customer benefits. Their products and solutions will be the future benchmark for modern distribution centres,” said Anita Würmser, Executive Chairwoman of the IFOY jury.

An IFOY AWARD honours the most innovative intralogistics products and solutions of the year in a specified category. The IFOY AWARDS have

established themselves as an indicator of cost-effectiveness and innovation and are regarded as the outstanding international innovation awards in intralogistics due to their technical expertise. The basis of decisions is the three-stage audit – consisting of the IFOY test protocol comprising around 80 criteria, the scientific IFOY Innovation Check and the jury test. The decisive factor is that the nominees are not compared with each other, but with their competitor devices on the market.

During the IFOY TEST DAYS on the occasion of the TEST CAMP INTRALOGISTICS in Dortmund in March, all nominees went through the IFOY audit. For the fourth year in a row, numerous potential buyers were once again on hand at the TEST CAMP INTRALOGISTICS to test the products before the winners were determined by an international jury of trade journalists, including Jarlath Sweeney; Fleet Transport/HandlingNetwork, representing Ireland.

The IFOY AWARD is sponsored by the German Conveyor Technology and Intralogistics Association and the Robotics + Automation Association within the VDMA. IFOY partners are Messe Dortmund and the world’s leading forklift attachment manufacturer Cascade. The IFOY AWARD’s pallet partner is CHEP, the world market leader in the pooling of pallets and containers.

Logistics partner is LTG, while trailer partner is Fliegl Fahrzeugbau.

The application phase for the IFOY AWARD 2024 starts on 1 August 2023.

IFOY AWARD:

A LL WINNERS 2023 AT A GLANCE

n AGILOX ODM - AGILOX

n SP 1500, Crown

n ARCOS, DS AUTOMOTION

n SoftExo Lift, HUNIC

n addedVIEW fork camera, Jungheinrich

n PowerCube, Jungheinrich

n EXH 16, STILL

P67 News

Announcing the 2023 International Intralogistics & Forklift Truck of the Year (IFOY) Award winners

P68 Awards

Full lowdown of the IFOY Awards contenders

P72 Heavy Duty Get a load of this H2 HD MH

P74 Case Study

VNA & WMS in operation with efficiency

P76 Supply Chain Global happenings have national implications

P77 Trumpet Call

Facilities for truck drives need vast improvement

A number of Chinese entrants and finalists was an indicator of the increased importance of the IFOy Awards Test Intralogistics Camp at Messe Dortmund which took place this year at the end of March. The International Forklift & Intralogistics (IFOy ) organisation invites the developers and manufacturers of the latest innovations in materials handling and intralogistics to compete for top global prizes and recognition. The Chinese influence was to be seen throughout the six categories in this year‘s awards programme, and they were among the 25 finalists from 21 companies representing seven countries.

This year’s categorisations saw two classifications for warehouse trucks - high-lifter and low-lifter, with another for automated guided systems and the automated warehouse systems which comes under the Intralogistics Robots segment. Allied to this category, but separately dealt with was Intralogistics Software, with the Special of the Year in the final grouping. Collectively, they made up for an interesting few days activity for the judging panel, which included representation from Fleet Transport/Handling Network.

Starting with the Warehouse Truck high-lifter category, Combilift, the entry from Ireland, presented the Aisle Master OP, its new stand-up operation and multi directional narrow aisle forklift: “Very beneficial product due to savings in space and time, allowing picking and storage in both directions without having to turn direction”, stated the judging panel. It can reach up to 12 m and carry up to 2000 kg.

Crown undertook extensive client interviews before creating the SP 1500 and came up with a highly ergonomic forklift truck with good all-round visibility, featuring adjustable controls and a touchscreen display.

With the PXV, Still has further modified its vertical order picker. “With a mast height of 14.5 m and a highly flexible configuration, many customers’ needs are met”.

As part of the Toyota Materials Handling family, the US built Raymond 8910 End Rider autonomous pallet truck is a finalist in the Warehouse Truck low-lifter class and was described as “very functional and robust with some nice safety features, such as auto stand down. Also in contention for the title is the Still EXH 16, another electric pallet forklift truck, deemed as

Combilift

Raymond

Crown

Still ExH

the ‘Swiss Army Knife’ of the segment. Its innovation lies with the new longer tiller head and increased adaptability with applications and accessory fittings available.

Four companies are shortlisted here among the AgV/AmRs, with a Agilox compact omnidirectional dolly mover (ODM) with great manoeuvrability highlighted as intelligent transport for small load carriage. It features a 280 mm lifting height and 300 kg maximum weight and comes in different sizes.

German automotive giant Continental had its AMR IL 1200 on display, offering a similar system with good manoeuvrability lines, even though it’s bigger than the Agilox entry. To date its biggest customer has been itself, with the dolly mover operating at its tyre and technology factories around the world.

HIK Robot is the first Chinese example to be a contender in the IFOY Awards. Its autonomous mover the 1000 C caters for the main market place in the field. “It’s a compact design offers, good functions and features” noted the judging panel.

Youibot Robotics also from China, markets this AT 1000 in Europe. “It has good market relevance and customer benefits and quality build. This support picker with adjustable sections can handle up to 100kg.

The next two categories are interrelated, basically both are Automated Warehouse Systems. PowerCube is Jungheinrich’s high quality storage system offering a span of up to 12 m and can carry up to 50 kg. High productivity allows up to 2 totes by one robot at high speed.

From Libiao Robot is AirRob, a Chinese innovation that facilitates existing rack storage systems to become automated. Easily retrofittable, it can remove and replace containers efficiently and the framed sections can operate independently of each other.

Volume Dive from Volume Lagersystem is a flexible, versatile and scalable automotive small parts storage system, picking up and dispensing containers, fast! The modular design allows for a wide range of applications , while the technical implementation has been achieved in a high quality and cost-effective manner and is operating in a number of industry sectors.

