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editor: Jarlath Sweeney - editor@fleet.ie
contributors: Cathal Doyle, Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, HSA, Avenue PR
Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, Newspress, Michael Craddock, Tim Walker, IFOY, Jason Clarke
administration: Orla Sweeney
Email: enquiries@fleet.ie
advertising: Mary Morrissey
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Printed in Ireland
Contents AUG/SEPT 2024
A new report “Decarbonising the Road Freight Sector Ireland” has been launched by Freight Transport Association Ireland (FTAI), in partnership with Air Products, Gas Networks Ireland, Inver Energy and SSE. It analyses current European and national legislation governing commercial fleet operations and provides advice for fleet operators to ensure a smooth transition to a zero- emission future.
Recently appointed Minister for State at the Department of Transport, James Lawless was on hand to launch the new report. Thanking Aidan Flynn, CEO, FTAI, Minister Lawless said it was one of his first meetings with a trade association in the sector and said that transport by road was a core part of his brief. Addressing those present, he gave some of his observations on the report. He said that while decarbonising HGVs will pose a challenge, the TCO (total cost of ownership) will fall below that of diesel by 2030. He said that when it comes to climate change, companies should do the right thing for the planet. Commenting on the imminent publication of the Strategic Rail Review, he said that the development of rail freight would be limited and furthermore he confirmed an investment of over €5
billion in road development by 2030. Minister Lawless concluded by adding that the Government is committed to reaching Ireland’s carbon reduction targets and to achieve that it would be supporting the transport sector in any way it could.
Aidan Flynn said this report could be used by its membership and others to plan their own route to becoming carbon neutral and to lobby politicians for more help to assist them. Established in Ireland in 2010, the FTAI has always had a focus on the environment, beginning with reducing fuel burn, improving profits and decreasing emissions.
The report runs to over 100 pages and is available on-line. As well as being a report, it is a reference book with a lot of information, tables, calculations and charts for those making an evaluation of their transport operation. Some operator profiles are included as well as some of the practical problems faced by those that make changes. It also offers some of the pros and cons of going the different routes to de-carbonisation.
FTAI launches a new report on Decarbonising Transport
Pictured (l-r) are Daniel Fitzpatrick, Inver Energy; Sean O’Callaghan SSE; James Lawless, Minister of State at the Department of Transport; Aidan Flynn, CEO, FTAI; Fran McFadden, Gas Networks Ireland; Uta Roggendorf, Air Products and Mark O’Bornick, Analytiqa
all are confident that they will be able to offer operators secure supplies of fuel as their fleets increase in size. Most are using the increased numbers of cars using alternative fuels as a platform for the development of infrastructure for HGVs.
In conclusion, Aidan Flynn asked interested parties to focus on some of the key take-aways of the report. These include: There will be more than one solution; Ireland is an island with special challenges, so change should be incremental; Government must be part of the solution; fuel taxation must be modernised to include rebates and
incentives; and, the need for the introduction of a scrappage scheme. He finished with a figure that gives an idea of the size of the challenge. Of the 47,000 trucks currently on the road in Ireland, 99% are run on diesel.
Four suppliers of alternative fuels presented their products and technologies. Inver Energy (HVO), Gas Networks Ireland (Bio-CNG), Air Products (Hydrogen) and SSE (Electricity).
Highlighting their individual networks,
One thing is for sure, the burden of change cannot be put on the shoulders of operators. Ireland’s carbon footprint is a problem for industry, not transport operators and any cost is on transport, not transport operators.
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“€1bn needed to reach the 2030 biomethane target and deliver unique benefits of decarbonisation and bioeconomy” - PJ McCarthy,
CEO, RGFI
the recent Renewable Gas forum ireland (RGfi) Biomethane Conference in Croke Park confirmed the irish Government’s ongoing commitment to industry growth to achieve ireland’s biomethane target of 5.7 twh by 2030. the main focus in relation to sourcing biomethane will be on the agri and food sectors, while usage will be targeted towards industry and transport.
The RGFI Conference, hosted in partnership with the Department of Agriculture, Food and the Marine, the Department of Environment, Climate & Communications, and KPMG, discussed the practicalities of implementing the National Biomethane Strategy, Ireland’s first major policy statement on biomethane.
RGFI is an industry-led organisation dedicated to fostering the growth of a sustainable biomethane industry in Ireland. Its membership covers the full supply chain: AD developers; technology providers; shippers/suppliers; gas utilities; farmers, consumers (end users) of biomethane (such as the biopharma, agri food sectors) and academia.
In an interview with PJ McCarthy, CEO, RGFI, he outlined the objectives of the organisation: “Biomethane has the potential to progressively reduce emissions and reliance on fossil gas supplies both at a European and national level. We estimate that with adequate Government support, biomethane can
One-to-One with PJ McCarthy, CEO,
provide up to 9.5TWh of the required Irish gas within 15 years. Our members are ready to develop 10 x 40 GWh anaerobic digestion (AD) plants within the next 18 months, supported by capital funding. Existing plants are to be upgraded also.”
“While wind and solar power play crucial roles in our renewable energy portfolio, biomethane uniquely offers additional benefits such as significant decarbonisation and contributions to the circular bio-economy unmatched by other renewables. Anaerobic Digestionproducing biomethane is capital-intensive and therefore if Ireland is to achieve the 2030 target for biomethane and emissions reduction, this requires €1bn in future support to ensure the development of the additional plants needed.”
The Strategy, published on 28 May, is an important milestone in the development of an indigenous sector, heralding a new era where the production of farmer-centric AD biomethane and its co-products are placed at the heart of national decarbonisation and nutrient management efforts. The role of farmers and the rural economy will be critical in the development of biomethane in Ireland.
“This is a crucial first step to meet Ireland’s biomethane target, supported by the Government’s initial €40 million in capital funding and underpinned by a renewable heat obligation, plus Government investment of up to €30 million in biorefinery piloting facilities over the next two to three years. We welcome the inclusion in the Strategy of other non-financial supports, as proposed by RGFI, such as non-contestable gas grid connections,
the AD Charter to guide sustainability, as well as a communications strategy to socialise the socio-economic benefits of biomethane and biorefinery potential,” outlined PJ.
The consensus at the Conference was a call for the rapid implementation of the government’s twenty-five key strategic actions. This includes prioritising the development of the Biomethane Sustainability Charter and the need for dedicated investment in capacity building for the new Interdepartmental Biomethane Implementation Group.
“Delivery of the strategy will require concerted action across key government departments and agencies to ensure the necessary supports and infrastructure are in place to support an industry of scale. RGFI welcomes the establishment of the new Interdepartmental Biomethane Implementation Group and looks forward to working with the group on behalf of the industry,” he said.
“Emission free biomethane, produced in this way, is an ideal short to mid term solution for the transport industry as it continues to head towards electric power and ultimately hydrogen. In addition, the biomethane infrastructure that will be fully in place will suit the storage and distribution of hydrogen gas in due course.”
PJ also mentioned that the industry body, Gas Networks Ireland, and all the main players currently in the gas retail networks are on side, such as Calor, Circle K, Flogas, etc. RGFI is also entering discussions with the main transport organisations to explain and engage further on the new Strategy.
It is imperative that this plan works, if only to reduce and eliminate dependence on use of imported natural gas. With Jarlath Sweeney – editor@fleet.ie
It was ‘game on’ for the new agri based renewable gas industry - Biomethane - at the RGFI Biomethane Conference in Croke Park. Pictured were L-R: Dr Anne Marie Henihan, Centre Director, Dairy Processing Technology Centre with PJ McCarthy, CEO RGFI, Minister Eamon Ryan, Department of Environment, Climate and Communications (DECC) and Denis Drennan, President Irish Creamery Milk Suppliers
Pic Jason Clarke
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lyon, france is probably best known for its Basilica, olympique lyonnais football Club, lou Rugby team, and the EurExpo trade exhibition centre. Plus of course, Renault trucks.
The truck brand’s origins and links to Lyon date all the way back to 1894 and the foundation of Berliet, a manufacturer of automobiles, buses, trucks and military machines amongst other vehicles. With a family background in agriculture, it is said that company founder Marius Berliet established his factory in Vénissieux, outside Lyon in order to attract farmers as workshop employees, especially those with a mechanical knowledge.
The company was in private ownership until 1967 when it then became part of Citroën. It was subsequently acquired by Renault in 1974 where it merged with Saviem into a new Renault Vehicules Industriels company in 1978. Subsequent investment by AB Volvo in 2001 saw Renault Trucks tie in with Volvo Trucks.
A visit to the vast Renault Trucks headquarters at Saint-Priest had a four-fold aspect: 1) A first drive in the Oxygen concept. 2) A second drive in the Renault T E-Tech. 3) To hear and see about Renault Trucks zero emissions
logistics program in action. 4) To participate in a guided factory visit, nearby at Bourg-en-Bresse.
Renault Trucks takes Electromobility route……seriously #JoinTheGoodMove
however, is the spaciousness inside the tall cabin. There is an optional passenger seat, but there is enough room along the bulkhead between these two seats to fit an additional one, should the cab be used for refuse collection or municipal operations.
“This laboratory vehicle addresses all the constraints and requirements of urban delivery, including eliminating pollution and noise, and improving active and passive safety to ensure better co-existence with all road users,”
Our February edition featured the Oxygen urban delivery (laboratory) concept, which made its debut at the Solutrans Commercial Vehicle Exhibition last November. Oxygen is the experimental 16-tonne all-electric low-entry truck developed jointly by Renault Trucks, Geodis and 17 partners, designed to meet the challenges of urban logistics, environmentally and with ultimate in mind.
At first glance its futuristic design demonstrates efficiency, from its electric drivetrain, full size bus type kerb-side door, pallet width sliding side door and innovative electric tail-lift, together with digital mirrors. Inside the three step entry, flat floor and digital dash and touchscreen bring the design forward. What is most noticeable
explained Régis Pierrelle, Operation Efficiency Director at the first drive presentation.
Designed and produced locally, Oxygen took 15 months to develop and a number of units are out on field tests with Geodis in Lyon and Paris and now with Jumbo/SVZ in Amsterdam. Both the Geodis and Jumbo versions are based on the Renault D-Wide chassis, with the former a 16-tonne 4x2 rigid, with the latter featuring a 26-tonne, 6x2 rigid, both with box bodies and Carrier refrigeration.
Régis is convinced that the design and style will attract drivers to the sector and once behind the wheel, the additional visibility all round, compared to conventional trucks will be appreciated. With its extensive glazed areas, together with the all-round cameras, the Oxygen more than meets the UK’s Direct Vision standards. Capable of reaching 200 kms distance between charges, thanks to its 94 kWh battery pack, Geodis has stated that that range is
Oxygen Urban Delivery Concept
Renault Trucks in-house decarbonised transport
more than adequate to meet daily needs of 80-100kms.
Driving the Oxygen on the adjacent test track, the workings of the new concept were easy to adapt to. With the aid of the stalk controlled retarder, one pedal driving is possible with each step providing stronger regeneration. A well thought out package, from a long established truck manufacturer that potential customers can have confidence in.
For the next phase, some modifications being worked on include keyless stop/start, electronic parking brake and a remote pre-heating system for the cab and glazed area demisting. The slightly heavy steering feel will be made lighter also.
From the electric Oxygen, our next step was to the electric Renault T E-Tech, the flagship zero-emissions heavy duty tractor-unit (and rigid). The mission was to drive the loaded articulated unit from the Renault Trucks Square in Lyon to the Bourg factory, where the diesel and electric trucks are made.
For this 97km outward journey, the Renault Trucks development team arranged an in-house competition between the truck jury members whereby each pairing’s combined energy usage was totalled, with the most frugal overall declared the winner.
Taking to the helm at the start with Austrian colleague Florian and press test demo manager Emmanuel on board, the stats read at the end of part one – Distance: 96.8km; 133kWh energy consumed; 74km/h average speed; 30 kWh energy regenerated, with an overall consumption of 105kWh/100km, which put us in second place. The second leg, from Bourg to Lyon Airport, was a bit shorter, recorded as follows: Distance: 77km; 83kWh energy consumed; 57km/h average speed; 10 kWh energy regenerated, with an overall consumption of 94kWh/100km. Therefore the average was: Distance: 173.8km, with an overall consumption of 100kWh/100km. We won!
At one section of the vast compound were two Renault T E-Tech 4x2 tractor-units with box body trailers which were about to be discharged from their 360 kW battery boost points to undertake their regular logistics journey from one Renault factory to another, all part of Renault Trucks’ in-house decarbonisation programme. Mathieu Grenier, Head of Charging Infrastructure explained further.
we offer our customers. Depending on the flow of goods, the number of deliveries can be increased, with up to seven trucks on the road in a single day. The trucks will require an interim charge of 45-50 minutes once a day at the Lyon site, where a charging station has been set up specifically for this purpose. The vehicles will also be charged every evening at the depots of the two hauliers. This electrification of logistics save 375 tonnes of CO2 every year.”
Since 1984, the Bourg-en-Bresse factory is where Renault Trucks long-distance and construction specific ranges are assembled. On the guided tour we experienced the different stages involved in assembling a truck, with male and female operators working manually using ergonomic tools and devices. The expertise is unique, as each truck is tailor-made to meet specific customer requirements. In recent times, both
“This first stage project involves the electrification of axle transport between the Lyon and Bourg-en-Bresse plants. The 450,000 km driven each year between the two production sites are handled by Dupessey & Co and Transports Chazot using five 44 tonne Renault Truck E-Tech T electric vehicles. The launch of this project is a further illustration of our expertise in decarbonising mobility. This kind of project is helping us build a new transport model. Our target for 2030 is to electrify our logistics on a huge scale, with all flows between our production sites using electric vehicles. Applying here at Renault Trucks are the solutions
diesel and electric powered trucks are assembled on the one line, with the only difference being that the battery packs are fitted in a separate area, adhering to best health and safety practises.
the Renault trucks Bourg-en-Bresse factory in numbers
n It takes 4.5 hours to assemble a truck.
n One truck from Renault’s T, C & K series rolls off the line every 8 minutes.
n 3 kilometres of hoses and electrical cables and 6,500 screws are needed to assemble one truck.
n The award-winning assembly line at the Bourg-en-Bresse plant is 500 metres long.
n The Bourg-en-Bresse plant covers an area of 117 hectares and employs 1,430 people.
Volkswagen Commercial Vehicles is extending the capabilities of the all-electric ID. Buzz with the launch of a new long wheelbase (LWB) version, as well as introducing a sporty GTX variant. Improved batteries and electric motors are also being rolled out. Fleet Transport went to Hannover, Germany for the international launch of the new ID. Buzz Pro LWB and sporty ID. Buzz GTX.
new id. Buzz lwB - a longer body…. but only for passenger versions
If there has been an over-arching criticism of Volkswagen’s all-electric ID. Buzz, it’s probably been that for a vehicle so ideally shaped to be a people carrier, it has only been available to date with seating for five. That is now being addressed. The new ID.Buzz Pro LWB is a stretched version that is 250mm longer than the regular Buzz, enabling the introduction of a third row of seats, either in six (2+2+2) or seven (2+3+2) seat layouts. There’s a good deal of flexibility on offer; for instance the middle bench seat in the seven seater can slide forward by up to 200mm to provide generous legroom for third row passengers.
Equally significant is that with the six seat layout, access is possible internally from the front seats to the third row without having to go outside. While entry to a third row of seats from the side doors isn’t very practical in the shorter wheelbase version, this internal access
means that going forward Volkswagen is now offering the regular Buzz in six seat as well as five seat layouts.
Luggage space in the three row format of the LWB Buzz is 306 litres, jumping to a generous 1,340 litres when a third row of seats isn’t fitted. What isn’t currently on Volkswagen’s radar is an LWB variant of the ID. Buzz Cargo, the commercial vehicle version. A spokesperson explained that such a model would still offer less load volume than the smallest version of the Transporter, so the company believes that that market segment is already covered, particular with an electric version of the forthcoming new Transporter in the offing. However, the ID. Buzz Cargo does get the new more powerful electric motor outlined below as standard.
Bigger
battery and more powerful electric motor
Volkswagen broadens appeal of ID. Buzz with new models and improved powertrains
Since its launch the ID. Buzz has been available with a 77 kWh battery and a 150 kW / 204 PS electric motor. With the LWB launch, Volkswagen is introducing a new 86 kWh battery connected to a 210 kW / 286 PS electric motor. Stated ranges are between 453-487 km, while maximum charging speeds are up to 200 kW from 170 kW. The regular ID. Buzz and ID. Buzz Cargo also get a small battery size upgrade to 79 kWh and receive the new 286 PS electric motor. As a result possible range is stated to be between 423-462 km.
new Gt X versions bring sporty credentials to id. Buzz
Volkswagen has a history of producing sporty versions of its mainstream models, notably with its über-successful GTI branding. More recent times have seen the introduction of GTX branding on its ID. range of electric vehicles, with the Buzz the latest
to receive the special treatment. The ID. Buzz GTX is being offered in both regular and LWB versions.
Unsurprisingly the GTX is the most powerful version of the ID. Buzz family. It uses the same 79 kWh (normal wheel base) and 86 kWh (LWB) batteries as offered on the regular models, but both versions come with dual electric motors giving a combined power output of 250 kW (340 PS). Significantly this means the ID. Buzz GTX comes with all-wheel drive. In normal conditions power is generated to the rear wheels through a 286 PS / 560 Nm permanent magnet synchronous motor (PSM). When needed, a secondary asynchronous motor (ASM) fitted to the front axle and producing maximum power outputs of 109PS and 134Nm kicks in.
This dual-motor set-up has another significant benefit - it provides the ID. Buzz with a towing capacity of up to 1,800 kg.
The ID. Buzz GTX gets some other special treatment to distinguish it from regular models. There’s a mildly redesigned front bumper with integrated bespoke LED daytime running lights, an exclusive Cherry Red paint option, and optional 21” alloys. Inside there’s quite a contrast to the normal cheerful bright colours associated with the ID. Buzz, as the GTX model comes in darker trim only. A black headliner is unique, as are seats covered in black ArtVelours Eco microfleece featuring a specific GTX design with red contrasting seams and red piping.
what else is new?
The launch of the LWB and GTX models bring further detail enhancements that are being introduced across the entire range. One of the most significant is a new larger touchscreen. Measuring 12.9 inches (previously 12.0”) it incorporates the latest generation of Volkswagen’s much maligned infotainment system which thankfully eliminates most of the gripes associated with earlier versions. New assist systems include Park Assist Pro 7 with a function for remote parking via smartphone. Up front, both driver and passengers seats now come with inner armrests, while second row passengers are now able to open their side windows - an inexplicable omission on the original model. A full length sunroof is also now available - Volkswagen says it is the largest one fitted to a production model to date, measuring 1.5 square metres.
driving the new id. Buzz lwB and Gt X
On an overcast June day that felt remarkably familiar to the poor Irish summer conditions we are experiencing, we put both the new LWB ID. Buzz and the GTX (also in LWB form) through their paces over a selection of roads near Hannover.
At a casual glance, the difference in length between the long wheel base Buzz and its regular counterpart is not immediately obvious, though study it a little more closely and you’ll notice it looks more elongated than the more stubby shorter model. It’s worth noting though that the LWB Buzz is only 1 mm longer than the Volkswagen ID. 7, and width and height dimensions have not changed, so it’s still eminently manoeuvrable and practical to use in tighter car parks.