Three finalists were featured in the Intralogistics Software class with Mobile Easykey bringing 20 years of software development with its FF2-KPI,data programming function. FF2–KPI consists of four measured parameters reporting all the operational aspects of electric forklifts: “From gut feelings to facts” is the company’s motto.

DS Automation with an ARCOS enables AGVs and AMRs to variable zone based guidance between fixed lanes, with flexible avoidance and free navigation. Up to 100 units can be facilitated and operate at one time.

A new warehouse execution system from Identpro is a simple sensor warehouse system, which saves time and money: “Attractive for new customers which are in between the transformation from manual to automatic systems”, said the judging panel.

Another trio were involved in the Special of the Year category. Light tag from NIMMSTA is a different type of pick by light solution that ensures efficient manual pick and put away, and works with the

Continental

Youibot Robotics

Libiao Robot - AirRob

Volume Dive - Volume Lagersystem

mobile Easykey

Agilox

HIK Robot

Jungheinrich’s PowerCube

firm’s smart watch. “Highly user friendly system, is considered to have a very high market potential. It offers huge gains in accuracy and speed” noted the judges.

The Kemaro K900, an autonomous floor cleaning machine new to market is deemed as the world’s fastest auto dry cleaning robot that uses no water or chemicals and gets into places that normal brushing cannot access. Regular dust extraction in this way assures healthier employees.

The other Jungheinrich product shortlisted is the addedView fork camera with barcoding scanner, which helps to prevent errors while saving on time. No scanning is needed, with data transfer facilitated through different WMS (warehouse management systems).

Initially there were seven shortlisted in the category Start-up of the Year, but two were disqualified for various reasons. Those in contention include FF Fordersysteme’s, robust multidimensional conveyer with a number of degrees of freedom and movement. This Start-up is looking for a manufacturing and marketing partner to bring the initiative to another level.

Health and Safety officers and authorities will appreciate what Sentics has to offer with its optional real time locating systems. Basically it’s a camera-based tracking system that detects hazardous areas where forklifts travel and puts the machine into creep speed automatically. It can direct persons in the same working area as operation machines.

Based on motion sensors for less focused-on processes, this Eco-skeleton System concentrates on muscle loads and thereby joint loads. Based on a digital twin of the human bone and muscle form, risks are analysed as is performance. By preventing injuries which means less layoffs, production efficiency is increased.

ComputerMyoGraphie by Predimo is a tool for evaluating workplaces in terms of ergonomics and process efficiency. With the help of cloud-based software and 17 IoT sensors over clothing, a digital human twin can be used to visualise which muscles and joints are actually under strain at work. This makes it possible to indicate physical overload as a key performance indicator.

Originating from BASF, a German pharma giant is Loady, which addresses empty running in logistics. Through input to a dedicated App, the awarding and execution of transport orders in the freight forwarding sector of transport industry can be planned. Currently Europe is being covered but US and Asia are also within Loady’s eyesight.

Finally, HUNIC SoftExo is a passive textile type exo-skeleton, which avoids incorrect posture and also supports heavy loads when lifting, by pre-tensioning the thighs and hips. The system can be modified to suit medical sectors, such as, hospitals and nursing homes, as well as for long-distance professional drivers.

The announcement and presentation of the IFOY Awards 2023 was made at Dortmunder U, 44137 Dortmund, Germany on Thursday, June 22, 2023. Text and photos - Jarlath Sweeney - editor@fleet.ie

Identpro Sentics

NImmSTA

Computermyographie

Kemaro Kemaro

A RCOS

FF Fordersysteme

Taking a vital step towards reducing carbon emissions, Anglo American plc has unveiled a prototype of the world’s largest hydrogen-powered mine haul truck, designed to operate in everyday mining conditions at its Mogalakwena PGMs mine in South Africa.

The 2MW hydrogen-battery hybrid truck, generating more power than its diesel predecessor and capable of carrying a 290-tonne payload, is part of Anglo American’s nuGen Zero Emission Haulage Solution (ZEHS). nuGen provides a fully integrated green hydrogen system, consisting of production, fuelling and haulage system, with green hydrogen to be produced at the mine site.

nuGen is part of FutureSmart Mining, Anglo American’s innovation-led approach to sustainable mining – which brings together technology and digitalisation to drive sustainability outcomes, including a strong commitment to carbon-neutrality across its operations by 2040.

Duncan Wanblad, Chief Executive of Anglo American, explained: “nuGen is a tangible demonstration of our FutureSmart Mining programme changing the future of our industry. With diesel emissions from our haul truck fleet accounting for c.10-15% of our total Scope 1 emissions, this is an important step on our pathway to carbon neutral operations by 2040. The mining industry is playing a considerable role in helping the world decarbonise, both through our own emissions footprint, and the

metals and minerals that we produce that are critical to low carbon energy and transport systems. Over the next several years, we envisage converting or replacing of our current fleet of diesel-powered trucks with this zero-emission haulage system, fuelled with green hydrogen. If this pilot is successful, we could remove up to 80% of diesel emissions at our open pit mines by rolling this technology across our global fleet.”

Tony O’Neill, Technical Director of Anglo American, added: “We are incredibly proud of what our team, working with expert partners, has achieved in under three years. This is truly a world-class innovation and bears testament to our technical vision and determination to deliver a cleaner and smarter future for mining.”

“It is these game-changing innovations that are exactly why we began our FutureSmart Mining journey in 2014, knowing how much of a difference we can make, including in the energy transition and across our societal footprint. Innovative, clean and independent power systems, such as our nuGen ZEHS project, offer a significant part of the emissions solution.”

“In December 2019, Anglo American signed an agreement with the US engineering company, First Mode, to design the world’s largest fuel cell electric vehicle (FCEV),” continued Tony. “Following a robust testing process, we

settled on a plan that would exchange the current heavy haul fleet’s diesel internal combustion engine (ICE) power system with a hybrid hydrogen fuel cell and battery power plant. The model chosen for the exchange was the Komatsu 930E-4 Ultra Class haul truck at our PGMs mine at Mogalakwena in South Africa. But nothing on this scale had ever been built – and a key challenge was to retrofit an entirely new power system into a space formerly occupied by an ICE, while continuing to support all the auxiliary systems of the existing truck. The fuel system needed to work at least as well, and produce equivalent or more power, than the existing diesel-powered systems, as well as emitting zero emissions. The truck has eight fuel cells, with a collective capacity of 837 kilowatts (kW), and a 1.2 megawatt hour (MWh) lithiumion battery – and is able to generate more power than its diesel predecessor.

In parallel, we also asked Engie, a French multinational specialising in energy transition, to provide an integrated hydrogen solution for Mogalakwena mine that could produce, compress and store hydrogen on site while enabling the trucks to be refuelled in record time. Critical to the project was that the hydrogen would be generated as far as possible using local solar energy, maximising the amount of ‘green’ hydrogen used to fuel the truck.”

An electrolyser uses electricity to break down water (H2O) in a process called electrolysis. At Mogalakwena, the largest electrolyser in Africa will be able to generate, and store, an estimated one tonne per day of hydrogen to refuel the trucks. A pilot-scale solar plant has been constructed to support Mogalakwena’s electrolyser, but a 100 MW solar photovoltaic (PV) plant is under construction, and is due to enter service by end-2024. The whole process is designed to ensure that green hydrogen is generated to power the heavy haul fleet – and that the entire value chain will be green.

Natascha Viljoen, CEO of Anglo

American Platinum, said: “PGMs play an essential catalytic role in many clean-air technologies, including [those] related to hydrogen production and hydrogen-fuelled transportation. As part of our market development work, we have for some years been working towards establishing the right ecosystem to successfully develop, scale up and deploy hydrogen-fuelled solutions. Hydrogen has a significant and wide-ranging role to play in achieving a low carbon future –particularly as an energy carrier enabling the development of a renewables-based power generation system. We are particularly excited about the potential of nuGen, amongst other opportunities, as we work to champion the development of South Africa’s Hydrogen Valley.”

Anglo American has been a longstanding champion of the potential offered by the hydrogen economy, recognising its role in enabling the shift to greener energy and cleaner transport. The hydrogen economy provides an opportunity to create new engines of economic activity. With a combination of abundant renewable energy sources (i.e. solar and wind), and as the world’s largest producer of PGMs, hydrogen is a strategic priority for South Africa and presents a significant opportunity for economic development, including the creation of new jobs and the development of the PGMs sector, while also contributing to South Africa’s decarbonisation objectives.

Sébastien Arbola, Executive Vice President in charge of Thermal Generation, Hydrogen and Energy Supply at ENGIE said: “At ENGIE, we realise the importance of green hydrogen in the decarbonisation of heavy-duty mobility and we are dedicated to helping industry players accomplish their carbon neutrality goals. We are delighted to partner with Anglo American to provide renewable hydrogen for their proof of concept. Through this partnership, we aim to unlock the potential of green hydrogen in

South Africa and pave the way for the decarbonisation of the mining industry. “

A WORLD FIRST, DEVELOPED BY A N g LO Am ERICAN WITH ITS PARTNERS For the nuGen project, Anglo American has worked with some of the world’s leading creative engineering and technology companies, such as ENGIE, First Mode, Ballard and NPROXX, to:

n Design, build, and test a 1.2MWh battery pack, as the haul truck system uses multiple fuel cells that deliver up to 800kW of power, combining to deliver a total of 2MW of power.

n Design and implement a software solution to safely manage power and energy between the fuel cells, batteries, and vehicle drivetrain.

n Develop the power management and battery systems from the ground up, enabling us to tailor the system to each mine and improve overall efficiency by designing in energy recovery as the haul trucks travel downhill through regenerative braking.

n Build a hydrogen production, storage, and refuelling complex at Mogalakwena that incorporates the largest electrolyser in Africa and a solar plant to support the operation of the haul truck.

“The impact of our nuGen project goes far beyond our operations. We believe that the emerging hydrogen sector has the potential to dramatically improve the growth and development of many economies by creating new industrial value chains and economic generation opportunities. Growing the hydrogen economy will revolutionise not just Anglo American’s operations, but all mining and many other industries – and ultimately shape a better, cleaner world,” concluded Duncan.

Text: Rob Van Dieten

Established in 1977, Annaghmore Agencies, based near Portadown, County Armagh, is one of Ireland’s leading furniture importers and wholesalers. An Irish owned family business, the company distributes its products throughout the UK and Ireland with its own delivery fleet.

It built a new warehouse with Very Narrow Aisle (VNA) racking and took on new IT to boost storage capacity, smooth flows, allow consolidated orders and minimise errors.

The business has more than 1,000 regular customers and over 2,000 product lines including dining, living and occasional furniture through to bedroom furniture and lighting. Items are sourced from the world’s leading furniture manufacturers, stored and then assembled onsite and prepared for safe delivery.

In previous years the company had been using a mix of its own storage and local third-party storage providers. Stock issues were particularly troublesome as

many customer orders contain multiple items stored in different warehouse locations. This caused inefficient picking leading to customer delivery errors and delays which had to be addressed quickly.

Stock often arrived at the warehouse without a barcode, requiring multiple checking and handling manoeuvres, sometimes resulting in incorrect storage and shipping errors. Related orders or transactions within Microsoft Nav were not being consolidated, which meant that forklifts and drivers were returning back empty 50% of the time.