That manifests itself too on the public road: the ID. Buzz LWB doesn’t feel in anyway unwieldy, and unlike some larger vans you don’t need to be constantly aware of allowing swing room when negotiating tight turns.
Switching over the ID. Buzz GTX, I’ll admit to a degree of scepticism ahead of driving it, not least because this is not a vehicle with any kind of sporting pretensions. In fairness though, Volkswagen has done a credible job in offering an upgrade to the regular model without losing the character of the vehicle. It feels a little quicker than the normal version but with a 0-100km/h time of 6.5 seconds there are plenty of
It’s doubtful many existing customers have complained about a lack of power in the ID. Buzz - for starters this is a vehicle where it feels natural to adopt a more relaxed driving style, but in any case there was always plenty of acceleration available when needed. Thankfully the upgrade from 204 to 286 PS hasn’t greatly changed the nature of the vehicle - yes, it’s probably more lively when you put your foot down, but it’s not aggressive in the way it applies the power, unlike some EVs.
Inside the cabin is the pleasant place it has always been, with well laid out controls and excellent visibility. Playing around with the infotainment system, it is much improved, with no delays in responses, while it now feels much more intuitive to negotiate the various menus. Thankfully the slider controls for volume are now lit at night as well.
For people who will need to use the third row of seats on a regular basis, the ID, Buzz LWB comes up trumps. Access by pulling forward the second-most row of seats is easy, and there is decent head and legroom for full sized adults. Certainly one of the more practical seven seaters on the market.
EVs on the market that will out-drag it. It does feel more taut than the regular Buzz, with an extra assuredness through faster corners. Overall it’s sporty in a Grand Touring vein rather than hot hatch - more Bentley Continental than Golf GTI - with refinement and comfort its key characteristics.
V ER di C t
The new additions to the ID. Buzz family will no doubt broaden the appeal of this characterful vehicle. The addition of another one or two seats will make it a viable option for families, while the GTX version offers a more exclusive experience. Coupled with a recent price drop which sees current regular models now on sale from €46,495, we’d expect to see a lot more on the road in the coming months and years.
The new models are due to arrive in Ireland towards the end of the year. Prices have yet to be confirmed.
Text: Cathal Doyle - cathal@fleet.ie Photos: Cathal Doyle and VWCV Press DB
Some recent new Mercedes-Benz, Iveco, DAF and MAN truck sales
New Mercedes-benz arocs 4146b 8x4/4
Sold to Spollen, Glasson, Athlone, County Westmeath
New Mercedes-benz actros 2553 Ls with Gigaspace cab
Joining a batch of five Actros rigid and tractor-units, purchased by BWG Group, Dublin from Mercedes-Benz Commercials Ireland, Dublin
New Iveco s-Way 8x2 with flatbed body & hIab Xs crane
Delivered to Bentley Steel, Lusk, County Dublin, by Long Haul Commercials, Tullamore, County Offaly
Iveco s-Way 490 6x2
One of two units supplied by Long Haul Commercials to Kennedy International, Allenwood, County Kildare
New daF XG+ 530 6x2
One of two new tractor-units bought by Hanlon Transport, Greenore, County Louth
New MaN TGM 18.250 with Palfinger PK 19001 crane (full remote) and Thompson body
From an order of a five unit sale by Martin Hough, Dennehy Commercials, Limerick to TLI Group, Abbeydorney, County Kerry
New
Ashbourne Truck Centre, Ballymadun, Ashbourne, Co. Meath, Ireland
MAX Trailer, 2 axle draw bar low loader, 7m bed, option for alu side boards (removable), spring loaded aluminium ramps, payload up to 16tons. In stock available now, also available in 3 axle version with payload up to 25tons, available for delivery early 2024
2024 Schmitz 9.6m bulker, aluminium, 55 cubic yard, in stock available immediately
New Schmitz 8.2m inner door, BPW axles, drum brakes Manual cover 15ton king pin
Galvanaised chassis
Front lift axle
In stock available now New Faymonville Hydraulic widening bed
2.54m wide to 3.2m at the push of a button, stop in any position
4 axle, BPW axles and suspension
Two rear steer axles
Double flip ramps
Hydraulic rear support legs
In stock available now
New Scania truck sales tipping the scales at McElvaney Motors Ltd.
a J Grab hire
Nationwide service provider, AJ Grab Hire, Dublin & Monaghan has added this new Scania P410 XT tipper to its fleet.
aztec Logistics
Aztec Logistics, Galway is celebrating 30 years in business with the purchase of three new Scania trucks – two G320s and a Scania 410 S.
colm Gilsenan
The County Monaghan Lakeland Creameries haulier has bought this new Scania 660S 6x2/2 V8, complete with a host of extras.
bM Transport
A second new Scania 770 S V8 Frost has entered BM Transport Ltd’s (Monaghan) fleet.
Kieran McKay
Kieran McKay Ltd’s (Dundalk) fleet expanded recently to include two Scania 660 S V8 tractor-units.
cool cat Plant services
Cool Cat Plant Services based in Swords, Dublin recently purchased this new Scania G500 5-axle Tipper complete with Thompson Body.
Kilbride Fuel Logistics
A new 660 S tractor-unit and a P360 rigid tanker have gone to work for Kilbride Fuel Logistics (Blessington, County Wicklow).
K. McMahon haulage
K. McMahon Haulage, Monaghan bought this new Scania 660 S V8 twin-wheel tag, featuring a host of extras for the driver to enjoy.
sheridan Plant hire Ltd
The County Meath firm is now operating this new Scania R500 XT 10x4 complete with Gleeson body.
®
Please reserve Seats €160 + vat or Table(s) of 10 @ €1500 + vat at the FLEET TRANSPORT AWARDS in the Johnstown Estate Hotel, Enfield, County Meath on Thursday 10th October 2024 commencing at 6.30 p.m. Name of Company:
special theme author, Emer Conlon has published another edition to her successful Vroom-town book series, called the adventure of Vabis, the scania truck helping to save our Planet. a captivating and colourful story designed to entertain and engage young readers, the book is tailored to children aged 2-7 years. this latest addition is her seventh Vroom-town book and is also her second scania official licensed Product.
With a background in the Truck Industry, working as Marketing Manager at McElvaney Motors (the Scania Dealership), Emer has a unique ability to connect with children through engaging stories and relatable, endearing, truck characters. She explains the decision to write the book: “As with my last book, there is often a misconception that trucks are diesel guzzlers and bad for the environment, however, Scania, and indeed other truck marques have been implementing strategies for quite some time to improve and change this. I thought that reflecting what Scania is doing from a sustainability perspective in ‘real-life’, would make for a really great adventure for the Vroom-Town trucks - not only would it be a real-page turner, but it would make learning
New Vroom-Town Book - “The Adventure of Vabis the Scania Truck Helping to Save Our Planet”
about sustainability, fun and accessible for children. When my incredibly talented illustrator, Jon McCormack was available to come on board with the book, it was decision made”.
The book features vibrant illustrations that brings the dynamic world of the Vroom-Town trucks to life with engaging scenes that will captivate both children and parents alike. “Not only is there a brand new Vroom-Town book, but we also have a wonderful new truck joining the cast of characters! I am very pleased to reveal that she is another Scania truck! Essie, a talented Scania battery electric vehicle, is a friend of Vabis’ and is a delightful addition to Bill Byrne’s yard. She’s bright, eco-friendly and ready to join Vabis and the gang on a new ‘green’ adventure. Essie brings a spark of energy (literally) and a whole lot of fun as she helps teach important lessons about sustainability and caring for our planet,” added Emer.
originates from Sweden, Essie (SE) seemed like a clever way to incorporate this and to achieve the ‘nod’.”
The story follows the journey of Vabis, a Scania truck, as he and his friends embark on an adventure to the rainforest to try out their new electric charge. The journey takes a bit of an unexpected turn when BullyDozer and Terrible Terry decide to destroy the environment by tearing down the rainforest and ‘helping’
Explaining Essie’s inclusion and name choice, Emer continued: “When creating Essie, I felt it was important that Vroom-Town would have a battery electric truck, which obviously represents the ‘real-life’ shift from diesel and other fossil fuels in today’s truck and motor industry. I called her Essie because as with Vabis, I wanted to give a ‘nod’ to the history of Scania. SE is the domain extension of Sweden and as Scania
IDV signs major contract with Brazilian army to provide 420
the Brazilian army, through the army Manufacturing directorate, has signed a contract with idV for the supply of 420 lMV-BR 2 (light Multirole Vehicles) within a 10-year timeframe. the first units are expected to be delivered in 2026.
This new order of LMV-BR 2 vehicles, known in Brazil under the name “Guaicurus”, will be produced in two
different variants, either with a Manual Weapon System or a RCWS Weapon System. All vehicles will be equipped with a C2 – Command and Control System. The 420 units of “Guaicurus” will be produced locally in IDV’s plant in Sete Lagoas (MG).
Vabis and his friends fall into a swamp! Will Vabis be able to help save the planet from the dastardly deeds of Terrible Terry and BullyDozer… you’ll have to read the book to find out!
The engaging visuals, combined with a well carved narrative, makes The Adventure of Vabis the Scania Truck Helping to Save Our Planet a perfect read-aloud for parents, caregivers and children themselves. It is now available in select bookshops, online and from Vroom-Town.ie.
The solid collaboration between the Brazilian Army and IDV looks back
on a long history, which includes so far the supply of 700 units of the 6×6 amphibious armoured vehicle Guarani as well as 32 units of the LMV-BR.
Text: Jarlath Sweeney - editor@fleet.ie
The new Conti Eco range Our fuel saver for mixed regional and long-haul applications
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A recent workshop preview of the forthcoming IAA Transportation 2024 trade show showcased what to expect in relation to innovative solutions and interesting developments within the commercial vehicle, transport, and logistics sectors at Messe Hannover, Germany from September 17 to 22.
Main Presents Key Topics and Highlights Contributions on the Future of the Transport & Logistics Sector from top brands
The five day trade exhibition hosted by the VDA will highlight the industry’s commitment to contributing to the decarbonisation of transport by 2050, stated VDA President Hildegard Müller: “The industry is ready for transformation and is investing significant amounts with great dedication in climate-neutral mobility for the future. We are confident that we can achieve this goal, provided that the appropriate political framework conditions are created,” she stated.
Ms. Müller mentioned that besides the actions being undertaken by the industry itself, particularly the commercial vehicle sector, there needs to be accelerated development of comprehensive electric charging and hydrogen refuelling infrastructure, robust electricity and hydrogen networks, sufficient climate-neutral energy, better locational conditions, free and fair trade, international partnerships, and a stronger focus on the potentials of digitalisation. She added: “The IAA Transportation is the best place to discuss key topics such as sustainability, digitalisation, and innovative drive technologies with representatives from all sectors.”
Industry leaders, including Daimler Truck, Ford Pro, Kia Europe, MAN Truck & Bus, Michelin, Quantron, and Schmitz
Cargobull, shared their visions and ambitions for the sustainable future of the transport and logistics sector. The companies reaffirmed their commitment to being pioneers and trendsetters in the transformation and stressed the importance of multi-track strategies that include the use of various technologies such as battery and hydrogen powered drives. This also involves the use of digital solutions and intelligent technologies, as well as the use of sustainable, recyclable materials. To succeed in achieving an emissions-free future for the transport and logistics sector, accelerated infrastructure development and more deregulated measures across the entire value chain are needed to avoid passing on additional cost burdens for CO2 reduction to customers amid rising raw material and production prices.
During a tour of Klassikstadt Frankfurt, attendees were able to experience the latest innovations from Ford Pro, Daimler Truck, and Quantron, with a number of their product lines on display. To demonstrate the practical feasibility of e-mobility, Ms. Rådström waved the green flag as the starting signal for the eActros 600 pan-European Testing Tour. The new battery-electric long-haul truck will cover over 13,000 kilometres through more than 20 European countries.
V da P RE sid E nt h ild EG a R d Müll ER
Jürgen Mindel, Managing Director of the VDA, stated: “The International Press Workshop was an excellent opportunity to give a first impression of IAA Transportation. The exchange of ideas and networking promote the goals of a sustainable and advanced transport and logistics industry. The contributions from speakers and exhibitors during the event in Frankfurt showcased the innovative power we can expect at IAA Transportation in Hannover this September.”
Gu E st s PE a KER KE y P oints:
Ka R in Rådst R ö M (CEo of Mercedes-Benz trucks)
Topic: Part of the Problem/Solution; Decarbonising Transport
Topic: Step-up - Side by side for sustainable mobility
Philipp started by saying that in order to achieve sustainability, a balanced approach is needed, taking people, the planet and profit into consideration. The truck and tyre industries have a big impact on achieving this goal. “Both sectors of the commercial vehicle industry are going through monumental changes through digitisation, alternative drivelines and connectivity. All coming together to deliver on this sustainability promise.”
Ms. Rådström began by saying that this time two years ago, she talked about the development and pending introduction of the new eActros long haul electric truck. “Well, it’s here and now,” she said.
Acknowledging that commercial vehicles account for 7% of global CO2 emissions, which is a problem, she said that there is great opportunity for the industry to provide the solution via a dual strategy - Battery Electric and Hydrogen. “To date, Daimler Trucks offer ten zero emission models including Mercedes-Benz and Fuso brands. The launch of the eActros long haul has been significant in that the LFP technology provides 500 km range distance, long service life and after ten years the battery pack will still have 80% capacity. She added that 50% of EU haulage trips cover 500 km or less per day. At Daimler’s main truck production facility, in Wõrth, investment and modifications are ongoing as the transition to emission free systems continue.
Explaining the environmental footprint of the tyre, Philipp noted that 90% is attributed to usage, with only 9% towards design and raw materials, 1% in manufacturing, and 1% in the logistics involved. “A tyre can be sustainable if we meet three conditions: - a tyre with smaller environmental footprint; a tyre that maintains key performance like safety; and a tyre that can be mass produced,” he explained.
Philipp added that better use of natural and sustainable materials as well as encouraging operations to extend the life of their tyres can make a difference. “If tyres on all trucks in the EU were used by one additional millimetre, 15,000 tonnes of raw material could be saved. There is good reason for retreading and regrooving,” he emphasised, with up to 40% cost savings, up to 70% less raw materials used, and up to 150% more mileage achievable by giving old tyres a second lease of life.
The future big picture within Michelin? “By 2030, all of tyres will be made of sustainable or recyclable materials - by 2050100% sustainable,” concluded Philipp.
Phili PP o st B o MK (VP sales B2B, Michelin northern Europe)
a nd RE as sC h M itz (CEo at schmitz Cargobull)
Topic: Delivering Performance: How Schmitz Cargobull supports the transformation in transport and logistics
As the boss of Europe’s biggest trailer manufacturer, and one with a growing global footprint, Schmitz Cargobull’s Andreas Schmitz is well aware of the challenges that its customers face daily from increased costs and revised regulations, not to mention the transition to alternative powertrains.
He focused on the ongoing cost increases initially, citing that from December 2020 to September 2022 producer prices of industrial products increased by 55% and remained at 39% until April 2024.”
Andreas sees labour costs rising, while energy costs are decreasing. “While we need to pass on the higher material and labour costs, our TCO solutions lower the cost of operations.” He exampled the increased efficiency of Schmitz Cargobull’s refrigerated cooling units with their modular designs and build quality, along with the company’s trademark galvanised chassis, ensuring Schmitz trailers offer longevity and robustness and don’t require repainting.
“We have seen a significant drop in mileage driven by all vehicles in the EU but recently there is a slight increase. “ He pointed to the IFO Business Climate Index (Germany) which rose from 85.2 points in January up to 89.3 points in May 2024, “which augers well for more business.”
To remain attractive and competitive, best ideas must be adapted and he highlighted the Eco-Combi (Duo) 25.25m double articulated truck and trailer combination. “Europe should learn from the best countries, promote their authorisation. Eco Duos are saving CO2 and costs every day in Scandinavia and Spain.”
“The digital transformation accelerates change. Ours is a data driven business with connectivity and data management, and with growing demands for all data systems. All these elements increase the need for efficient processes and cooperation, both from us and our customers.”
On average Schmitz Cargobull sells 57,000 trailers per year and has over 110,000 units on its TrailerConnect services.
Topic: Simply expanding MAN’s Zero Emission portfolio
A number of recent presentations from Frederick and featured in Fleet Transport, highlighted that decarbonisation only becomes a reality if all involved focus on the formula delivery: Product; Infrastructure; Renewables; TCO for customers.” MAN will guide customers along, hold their hands through our eDialogue Consultancy. 85% of customers can move from diesel to battery electric, with the remainder looking towards hydrogen,” he said.
MAN Truck & Bus’ electric vehicle developments have been well received and the move towards hydrogen is now being worked on. “Our limited hTGX series complements the entry into zero emissions offerings,” he said. He noted that up to 1,000 hydrogen refuelling stations will be required across Europe to start with before it can become a viable solution.
fR i E d R i C h Bau Mann (sales & Customer solutions, Man truck & Bus sE)
Claudia Vo G t (director ford Pro, ford-werke Gmbh)
Topic: How Ford Pro is revolutionising mobility for commercial customers
Claudi Vogt, Director Ford Pro, Germany, who has served the company in the Netherlands, Italy and now Germany, stated that Ford Commercial Vehicles has been the number one best selling brand across Europe for the past nine years running, continually increasing market share, to a peak of 15%.
“Electric is the way forward, and we are fully committed to EVs,” stressed Claudia. “Our whole LCV line-up will be electrified by the beginning of 2025.”
To assist with the customer transition, Ford Pro is introducing E-Switch Assist. Centred towards SMEs, she described it as “a real time data analysis tool to help customers on when to switch to EVs.” The tool covers a number of measures and elements critical to the decision to move to electric, including vehicles, software, charging services and finance. “This 360 degree offering is aimed at increasing modularity,” she concluded.
Pi ERRE -Ma R tin Bos (director PBV, Kia Europe)
Topic: Kia’s new Platform Beyond Vehicle (PBV)
As you will read elsewhere in this edition, Kia Europe is entering the light commercial vehicle sector, with its new three-phase Platform Beyond Vehicle (PBV) business model. The dawn of the new era from the South Korean manufacturer begins this summer with its first new sub-medium van, the PV5. Ahead of its launch, national distributors, sales and services for each country are being finalised.
a nd RE as h all ER (CEo and founder of Quantron aG)
Topic: On the road to Zero Emissionsthe Quantron way
Quantron’s origins stretch back 140 years, with the Heller family business having grown into today’s operation involving fully zero emissions systems in traditional trucks, vans and buses, using ‘glider’ chassis, from the likes of MAN and Iveco. Various partnerships with world class parts and components suppliers have been formed to continue the development processes.
At the IAA in 2022, Quantron presented fully capable fuel cell hydrogen vans, buses and trucks in concept form, some of which have subsequently gone into production. This year in Hannover, the German company will reveal a price competitive emissions solution package, on a pay per kilometre model.