To improve customer service Annaghmore decided to build an innovative 200,000 sq.ft warehousing facility at its headquarters location in order to centralise operations at a single site.

It also decided to move from paper-based pick lists and inefficient stock management to an overarching Warehouse Management Software

(WMS) to improve visibility. Annaghmore selected In-DEX WMS Warehouse Management Software to address multiple business challenges.

The company had operated Microsoft Dynamics NAV for its Enterprise and Resource Planning (ERP) and Sales and order processing (SOP) but this technology had already hit some warehousing limitations and the paper-based system was proving inefficient, costly and a barrier to growth.

“All boxes look similar in a furniture warehouse so identification by sight alone is inefficient,” explained Conor McKeown, General Manager, Annaghmore Agencies. “With one of the largest product portfolios in the market we urgently needed a system that allowed for, and managed, more stock in less space.”

Conor added: “It needed to integrate with our Microsoft NAV ERP, SOP and stock management systems enabling us to deliver on our longstanding excellent customer service levels and to drive ROI and future growth.”

Other challenges for the new system included a lack of stock movement history data. The varying sizes of products being managed spans table lamps, beds and suites of furniture. Larger pieces need specialised handling equipment and dedicated racking types.

Most items still arrive at the warehouse without a scannable barcode label. Clear identification and labelling upon receipt was a crucial requirement to prevent subsequent handling, storage and shipping errors, such as shipping the incorrect colour.

Physically, when a product is received, this is now matched to the purchase order, which is interfaced to In-DEX WMS. The WMS now generates a barcoded label containing the pre-determined size and category. This barcoded label, once scanned, directs the put-away operator to the correct zone and location for the item.

Warehouse operatives are now zoned too. Different user groups are associated with varying handling equipment and the only orders appearing on their handheld device screens will be for within their designated zones.

Instructions are firstly zoned by which physical warehouse the operator is in. After this the operator is only presented with work based on the equipment type that they could operate (e.g. standard forklift vs. special side loaders for larger pieces), and finally by user experience which allows some operators to only work in lower locations and more experienced operators to operate at

higher locations.

To maximise space Annaghmore opted for VNA racking systems for part of its warehouse. In-DEX WMS put-away algorithms now direct the forklift drivers to optimised locations based on a set of system directed put-away rules.

“As the warehouse had not yet been built, we experienced the luxury of helping to plan operations for a new, empty warehouse,” said Adrian Jennings, Professional Services Manager, at Dublin based provider Principal Logistics Technologies. “This meant that we could configure In-DEX WMS functionality to fully optimise available space and assist Annaghmore with the racking configuration to accommodate varying sizes, heights and weights of stock, matching these for efficient put-away, replenishment and picking rules.”

Stock in Very Narrow Aisle locations requires a two-phase put-away.

A standard forklift driver is notified to locate the stock at the end of the required VNA. They then scan the product barcode, locate the stock at the end of the required aisle and then scan a barcode location label at the end of that aisle. This scan triggers a work request to the VNA forklift driver that there is stock awaiting put-away. The VNA driver scans the product barcode and this directs them to the pre-determined VNA location.

A similar two-phase picking regime

follows the same logic but in reverse for despatch.

But by the time an order is ready for despatch, quite often customers may have added additional purchases to the order whilst the pick or shipping was being processed.

Previously, this had caused problems as different orders or transactions within Microsoft Nav could not be consolidated. This required considerable manual administration to consolidate orders in pick sequence. An improvement was business-critical as items missed would result in additional delivery costs along with poor customer satisfaction levels.

As sales order transactions are added within Microsoft Nav, In-DEX WMS functionality consolidates multiple sales orders automatically reducing adminis-

tration effort, eliminating errors, lowering transport charges and increasing customer satisfaction by improving order fulfilment rates.

The new system allows increased stock storage in 40% less warehouse space. Order fulfilment rates are up by some 25%, and damage and transport costs have been reduced. Real time business information being visible to managers means decision making such as for consolidating orders has been made much easier, picking errors have essentially been eliminated and delivery accuracy and customer satisfaction has likewise improved. This in turn means less returned stock and wasted goods movement.

“Pre In-DEX WMS we required over 200,000sq ft to operate. We now handle increased volumes but are operating at 120,000 sq.ft, which would have been impossible without In-DEX WMS. If you factored the above into your efficiencies gains, we would have seen optimisation well in excess of 25%,” concluded Conor.

Text: Johanna Parsons - contributor@fleet.ie

Since COVID-19 struck throughout Europe and particularly in Asia, importers from China have faced significant Supply Chain problems. Chinese manufacturers have had to deal with a severe shortage of container equipment, an inability to secure space on those vessels that did succeed in loading and sailing from Chinese Ports, and massive freight rate hikes.

These factors led to many European importers seeking to divert their production from China to other countries, including Vietnam, Pakistan, and India. While succeeding in getting the goods manufactured by companies located in these countries, the supply chain from any of these locations is shown to be far less efficient and saddled with higher costs than is the case with fully functioning Chinese operations.

The essential problem, apart from inadequate road and rail infrastructure serving ports in these countries, has been the actual size and efficiency of the ports. This has forced the Shipping Lines to operate by shipping the goods using feeder container vessels to a hub port in China where the very large and fundamentally more economical container ships can berth. Not only does this feeder ship operation add to time and cost in the supply chain, but it also has meant that there have been significant issues in positioning empty containers into the other countries. Most of these containers will be shipped empty to the loading point, adding further costs to the supply chain.

Will ocean shipping rates move up or down?

Since mid-summer 2022 most deep sea shipping rates have been dropping from their peak, and in many marketplaces current rates are close to those

that existed in 2019. The last trade lane to experience this drop has been the route from Europe to North America where a significant building boom led to a large volume of imports to locations throughout the USA.

Will these low rates be sustained?

Arguments in favour of shipping rates remaining low include the fact that trade volumes have reduced significantly as the boom in consumer goods consumption experienced during COVID has dropped right off. Consumer spending in all marketplaces has been reduced while unit prices of goods have increased. This should mean that the carriers should be keen to secure what volumes that they can, while they are being cushioned by the significant drop off in fuel prices and a reduction in port delays, leading to a more efficient use of vessel and container assets.

Add to this is the fact that, as the shipping rates headed upwards and with them Liner Shipping Company profits, those companies placed orders for whole fleets of new vessels. Many of these will be delivered within the next six months to a year, The already high price of building these ships will have been increased by the fact that many of them are of a much higher technical specification than that of the vessels that they will displace.

Up to 40% of new orders for large container ships are for LPG or other alternative fuelled vessels, which may lead to carriers having trouble in securing adequate volumes of those fuels.

A further difficulty for the shipowners is that scrapping vessels has become much more difficult as the facilities that undertake this work must now operate within environmental control regimes. One possibility for European importers is what is known as “near-shoring”. This is bringing manufacturing back from Asia to locations closer to hand. There have been significant developments of manufacturing and supply chain facilities in Turkey, for example, and this has led to the development of a range of services offered by carriers and freight forwarders using combinations of road, rail container ship and Ro-Ro vessels. Currently the cost of shipping ex-works from there may not be as cheap as doing so from China, but, as capacity is added to the services and terminals and ports are developed, these costs should drop back.

Text: Howard Knott - howard@fleet.ie

The road transport industry ‘across the water’ is up in arms over the lack of respect shown to professional truck drivers, particularly when it comes to the negative attitude toward them and the lack of back-up facilities while out on the highways and byways. There is an old saying that ‘eaten bread is soon forgotten’. This is surely the case for those professional drivers who took on the responsibility - and the riskof being key responders during the pandemic, by continuously delivering goods when the world practically came to a halt.

One of the UK’s main transport bodies has got behind a new campaign to improve the daily (and nightly) plight of the truck driver. It’s a positive programme based on clear criteria looking at drivers’ experiences across the country, including facilities.

“Truck drivers deserve to be treated with kindness and respect,” emphasised a spokesman. “Are they [drivers] allowed to use the toilet? Is there adequate food? Is there an adequate rest area? And just as important, do they get a kind reception and are they treated as professionals?”

Admittedly, some motorway services are good but are often too busy, too expensive and sometimes lacking adequate parking spaces.

A call is out to local authorities, planners, warehouse and distribution centre operators, and even haulage business owners to take a closer look at what is on offer to truck drivers currently, and to make changes to improve their working conditions, enable the career to become more attractive and help meet current and future driver shortages. Included within the check list are the following basic requirements:

n Better access to amenities, such as the use of toilets at depots, distribution centres and other delivery sites

n Improved access to locations –no time or weight restrictions that impede delivery

n Spacious and secure areas to park safely, rest and shower

n A broad selection of quality, healthy food

n Easy access to fuel and covering all f uel card providers

n Ensure that local roads are fit for

n HGVs, with no overhanging trees

The lack of toilet facilities for drivers which has been described as “dehumanising”, doesn’t auger well for Irish based drivers crossing the Irish Sea, either transiting Britain to the European mainland, or dropping/collecting loads on the return leg.

“There are simply not enough facilities on our roads, leaving countless truck drivers parked up overnight without access to a toilet or shower. Often the facilities they do find are in a terrible state. It’s a dehumanising experience for truck drivers – they deserve to be treated with more respect,” the spokesperson added.

His comments come after the Press Association reported that at a recent Union annual congress in Brighton, delegates were told that a lack of public toilets left drivers forced to ‘go’ anywhere – or urinate in a bottle.

“This is a health and safety issue for professional drivers. Can you imagine being stuck behind the wheel and needing to use a toilet knowing there isn’t one you can use? It’s degrading and embarrassing. I have heard of some real horror stories about what drivers are forced to do when they cannot find a toilet to use, and it’s worse for women. Access to sanitation is a basic human right,” was a comment reported from the gathering.

On these issues and more, key transport industry figures delivered a petition to Number 10 Downing Street recently, calling for more safe and secure parking, and better standards at truck stops. The document cited that improved facilities should be central to the Government’s plans to recruit, train and support commercial vehicle drivers. “A key element of the issues around driver recruitment and retention is the poor state of our roadside facilities. It is imperative the UK ups its game, ensuring drivers have safe, secure, comfortable, and affordable options that they know

they can rely on,” was one comment noted.

The Government’s National Survey of Lorry Parking Spaces found that usage of overnight parking facilities across the country is at a near critical level. It is estimated that 11,000 more parking spaces for HGV vehicles are needed.

Meanwhile specialist abnormal load carriers are urging the Police Force to apply regulations on moving large or heavy cargo fairly and consistently. The call comes after heavy-haul operators reported that some Police Forces have imposed - and are actively enforcing - blanket movement embargoes on abnormal loads, and causing unnecessary increased bureaucracy and cost. Those involved have said that Forces are being inflexible on dates and won’t accept short-notice movements, and are deviating from legislative guidance without industry consultation. “Police actions are delaying projects and increasing operating costs, directly impacting on operators and the industry as a whole,” stressed one major national company involved. “We need clear guidelines to be issued to Forces to enforce regulations consistently.”

“Increased restrictions on movements and notification requirements are causing unsustainable difficulties for operators and impacting business viability with significant financial implications. Difficulties in submitting short notice movement notifications, refusal to accept minor alterations on movement notifications, disproportionate enforcement actions, and increasing levels of un-legislated detail required on notifications is having a significant impact on costs and reduces the amount of work haulage firms are able to complete.