Text & Photos: Jarlath Sweeney – editor@fleet.ie
the term ‘racking’ is used to describe a skeletal framework, of fixed or adjustable design, to support loads generally without the use of shelves. it is usually qualified (i.e., pallet racking, tyre racking, drum racking, etc). Racking systems are widely used in warehouses as there are considerable space advantages over floor storage and they provide for easy access and retrieval of goods. there are many different types of racking systems. it is vital that racking systems are managed to ensure their continued safe use. all racking systems should be of good mechanical construction, of sound material, adequate strength and installed and maintained in accordance with the manufacturer’s instructions. the maximum safe working load and design configuration for any racking installation should be conspicuously displayed.
The requirements for the safe installation of racking vary according to the type and size of the system, and the nature of the building or area for which it is intended. Safe working loads, heights, widths and equipment tolerances should be set by the designers and manufacturers of the total system. The basic principles for safe installation are as follows:
n Racking should only be installed by competent people in accordance with the manufacturer’s instructions.
n Racking should be erected on sound, level floors, capable of withstanding the point loading at each base plate.
n Where the racking design requires it to be secured to the building, only those building members that have been ‘proved’, by structural calculations, as able to resist the forces applied should be used. In such a
Safety with Racking Systems
case, the racking design should be compatible with the building layout.
n Double-sided runs should be connected and spaced using suitable run spacers.
n Where necessary, e.g., where lift trucks or other mechanical handling equipment are used, racking should be securely fixed to the floor.
n Aisles should be wide enough to ensure that mechanical handling equipment can be easily manoeuvred. Widths will depend very much on the type of equipment used, e.g., some require a 90° turn to load and offload, some remain parallel to the aisle and have forks at 90° to the direction of travel.
n Beam connector locks (e.g., pins) should always securely fix the connectors at the ends of each beam, to prevent accidental uplift of beams, e.g., by lift truck.
n Racking should have a clear unambiguous notice securely fixed to it, stating the maximum load together with any necessary specified load configurations.
The limitations indicated in the maximum load notice should never be exceeded. The weight of each palletised load should be established before a decision is made to store it in the racking. This is particularly important where different products are stored which may vary considerably in weight, or where a new line of product is brought into the warehouse for the first time. In some situations, it may not be necessary to establish the weight of each palletised load, if the racking system is designed and installed to meet the storage requirements of the heaviest palletised load in the operation. Nevertheless, the management system should ensure that all palletised loads intended for storage in racking can be safely stored in accordance with the particular racking design and installation.
Racking should never be altered (e.g., by welding) nor components removed without first consulting the manufacturer. Before changing the position of adjustable components on racking (as supplied), the design limitations of the
new configuration should be established and, where necessary, the safe working load notice amended. Adjusting the position of the first or second beam from the bottom is normally the most critical alteration, which always requires a check on the rated carrying capacity of the rack.
High visibility colours for key components of the racking, e.g., horizontal beams, will assist truck operators to correctly position the forks and avoid damage to the racking.
r ac KING IN s P ec TION a N d M a INT e N a N ce
In general, racking is manufactured from relatively lightweight materials and, as a consequence, there is a limit to the amount of abuse that it can withstand. The skill of lift truck operators has a great bearing on the amount of damage likely to be caused. Any damage to racking will reduce its load carrying capacity. The greater the damage the less its strength will be. To ensure that a racking installation continues to be serviceable and safe, there should be a system in place to ensure that inspections are made at weekly or other regular intervals based on risk assessment, and a written record should be maintained. ‘Expert’ inspections by a technically competent person should be carried out at intervals of not more than 12 months, which should result in a written report with observations and proposals for any action necessary. There should be systems in place for reporting damage and defects immediately they are observed. Employees should receive training, information and instruction on the safe operation of the racking system, including the parts affecting their safety and the safety of others.
More comprehensive information on the safe management of racking systems can be obtained in the UK’s Health and Safety Executive’s guidance document on Warehouse and Storage Safety, HSG 76, available at https://www.hse.gov. uk/pubns/priced/hsg76.pdf or from the Storage Equipment Manufacturers’ Association (SEMA) website https://www. sema.org.uk/
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‘
traile(r) Blazers’ was one of the headlines that stood out when looking through George dennison’s expansive historical record of the family’s six decades of trailer and truck manufacturing. a term most apt for one of ireland’s leading industrial manufacturers.
We’re in Naas, County Kildare, the location of the company’s headquarters. The occasion? Just the occasion of Dennison Trailers’ 60th Anniversary celebrations. A milestone event indeed, and a strong testament to the family’s ingenuity, innovation, perseverance and competitive spirit.
Here, in this split level building, located beside the quality control centre, a selection of vintage trailers made by the firm from the early days are surrounded by a vast number of photos, from trailer developments to sales, awards and other happenings over the years. Upstairs, there are more artefacts, with lines and lines of more photos, all carefully chronicled and placed in shelves, library style. Over 2,000 we hear, with more to be added.
Over the festive weekend, guests, staff, family and friends were treated to
a multifaceted product exhibition, a line-up of vintage and classic trailers and trucks, together with visits to the production facilities.
On the walls of the museum building, there is a timeline of the numbers of trailers made and sold so far. Over 70,000 in fact since 1964.
For instance, 12,000 were manufactured in the first decade. Following the acquisition of the fledgling company by Crane Fruehauf, trailer building ceased for five years, but the Dennison clan did not stand still, moving over to assemble 250 trucks, some of which are still around and are regularly exhibited at Vintage Shows. Two such examples were on display at the Naas event.
Innovation never stops at Dennison Trailers, 60 years on
and investment saw the company acquire additional lands and construct new facilities, while an expansion into the British market saw the establishment of the Lancashire plant, where curtainsiders are made.
Examples of how the design team continues to innovate were to be seen on site and have also been exhibited at recent trade shows in England such as the RTX Expo in Coventry and at Multimodal in Birmingham. These included Dennisons’ new Double Deck Curtainsider. Also on show at the Naas compound were a selection of its mainstay sliding bogie skeletal trailers and some flatbeds, while up for auction was a pillar-less curtainside semi-trailer attracting a lot of interest from visitors.
Over the years, continuous growth
Trailer manufacturing recommenced in 1982, and by the time the 50th anniversary came around in 2014, 43,000 units had been built for markets at home and abroad, with notable sales success achieved in Scandinavia and Germany.
Dennison Trailers’ forte has always been high quality and innovative products, attention to detail, and having a strong and personal relationship with customers. Long service life is guaranteed from its products - indeed we heard at the event that there is a Dennison skeletal still in daily operation after 28 years!
George Dennison, one of the company’s original founders, is still active in the company. A man of great energy, he was busy on the day, meeting and greeting customers as they arrived, and ensuring that they had a good look at all of the latest products and developments on display.
Among the exhibits were two yellow coloured trailers, of different
vintage. One was a new Link Trailer that accommodates 25.25m, 60 tonne GVW Eco-Combi trailer lengths that are now in operation in Germany, Spain and historically in Scandinavia. This particular unit, which is destined for a Danish client, features a rear steer SAF axle and a fifth wheel coupling at the rear. A legally binding tight turning circle is assured for the complete articulated unit. With curtain side bodies built on the chassis, up to 51 pallets can be loaded and unloaded easily.
Aidan Kinsella, the long serving Managing Director at Dennisons, said that this type of combination is gaining interest at the European Commission, and if adopted, they could run across Europe on the TEN-T motorway networks. This would bring huge benefits to the transport industry all round, as two of these combinations would replace three standard artics, thereby enhancing the environment, plus with one less driver required, aiding the driver shortage. Hopefully, the newly elected European Parliament will look favourably on the now tried and trusted concept, and legalise the system. A number of viable trials are currently underway with a small number of Irish hauliers, mostly operating on cross country motorway trunking routes.
There was a coincidental touch of nostalgia with the other, older yellow trailer, as it was one of the first flat beds sold to Cork operator Donal McCarthy.
Donal, along with Henry McCarthy went on to form McCarthy Commercials, a Volvo Trucks dealership in Watergrasshill, Cork, which celebrates its 50th anniversary this year.
Parked alongside was a Rolls Royce 265 powered Dennison Trailer truck and trailer combination. This was one of two originally run by Murtagh’s Athboy, County Meath, and latterly has been in the hands of Billy Kiely, Milford, County Cork, who restored the duo livestock carrier beautifully. A similarly powered, emerald green coloured, 6x4 tractor-unit was parked outside the museum.
foundry, once a key component supplier, which was acquired from Liam Young by Dennisons seven years ago. Here, 35 employees work two shifts, processing all of the steel sheet cuttings made to order and spec and ready for the trailer building process. Investment in two high tech laser cutting machines to replace CO2 units has dramatically increased production while reducing energy consumption. An array of components, bits and pieces are laid out on shelves along by the walls. Over 200 tonnes are held in stock currently. Waste sheet metals are send on for recycling. Thirty five percent of the output here is to third party customers, with Combilift one major client. Potential for further growth is being worked on. Additional environmental-friendly actions are underway at all plants as the company heads towards another landmark decade.
Back in 2018, Dennisons came up with a unique concept and adaption for its Sliding Bogie semi-trailer, which has proved very successful at home and in Europe. As explained by Dieter Kastel, who is Dennisons main sales agent in Central Europe, the skeletal 20 ft. and 40/45 ft. container carrier uses standard equipment and fittings, with a gooseneck frontal design, sliding centre section and the ingenious patented ‘hump’ at the rear axles, which ensures that the overall height is kept at the legal 4m on the continent. He added that this trailer is order number 33 from a loyal German fleet rental company and is painted in its own corporate colours. Representatives from the firm were on hand to taste some Irish hospitality. They admired the build quality and additional spec such as the sealed friction plate along the side of the sliding chassis rails. Located within shouting distance of the factory is the MetTech (Metal Technology Ltd.)
Recently Dennisons appointed Michael Walsh as its new sales representative for Ireland. The Cork native will cover the length and breadth of Ireland, calling on existing and new customers. In all, 150 people are employed in Naas, most of them working on trailer production. Semi-automated welding systems ensure accuracy and consistency and the introduction of robotics on the production line to further increase efficiencies is imminent. Some of the components and assembled parts that are made in Naas are shipped to the Lancaster plant to continue on with the completion process. Another more recent department established in the last two decades is the Dennison Fast Parts business, which supplies parts and components to the trailer sector.
To paraphrase its ethos, Dennison Trailers continue to go on and on and will to be always right behind the customer.
Text & Photos: Jarlath Sweeney – editor@fleet.ie
George Dennison Snr, James Dennison, Ella Dennison and George Dennison Jnr.
David Dennison showing Meredith Hall (Megalift) and Eamonn Mc Ateer (Mc Ateer Recycling) around the facilities at Mettech
Shane Black (Mentalist) entertaining Paul Brady and Stephen Treacy of Stateline Transport.
Walter Watson, Walter Watson Cranes; Barry Hughes, Carna Transport’, George Dennison and Ricky Wilson, Wilson Auctions, who auctioned the 70,000th Dennison Trailer for six deserving Charities.
David Dennison with Katerina and Dan Nielson of BP Platz in Denmark who are a long standing link trailer customer
Enjoying the 60 year celebrations were John Delaney, Delaney Commercials; Jack Kennedy, Kennedy International; Sean Roche, Global Transport; Paul Toner, Toner Transport and George Dennison.
PBV - Platform Beyond Vehicle. in a world of acronyms, here’s a new term to get to know. it’s what Kia Motor Company is now calling its new light commercial vehicle range. By this time next year the van sector will have welcomed the PV5, the first of a series of new models for a number of segments. this mid-sized sub-1-tonne van will come under lots of guises, a panel van and people carrier mainly, with a modular pick-up type to follow.
The big question is…why? And why now?
Kia has been in the automotive industry for 80 years, selling over three million cars per annum. However the Korean company, parented by Hyundai, now sees the light commercial sector as an opportunity to increase volume and turnover in a growing and lucrative market.
Speaking to members of the International Van of the Year jury, Sjoerd Knapping, Vice President Product & Marketing Kia Europe (pictured above right) observed that the sales of light commercials continue to rise. Last year they accounted for more than 572,300 units in Europe, with 81,000 of these electric powered. He noted that by 2030, battery electric vehicles will account for 1.6 million units globally.
Kia Motor has had an LCV presence in Europe in the past decade with the Bongo, its cab over drop side light commercial. But the all-electric PBV is vastly different. The body shells of the various models look futuristic with smooth, streamlined panels, while there is much hi-tech software inside.
“We are taking a whole new approach, a customer-centric approach, defining new ways of doing business into the next twelve to fifteen years, and meeting mobility trends,” said Pierre-
Kia enters light commercial market with PBVs
Martin Bos, PBV Director Europe (pictured above left), whose previous career path was with Fiat Professional in the UK, Italy, Morocco and South Africa. From Kia Europe’s Headquarters in Russelsheim, Germany, the company’s far reaching strategy is to maximise the use of the vehicle though the eco-system, connectivity and service from its dealerships, which will be cherry picked from its broad European network. The initial target markets will be hackney/hailing, logistics and utilities, with smart mobility, a sharing economy and e-commerce also in mind. A three phase approach is being applied - from 2025, the PV5 will be launched, to be followed two years later by the PV7, together with AI driven platforms, and by 2033 customisation with different modules to cater for evolving smart cities, robotics and air mobility.
A whole new manufacturing plant is currently being built in Kia’s South Korean homeland and is progressing well to deliver on the supply promise for next year. The new facility is one of two factories specialising in the assembly of the PBVs. Production of 150,000 units is planned for 2025 and double that figure by 2030.
Although no final details have been mentioned to date re PBV’s powertrain, much of its technology will no doubt stem from its award winning zero-emission car lines such as the EV6 and EV9. What we do know that some of the interior trim will use recycled materials sourced from a partnership established with the Ocean Clean-up Campaign.
Originally carrying the name Purpose Built Vehicles, the project has been ongoing for the past three years, with research and development focussed on meeting customer needs, relating to operations, applications and future proofing to meet new trends and adherence to ever changing regulations. e V s T raT e G y
To achieve this ambitious goal, a three-point action plan is underway.
n Drive: upgrade current battery tech, while exploring further technologies ie NCM - Nikel Cobalt Manganise and LFDLithium Iron Phosphate.
n Expand charging infrastructure. Today: 700,000 charging points in EU. By 2030; 3.5 million will be in operation
n Expanding use of connected services featuring AI technology with voice interface
Phase 3 will further explore the concept of space and mobility. In the meantime, collaboration is being undertaken with major fleet operators such as DHL and Amazon. Selected dealers, not agencies, as stressed by Pierre, will handle the SME customer requests, sales and service, and stock parts and accessories, while Kia Europe will undertake the ‘over the air’ on-line model upgrades through connectivity as well as provide fleet management solutions. The successful dealers will most likely be multi-agency franchise holders, which will benefit Kia and they will have experience in the LCV market in terms of sales and residual values for trade-ins. Extensive training for all front-line management and staff is underway at national distributors and dealers.
By 2030, the European market for battery electric vans will reach by 400,000 units. Kia will be up and running fully by then with its PBVs.
P L a NN ed Pr O duc Ts a N d des IGN cr IT er I a
n PV5: Cargo Van, chassis/cab, people mover: 2/4/5/6 seats or 2-seats with wheelchair accessibility, crew van, drop side, box van and light camper with standard and long wheel base, two roof heights.
n Three zone layout: Driver; comfort, safety and storage
n Service: space configuration, flexible seat arrangements
n Utility: multifunctional
n Conversions: ex-Factory and accredited partners: racking, refrigeration, mobility
n PV7: large van and people mover; up to 9 seats
n PV5-R: Autonomous RoboTaxi
n PV3 (small city van)
n Aim: Competitive pricing
Text: Jarlath Sweeney – editor@fleet.ie
• Keynote Speakers
James Lawless Minister of State in the Department of Transport
• GHG Calculation and Reporting –How it Informs Decarbonization of Logistics
Alan Lewis
Smart Freight Centre
• Launch of the Managers Guide to Distribution Costs Report 2024
• Operational Compliance
Paul Maguire
Senior Training Executive
Freight Transport Association Ireland
Thursday 17 October
Visit ftai.ie/events, call 01 8447516 or email info@ftai.ie to book your
IVECO is preparing to launch some very interesting products at the IAA Transportation 2024 exhibition in Hannover in September. While much of the information revealed at its show preview event in Ulm, Germany is embargoed ahead of the show, the IVECO communications team did confirm that a small to medium type and sized chassis/cab, flat bed electric commercial vehicle will be presented.
At this sneak preview event two new vehicles due to be launched at the IAA were shown, albeit with no pictures allowed at that time. Electric vehicles have made significant gains and inroads into the market for regional distribution and last mile delivery operations, and these new vehicles will make an impact in these sectors. Refuse collection trucks, crane applications and refrigeration distribution can be accommodated on the new chassis and any auxiliary power can be supplied from the truck itself. Roll on Hannover!
IVECO is well prepared for IAA Transportation
2024
iVECo takes a Multi-Energy approach towards the future
IVECO has always offered some alternative fuel options to road transport operators, such as Natural Gas in CNG and LNG forms. In the future the Italian brand will offer Hydrogen power for internal combustion engines and as a source to power a fuel cell. In its electric power line-up it offers full electric (Battery) as
well as some Hybrid options. In terms of renewable energy, IVECO offers CNG, Bio-Diesel and E-Fuels as alternatives. However, executives from the manufacturer were quick to point out that none of these technologies will become viable without EU and national governments providing various support mechanisms. IVECO is not alone here in this call for assistance - all manufacturers are singing from the same hymn sheet.
At the press conference, Marcro Bafini, who has responsibility for customer care, said manufacturers
IVECO S-eWAY BEV
IVECO S-eWAY Fuel Cell
IVECO S-eWAY BEV production at ULM
IVECO S-eWAY Fuel Cell interior
and operators are not looking for just assistance, they want the various agencies and authorities to take responsibility for their share of helping to reduce the reliance on fossil fuels. Looking ahead, IVECO is of the opinion that the future for smaller commercial vehicles is starting to become a little clearer. It will be a mix of CNG/LNG, battery electric and hydrogen. For long haul it is not clear yet what the future holds, but hydrogen looks likely to be part of it. IVECO estimates that 60% to 80% of trucks will be powered by an alternative fuel. Already there has been a reduction in the sales of diesel-powered engines.
Metallica Band tour Powered by iveco low Emissions fleet
Rock band, Metallica had all their stage settings, instruments and equipment transported by a fleet of IVECO low emission trucks and buses on their recent tour. It was a great opportunity to promote and display the different options that are and will be available for long distance transport in the future. Opinion is certainly divided
on electric versus hydrogen power. On the S-eWAY hydrogen tractor-unit there are 5 hydrogen tanks, three behind the cab and one on each side of the chassis. There are two high powered batteries fitted. While the H2 powered trucks with batteries installed do not need to be charged (the hydrogen technology does that) there is an option to charge from the mains if for any reason hydrogen is not available. One aspect of the hydrogen truck that appeals to operators and drivers is that it can be re-fuelled in 20 minutes and has a range of 800 km. On the other hand the electric version has 9 batteries and takes up to ninety minutes to charge with a 500 km range. Both tractor units are similar in weight, 12.3 tonnes approx. While this is a simplistic comparison, operators will have to take into account the fuelling infrastructure and availability before making decisions.
assembly
in high voltage, similar to what electricians go through. Indeed, dealerships face a similar situation when it comes to technicians in their workshops.