In general there is a need for change, to establish a clear set of guidelines and best practice on all sides for abnormal load movements, as well as help address the immediate challenges of the increased restrictions and notification requirements,” the company spokesperson concluded.

Truck drivers deserve more appreciation, kindness and respect

Edited by Cathal Doyle - cathal@fleet.ie

Diary Date: Autostyle Design Competition XX

A special occasion for a milestone event - Villa Schiarino Lena, Porto Mantua, Italy is once again the beautiful location for the 20th edition of the annual ‘3-in-One’ gathering that features presentations from Chief Designers, a competition for young designers and a related sportscar exhibition. Autostyle Design Competition XX will be held from 11 and 12 October, 2023.

Mr. Roberto Artioli, President of Berman S.p.A. and Autostyle Design Competition founder is looking forward to the landmark occasion. He explained about the success of the initiative: “The event has evolved and grown from the competition for young designers, the exhibition of significant cars and the Brand Chief Designer Workshops on new models, becoming key-factors in making Autostyle unique and even bigger than originally thought. An event which takes a good year of work, is concentrated in about a couple of days, in a friendly and unique atmosphere.”

“Students from Design Schools are invited to take part in the competition by creating special versions based

on an existing original production or concept cars. The awards ceremony for the students has over the years revealed many talented young designers, with many gaining prestigious positions with high profile automotive brands. Moreover, the historic venue is most suitable, with a well-equipped internal theatre and a large garden, which is ideal for car exhibitions,” he added.

This year the Centri Stile workshops will present exciting new projects from the following manufacturers: Toyota, Ferrari, Lamborghini, Maserati, BYD, Ducati, DAF Trucks, EssilorLuxottica, Dallara, with more to be added to this exceptional list nearer to the date.

“We are grateful of the contributions, support and co-operation of WACOM, as title sponsor and magazine partners Auto&Design, RAMP, Autotecnica, Fleet Car (Ireland), Virtual car, all of which are collaborating with the event,” concluded Roberto.

Vintage & Classic Vehicle Show - Galway Racecourse

-

July 2nd, 2023

Galway Racecourse in Ballybrit will reverberate to the sights, sounds and smells of vintage and classic vehicles of all kinds, as Irish Vintage Scene’s Classic Fest 2023 makes a welcome return on Sunday 2nd July for what promises to be a great day out for all the family.

In 2022 the show attracted over 800 vintage and classic cars, motorcycles, commercials, steam engines and other exhibits, with 25 clubs from all over Ireland travelling to Galway to make the

inaugural Classic Fest one of the most talkedabout events of the year. The 2023 edition will be no different, and already promises to be even bigger and better!

The day isn’t all about vintage and classic vehicles though, as there will be trade stalls, autojumble, traditional crafts and other side shows to enjoy, as well as an indoor diecast and scale model display and an appearance by the RSA’s very impressive road safety demonstration.

W HAT TO EXPECT?

n Hundreds of classic vehicles

n Cars, tractors, motorcycles, steam engines! you name it! all waiting to be viewed up close!

n Live music all day

n Live acts all day by local favourites!

n Free kids’ attractions

n Magic shows, face painting and more activities for your kids are available free of charge.

More details are available on https://www.irishvintagescene.ie/classic-fest-2023-2/

That the Chinese are coming has been recognised for some time now in the automotive industry, but 2023 is likely to go down as the year that this became a reality. Up to now it has really only been Maxus flying the commercial vehicle flag via the Harris Group, but there are now major players entering the electric car space. Ora and ByD have entered the Irish marketplace and look set fair to quickly establish themselves. They join a Chinese brand with a venerable name that has already built up a favourable reputation here for its EV and PHEV offerings - MG.

Both the MG ZS crossover and MG5 estate car (as well as the MG HS Plug in Hybrid) have appealed to customers for their practicality, decent ranges and relatively low costs for electric vehicles, but the company’s latest offering, the MG4 - an all-electric five door hatchback - is potentially going to open the brand up to a whole new range of customers. It features distinctive styling with a pointed front end and angular lines reminiscent in some ways of certain Lamborghinis. It’s eye-catching, not least in the Volcano Orange of the test car pictured here.

Looks alone though won’t make a success of a car, however the MG boasts some other attributes up its sleeve that are likely to make it a popular choice with Irish consumers.

Not least being its price. Electric cars as we all know are expensive, but with prices starting from €29,495, the MG 4 undercuts most rivals, especially considering it is a mid-sized family hatchback. Even fitted with the larger battery option it can be had for under €33,000, while the range topping Exclusive Trim Long Range tested here retails for €36,495.

It also scores well on the other key consideration for anyone thinking of buying electric - how far it will go on a

single charge. The Standard Range model which comes with a 51kWh battery has a quoted range of 350km, while the Long Range version with a 64kWh battery can do a stated 435km. In real life driving we were able to achieve over 400km on a single charge, admittedly in favourable weather conditions. Average consumption for a week with the vehicle averaged out at 16.1 kWh/100km, making the MG one of the most efficient EVs we have tested to date. On the charging front, you can fast charge at speeds of up to 135 kW DC, while the MG 4 will accept AC charge power up to 11 kW.

Dynamically the MG 4 also scores well. Power is to the rear wheels and applying the throttle too enthusiastically, especially in the wet, can bring the back out, but there’s a poise and balance to it that you don’t often get with EVs. The steering is responsive with good feel and the chassis is adept at direction changes. It feels like a proper driver’s car.

The interior ticks most boxes and certainly doesn’t feel cheap for the money the car costs. Headroom and legroom are adequate for most front and rear seat passengers, and there are decent storage areas. One addition I did miss was the lack of lumbar support on the driver’s seat on longer journeys. The touchscreen is reasonably easy to navigate around, but I found that you have to be very precise about placing your finger exactly at the right spot on the screen - not so easy in a moving vehicle. Some of the controls are just a bit fidgety,

for example you have to go into the menu to control some of the heating functions.