Chassis and cabs are transported from Madrid to Ulm to start the assembly process. At this facility, it takes three days from start to finish on the assembly line as the truck passes through fourteen workstations. At the moment there is one shift in place, but as demand increases it can be ramped up to a three-cycle shift allowing 3,000 units to be turned out each year. The assembly process is largely similar for both electric and hydrogen tractors although there are some differences, but both technologies can be facilitated on the same line. Almost €14 million has been invested in this facility and the new rigid truck that we will see at IAA in Hannover will also be assembled here. At the moment there
are over 40 of these emission free tractor units in service, mainly in Germany, and IVECO expects an increase in numbers as operators get used to this alternative propulsion system.
of Electric & hydrogen s-eway
Assembly of the IVECO electric and hydrogen powered tractor units takes place at Ulm. Safety is key in the assembly process. In comparison to a diesel assembly line, the big risk is high voltage. Workers on the production line have to have specific training
Con C lusion
Operating zero emission vehicles is still a little uncharted, but manufacturers must keep up their research and development to bring new vehicles to the market. IVECO will have a full range of different alternatives for operators to choose from, including long distance/ haul options. While the future is a little unclear, IVECO is ready for whatever that future brings. As the company rightly points out, ‘the EU and their agencies need to step up to the plate and play their part’.
Text: Sean Murtagh – sean@fleet.ie
IVECO S-eWAY Fuel Cell In production
IVECO eDaily
IVECO CNG powered S-Way on Metallica European tour
MAN Truck & Bus at IAA Transportation 2024
MAN Truck & Bus is continuously expanding and improving on its journey towards a zero carbon footprint with its broad range of commercial vehicle products. Many of the challenges faced in the early phases of electrification seem to have now disappeared. Range distance was a big challenge in the early days, but now with technology improvements and better customer awareness, it is not as big an issue.
What has worked really well is the consultancy that MAN set up to help operators understand better what is required to make a change to an electric fleet. Since the establishment of this unit, over 500 individual projects have taken place with road transport operators. During these consultations, many of the
myths associated with the transition can be separated from the reality for operators. Customers will be able to find out practical issues, such as how much will it cost and will it work for their operation.
MAN executives stated that joint co-operation initiatives with other manufacturers have seen 1,700 charge stations operational. Impressive, yes, but in realty 50,000 is the number required. In terms of Hydrogen refuelling stations, only a handful are in operation, whereas at least 700 will be required initially. If that fuel has any hope of succeeding as a viable alternative to diesel, Governments and agencies need to give direction and show leadership here.
Man e- truck
As MAN Truck & Bus management welcomes guests to the IAA Transportation in September, the Munich based manufacturer will present the e-Truck in rigid form, following on from
the TGX based tractor-unit launched last year. Here the range distance has been increased to between 600kms and 800kms, with the next generation expected to improve its range to 1,000kms. It will be able to accommodate all types of bodies and applications, including a PTO. Most of the electric truck units are fitted with five batteries, but can have up to seven, depending on the application. All options currently on the diesel models are also available on the e-Truck, including six cab variants.
new d30 diesel engine
Long distance transport will be an ongoing problem for some operators into the future. And MAN sees diesel as an ongoing option for powering its vehicles. With its D30 new engine, fuel consumption is improved by 3.5%. Other improvements include a new braking system and a new 14-speed gearbox, while the TGX comes with improved aerodynamics. During a test drive, the TGX powered with the D30 was able to maintain 90 km/h at a low 900 rpm, fully loaded.
internal Combustion hydrogen
MAN does not seem to have made up its mind for definite on Hydrogen as a viable alternative. While it has not ruled out using a Hydrogen Fuel Cell, its is also experimenting with an internal combustion engine powered by Hydrogen. It has 520hp and a range of 600km. One of the big advantages of Hydrogen is the “fast fill” aspect. A truck can be fuelled fully in less than 10 minutes, although having said that, there are only a handful of fuelling locations in Europe. At the moment, there will only be limited numbers of the Hydrogen
trucks manufactured which will go to a select number of customers and in a small number of markets. Overall though, this seems to suggest that much evaluation is still going on.
new Man tGE Van
Its over 6 years since MAN entered the van market, in collaboration with Volkswagen Commercial Vehicles. With an overall 4% market share, MAN continue to improve its light commercial sales. A new version, again based on the Volkswagen Crafter is coming, to include a vastly improved electric option but it
Tourliner, and a 12m Lion’s Coach 12 through their paces. MAN Truck & Bus has limited number of quality bus and coach products available in RHD markets, and there is sales potential there should the decision be made to make the conversion. Although MAN’s Bus & Coach division will not attend the IAA Transportation exhibition this year, it will have some very big news for next year. A new electric coach will be ready for Busworld 2025 in Brussels, Brussels. No concept pictures were available at this event and very little details were given. Two facts were mentioned however. There will be no compromise on luggage or passenger space. It would seem that MAN Bus & Coach is planning to steal a march on the opposition.
tourliner & lion’s Coach
Recently MAN introduced a number of upgrades to its coach range, including an all new safety systems meeting the latest GSR regulations, as well as extra functionality on the steering wheel, extended safety and driver assistance systems. MAN is proud of their football team and club alliances. This year it provided a team bus for the German squad at the Euro 2024 Championships.
will not be available until next year. While there have been updates to the current model, including a new multi-media display, new instruments and a keyless function, next year’s model will be built on a totally new platform.
Man Bus & Coach
MAN Bus & Coach recently gave trade journalists an opportunity to put a 14m
In the longer-term MAN Truck & Bus regards 2029 as being a peak in terms of diesel sales of what it expects will be based on a Euro 7 engine. After that the forecast are that it will be a 50/50 split between diesel and carbon neutral. Let’s see, there is a lot of interesting happenings in the future.
Text: Sean Murtagh – sean@fleet.ie
www.fleet.ie
www.fleet.ie
JOHNSTOWN ESTATE HOTEL, ENFIELD, COUNTY MEATH
THURSDAY 10 OCTOBER 2024
Decision Time at Fleet Transport Test Days for Irish Truck of the Year & Green Commercial Awards 2025
Business associates, clients, partners and friends are all welcome to attend the Fleet Transport Awards and Gala Dinner, which will take place on Thursday 10th October 2024 at the Johnstown Estate Hotel, Enfield, County Meath.
In partnership with PTSB – Title Sponsor Irish Truck of the Year ePower – Title Sponsor Green Commercial Awards
A TABLE OF 10 IS €1500 + VAT
Proving just how important truck drivers are to the road transport industry, all the main truck brands have upped the ante in nominating their best fleet-spec tractor-units for the Fleet Transport Irish Truck of the Year Awards 2025. All were present and raring to go for the annual Awards Test Days, held at The Johnstown Estate Hotel in Enfield, County Meath in association with PTSB.
Price includes pre-drinks, 4 course dinner, wine and Awards presentation
A SINGLE TICKET IS €160 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation
Please reserve Seats €160 + vat or Table(s) of 10 @ €1500 + vat at the
From A-Z – or perhaps from D to V - that is from DAF to Volvo with Iveco, MAN, Mercedes-Benz, Renault and Scania in between, the seven-strong expert jury panel spent considerable time on board each model over three days analysing all aspects of each vehicle from technical to specifications to driving.
FLEET TRANSPORT AWARDS in the Johnstown Estate Hotel, Enfield, County Meath on Thursday 10th October 2024 commencing at 6.30 p.m. Name of Company: ______________________________________________________________
A second category for Construction trucks was also very strongly supported, with the well specified multi-wheeled contenders put through their paces on location at a nearby quarry in Broadford.
Test drives were also undertaken with a number of zero-emission vehicles in the Irish Green Commercials of the Year Awards. Both electric trucks and vans are in contention for class prizes, sponsored by ePower.
Commenting on the 21st occasion of the yearly commercial vehicles test drive event, Jarlath Sweeney, Editor, Fleet Transport magazine, on behalf of the organisers, said: “Once again, we must thank everyone involved from the truck and van brands, sponsors, adjudicators and the venues participating, which proved very successful once again. In recent times, we have seen that the specification and levels of sophistication and specification continue to rise, which is of great benefit to drivers and a great way to attract new drivers to the industry. We look forward to making the announcement of the prize winners and presenting the special commissioned trophies at our Fleet Transport Awards 2025 Gala Banquet on Thursday, 10 October at the Johnstown Estate Hotel, Enfield.”
This Booking Form can be posted to Fleet Transport Awards, D’Alton Street, Claremorris, County Mayo F12E7P2
Irish Green Commercial of the Year 2025
Fleet Transport Irish Truck of the Year Awards 2025 –The Contenders –in association with PTSB
DAF XD 450 4x2
Iveco S-Way 490 6x2 MAN TGX 26.520 6x2
Mercedes-Benz Actros 2553 LS 6x2
Renault T-High 480 TC 6x2
Scania R410 4x2 CNG
Scania 460 R Super 4x2
Volvo FH 460 6x2 Globetrotter
DAF XFC 480 8x4 Tipper
MAN TGS 35.440 8x4 Hook-Loader
Mercedes-Benz Arocs 4146B 8x4 Tipper
Renault C440 8x4 Tipper
FLEET TRANSPORT
Green Commercial of the Year Awards 2025
MG5 Commercial
Maxus eDELIVER 3
Renault Kangoo E-Tech
Stellantis - Citroën Ë-Berlingo / Fiat
E-Doblò / Opel Combo-e / Peugeot ePartner
Maxus eDELIVER 7
Mercedes-Benz eVito
Stellantis – Citroën Ë-Dispatch / Fiat
E-Scudo / Opel Vivaro-e / Peugeot
e-Expert
Renault Trafic E-Tech
VW ID. Buzz Cargo
Maxus eDELIVER 9
Irish Truck of the Year 2025 T ITLE S PONSOR
Irish Green Commercial of the Year 2025
Iveco S-Way 480 8x2 Flatbed
Scania XT G500 5-Axle Tipper
Volvo FM Low Entry Electric 444 8x4 Tipper
Volvo FH 420 8x4 Tipper
eCanter 4C15e Dropside
D-Wide 18t E-Tech 4x2 Box Body
Volvo FM Low Entry 444 Electric 8x4 Tipper
Volvo FH Electric Aero 666 4x2 Tractor-unit
one of Europe’s leading manufacturers of moving floor trailers is based in a town called axel located in south west netherlands. an appropriately named location for a facility where stacks of axles, as well as tyres, suspensions, lengths of steel and aluminium, and body panels can be seen at its vast production plant.
Kraker: Dutch Masters of Moving Floor Trailers
many of his ideas reaching the factory floor over time. One example was to use bolts instead of full welding on panel joints, and another was to bring the paint shop in-house. Just as
significant was the establishment of the CKD system – the complete knock-down kit system, whereby body panels, parts and components are transported to export markets.
Together with his design team, Kraker Trailers will reveal a number of innovations at the forthcoming IAA Transportation exhibition in Hannover in September.
The long established family owned company, specialising in the unique design and production of bulk and high volume trailers, has built up a solid reputation in this industry, with consistent quality, strong customer care, and being able to react and meet ever changing market trends.
Through the generations, the de Kraker family ethos has remained - the customer comes first and foremost. From coach-building horse carriages to moving towards agricultural machinery and on to trailer manufacturing, Kraker has been to the forefront of innovation.
Since 1989 K-Force has been the brand name for its trailer line-up, which has expanded in recent years.
Company Managing Director, Jan de Kraker (pictured above) is always thinking, constantly inventing, with
At a preview event for the trade show, details of Kraker’s sales success in and around its home countries as well as in export markets were outlined, and areas highlighted where further growth is being worked on. The growth of waste management and recycling services is a field that has seen Kraker develop one of its biggest customer bases. Good business is also generated through the agri sector.
Currently standing at number three sales wise in the European trailer market, processes are in place to expand Kraker’s knock down kit assembly system to additional markets across Europe and extend further into Asia. Three trailer units can be transported at any one time on the one journey and put together on site at local distributors, based on Kraker’s production and quality control guidelines. Jan is currently working on a further evaluation of the 3-in-1 system, that will fit into a closed container for ferry shipments.
In Ireland and the UK, its Trailer Tec dealers in partnership with Setanta Vehicle Sales are making good progress in these two most competitive marketplaces. Of note while on the factory tour, an Irish order was being quality checked before being dispatched to the customer, via Setanta in Dublin. For the UK & Ireland markets, Kraker has a specifically designed semi-trailer which is available in different heights and sizes and with domes (arched edging, front and rear) which increase the load volume while the control mechanisms are on the right side. In addition, pallets can be easily transported. It comes with an automatic roller tarpaulin and the wireless remote control hand held allows the operation of the moving floor safely and easily for the truck cab.
Other versions from the K-Force range include the standard 2.0 multifunctional bulk moving floor trailer, which comes with a folding bumper. The K-Force Agri, designed for carrying agricultural products, is a shorter trailer, making it more manoeuvrable. Fitted is an on-board pressure washer and a pneumatic floor tarpaulin. A rear steer is also optional.
To cater for the growing recycling and waste recovery sectors, the K-Force Waste is specified tough! Featuring a reinforced structure and different floor types, quick and safe loading and unloading is assured with the hydraulic valve and hydraulic tarpaulin. Towing
eyes, extra wear plates and a steel top protection can be ordered. The benefits of the K-Force Steered with its electro hydraulic system are many, easy to manoeuvre, ensures less tyre wear and is virtually maintenance free. A two steer option and lift axle are also possible.
Kraker’s CEO, Jan de Kraker outlined the company’s vision and mission statements in a series of presentations.
The V I s ION:
“Every day and everywhere, we go for maximum added value for our customers, so their supply chain moves as smoothly as our moving floor trailers operate.”
the Mission: Jan explained that Kraker’s success was built through a) technology, b) employees, C) innovation and d) dealers
“Our modular designed moving floors, which are produced using robust innovative processes, allowing to deliver
on client needs and exceeding their expectations.”
“Kraker employees are proud to continuously improve the way our innovative products are manufactured and designed.”
“Kraker products, which are technologically advanced and leading in aesthetics.”
“Our dealer network, which we continuously upgrade and expand to support our customers.”
“’Masters in moving floor trailers’ is a term we use to highlight the 35 years expertise we have accumulated since then in this specialist area. With K-Force, we make the most efficient and cost-effective moving floor trailer, and offer a 5-year guarantee. K-Force is the most innovative moving floor available, featuring rivet and bolted on joints, not to mention the unique floor structure that functions for years under the toughest conditions. And with our Moving Smart Trailers options, we ensure that operators work safely, quickly and ergonomically. For the specific transport operations that the Kraker K-Force have to work in, they have to be made tough, durable, and reliable.”
The factory visit included demonstrations of the various manufacturing station processes, with a blend of manual and automated assembly and welding techniques. Most of the parts and components used are produced on site, based on the supply of raw materials. Further investment is in place to introduce more robotics along the line.
At the IAA 2024, further details of its advanced Moving Smart program will be revealed, which is basically a broad
aftermarket telematics package, via a 5G network, using data analysis tools and sensors, that aims to reduce total cost of ownership, and ensure longer service life through predictive maintenance, assess floor plank wear values, tyre pressure, brake condition and payload monitoring, and ultimately increase safety. All information is available on the Kraker dashboard in real time.
Fleet Transport will be in Hannover for the IAA and will report on these new developments.
1895 - Established business in horse drawn carriage building and evolved to producing agricultural machinery.
1989 - Focus on Kraker trailers with moving floors
2015 - Creation of the K-Force bolted design bulk trailers
2016 - Opening of K-Force assembly line in Axel, Netherlands
2017 - First 3-in-1 knock down kit trailer assembly system, exported to Italy and Poland.
2019 - Opening of first remote assembly line in Poland, followed by Italy.
2021 - Further markets gained in Spain, Hungary and Asia.
The company employs 150 people.
& Photos: Jarlath Sweeney – editor@fleet.ie
‘a recent visit to the vast Renault Master light commercial vehicle factory soVaB (société de Véhicules automobiles de Batilly), at Batilly, france, marked the dawn of a new era in light commercial vehicles and the end of the line for the long serving, most successful third generation model line of the Renault Master. the occasion was the rolling off the production lines of the first models of Generation 4 Renault Master. friday 26 July 2024 was the landmark day, one which also saw the final version of the current model to be produced here.
Established in 1980, this wholly owned subsidiary of Groupe Renault is the main bodywork/assembly factory that produces the Master in over 350 versions to meet the requirements of the most demanding business and trade users. The factory currently has a production capacity of 740 utility vehicles per day.
New era dawns for Renault Master at Batilly, France
Renault has been Europe’s number one LCV brand since 1998. One of the Group’s success stories is undoubtedly the Master range, which features a selection of highly-engineered vehicles with four different overall lengths, three heights, a load volume of up to 22m3 and payloads of up to 2,151kg. The Master family is available in a broad selection of types, extending from vans and crew cab vans, to chassis cabs, platform cabs, tippers and high-volume vans, plus frontor rear-wheel drive abilities. The range includes rear-wheel drive L4H2 and L4H3 versions with single rear wheels perfect for use by delivery companies and high-mileage drivers.
r e N au LT Gr O u P b aTILLy P L a NTFac Ts & F IG ures
Founded: 1980
activity: Bodywork-assembly (production of light commercial vehicles)
Workforce: 3,100 employees (+425 since 2022)
Production Lines: 1 main line, 3 shifts area: 81 ha, 198,604 m2 of covered buildings; Assembly; Paint shop; Body shop; Logistics
certificates: ISO 14001 since 1999, ISO 9002, LABEL RHP
recent and current models produced: Master 3, Master 3 E-TECH Electric, Master 4 E-TECH, Master 4, Master 3 Hydrogène, Other: Renault Master Red Edition Master, plus new Nissan Interstar in September.
PRODUCTION 2023
Master 3: 112,670 units
Master 3 E-TECH Electric: 1,407 units
Master 4 E-TECH pre-production: 52 units
Master 4: 164 units - demonstration fleet
Master 3 Hydrogène: 46 units in collaboration with HYVIA & Plug Power
Other : 35, 918 units (Nissan Interstar, Renault Red Edition)
All versions of the Renault Master are made in Renault’s Batilly plant, the world’s biggest manufacturing facility for this type of van. The French site specialises in the production of large vans for Renault and a number of its manufacturing partners including Renault Trucks (Red Edition) and Nissan (NV400/Interstar). At one time it also produced the Movano large van range for Opel & Vauxhall. Approximately 65 percent of its output is exported to other European countries. Aside from France, Master’s biggest markets are Germany, the United Kingdom and Poland, respectively.
In total, 350 versions of Renault Master are available, with a choice between front-and rear wheel drive and GVWs up to 4.5 tonnes. The family also includes eco-friendly models since 2017, when Groupe Renault launched the all-electric Master Z.E., which was followed by the collaboration with HYVIA and Plug Power to produce a hydrogen version.
Renault has sold over three million Master vans since 1980, and the model’s rich history and success over these 40-plus years and three generations has ranked it as a long-standing leader in its category in Europe. Currently its EU market share stands at 16.5%. Renault Master vans are on roads in more than 50 countries, including several in South America since 1990.
The fourth Renault Master generation is shaping up to extend the vehicle’s success. Regardless of the powertrain customers choose, Renault says the new Master is the most efficient vehicle in its category and capable of carrying more payload (up to 2 tonnes).
All versions are built on the same assembly line, which provides a great deal of flexibility to handle customisation requests. This includes the three powertrain/energy versions (diesel, electric and hydrogen) and all bodies types. The powertrains and gearboxes are made in France, while the batteries, supplied by LG are also assembled in France. Of the 417 parts and components suppliers to the factory, 87% are based in France.
New Renault Master is 100% connected and innovative. Its 2.0-litre dCi Blue diesel drivetrain covers from
105 to 170 hp, while the revised electric powertrain options are 40 kWh and 87 kWh, the latter offering a range distance of 460km. There’s a new 9-speed automatic transmission in the pipeline for the combustion engine, as well as up to 20 new driving aids for the new generation commercial. Thanks to its strong aerodynamic ‘aerovan’ shaped body and a new braking system, new Renault Master has achieved
of natural gas, electricity and water daily. 90% of its waste is recyclable.
Over the years, the Batilly’s production team have acquired recognised skills that guarantee the quality of the vehicles produced. New Master’s higher level of quality was appreciated while witnessing all stages of the manufacturing process on the guided tour.
Investment has been made in adding digital systems to reinforced controls of the assembly process, delivered parts, and a self-check of each collaborator at his or her workstation. Up to 15% of the staff numbers are female and the aim is to increase that number by 10% in due course. Twenty five nationalities are represented among the staff numbers here, with 250 student apprentices taken in each year.
consumption savings of 21% for the electric version and 1.5 l/100 km for the internal combustion diesel.
Batilly is committed to reducing the impact of its activities on the environment. Various eco-friendly practices have reduced its energy usage substantially in all aspects of the daily shifts. Main areas of conservation have focused on decreasing consumption
out on the open motorway travelling at 120km/h with precision cruise control engaged, the journey averaged 33kWh/100 on the 400kg loaded panel van.
Storage areas around the cabin are plentiful and well placed, while the 10” OpenR link multimedia was easy to use, and a close eye was kept on the energy consumption and regeneration while en route via the 7” advanced instrument cluster.
The 100% electric Road Trip from Paris to Batilly Plant (with a sparkling stop-over in Champagne via Reims) in the all new Generation 4 Renault Master E-Tech, provided more familiarity in the new Master, following on from the inaugural press drives in Bordeaux two months previously. Spending quite (quiet!) more time on board demonstrated its high quality design and build, the efficiency and smoothness of the drivetrain. On urban and suburban drives, passing through many seemingly dormant villages and towns,we recorded 23 kWh/100km driving in Eco mode, while
Make/Model: Renault Master E-Tech
Body Type: Panel Van L2H2 Extra 3
Löw, Head of Renault LCV said during the factory visit: “We are proud of this place and the people who work here, because they have been doing an excellent job for years. Now the team is about to transform the production – switching from former Master to the new one, designed to go far, load more and spend less.”
‘em up for Seamie’Ballygar Tractor & Truck Run 2024
Charity fundraiser in memory of Seamie Langan, in aid of ACT for Meningitis, the ICU Department Portiuncula Hospital & Ballygar Graveyard
Photos: Michael Craddock
full range of staI nless & powder coated steel tool boxes to complI ment the daken plast Ic to o l box range
Naas Industrial Estate, Fishery Lane, Naas, Co Kildare, W91 PT98
Fastparts Office: 045 90 60 31 / 045 90 60 22
Fastparts Counter: 045 90 60 68 John Browne: 087 798 7003 Joe Bergin: 087 122 4435
Not everyone may be aware that Transway Trailers is this year marking its fortieth anniversary, providing a range of services to the transport industry. The company now based in Clondalkin, was originally formed in Ballyfermot in 1984 and its history mirrors the good and not so good times of the industry over those four decades. Transway began as a trailer repair company and while today the firm is so much more, it continues to be what Managing Director Brian Balfe says is “a true partner of the haulier.”
Transway Fleet Solutions‘A True Partner of the haulier’
Evan and Brian Balfe
Over the four decades Transway has achieved what in essence is a transformation from being that trailer repair company, into a business partner for transport companies. This has been done through an understanding of the haulier’s needs and then developing a series of maintenance solutions that deliver significant efficiencies for their customers. The process was started when Transway recognised that by providing a complete a package from trailer sales, and scheduled maintenance, to repair and breakdown services would relieve the haulier of an element of their business that many view as costly, time consuming and at times a significant drain on valuable resources.
The value of this service has been proven across the diverse range of Transway’s customer base. These customers are not only the large companies and household names but many companies that form the backbone of the Irish transport industry - the small and medium family business. The importance of this is not lost on Brian Balfe as Transway Trailers has always been a family business, and will continue to be so with Brian’s son Evan playing a pivotal role in future development of Transway Trailers.
This future development of the business has been an ongoing project for quite some time and is now thanks to much in-depth research, analysis and evaluation of systems, in addition to a significant financial investment about to go live. The new system will greatly enhance each element of the Transway Fleet Solutions business group that compromises of five offerings to the transport industry - trailer maintenance and repairs; specialists in refrigerated body repairs; new trailer sales; VTN Test Centre and a spare parts company under Transway Spares. For all transport companies’ vehicle compliance is an issue that requires great attention to detail. However, to remain consistently fully compliant can also take a great deal of time and back office administration
the costs of which can often be difficult to quantify, and if it can’t be accurately quantified it is not possible to know what effect it is having on the business, and what efficiencies are being lost.
This is where Transway Trailers can provide a highly accurate and quantifiable solution for transport companies of any size. Through a bespoke agreement Transway will create a complete maintenance, repair and testing plan for any company’s trailers. What this bespoke plan offers is full compliance with all legal requirements allowing
Gavin Butler and Louisa Kelly
the company to concentrate and focus resources on running the transport business not fixing trailers. Furthermore, what the service includes, and is equally as important, is the recording of all work carried out, timely notifications of programmed checks, and using Transway’s IT systems the service records and history for a company’s trailer fleet are stored and correctly maintained to ensure compliance with all legal requirements.
For a transport company the savings and efficiencies gained through such an agreement can be quite substantial across a number of differing aspects. As long time main dealers for several trailer and component manufacturers including Schmitz Cargobull, Krone, SOR, Benalu, Wielton and walking floor trailers from Legras. Transway has service and replacement parts to hand, meaning no delay in effecting repairs this service extends to the repair of bodywork and accidental damage, especially important in the speedy repair of fridge bodies. Because Transway has the trailer’s history the OEM trained staff have a reasonable idea what to expect before the trailer arrives to Clondalkin. While
there are certain aspects of trailer repairs that Transway does not carry out, for example; the tail-lifts or refrigeration units, it will arrange for these areas of compliance to be completed within an agreement. In addition, Transway can provide or arrange to provide most ancillary equipment for trailers including
the supply and printing of curtains.
From the discussion with Transway Trailers, for this feature, it soon became apparent that for transport companies to run their own maintenance facility and all that that entails, is a problem and one that many operators could do without. It is time consuming, it can require a lot of space and specialised equipment due to the size of the vehicles, also the issue of finding and employing and retaining suitably qualified staff is increasingly difficult. Other considerations such as the increasing complexity of vehicles due to the application of electronic systems may well restrict or even prohibit the self-servicing of equipment in the future. Transway’s primary objective is to relieve transport companies of the enormous investment of time, money and resources in these areas. In effect, this makes the responsibility and requirement of owning fleet more cost efficient.
when he says: “we don’t want to mention any individuals although we know our customers know who they are.”
Brian would also like to thank his long standing management team, Gavin and Louisa, who have been on the journey with him for over 20 years. Also the staff that have been with the company and since left as they are all a part of the story.
Evan feels the company ethos is well summarised in Transway’s Vision Statement – ‘To be recognised as the trusted partner of transport companies in Ireland for the procurement, contract maintenance and compliance management of their fleets.’
Transway has had a remarkable journey through the last forty years and one can expect some interesting developments from this company over
In Ireland there has always been some resistance to outsourcing any part on one’s business to another entity, nevertheless there is now a greater realisation of the benefits such activities can bring. It is interesting that Transway Trailers also practice what it preaches in this regard. It is an experienced and professional trailer repair and compliance company - it is not a Human Resources company, therefore it outsources its personnel management to a company which specialises in that area. This in turn allows Transway to focus and concentrate on its business, and avoid the minefield that is employment legislation.
Over the life of the business
Transway has received many awards and accolades from a several different bodies, including the Irish Auto Trade Awards ‘Independent Workshop of the Year.’ Although immensely gratifying to be recognised by your peers for delivering excellence in customer service, for the team at Transway Trailers it is the customers who have been dealing with them for decades who award them with the greatest recognition, and it is these customers that Brian all at Transway want to thank for their support over the past four decades. Brian is sincere
the next few years as their plans for further expansion are realised. This expansion is necessary as the issue of corporate compliance becomes a greater concern for hauliers, Transway’s services will become ever more valuable - and valued. Transway already has wheels in motion to be at the forefront of not just customer service, but also to be recognised as a good and healthy place to work, and is lobbying to have the occupation of trailer maintenance technician recognised by the relevant Educational Authorities. In addition to thanking its loyal customers it wishes to welcome new customers to become partners with Transway. Brian and his team believe strongly in a partnership approach and feel this approach is what has kept so many customers with the company for such a long time. This is in addition to the service received, and the value placed on the efficiencies and benefits gained from remaining fully compliant with the regulations. The value of having your road safety compliance upheld by a competent service provider is much more than simply monetary. It is peace of mind. Text: Paul White - paul@fleet.ie
“Are
The Accountants Gone Yet?”
This catchphrase is sometimes heard in companies wishing that the annual audit is over or that the company accountant has left the premises for the evening. The vast majority of accountant are conservative by nature, slow to take any risk, and will always concentrate on the unknown pitfalls. They prefer to get stuck into minute detail on historic facts than stick their heads above the parapet. Ask an accountant a straight question and stand back for five different answers, all non committal. But ask them to produce a set of accounts and they are in their element.
Some senior bank officials predicted the demise of the profession by 2020. A bit like the Arctic Circle where the ice is melting, they figured that smart IT graduates would take their places by simply feeding the figures into a computer with the result being the result! Unfortunately, or maybe
fortunately for mankind, the bankers, as is often the case, were wrong about the future of these ‘bean counters’.In any profession there are many niche areas. In accounting the auditor who checks and files the annual accounts is an expert in matters that happened in the past, and will be a stickler on the relevant data needed to compliantly face a Revenue inspection. Auditors have little if any interest in the company’s bottom line, other than the ability to pay the fee and remain in business. They may give advice on business liquidity, level of debt, and if fortunate to have excess funds some tax efficient investment options. Not all financial accountants have the same path to qualification, some may have gone directly to an office from school, obtained some primary degrees from university that set them apart from the norm due to the their qualifications, which may cover law, marketing, industrial psychology and other business related subjects.
Some accountants tired of the audit role head out into industry. For example, some accountants that are Chartered Management Accountants never go the route of audit and are trained and concentrate on the present and future financial well being of a business. Most management accountants went to this section of the profession because they have a genuine interest in how business operates and performs. They may have been in a technical role in the business and realise to get to the top an accountancy qualification is required to take up a role in the boardroom.
Management accountants prepare the financial figures for audit but they also monitor how the business is doing now, how this can be improved and what dangers lie ahead. To gain an understanding of the business most internal accountants will spend time understand-
ing how their business sector works. They build up a network of contacts in finance, customer and suppliers so when they present figures or are asked direct questions they can answer authoritatively and accurately on the subject.
Accountants are able to quantify plans financially, know the key elements that make up a potentially profitable proposal, and have the ability to monitor and update actual monthly results. They can also convey this in a logical and understandable manner to owners and financiers.
As accountants progress in their careers, they may end up running many businesses, becoming CEOs of companies and institutions. But their key attribute that sets these individuals apart is their ability to communicate with all sectors of the business, learn and understand the issues and opportunities, and use their skill sets to improve the business profitability. No one person has all talents within a business, but the accountant brings certain training and skills to a problem that the owner can solve.
In summary, when having your next meeting with your external or internal accountant, discuss with them what they can contribute to your business. Perhaps it is as simple as asking them for their feedback on issues that they see in the business. You will definitely get a different perspective, how you use it is in your hands. The really smart accountant or solicitor will strive to make the complicated simple and show their ability through practical example and experience of successfully completing these tasks in the past. They may not be the life and soul of the party but they are a necessary evil for a while yet!
Text: Donal Dempsey – donal@fleet.ie
Smart Tachograph Retrofit Requirements
As part of the EU Mobility Package I, the new Smart Tachograph Version 2 is required to be retrofitted to vehicles operating internationally from:
• 31 December 2024 for vehicles equipped with an analogue or digital non-smart tachograph (vehicles typically first registered prior to 14th June 2019).
• 18 August 2025 for vehicles equipped with a Smart Tachograph Version 1 (vehicles typically first registered between 15th June 2019 and 20th August 2023).
• 1 July 2026 for vehicles where the maximum permissible mass of the vehicle, including any trailer, or semi-trailer, exceeds 2.5 tonnes (LCV’s).
Vehicles operating internationally within the EU, including those travelling to, through or from the United Kingdom are required to comply with the tachograph retrofit requirements from the specified dates above.
As there are significant numbers of vehicles in Ireland that will require a Smart Tachograph Version 2 to be retrofitted by the dates specified above, the Road Safety Authority is encouraging all a ected operators to book their vehicles into an Approved Tachograph Workshop as soon as possible to have the retrofit work carried out.
Please visit www.rsa.ie for more information on these new requirements, including a list of Frequently Asked Questions.
Please visit www.nsai.ie to find your nearest Approved Tachograph Workshops in order to have your new Smart Tachograph Version 2 installed and calibrated.
ACT NOW
Our Transport Infrastructure Reimagined
well, that conversation featured in the last fleet transport Comment column did, as i suspect, continue. sometime later, minds were being exercised again about how the transport infrastructure might be re-imagined and developed to facilitate the movement of both freight and people on and off the island of ireland in the second half of the twenty first century and beyond. there was an extra ingredient this time taking in responses from people who had read and thought about what had been discussed in the earlier piece.
Well, yes, I would have to agree, it is probably too simple to say that container shipping should all be routed through Ringaskiddy. There are other options. For example, an alternative might be to look a little deeper into the Rosslare Europort Masterplan. Could it include a serious effort to accommodate deeper sea container traffic? The current focus at Rosslare is on Ro-Ro services initially and then to add a major Offshore Renewable Energy (ORE) facility with the suggestion that, when the rush to install the Offshore Turbines is over, the facility could be re-developed as a container shipping facility.
It strikes me that there are two things about that. First, as the whole ORE business moves closer to reality, a major part of that reality is that the turbine installation is going to take a long time, even if everything was ready to go at Rosslare. Equipment installers
and the manufacturers are going to be put to the pins of their collars to deliver the turbines, so that the initial installation is bound to take much longer than originally envisaged. The second factor is that the operators of turbines that have been in service in the North Sea for more than ten years are now finding that several of the turbines have suffered weather damage and basically must be re-built. This would involve keeping the planned Rosslare facility in operation almost indefinitely.
Back to the imagined Container shipping facility. The dredging work on the Harbour and the approaches from the Tuskar to give a channel of up to 11 metres deep to facilitate the ORE development is useful, though if it could be made any deeper it would be more flexible in the eyes of the container shipping Lines. The large Turbine and their equipment work area, along with the parking area being developed for the Ro-Ro traffic, may have to be extended even further, but the real chokepoint must be the landside connections. Similar to Cork, Rosslare is pretty close to the main shipping arteries, meaning that ships heading to and from Northern Europe would not have to deviate from their course to make an Irish call, saving the Irish cargo owner from having to use feeder vessels to and from European ports, with all the time and expense involved. However, unlike the Cork Harbour project which would involve very major expenditure to develop a rail
path out of the Ringaskiddy Container Terminal, connecting Rosslare to the national rail freight network should be basically a matter of repairing the River Barrow Bridge, thereby opening the line to Waterford and beyond. In fact, the project would be improved further if the Ports of Rosslare and Waterford were to be operated as a single unit sharing facilities and costs, but also scheduling smaller vessels to use Belview terminal in Waterford. I’m not clear as to how large these ‘smaller’ vessels could be to work in Waterford, but they could certainly be a way to take pressure off Rosslare, and the railway line linking the two ports.
Finally, what about the future shape of air travel and freight for Irish users? As Dublin Airport is already operating at the passenger limit imposed by Fingal County Council and may have a struggle on its hands to get the limit raised, the question of shifting activity away is not something for ten years’ time, it is for now.
How do you persuade carriers to switch from a Dublin Airport that is a magnet for passengers to use Shannon, Cork or Knock (Ireland West) Airports that just don’t seem to be able to generate the critical mass? Maybe the answer lies with the proposal a couple of weeks ago from Kenny Jacobs, the DAA boss, that serious financial incentives should be put in place in Cork to do just this.
Is it necessary to do this for the other airports and for freight?
From Where I’m sitting – Howard Knott – howard@fleet.ie
www.cargobull.com/uk/products/
Supply Chain and Logistical Bottle Necks
since Covid there has been a lot of focus on supply chains, their efficiency and effectiveness. Production lines and delivery dates were severely impacted in the immediate aftermath of the Covid crisis and while they are well improved from where things were, there are still some problems. delivery of new vehicles were affected because of parts shortages, in particular electronic chips.
Shortages usually put upward pressure on the price of a product and this type of inflation has been apparent in the past few years. One of the most notable changes in the way supply chains worked was the need for production plants to know where the product was and how it would be transported to where it was needed. Time was when once a product was sourced and purchased the manufacturer was content enough to take the shipper’s word that it would arrive where and when it was planned to. Not anymore. Telling a manufacturer that it was manufactured and warehoused in another country or continent was fine in the past, now it must be within a day’s driving of where it is required.
Brexit has also had an impact on the operation of supply chains. Since the end of the 1990s many manufacturers had moved their storage and stock back to the UK. With the arrival of faster ferries
and a more comprehensive motorway system, journey times and delivery schedules had been reduced and the timings were more accurate.
So is this the way things will be from now on, slow and unreliable supply chains that will require all products for a manufacturer to be close at hand? In my opinion there are two sets of solutions to improving the reliability, speed and efficiency of supply chains. Firstly, the focus of governments and the establishment, and secondly the need for manufacturers, logistic companies and other warehouse operators to improve and streamline their processes when it comes to getting product in and out of their warehouses.
It’s worth noting that before we had the single market, there were border controls at all European borders, including the UK. Back then Irish trucks could transit through the UK with little or no delays. It should be a simple process to have a similar procedure in place. This is an issue that the European Parliament could and should address. A lot has been made of the use of direct ferries, what we called the long boat in the past. The first direct ferry service to Europe started around 1973, from Rosslare to Le-Havre and Cherbourg. If this was such a good idea back then, it would have flourished and thrived. Brexit was the current catalyst that brought the direct ferry into
focus, but if a simpler way of transiting the UK could be established the reliance on direct ferries would be reduced.
Let’s look at how companies could improve efficiencies in their own operations. Ask any truck driver or traffic planner in a transport company about the tedious delays they encounter when collecting and delivering products. It never ceases to amaze me how often trucks turn up for consignments that never existed, or the freight consignment was cancelled. While no one would doubt the credentials of companies’ safety policies, or training for contractors in terms of their requirement to run safe operations, there is certainly an element of repetitiveness from company to company. For the road haulage sector, the driver shortage is and will continue to be a challenge into the future.