Some irritations too around some of the ADAS features, notably the Lane Keep Assist (LKA) with Lane Departure Warning System (LDWS) which is too active and disconcerting, while the traffic sign recognition indicator rarely showed the correct reading. You’d hope MG will be able to address such anomalies in software updates fairly quickly.

Software annoyances aside, this has been one of the most impressive EVs we have driven to date. MG has produced a stylish and practical family car with good range capabilities for sensible money. The Chinese (with a tip of the hat to an honourable British nameplate), have indeed arrived.

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

MG offers style, performance and good value with new 4

S PEC C HECK

A new Opel Corsa has been unveiled. It comes with new styling features, updated battery technology and tech improvements. It’s due to arrive here late 2023 or early 2024.

For the first time, the Corsa will be available with both electric or hybrid options as well as petrol engines. The Corsa Electric (previously called Corsa-e)

Opel updates Corsa

will come with an improved battery and two electric drive options with either 136hp and a range of 357km, or 156km and a range of up to 402km. Alongside petrol engined models will be with a 48-volt mild hybrid version and a new dual-clutch automatic transmission matched to the 100hp or 136hp engines.

Styling wise the new Corsa will feature Opel’s signature Vizor face seen on many of its current models, and will come with LED matrix lights. Inside, there will be an optional fully digital

cockpit featuring enhanced graphics and multimedia capabilities to provide a more integrated, intuitive cockpit system. The system will be integrated with Apple CarPlay and Android Auto and will facilitate wireless charging. Other enhancements include new seat patterns and freshly designed gear shift lever and steering wheel.

New technology include a high resolution panoramic rear-view camera while the Corsa comes with adaptive cruise control, speed limiter and forward collision alert with automatic emergency braking and pedestrian detection.

Prices will be announced closer to the Irish launch date.

The 5th generation Toyota Prius has gone on sale in Ireland with prices starting from €45,900. Having previously been offered in both regular hybrid and PHEV versions, the latest generation of the hybrid trailblazer originally launched in 1997 is now available only as a Plug-in Hybrid. A stated range of up to 71km in zero emissions mode is possible after a single charge.

New Prius is significantly revised compared to the outgoing model. It sits 50mm lower and 20mm wider, while standard 19” wheels enhance its visual

appeal.

A 2-litre petrol engine combines a 13.6kWh lithium-ion battery, with maximum power stated at 223hp. 0-100km/h takes 6.8 seconds.

“The Toyota Prius has been one of the most iconic vehicles in our brand’s history, said Zoë Bradley, Head of Marketing Communications & Corporate Affairs in Toyota Ireland. “The new Prius Plug-in Hybrid comes with a stunning design we know our Irish customers will love, along with an impressive 12.3”

Toyota Smart Connect multimedia system, 19” alloys, a new 13.6 kWh lithium-ion battery and heated and ventilated driver and passenger seats. We expect the Prius Plug-in Hybrid to be very popular and encourage customers to get in touch with their dealer today to find out more about this next generation model.”

EV9 - Kia’s new standard-bearer

minutes.

Kia has unveiled the EV9, an all-electric SUV that will become the company’s new flagship. Set to arrive in Ireland in November, the striking looking six or seven seater promises a maximum driving range of up to 541 km and ultra-fast charging that can add up to 239km of driving range in as little as 15

Based on the same E-GMP architecture as the EV6, the vehicle’s long wheelbase (at 3,100mm) and completely flat electric vehicle architecture allows for lounge-style comfort in all three rows of seats. The second row seats swivel and be turned around to face the third row, while even with the third row seats in place, the boot offers 333 litres of space. Among the technologies on offer is a ‘Triple-Panorama-Display’ that

uses three screens for the driver, climate system and infotainment.

A 99.8kWh battery comes in a single motor rear wheel drive version that develops 150kW (204hp) and 350Nm of torque. 0-100km/h takes 9.4 seconds. An all-wheel-drive version comes with two 141kW electric motors giving a 0-100km/h acceleration time of just 5.3 seconds in the GT version. Range capabilities for the AWD versions max out at 497 km. An 800-volt electrical system allows for ultra-fast charging.

Cathal Doyle

Cathal Doyle

Cathal Doyle

New Prius adds panache and extra hybrid electric range

At the EVIS Summit held in Abu Dhabi between 29-31 May 2023, Canadian electric vehicle company AXL revealed its new star; an all-electric SUV named SharX-5.

“Our company was founded on the belief that everyone must contribute towards climate sustainability. AXL is dedicated to making luxury electric vehicles more accessible for everyone willing to embrace this new electric

New Canadian company enters the EV market

lifestyle and help reverse the effects of climate change in a meaningful way,” said Ali Eslami, AXL’s CEO.

“Our new SUV SharX-5 is comparable to the best vehicles in the market, and we have put meticulous efforts into making it a new star in the market with state-of-the-art features and a range of 500 kilometres,” the AXL CEO added.

During the first EVIS summit last year, AXL saw first-hand the overwhelming interest in EV technologies and possibilities in this region. “This is why we

New baby Volvo on the way

Volvo’s newest and smallest SUV is now available to order in Ireland, with deliveries due to start at the start of next year. Slotting below the XC40, the all-electric EX30 is priced from €38,596 (including SEAI Grant & VRT Relief).