Time spent sitting around the goods inward / outward areas of factories and warehouses reduces the productivity of trucks and their drivers.
Improving the efficiency of supply chains is not all about process and elaborate computer programmes. Simple overview of these systems is a good start. Management of supply chains is important and making them more agile does not always require a complex solution.
Text: Sean Murtagh – sean@fleet.ie
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FLEET MARITIME
S HIPPING & F REIGHT N EWSLETTER – Compiled by
Howard Knott
with the transfer of the recently re-named James Joyce to its dublin base, irish ferries has completed its current fleet upgrade and re-deployment programme covering all its current services on the irish sea and English Channel. the company has also put in place cooperative agreements with P&o ferries which broadens the range of Ro-Ro services being marketed.
Irish Ferries had always intended that the charter of the Ro-Pax ferry Norbay from P&O Ferries (following that company’s withdrawal from the long-established Dublin/Liverpool service) would be a temporary measure while it sought out more suitable tonnage for its operations, all of which have a strong passenger and car element. Irish Ferries has now taken on a charter/purchase
– howard@fleet.ie
Irish Ferries completes a significant fleet and service upgrade
agreement with P&O for its cruise ferry Spirit of Britain which had become surplus to its needs on the Dover/Calais service following the delivery of the double-ended P&O Pioneer. The Spirit of Britain, renamed by Irish Ferries as Oscar Wilde, has now taken over the slot on the Dover/Calais service previously occupied by the Isle of Innisfree. The 2011 built vessel has more than double the trailer capacity of the earlier vessel, as well as offering substantially more space for car traffic.
The 1991-built Isle of Innisfree has taken up service on the Rosslare/ Pembroke route. This is the first time that the thirty-three-year-old vessel has operated outside the Dover Straits. When Irish Ferries took over the vessel in 2021, it became the seventh operator of the Belgian built vessel.
Irish Ferries now operates four vessels out of Dublin. The Cruise Ferry Ulysses and the fast ferry Dublin Swift operate solely on the Dublin to Holyhead route, while the Cruise Ferry W.B. Yeats runs up to seven rotations a fortnight on the Dublin/Cherbourg route. James Joyce operates five days a week on the Dublin/ Holyhead sailing, with a single Dublin/ Cherbourg rotation at the weekend.
Irish Ferries makes further agreements with P&O Ferries
freight vehicles arriving at the ports of dover and Calais and booked with either carrier can now be taken aboard the first available ferry, thereby minimising queueing at the ports and
alistair Eagles will step down from his role as CEo of Cldn Roro ltd at the end of september 2024. alistair has had a long-time career with seatruck and was Managing director there until the company’s recent takeover by Cldn. Gary walker, CEo of Cldn RoRo sa will assume responsibility for all Cldn shipping operations from 1 october.
giving a service level that matches that offered by the le shuttle Channel tunnel service. Both lines plan to extend this co-operation to passenger traffic.
Irish Ferries will also facilitate freight customers to book on the P&O Ferries services running between Lane and Cairnryan.
Head of CLdN RoRo Ltd. to step down
Seatruck was established in 1996 operating a single ship service out of Warrenpoint to Heysham, both ports being very convenient to major markets and relatively uncongested. The business grew with the addition of a second vessel in 1997, and by the time the company was taken over by CLdN following the decision of then owner the Danish Clipper Group to exit to Ro-Ro marketplace, the Seatruck fleet consisted of eight vessels. These operated not only the Warrenpoint/Heysham route but also routes from Dublin to Heysham and Liverpool. The line also engaged in active vessel chartering to other operators
seeking economical Ro-Ro capacity.
In early 2024 the Seatruck operation was re-branded to CLdN and was fully integrated into its operations. One example of this is the switching of the once weekly CLdN Santander/Dublin/ Liverpool service to a twice weekly Santander/Dublin service with Liverpool traffic being trans-shipped to and from the Seatruck service at Dublin.
In the course of a statement announcing his retirement Alistair Eagles said: “To ensure a smooth transition, I will continue to support the business in the background for several months following my departure”.
in the course of a statement from stena line announcing the appointment of Johan Edelman as trade director for the irish sea south region, the line pointed out that its irish sea operation has experienced significant expansion over recent years. it is now operating thirteen vessels across seven routes providing up to two hundred and forty sailings a week.
The statement goes on to say that since 2020, Paul Grant and his team have successfully driven the company’s business through several challenges including Brexit and the Covid-19 pandemic. Effective 1 June, Stena Line reverted to a two-region structure on the Irish Sea. Belfast based Paul Grant has assumed responsibility for the Irish Sea North region and has joined the main Board of Stena Line (UK) Ltd.
John Edelman moves from his area of responsibility as Trade Director for Baltic Sea North to take up his Irish Sea South Region post overseeing operations from Dublin and Rosslare. His focus will be on driving growth and development of the Holyhead, Fishguard and Cherbourg services. His appointment follows a difficult spring and early summer period for Stena in this region, particularly the
Stena Line reinforces its Irish Sea services management
services out of Rosslare, due mainly to vessel serviceability issues. The Dublin/ Liverpool service has now settled down to its six times weekly rotation using the chartered Bore Sky with no current indications of any move to the twice daily frequency that had been discussed at the time of the service launch.
On the Irish Sea North Region there are some significant new developments in train which focus on delivering more capacity on the services out of Belfast while reducing emissions.
The keel has been laid at the China Merchants Jinling Shipyard for the first of two “NewMax” hybrid vessels which will be christened Stena Futura. These vessels will run on methanol, but a priority during construction of the vessels will be to build in technologies that can take advantage of both battery propulsion and shore power where this is available. Keel laying of the second of these vessels, which are designed specifically with the Belfast/Heysham route in mind, will take place within the next few months and both vessels will enter service in 2025.
The vessels are 147 metres in length, which is the maximum size that can operate out of Heysham Port, but will have a freight capacity of 2,800 lane metres, 80% more than that on the vessels currently operating the service.
Driver capacity on board will be limited to twelve. Peel Ports, which operates the Port of Heysham, and has signed a long-term contract with Stena Line, has undertaken to install shore to ship electric power capabilities to service these and other vessels.
Stena will also deliver to the same shipyard the Stena Foreteller and sister-ship, Stena Forerunner for major upgrades that will increase the cargo capacity of each vessel by 30%. Currently one of these vessels is deployed on the Belfast/Liverpool route and the other in the North Sea. Following the upgrade, which will be done during 2025, both vessels will be shore power enabled to significantly reduced generator use while in port. The company will also carry out trials with one of the Superfast vessels operating on the Belfast/Cairnryan route of engine conversions that enable the vessel to operate using methanol.
Irish Rail reports steady progress in re-establishing Foynes port link with National rail network
in a statement issued in early July following the completion of the Robertstown viaduct east of foynes, irish Rail has reported on progress on the re-building of the rail line connecting foynes Port with limerick and the national Rail network. the statement reads: “ works are progressing well on phase one of the reopening of the foynes to limerick railway line, with the viaduct installation representing another key piece of progress. the project is funded by the department of transport and national transport authority.
Work started on the route early in 2023. Site clearance and removal of the existing track commenced in Spring 2023. Boundary fencing is
nearing completion on the route. New track laying commenced in May near Askeaton, and over 10 kilometres has now been laid. It is expected that all tracks will be laid by the end of 2024.
Phase two of the project will include the provision of a signalling system for the route, CCTV level crossings, train communications system and track connections and upgrades at Limerick and at Foynes Port. Subject to funding allocation for phase two it is expected that this work will take 18 months to complete. It is anticipated that the route will be ready for operations in December 2025 with freight services commencing in early 2026.”
Foynes Port is Ireland’s largest general and bulk cargo port and is a
part of the European Core port network.
The Port’s Development plans for the Shannon Estuary include Foynes and the region becoming a significant offshore energy support hub. This would not only feed the national grid but would also stimulate the establishment of new manufacturing and service operations in the region.
since its establishment in 1976, transfennica, a member of the amsterdam based spliethoff Group, has specialised in servicing the finnish and north Baltic markets. it has now commenced a cooperation with Cldn which enables the movement of cargo between ireland and this region. a joint statement from the companies reads: “ transfennica and Cldn are pleased to announce a connection of their shipping services in zeebrugge to provide customers with broader connections through northern and western Europe.
The Transfennica Northern Baltic service between Antwerp and the ports of Hanko, Kotka, Rauma (Finland) and Paldiski (Estonia) will call at CLdN’s Albert II terminal in Zeebrugge every other
Thursday enabling the exchange of northbound and southbound cargo.
The combination will enable the trans-shipment of containers, tank containers, trailers, reefers, automotive units, self-drives, breakbulk and other special cargo such as mobile machinery. It will provide excellent connectivity between the furthest reaches of Northern and Western Europe – Iberia, Ireland, the UK, Scandinavia and the Northern Baltics. Both companies will share freight loading equipment, thereby maximising the efficiency of each trans-shipment”.
CLdN operates two services each week from Dublin and from Cork to Zeebrugge which will link with the Transfennica services. Speaking to “Fleet Transport”, Andrew Clarke,
Deepsea Shipping services face significant weather problems in the Southern Oceans
following the hamas attack in israel and the israeli response, the yemen based houthi militia commenced a series of attacks on vessels transiting the Red sea, inflicting severe damage to several vessels and some loss of life. as a result of this activity most shipping lines diverted their vessels moving between asia and Europe or north america to a routing around the Cape of Good hope south of africa.
These vessel diversions started in the early months of 2024. From the outset there were considerable concerns that the winter weather would cause significant problems for vessels that had not been built to operate in the nasty conditions found in the Southern Ocean.
In early July, CMA-CGM reported that its vessel CMA CGM Benjamin Franklin had lost 44 containers overboard in storms close to the South African coast and that another 30 containers were severely damaged though remaining on board the vessel. There were no
CLdN and Transfennica link Ireland with Northern Baltic
Transfennica Sales Director said: “For our present services we carry trailers, containers, mobile units, static cargo on Mafi or cassette, StoRo cargo like paper reels, plywood packs and timber packs. For our connection with CLdN we would be aiming for trailers (including Agricultural), containers, static cargo on Mafi only and any mobile units (tracked or wheeled).”
This new service faces competition from the established Finnlines service operating twice weekly from Rosslare to Zeebrugge and linking with the company’s Scandinavian services.
The present contact point for Transfennica is through its Zeebrugge location: sales@transfennica.com, Phone, +32 3 570 9292.
injuries to the vessel’s crew, no pollution, and no significant damage to the vessel itself. It also confirmed that all of the lost containers contained harmless goods and that no dangerous cargo was involved. Maersk Line confirms that one of its vessels was among several dozen container and other large cargo ships suffering major weather delays in the region.
These weather delays add further to the problems being experienced by cargo owners shipping products to and from Asia, with the extra shipping distance around Africa adding at least ten days to the overall transit time. For the shipping lines there is also increased fuel burning due to the extra distance and heavy weather experienced. There is also a requirement to put extra vessels and container equipment into the services to maintain service frequency. These difficulties have also led to a
large hike in freight rates for cargo coming from Asia to Europe and to great concerns among importers of materials focussed on the Christmas markets that product will be both late and unaffordable. Shipping rates for Eastbound cargo from Europe have not increased significantly as the Shipping Lines are very anxious to move container equipment to Asia to relieve the shortages there.
On the North Atlantic routes shipping rates are presently high for westbound cargo as shipping capacity is severely limited, due to the diversion of some vessels to the Asian trades, while US import volumes remain very strong. Exports from the USA to Europe are very weak, mainly due to a strong US Dollar, and this has led to freight rates of as little as 10% of those being charged on the Asia-Europe routes.
Rotterdam headquartered wEC lines has launched a direct, weekly container shipping service with short transit times connecting Portugal and spain with ireland and the united Kingdom in one seamless, fully controlled operation.
The new weekly service uses a 812-TEU owned vessel in a fixed-day rotation, departing Bilbao on Saturdays, arriving in Dublin on Mondays, and Liverpool on Tuesdays, providing clients with a heightened level of flexibility and efficiency, such as rapid end-mile delivery.
In addition, this strategically designed route seamlessly integrates
Major Offshore Wind Servicing project launched at Rosslare
ocean winds and Bord na Mona have announced the signing of a Memorandum of understanding with iarnród Éireann to develop suitable port and harbour solutions for delivering offshore wind developments.
To deliver this vision Rosslare plans to build an Offshore Renewable Energy (ORE) purpose-built quay and berth, a storage and works area of up 50 acres in size, and a navigable channel dredged down to a minimum of 9 to 11 metres depth.
Speaking at the launch of this
with WEC Lines’ rail connections between Bilbao and Barcelona, Valencia, Madrid, Zaragoza, and Agoncillo (La Rioja) as well as its existing short sea linkages with Setúbal, Leixões, Vigo, Gijón, Las Palmas de Gran Canaria, Santa Cruz de Tenerife, Casablanca, and Agadir.
“We are delighted with this new upgrade and expansion of our current services, adding a weekly direct service to Dublin from Bilbao from where we connect with our sustainable, weekly rail network to inland Spain,” stated Patrick Ram, Managing Director WEC Lines España. “This also creates new opportunities from Canary Islands, Gijón and Vigo in line with our goals of continu-
WEC Lines launches Ireland/ Iberia direct service
ously adding value to our products and our commitment to providing the best customer service to our clients.”
A wide range of equipment will be available i.e., 20’, 40’ DV/HC/HCPW, 45’ HCPW, 45ft reefers, 20’, 40’ flats, and open top containers.
“Our commitment to enhancing connectivity, optimising schedules, and embracing environmentally conscious practices remains at the forefront of our operations,” stated Morris Gelderland, WEC Lines’ Line Manager Spain & Portugal to/from UK. “The launch of the Irish service underlines our dedication to meet customer demands while contributing positively to the industry.”
The WEC Line service is being launched into a very competitive Ireland/ Iberia market which already has existing Ro-Ro services from Dublin and Rosslare and container services from Dublin. Johnson Stevens Ireland Ltd. is the new WEC Line Agents for Ireland.
initiative, Glenn Carr, Iarnród Éireann Director of Business Units, pointed out that the collaboration will focus on developing port facilities that are essential for the construction, operation and maintenance of offshore wind farms. It aims to position Rosslare Europort as a critical infrastructure asset in Ireland’s
renewable energy landscape, foster local industry growth and provide employment within the local area.
A major deliverable from this project will be the enhancement of facilities for the current and anticipated shipping services operating through Rosslare Europort.
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ISSN: 1649-9433
Managing Editor: Jarlath Sweeney
Editor: Sean Murtagh
Contributors: Cathal Doyle
Photography: Jarlath Sweeney, Sean Murtagh, Paul White, Busworld
Administration: Orla Sweeney
Advertising: Mary Morrissey
Design: Crackerjack Design House
Printed in Ireland
contents summer 2024
62 NeWs
Singaporean delegation of ComfortDelGro’s visit Irish Citylink in Galway
CTTC-Campion Insurance Coach & Bus Show returns to Dublin this November
64 cOVer
Bus Euro Test 2024, Prague, Czech Republic
68 aNNIVersary
Silver lining for Aircoach
70 reVIeW
Busworld 2024, Turkey
73 LauNch Pad
The Karsan buses are coming …. from Turkey
74 NeW deLIVerIes
Handovers from Noones, Volvo and EVM
76 cONducTOrs’ sTaNd
Public transport and the public!
Van & utility/ fleet Bus & Coach/ fleet trailer & Body Builder/ fleet Maritime & Caravan Cruise ireland are published by JJds Publications ltd. Registered office: d’alton street, Claremorris, Co. Mayo. Co. Reg. 368767 directors: Jarlath sweeney, sean Murtagh. fleet Bus & Coach - the official Irish journal of the International Bus & Coach of the Year Awards
last month irish Citylink was honoured with the visit by ComfortdelGro Group CEo siak Kian Cheng and Group Chairman Mark Greaves. ComfortdelGro is a singapore based transportation company of which irish Citylink is a wholly owned subsidiary. the delegation also consisted of ComfortdelGro Europe CEo Edward thomas, and uK & ireland CEo Patrick sibley.
The event meeting continued a regular trend of ComfortDelGro senior leadership visiting Ireland to share
Singaporean delegation of ComfortDelGro’s visit Irish Citylink in Galway
Moving to the Irish Citylink Head Office, the group held a strategic update meeting, conducted by Chairman Mark Greaves, as well as chatting with members of the operations, customer, marketing, and passenger teams.
knowledge, discuss group strategy, and to get to know new members of the Irish Citylink team, including recently appointed Regional General Manager for Ireland, Ms. Sarah Comer. Sarah joins Irish Citylink after 2 decades with the Connacht Hospitality Group, most recently as their Group Commercial Manager.
The delegation met with key operations partners Callinan Coaches and its owner Tommy Callinan in the Galway Docklands, further strengthening a vital partnership for the company.
CTTC-Campion Insurance Coach & Bus Show 2024 returns to Dublin this November
the 12th biennial C ttC-Campion insurance Coach & Bus show is set to take place on november 2nd & 3rd, 2024, at the Rds simmonscourt Pavilion in dublin. this highly anticipated event, once again sponsored by Campion insurance, is the premier gathering for coach operators and industry professionals across ireland.
This year’s showpiece event promises to be an exciting opportunity to explore the latest products, innovations and services in the coach and bus industry. Attendees will have the chance to network with peers, attend informative sessions and meet innovative suppliers who will demonstrate their cutting-edge technology to help drive efficiency and sustainability across the country’s diverse transport network.
The Coach Show Gala Dinner will take place on Saturday 2nd November in the nearby Clayton Hotel, Ballsbridge and offers a great opportunity for attendees, CTTC members and exhibitors to network in a relaxed environment whilst enjoying the finest food and entertainment. Tickets are limited and are available to purchase via the show website.
Commenting John Halpenny, Chairperson of the Coach & Bus Show committee, emphasised the significance of the event: “The CTTC-Campion Insurance Coach & Bus Show is the biggest event in the organisation’s calendar and offers an unparalleled opportunity for industry professionals to come together, share knowledge and drive the future of transportation in Ireland. We are excited to host such a
The group were invited to a working lunch with President of the Galway Chamber of Commerce, Eveanna Ryan who warmly welcomed the group to Galway, and commented on the growing trade links between the West of Ireland and Singapore.
Finally, to celebrate their visit and Irish Citylink’s role as Official Transport Provider to Galway GAA, the Singaporean delegates were presented with official Galway GAA gear as a memento of their latest trip to Ireland.
continue our support for the Coach and Bus Show this year. This event is pivotal in driving industry innovation and collaboration. The team at Campion Insurance is excited to meet with attendees this November and highlight our tailored insurance solutions for Ireland’s transport industry.”
General admission to the Expo is free for all. A limited number of stands still remain - exhibitors interested in showcasing their products can book a stand by visiting the event’s official website coachshow.ie or by contacting info@cttc.ie
Bus
Euro Test 2024 - Selecting the International Bus of the Year (IBOY)
Last May, the International Bus of the Year (IBOY) jury assembled in Prague, to participate in the biennial Bus Euro Test, which ultimately selects a winner of the International Bus of the Year for 2025. Fleet Bus & Coach has represented Ireland on the IBOY Jury for many years and was there to play its part in the selection process.