Featuring Volvo’s latest design language, notable features are minimal front and rear overhangs and a slightly sloping rear roof. Inside there is a minimalist design with hardly any buttons, a vertical 12.3-inch touchscreen, and, in a nod to a feature found in the brand’s now defunct Swedish rival Saab, a ‘Calm View’ that eliminates all

unessential data from the screens. A 51kWh battery is the entry level rear wheel drive offering, giving a stated range of 344km. It develops 272hp and 343Nm of torque. A 69kWh battery using the same electric motor extends the range to 479 kilometres. There will also be a dual motor option with a driving range of 460km. With 428hp it can accelerate to 100km/h from rest in a neck snapping 3.6

decided to host our world premiere during this year’s event and to make the GCC our first market,” said Vicky Snyder, Head of Communications for AXL.

According to SharX-5’s launch plan, deliveries to the GCC countries will begin next February 2024. AXL will then enter selected European and Asia markets, and in 2025 it will enter the North American market. However, interested people from these countries can now reserve their own SharX-5 at www.axlev.com, and will be the first to receive it when AXL enters their country.

Range Rover has unveiled the most powerful version of its Sport model. The Range Rover Sport SV is powered by a new 635PS 4.4-litre Twin-Turbo MHEV V8 petrol engine that develops 759Nm of torque. That’s 60PS and 50Nm more than the previous generation Range Rover Sport SVR’s Supercharged 5.0-litre V8.

seconds. Fast charging at speeds of up to 175kW (150kW for the smaller battery) is possible, and the EX30 can AC charge at 11kW with an option to upgrade to 22kW.

Range Rover’s fastest Sport

As a result the Range Rover Sport SV is capable of accelerating from 0-60mph in as little as 3.6 seconds and on to a top speed of 290km/h (180mph). Despite the increase in performance, CO2 emissions are 15 per cent lower than the previous SVR model.

To achieve these performance figures, a number of weight saving features have been adopted including the world’s first

23-inch Carbon Fibre Wheel option on a production car. It is also offered with Carbon Ceramic Brakes as an option, while standard-fit aerodynamic enhancements include a carbon fibre bonnet. A total of 76kg has been realised from these enhancements.

Launch special Range Rover Sport SV EDITION ONE models, which feature exclusive branding on the front splitter, centre console, treadplates and puddle lamps, have already allocated to Range Rover clients. Regular SV models should go on sale in Ireland early in 2024.

Jarlath Sweeney

Cathal Doyle

Cathal Doyle

My father tells a story about learning to drive many years ago when his older sister took him out in her car for a driving lesson. All was going well until she felt that he was positioned too far out on the road and told him to keep in. When he didn’t react immediately she reached across and gave a tug down on the steering wheel….at the same time that he also corrected his position on the road. End result: a sharp swerve left and the car off the road into a ditch!

Thankfully, the only damage was to egos, but I’m increasingly reminded of that story and its early example of a ‘driver assistance system’ when testing some of the ADAS (Advanced Driver Assistance Systems) found on cars nowadays. While these are undoubtedly major contributors towards reducing accidents, it does sometimes seem that they are so invasive that they do more harm than good.

I’ve recently been driving the Ora Funky Cat, the newly arrived all-electric car from Great Wall Motors (you may recall the Great Wall Steed pick-up sold here some years ago). Apart from the memorable name, the Funky Cat is a likeable car in many respects, and stands out for having been awarded Best Small Family Car for 2022 by Euro NCAP for performing best in its category with regards to safety features and passenger protection.

Indeed Ora’s first product offering here does come very well equipped with standard safety equipment, with all models getting 360 degree cameras, adaptive cruise control with lane centring function, lane change assist, blind spot detection, traffic sign

When Driving Aids….aren’t!

recognition, emergency braking and rear cross traffic alert and brake.

However the Funky Cat is also a car that highlights the disconnect between ticking the Euro NCAP boxes and actually offering technology that assists rather than annoys the driver. Simply put, the ADAS aids are far too intrusive. A camera monitoring system that regularly admonishes you for taking your eyes off the road, persistent beeps and pings when the car thinks you are even approaching a line marking, and constant tugs on the steering wheel from the lane centring function add up to a stressful driving experience, with the driver being constantly distracted from what they should be doing….focusing on the road.

Another Chinese car driven recently, the MG 4, had a traffic sign recognition system that was wholly disengaged from actual speed limits, while the adaptive cruise control system had a tendency to jerkily react to a vehicle in front rather than seamlessly reduce speed.

But Chinese brands, while seemingly playing catch-up in this field, are far from alone in offering driving aids that make the driver want to switch them off. Lane Keep Assist systems are among the worst offenders, particularly on country roads with no road markings where many will pick up on seams of tarmac or other imaginary lines as actual markings and try to steer the vehicle to one side of them. But even on roads where there are clear demarcations, the ADAS systems will typically try to keep the car in the middle of the road by tugging on the wheel against the driver’s will - not a pleasant experience when, for instance,

a vehicle coming the other way necessitates you to keep as far left as possible.

I’ve also been in premium brand cars where the intelligent cruise controlwhich should adjust the vehicle’s speed according to road traffic speed signswill randomly decide the speed limit is not what the sign says. Other vehicles will regularly frighten the bejaysus out of you by applying emergency braking complete with flashing lights on the dash in situations where no hazard exists.

The end result is that drivers will often find it preferable to turn off ADAS systems because they are too invasive or just don’t work consistently. That completely defeats the purpose of having them and raises possible questions on matters like insurance validity should the vehicle be involved in an accident.

The answer has to be for manufacturers to work harder at making these systems more accurate and integrated better into the driving experience. But equally, perhaps there’s a case to be made for Euro NCAP to revise its ratings and not necessarily give top scores to a vehicle just because it comes with safety technology, regardless of how well that technology works?

One does wonder though whether, like the ‘assistant’ at the top of this page, having two ‘drivers’ controlling a vehicle will ever be fully seamless. Perhaps when truly autonomous driving becomes a reality, we can finally put our trust in our self-driving vehicles, but right now drivers and technology do seem somewhat uneasy partners.

Text: Cathal Doyle - cathal@fleet.ie

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