The announcement and presentation of the IBOY 2025 will be made at the IAA Transportation event in Hannover, Germany this September. As always the selection process has been rigorous and tedious - it has to be, as there is a lot at stake.
Although we are now in a time of “zero emissions”, there is as yet no definite consensus on what the future type of propulsion will be for commercial vehicles. Five buses of different design styles were presented for selection with different drivetrains.
Some of these electric vehicles are not yet available in Ireland, but thankfully there is more of an appetite from manufacturers to build right hand drive versions as it is easier from an engineering point of view than it was in the past with diesel powered units. So, we may see more availability and choice in the future.
When testing electric and hydrogen buses, the questions and comparisons contrast from those when evaluating a diesel bus. Range distance is always foremost in people’s minds followed by battery capacity and the extra weight that is created by battery packs, plus, of course the method of charging and the length of time it takes.
us e ur O Tes TI b Oy 2025 - N OMIN aTION s
ebusco 18m artic VdL citea Le122
MaN Lions’ 12e Le Mercedes-benz ecitaro solaris urbino 18m artic – hydrogen
buscO 18M ar TI c
Ebusco is a relatively new player to join the city-bus market. At the Bus Euro Test, the Dutch company presented an artic version of its bus. One of its big selling points is its stability, mainly because the batteries are embedded into the floor, lowering the centre of gravity. When driving it has excellent acceleration, and effective retardation, which helps is the regeneration of the battery pack. It comes fitted with mirror cams, a
e
feature that some drivers are not too keen about, but it is new technology worth getting used to. In the future it will be the norm. But getting back to the bus, the overall visibility is good. One drawback is the steering wheel. While it is well positioned, it is heavy and may become tiresome for a driver after a full day’s driving. The information cluster is clear and there is plenty of storage space for the drivers’ bits and pieces.
Inside, Kiel seats are fitted and the floor is level throughout. One of the ongoing aspects of artic buses is the bumpiness in the back, and this was evident. A plus factor was the bright interior with USB points throughout. Ebusco offers a number of seating options depending on customer requirements and local laws. However, up to 100 passengers can be carried. Another key element is the stainless-steel construction and carbon fibre body. Ebusco claims the daily range is between 500 and 600 km depending on circumstances, and also stated that the construction will allow a 25-year lifespan and reduce the TCO.
Ebusco, headquartered in Deurne, also has manufacturing facilities in France, Portugal and China. With the exception of the batteries, all components are European sourced. So far, Ebusco has taken significant orders for buses, 1,700 in total.
V
d
L cIT ea L e122
VDL is the undoubted champion of the lighter bus. Almost two years ago the long established Dutch manufacturer launched the new Citea, and the second version of this bus comes in 650 kg lighter than its predecessor. With a carrying capacity of over 100 passengers, this Citea has significantly improved its TCO.
VDL has significant experience in the operation of electric buses. 1,500 are now in operation and with a new plant opened
in Roeselare, Belgium since April, the company has discontinued the manufacture of diesel powered buses.
Because VDL started from a blank canvas with the Citea, there were no design constraints carried over. A novel phone holder at each seat gives an extra dimension of comfort to passengers and each seat position has a charge point. A new heating system allows two separate heating temperatures, slightly warmer at the front and a little cooler in the rear. Research shows that older people and women on their own feel safer nearer the driver and younger people tend to migrate to the rear, VDL has incorporated this into the design.
For the driver there are some options. The pedals can be standing or hanging, and a new drivers cockpit area indicates that plenty of thought and driver consultation went into its design and providing an extra dimension in comfort. For those keen on one pedal driving, the Citea is well purposed.
One main element of the Citea’s overall body design is the focus on aerodynamics. VDL stated that every design feature on the new bus had to offer additional functionality. For example,
improvements in the front and rear aerodynamics reduce drag by 22%. Larger, double-glazed windows are now deeper and give a sense of space in the bus, adding to the overall brightness inside also. Finally, using a modular concept, all panels are interchangeable.
M a N L ION’s cIT y 12e L e
Lion’s City as a brand has served MAN Truck & Bus well. As a corporation the German commercial vehicle brand plans to be net zero by 2050. Presented was a two-door model, and there is a three door version also available, both coming in three lengths, MAN has been conservative in stating that the range distance is 250 to 300km as customers are reporting better range in working operations. MAN’s focus in Europe is with the Lion’s bus range, but plans are in place to produce an e-chassis for body builders world-wide. From an Irish point of view, a RHD version is on the cards in the medium to long term.
Driving the Lion’s City is a dream. The cockpit area is all-new. We were told that 500 drivers were consulted on its design - and
it shows. The cluster is digital, and it takes a little getting used to. Mirror cams are well positioned and give panoramic views of the bus, including the front and passenger area. The forward opening motion of the front entrance door gives extra space for entry/exit, but it is something that needs care at bus stops.
The interior is bright, and can be fitted out to suit, city or urban operations. USB points were on the test bus and available as an option. One feature that may be a little redundant is the overhead luggage rack in the low floor part of the bus, as it would only suit passengers of a certain stature.
MAN is focussed on sustainability, and from 2025 will supply batteries from a new plant in Nuremberg. So far, more than 1,500 electric buses have been delivered and this will have increased to 2,000 by September. Finally, in keeping with a sustainability theme, 90% of all recently built buses are recyclable.
One of the most successful city and highly applauded buses on the road is the Citaro, with well more than 70,000 delivered since it first went into service. Over 1,000 electric e-Citaros versions have been delivered since 2018. Parent company, Daimler Truck & Bus has developed the technology of the bus without making major changes to the basic platform. Since the first e-Citaros arrived, they featured a range extender and the latest bus now features the third development of the batteries. Mercedes-Benz states that it can stand over a 400km range. There are three battery packs on the bus, one on the roof and two at the rear, underfloor. A Fuel Cell range extender supplied by Toyota weighs 240 kg and five hydrogen tanks are fitted on
Mercedes- b e N z e- cITar O Fue L c e LL
the roof. One could say there is an element of a hybrid about the bus. No indication of price was available for this configuration, but operators will pay a high price for this dual option.
An advantage of the e-Citaro from an owners point of view is the similarity between the older bus and the new. Everything is pretty much the same, although from a driving position it felt a little too top heavy. Although the bus was fitted with traditional mirrors, digital mirrors will be available. There is a 360-degree camera for the safety of those in the vicinity of the bus and all the side protection technology is fitted as on previous models. Glazing in the lower part of the of the passenger entrance door and a low widescreen improves driver’s vision. Again it will appeal to drivers that like a one pedal style of engagement and can set the retarder to suit their own style.
As with all previous Citaros, the build quality of the interior is excellent. Although the interior was a little dark, it was specified for a customer, but can be ordered in any shade or colour required. Heating for the interior is supplied from the fuel cell. A practical option is provided in the form of an option for a diesel heater for areas where temperatures are lower.
Citaro has a multipurpose bus here with many options for operators here. It is a versatile product and will allow latitude in operations.
sOL ar I s u rb INO 18 hydr OG e N
After the electric bus, the age of the hydrogen powered passenger carrier has dawned, with most manufacturers having dabbled with the newer technology, some more than others. Polish manufacturer Solaris has embraced hydrogen and is of the opinion that it is the zero emission technology that is growing fastest. Already it has delivered 200 H2 powered units, with an order book for 600 more, Solaris is confident that it can increase its presently held 14% of the European market.
From a driving point of view, there is no difference in operating electric or hydrogen powered buses. Driving the Urbino is quite comfortable. Being an artic, it has the same feature as other artics, a sense of being kicked from behind when driving it, yet strangely when one travels in the bus, front or back, there is no sense of that for passengers. All of the batteries and storage tanks are in the roof, but it did not give
a top-heavy feeling when driving. A bright interior with wide and easy access doors will assist fast and efficient loading at bus stops. On this model there were four doors. In terms of driving position, it had the best view. Mirror cams are standard, and well positioned to allow constant view of the two rear-most axles.
A key advantage of hydrogen use is the less time it takes to re-fuel the bus, just 20 minutes maximum, giving a range of 600km. Impressive indeed. A disadvantage is the space lost at the rear of the bus with the small tower, which allows only four seats at the back, but this element may be able to be engineered out in future modals.
Solaris has been involved in manufacturing electric buses since 2016 and has over 2 million kilometres of road experience, and is now well on the same journey with hydrogen.
F IN a L Th O u G h Ts
For almost a century, transport operators had, by and large, one energy/fuel option - diesel. When we started to see cleaner diesel engines arrive in the market, a choice had to be made, EGR or SCR with or without AdBlue. Now that we are in a low or zero-emission era, there are a number of options, including electric, natural gas, fuel cell and combustion hydrogen. All have different consequences for charging and refuelling. It will be a very wise person that would be able to predict which of these technologies will prevail, or will it be something else? Let’s leave the environmental aspect one side for the moment and measure the newer technologies against the cost and efficiency of diesel. The reality is that none of them come near, so far. Is that not the challenge? Bringing the cost and efficiency of zero emission buses closer to those of diesel has to be the ultimate goal.
Text: Sean Murtagh – sean@fleet.ie
Aircoach, Ireland’s leading private coach operator, is celebrating its 25th Anniversary this year. It marks a significant milestone for the company, its employees and its almost 40 million passengers who have all contributed to building the company to its current success.
Founded in 1999, Aircoach operated its first route from Ballsbridge to Dublin Airport with a clear vision of what it wanted to achieve within the Irish transport industry: to provide passengers with a reliable, efficient and comfortable way of travelling. Today, Aircoach offers an extensive range of routes around the country, connecting major cities and towns to Dublin Airport. Its daily regular services from the airport include Cork, Belfast, Derry, Dublin City Centre, South Dublin and Wicklow. Recently, Aircoach has added significant extra services to its
Dublin/Belfast routes as well as its Dublin and Wicklow routes.
No company is complete without a team of hard-working and dedicated professionals, and Aircoach is no different. From drivers and customer service agents to maintenance crews and support staff, each member of the team plays a vital role in ensuring the smooth operation of its services. The team’s unwavering commitment to excellence and customer satisfaction facilitates Aircoach’s reputation as a trusted and respected leader in passenger transport. The company employs three hundred staff, manages a fleet of over sixty vehicles, and serves over two million passengers a year, as well as providing car park and shuttle bus services including all car park shuttle services on contract to the Dublin Airport Authority.
Over the 25 years, Aircoach has continued to stay ahead of the curve to meet the growing needs of its passengers. Technological advancements have included the launch of the Aircoach App as well as the implementation of environmentally sustainable practices, ensuring that Aircoach remains at the forefront of innovation and industry best practices. As well as enhancing the passenger experience, these innovative changes also support the company’s commitment to environmental and social responsibility. In 2022, the company achieved IS0 14001 accreditation and in 2023, Aircoach became a founding member of Mobility Partnership Ireland
Silver Lining for Aircoach as it marks its 25th Anniversary
(MPI), a coalition of leading companies operating in the shared transport sector that aspire to provide leadership and solutions to help Ireland’s future mobility. MPI’s vision is that Ireland develops as a global leader in shared sustainable mobility by placing the needs of transport users at the heart of transport policy, enabling innovation, promoting public health, and supporting climate action.
To celebrate this monumental year, Aircoach is giving away 2,500 passenger seats as a thank you to customers for all their support over the 25 years. On the 25th day of every month for the rest of 2024, it giving away free fares for the first 199 customers, as well as offering giveaways, experiences and special events.
“This year is a truly momentous one,” stated Aircoach’s Managing Director, Kim Swan, who added: “Our customers have been paramount to our success over the last 25 years, and we are thrilled to show our appreciation by offering this special anniversary offer to thank them for their loyalty. It is remarkable to consider we are expecting to welcome our 40 millionth passenger this year – a figure that truly shows how many lives we have impacted over the last two and a half decades, getting people to and from the airport.”
Aircoach’s Managing Director, Kim Swan, and long-standing staff member, Tom Casserly, at the launch of their silver 25 th Anniversary coach
Busworld Türkiye is a very important event in the passenger transport industry. It is a forum to discover what new products and services are available to operators and what the Eastern World has to offer the West. Like all shows and exhibitions, Busworld Türkiye, held at Istanbul Fuar Merkezi from 29-31 May 2024, has an important business and social aspect to it, where operators and suppliers can exchange ideas and industry trends. It is where informed opinions are formed that can in the future help creates policies that will shape the bus and coach sector. As usual, Fleet Bus & Coach was there to eavesdrop on the goings on and get a flavour of what the future holds.
Busworld Türkiye 2024: A record-breaking event - Istanbul Expo Center29-31 May 2024
At the end of May, Busworld hosted its 10th Biennial show in Istanbul. Since its inception, this event has been growing substantially. Last time, 184 exhibitors from 84 countries displayed their wares. In total, over 11,000 people visited the show over three days. On this occasion, post-pandemic, the event was completely sold out, featuring 159 exhibitors from 16 countries and attracting a record-breaking 12,366 visitors, including 1,881 international attendees from 96 countries. The exhibition covered a 9,975 square metre area, showcasing 56 buses and coaches from prominent manufacturers, as well as a variety of mini and midi buses and numerous component, accessory, and service suppliers.
As with all recent exhibitions the focus is mainly on zero emission buses with just a handful of diesel vehicles were on display. One of the new sets of exhibitors emerging are suppliers of electric vehicle battery charging equipment. An irony of the Turkish bus manufacturing industry is that many of the electric buses that operate in Europe are produced there even though there are very small numbers of electric buses in operation in that country.
Last year there were almost 12,000 buses and coaches produced in Turkey, of which were 80% were exported. In fact, the total Turkish fleet number above 9m is just over 80,000 units, A point made by the President of the Turkish Bus Operators, who said: “We know that the way we are doing business is not sustainable, we need to de-carbonise our fleets, but we cannot do it alone, we need the government to step and show leadership. No infrastructure exists in the state for commercial vehicle charging at the moment. Even in Istanbul, charging infrastructure for private cars is very scarce. Some of the locals attending the show seem to think that it will be some years before there are electric buses on the streets of Istanbul, given the economic climate in the country.”
Well known to Irish operators is the Isuzu brand, distributed by EVM in both Ireland and across the UK. Consistently the largest exporter of midi-buses from Turkey to Europe, the Grand Toro has been its biggest seller. With an increased focus on electrification, the Nova Volt was launched at the show and will soon be available in right hand drive. Other models showcased include the Cityport 12 Diesel Euro 6 and Novociti Volt, each designed to meet various transportation needs with advanced features and award-winning designs.
Iveco launched the 12m electric city bus, E-way, fitted with three doors that can accommodate up to 75 passengers sitting and standing. Iveco also signed an agreement with the Turkish Olympic team to become the official road transportation supplier for the next two years. An Iveco Evadys with the Olympic games livery was displayed, alongside the Crossway, and Daily, which can be powered by Diesel, Biomethane, or electric engines
Karsan is on a path to create a world brand. Based in Bursa, it had a full line-up of buses on display from 9m to 18m, and continues to improve its product lines. Presented was a complete all-electric and zero-emission portfolio, including the e-Ata 12 Hydrogen bus, the autonomous e-Atak urban midibus, and the popular eJest. With an attractive 7 minute refuelling time and 500km range, the e-Ata 12 Hydrogen bus certainly generated lots of interest. Karsan also confirmed it will enter the UK & Irish markets later this year.
ZF has been making components for bus and truck brands for over 100 years. Launching the next generation of electric axles for city buses, the company’s CEO Holger Klein takes a pragmatic view of the future, saying that diesel will be around for a long time to come, ZF must continue to develop products to cater for that market. He also stated that safety elements will be developed in parallel with traditional and future products.
I suzu ( aN ad OLu Isuzu)
IV ecO b us
Karsa N
z F
Its stand featured technologies such as automated driving, interactive safety, motion control, and electromobility, all aimed at the decarbonisation of transportation.
bO za NKOya
In 2010, Turkish engineering company Bozankoya, which was best known for manufacturing components for many bus manufacturers, recently decided to build its own bus. It is now supplying electric buses to all Turkish cities and has an ambitious plan to export with a keen eye on the UK market. Premiered was a 12-meter, low-floor electric bus with advanced design and third-generation battery technology, offering a range of over 300 km and a charging time of approximately 2 hours.
Some of the component manufacturers at the show are happy to accept and send on-line orders to Irish passenger transport operators.
etka-d Footrests, mirrors and most interior parts; contact: sales@etkaatomivcon.com
Makersan Door handles, exterior locker handles; contact: oktay@makersan.com
Ninkasi Suppliers of interior fridges, new or replacement; contact: suphi.komut@deko.com.tr (this company is looking for an Irish distributor)
Tumsan Suppliers of wheelchair lifts; contact: info@tumsan.com.tr
Almost all of the manufacturers present that Fleet Bus & Coach spoke to indicated that, as is not very difficult from an engineering point of view to produce electric versions in right hand drive (RHD), they see it as a natural progression to offer such products. For instance, Karsan announced entry in the Irish and UK markets later this year, offering more choice to operators. Most of the Turkish component manufacturers present are in a position to deal direct with operators in other countries, so there may be some opportunities for distributors also. Turkey is a big player when it comes to buses/coaches and related products and services.
Text: Sean Murtagh – sean@fleet.ie
although Karsan has been in the automotive business for almost 60 years in turkey, manufacturing light commercial vehicles and cars under license for other manufacturers, the actual Karsan brand was only established in 2013. today, ten plus years on, the Bursa based company, situated near istanbul on the asian side of the gigantic Bosporus river, manufactures only electric buses (and more recently hydrogen). as a result, Karsan has an advantage over most of its competitors in not having the baggage of diesel products in its portfolio, allowing the firm to look forward always.
Senior Management are keen to establish Karsan as a world brand, instilling the motto “One Step Ahead” as the vision for the company. Remarkably, this growing company has maintained the enthusiasm of a startup and boasts the unsustainable energy that some companies lose after the first few years of trading. Already it has made inroads outside its home market, achieving sales in many European countries and in North American. Over 150 buses are already on the roads in Canada, for example. Ongoing investment in Europe incudes the creation of spare parts facilities in Germany and Italy.
Karsan actually launched its first electric bus in Germany, in the shape of the e-JEST, which has been described as a ‘Quirky Bus’. A full range of electric buses are now available in lengths from 6m to 18m, and over the past few years range distance has increased.
Pr O duc T L IN e u P
e-JesT
Built on a BMW platform, e-JEST is available as a 5m bus. It is has proved popular for careering through narrow urban streets and historic sites. With a range of 200 km, it can carry up to 22 passengers, configured in various layouts - seated and standing. e-JEST comes with a 4-year warranty on the battery or
Karsan has got the ‘Golden Bus Ticket’ towards a sustainable future
200,000 kms. Earlier this year a right-hand drive version was launched for the Japanese market.
e- aTa K
Available from 8m to 18m, e-ATAK has a range of 300km and can carry up to 90 passengers in various combinations of seating and standing. It takes 5 hours to charge overnight, but can also be fast charged fully in less than 3 hours.
au TONOMO us Vers ION
Karsan has also been to the fore in the development of autonomous buses and this recent technology is available among all of its models. Units are currently operating at two locations in Norway and Canada. Once the legal framework is in place and operating protocols finalised, supplying the vehicle can be done post haste.
hydr OG e N ( h2)
Hydrogen power is something that has been seen as a likely progression from electric power. Karsan has invested in this emission free propulsion system, with a new hydrogen bus in serial production and ready for delivery. One of the big selling points for H2 is the range distance and speed of refuelling which on average takes only 7 minutes, and there is a minimum estimated range of 500km.
Pr O duc TION
Karsan has three production plants at Bursa. It assembled 41,000 Renault Megane cars last year and that number is set to increase to 44,000 units this year. At the factories where the new buses are produced, there is a lot of flexibility on the line. Presently, 5 buses can be assembled each day, a mixture of e-ATAK and e-JEST models, but more can roll off if required. Certain body panels and sections and some sub-assembly takes place off-site. As explained by the production manager during a tour of the site, additional capacity can be made available on the existing lines by forming an extra shift, Karsan is able to cope with any surge that comes, without much expense been added. While there
are different levels of automation at each plant, Karsan insists that it is on track to be carbon neutral by 2030 with its production facilities and systems.
Karsa N e NT er T he rIG h T - h a N d d r IV e ( rhd ) M ar K e T
Late last year, Karsan launched right-hand drive (RHD) versions of its product line for export to Japan. Following that initial market success, plans are in place to launch in the UK and Ireland markets. While it has not been fully confirmed, it is said that Karsan will attend the EuroBus Show at the NEC, Birmingham in November and launch the e-JEST there.
Text: Sean Murtagh - sean@fleet.ie
e-JesT
e-aTaK
aTaK
Brian noone ltd., Maynooth, the long established bus and coach converter and distributor, recently sold a batch of new turas coaches to passenger transport operators in Munster.
Power Travel (Kerry) collected a new high-spec Mercedes-Benz Turas 500S VIP,
New Noone Turas coaches head to Munster
featuring eleven upgraded seats plus courier, two executive tables, carbon fibre dash finish, USB connections, pillar LED lighting, large rear boot, LED headlights, 10-inch dash display and finished in a metallic grey and black roof.
County neighbours Jerry and David O’Brien of Cork Coach Hire received the keys to two new Turas coaches - a DAF Turas 900 S, which has 37 passenger seats plus courier while the Mercedes-Benz Sprinter Turas 500 S has 19 seats plus courier. Both of these high specification coaches come with a host of extras including USB
connections, carbon fibre dash finishes, large rear boot, upgraded passenger seats and much more! These are the second and third Turas coaches for Cork Coach Hire following the purchase of a Turas 900s 33 seater earlier in the year.
New Volvo MCV coaches enter service across Ireland
Diarmaid Thompson, National Accounts Manager – Ireland for Volvo Bus UK conducted the following new sales of Volvo MCV coaches
Fureys Travel (Sligo) - Six new Volvo B8RLE MCV Evora - 12.1 metre Low floor with D8K 320 7.7-litre diesel with 6-speed ZF auto box
Matthews Coach Hire (Monaghan) –Volvo B8RLE MCV Evora – 12.1m
New Volvo B8R MCV Evotor Coach –D8K350 7.7-litre with 12-speed I-Shift automated transmission for Nolan Coaches (Dublin),
Patrick Gallagher Coaches (Donegal) & Slevins Coaches (Westmeath).
New EVM coach sales to Irish Passenger Operators
ECL Chauffeur Drive (Dublin) - New model Mercedes-Benz Sprinter 517CDI VS30 EVM Elegance 16 Seater plus guide, plus driver
Galvins Coaches (Cork) - New model MercedesBenz Sprinter 519 CDI VS30 Grand Tourer with 19 Seater + Guide + Driver
Wallace Travel (Dublin) - New version Iveco Daily Erener Revolution mini-coach 33 Seater plus guide plus driver, based on the
Corduff Travel (Mayo) - New Isuzu Visigo 37 seater + guide + driver with Cummins engine and Allison automatic gearbox
Griffins Coaches (Limerick) – New version Iveco Daily Ferqui Sunrise 33 Seater, based on the 70C18 chassis
Murray & Son Coaches (Meath) New versionl Iveco Daily Ferqui Sunrise 33 Seater, based on the 70C18 chassis
Murray & Son Coaches (Dublin) took delivery of their new model Iveco Daily Ferqui Sunrise 33 Seater
72C21 3.0
Is Public Transport attracting the Public…enough?
Making a move from car to public transport is not an easy choice. to make cycling or walking the preferred method of commuting does not appeal to everyone, most people will need a better argument than it’s good for the planet or health. there is no doubt that there are more options for people to use, if they choose to make the change. But the question is, would some small changes help to improve the number of public transport users?
In Istanbul, Turkey, one of the leading transport providers is IETT (Istanbul Electric & Tunnelling Company), which operates 6,600 buses and the tram and trolly bus system. Covering 1.2 million kilometres and making 52,000 trips per day. Istanbul has a severe traffic problem; this reduces average bus speeds significantly, sometimes as slow as walking speed. Over 2 million people use public transport every day and it is estimated that no resident of the city is more than 500m from a bus stop.
About four years ago the company decided to review operations to see if it could improve efficiency and get more people to use the existing services.
So, what did the review turn-up? One simple finding was significant. Those surveyed pointed to a lack of connectivity. In some cases, it was found that it could take three or four journeys for some commuters to complete their journey. A study to improve connectivity between routes was started and with the help of commuters and drivers some changes to routes were made. Now four years later 97% of all routes are integrated with other routes. No new route is put in place until it can be integrated and connected with another route and help create new journey possibilities.
One other figure to be mindful of was that the average commute was up to ninety minutes. When the CEO of the group produced the initial report, he said it had not fully calculated how many extra commuters it had attracted to public transport. He concluded by saying that it’s aim was to increase the number of commuters, reduce their time spent on the bus with a minimal increase in the number of buses used.
We could do something similar here in Ireland, it would be a very useful exercise. In planning routes in Dublin and with the proposed new bus connects project, there will certainly be improved connectivity, but some changes and small tweaks could be made to improve connectivity. For example, Limerick city will see a lot more people arrive in the city by rail in the coming years. At the new bus station built adjoining the rail station there are 20 modern bus bays. At the moment only the provincial buses operate in and out of this station. In the future if
all the city services were to operate through the station it would make commuting an option for more commuters. I am sure there are many opportunities like this where some changes could create more efficiencies.
Since the National Transport Authority (NTA) was set up and started to invest in new routes and existing routes, there are more people using public transport. In a way this success has created more challenges. As said at the start, getting people to leave the car at home will always be difficult. It will never suit everybody to use the bus or train all of the time, but the state agencies can not give up.
Text: Sean Murtagh – sean@fleet.ie
39 seats,
metres
luggage capacity, Cummins engine with ZF Ecolife automatic gearbox
The Irish Magazine for the Materials Handling, Warehousing & Logistics Sectors
The Irish Magazine for the Materials Handling, Warehousing & Logistics Sectors
The pathway to the IFOY AWARDs, while it may be a little time consuming, is worth it. The International Intralogistics & Forklift Truck of the Year (IFOY) AWARDs programme is firmly established in the premier class of logistics honours.
Manufacturers and companies from all over the world apply with their new developments and customer projects for better intralogistics. The application phase for the 2025 round starts on 1 August.
Manufacturers of materials handling technology, robotics, intralogistics and software providers as well as start-ups with any number of products or solutions can apply for an IFOY AWARD.
s t EP 1: R EG ist ER you R a PP li C ation
Anyone wishing to take part must first register an application at www.ifoy. org. For this, contact details as well as the type and name of the device or solution and the choice of category are required.
The IFOY organisation creates an entry form for each application. At the latest 48 hours later, the access data will be sent by e-mail to get started. At this stage, the form is only accessible to the applicant, who can save and edit the content whenever they wish. A description of the functionality and innovation as well as the customer benefit and market relevance, the most important technical data, videos and images are required. Applicants can already see what their application looks like in the front end of the website during data entry. This view is later activated for the jury and test teams and is public in the event of a nomination for the final. For an Integrated Customer Solution, a case study with a maximum of 7,000 characters is required. It is recommended to answer the
Steps
Awards
questions briefly, clearly and concisely. It is crucial that the jury recognizes the innovation and its value for users at first glance.
s t EP 2: t h E no M ination
All entry forms will be closed on 30 October. After a formal and technical preliminary review, the jury nominates around 15 to 20 products and solutions from all valid applications for the final in December. These finalists are publicly announced in January and have to take part in the IFOY Audit. Applications that are not nominated will remain confidential to avoid negative selection. Each applicant will be informed in writing before publication whether the jury has made a nomination.
s t EP 3: ifoy tE st days and ifoy audit
The main event for the nominees is the IFOY Test Days from March 2427, 2025, where the jury, testers and nominees meet as part of the Test Camp Intralogistics event (March 26 - 27,
2025) at the Messe Dortmund exhibition grounds. Two days before the Camp opens, the hall will be reserved exclusively for the IFOY finalists, who will undergo the multi-stage IFOY Audit test. The decisive factor is that the nominees in a category are not compared with each other, but with their competitors on the market.
T HE METHODOLOGY OF THE IFOY AUDIT
To assess the technological value of an innovation, a comparison with market standards is necessary. This is the job of the scientific IFOY Innovation Check. The scientific team assesses the finalists according to four criteria - degree of innovation, customer benefit, market relevance and functionality - using a points system and then gives an overall verdict.
The innovations emphasised by the manufacturers are verified on site in the test hall by means of visual inspections and functional tests. In a technology comparison, the scientists also assess whether they are innovative further developments, new compositions or genuine innovations. The industrial trucks also undergo standardised or individually tailored driving or functional tests, including the IFOY test protocol comprising around 80 criteria, which determines the cost-effectiveness and energy efficiency, sustainability, safety and ergonomics of the trucks and compares them with competitor products. Finally, the judges travel from 19 countries to test the appliances and solutions themselves. For the IFOY Audit, the participants receive the Best-in-Intralogistics test certificate at an on-site award ceremony.
s t EP 4: t h E E l EC tion
After the IFOY Tests and numerous jury meetings, the jury votes on the winners. Each juror assigns a ranking with points and gives reasons for the decision. The voting takes place online and database-supported on the jury portal.
ifoy awa R d C at EG o R i E s
There are a total of ten categories plus the spin-off award - IFOY Start-up of the Year. Counter Balanced Truck; Heavy Load Forklift & Special Vehicle; Warehouse Truck High-lifter; Warehouse Truck Low-lifter; Mobile Robot: Stationary Robot; Intralogistics Software: Integrated Customer Solution; Special of the Year: Cranes & Lifting technology and IFOY Start-up of the Year Award.
a combination of over 250 years of naval heritage and 25 years of forklift technology in the form of a Combilift multidirectional truck is ensuring the smooth running of the hMs Victory Conservation Project by the national Museum of the Royal navy at the Portsmouth historic dockyard.
After over 250 years of service in the Royal Navy, HMS Victory is undergoing the most comprehensive conservation project in her recent history to ensure that she is fit to fulfil her duties as flagship of the First Sea Lord, a unique historical asset as an exemplar of the First-Rate warships from the Age of Sail, and a world class visitor attraction for decades to come. The work presents a once in a lifetime opportunity for visitors to see the National Museum’s skilled workforce undertaking the tasks involved in replacing decayed planking and frames, and stabilising the historical timbers as the ship remains open to the public throughout the project.
laminated slabs, steel mast sections that can be as long as 23m, as well as pallets of miscellaneous items such as ropes.
Lead Rigger Stuart Sheldon and Rigger Ben Gillett knew that it was going to take a pretty special piece of equipment to handle these extreme loads around some very confined spaces.
“We are now at a stage where we are reorganising various storage areas within our Grade II listed building. As we began planning how to reorganise the existing racking and install new, we realised that we could only manoeuvre safely and efficiently using the multidirectional capability of the Combilift, which was recommended by our handling consultants Locators. We therefore centred the racking re-design around the specifications of the truck and are now moving almost 5 tons of materials every day,” said Stuart. “As we are handling very valuable items such as historical artefacts which are often large and fragile, we need to be vigilant to avoid any damage. The truck’s design – resting loads on the low platform as well as visibility from the cabkeeps our loads safe.”
Handling Naval History 4-way Combilift forklift for HMS Victory conservation project
height of 2835mm to enable the truck to (just) pass under a low internal doorway and a lift height of 7600mm to access the top level of racking. A 6m spreader bar is also on hand, which is quick and easy to install when required, and ensures utmost stability when handling the very long steel replica mast sections which weigh up to 3.5t.
The vast amount of required material is stored in what were the old rope-works, and includes 6.5 – 7m long packs of timber for making customised
Locators provided an interim truck and training on it whilst the new unit was in production at Combilift’s Monaghan factory. Customised specifications included a quad mast with a closed
One of the biggest challenges is moving masts from the storage area to an inspection and maintenance workshop which involves travelling in and out of narrow doorways, along a road and around parked vehicles. Stuart and Ben have this down to a fine art now, but again it is a manoeuvre that would be nigh on impossible with any other type of forklift. Stuart sums up: “Compared to the original shipbuilders we have been fortunate to benefit from modern technology and the Combilift has been absolutely integral to the project, and will continue to be so for its duration.”
More information and tickets are available at www.nmrn.org.uk. @ NatMuseumRN
Text: Liz Townsend
award winning logistics solutions provider dixon international transport is continuing to set standards with the opening of a new fully automated warehouse in dublin.
Positioned next door to its existing headquarters, and ideally located close to Dublin Airport and Dublin Port, the new €35 million facility, which has storage space for both chilled and ambient temperature goods, boasts space for 46,000 pallets and is forklift free, thanks to the use of Moffett Automation’s Taxi system that enables automated storage and retrieval.
In line with Dixon International’s commitment to reducing greenhouse gas emissions in all parts of its business and operation, the entire warehouse is powered by energy generated from a 760 kW solar panel array, with enough power also available to charge Dixon
International Transport’s expanding fleet of electric trucks. Excess energy generated is transferred to the local grid. Additionally, because the facility is automated, it can operate as a dark warehouse needing next to no internal
Dixon International Logistics opens new state-of-the-art warehouse in Dublin
*Storage
capacity maximised with Moffett Automation
Michael Dixon, M.D. Dixon International Transport and Sam Moffett, M.D. Moffett Automation
lighting, thereby further reducing energy usage.
“We feel the mixture of chilled and ambient in the new warehouse will open many avenues for the business as this will be attractive to a multitude of industries such as food, pharma and life sciences,” explained Michael Dixon, Managing Director of Dixon International Transport, at the opening of the new warehouse.
Critical to ensuring maximum productivity and storage space for the 133,495 square-foot facility was the adoption of Moffett Automation’s Taxi system which allows automated high speed transportation of heavy pallet loads within confined spaces, enabling almost double the amount of pallets to be accommodated compared to a conventional warehousing operation. The warehouse utilises a total of 20 Moffett Taxis and 6 Moffett VTUs (Lifts) to transport pallets across the facility.
by using the Moffett Automation System is to increase our overall storage capacity to over 46,000 pallets.
Within each chamber we have three inbound and outbound conveyors which is a specific feature which was designed for the Dixon warehouse. What this
allows us to do is have a throughput capacity of over 120 pallets per hour in each chamber. Within our warehouse we have 20 automated Moffett Taxis which operate on a 24 hour basis but are actually very energy efficient. Because of its increased efficiency, plus the efficiency of our cooler system, it allows us to run the entire facility by using just the solar power generated from the solar panels on the roof of the warehouse, giving us a net-zero energy facility.”
Dave O’Flynn, Chief Financial Officer for Dixon International Logistics outlined how the innovative system is transforming logistics operations and delivering unparalleled efficiency and capacity. “We have divided the warehouse into two chambers, so we have a temperature controlled chamber which is ranging between +2 and +20 degrees, and we have an ambient chamber. Within the warehouse, what we’ve managed to do
Speaking at the opening of the warehouse, Sam Moffett, Managing Director and founder of Moffett Automation explained how the company’s innovative Automation System and Taxis were able to meet Dixon’s requirements for the facility. “Dixon’s reached out to us. We had seen a warehouse design that they had done which had space for about 24,000 pallets. With the Moffett design we got that up
to 46,000 pallets. With our robots we were able to manage their throughputs with the number of taxis they required. They had requirements for chilled and ambient chambers. We again split that for them with the design, and tried to utilise their racking structures as much as possible to do with the different height pallets. We’ve got 2.1, 1.8, and 1.6 high pallets, and on entry point then we’re fit to really maximise that storage to the
warehouse for them.”
While much of the system is off the shelf design, Sam says that there are some bespoke features within Dixon’s new warehouse. “We would try to use traditional designs that we have, so rack and structure are very much oriented around traditional models, and the elevators and the taxis are very much what we have in-house. Among a few special features that we designed in-house and manufactured for the client was the PPT deck-loading system. Traditional warehouses are either direct-fed from a production line or are forklift operated. For the client here we went for a per
pallet truck, so there’s a forklift free environment here.”
Sam explained that although this has been a significantly sized project for the Monaghan firm, the Moffett system will easily accommodate further expansion and a faster throughput if required. “The scale of this is very big, it’s probably our largest as regards pallet size. We have some systems that run faster, maybe 400 pallets an hour but that’s just putting in more robots so it’s a more scalable system. I do believe that if Dixon’s, with this size of warehouse, come back saying they need ten more robots, taxis, to increase their throughput speed, it’s well fit for it and it’s designed to do a lot more.”
Text & Photos: Cathal Doyle - cathal@fleet.ie
Hiab, a leading provider of smart and sustainable load handling solutions and part of Cargotec corporation, is set to achieve a significant milestone in the company’s history - the delivery of the 100,000th MOFFETT truck-mounted forklift. This landmark delivery, which is expected in the first weeks of September, underscores Hiab’s long-standing commitment to innovation, quality, and customer satisfaction. The recipient of this one-of-a-kind unit is a Canadian company, emphasising the global reach and impact of Hiab’s products and the significance of the North American market. The delivery will be made by Hiab’s long-term partner in Canada, Atlas Polar.
Hiab to Deliver the 100,000th MOFFett Unit to Canada
and tail lifts. Today Hiab is the world’s leading provider of truck-mounted forklifts with over 25,000 units sold in the last five years.
Hiab has a rich history that dates back to the mid-20th century. Founded in 1944, Hiab pioneered the development of hydraulic truck cranes and has since expanded its product portfolio to include a wide range of load handling equipment, including truck-mounted forklifts, demountables,
Designed to be carried on the rear of most trucks and trailers, and dismountable in under 60 seconds, Moffett truck mounted forklifts are ready to deliver loads across a wide range of industries to keep everyday life moving around the globe. There is a truck mounted forklift for almost any application with Hiab’s
HIAb’S 80 YeAr HIStOrY OF INNOVAtION AND pIONeerINg
line-up of more than 30 different models, ranging from 1.5 to 3.5 tonnes.
The MOFFETT brand, synonymous with truck-mounted forklifts, was introduced in the mid-1980s. The innovation of mounting a forklift on the rear of a truck or trailer revolutionised the logistics and material handling industries. This design allows operators to transport goods to areas where conventional forklifts cannot operate, offering unparalleled flexibility, efficiency and durability while still light and manoeuvrable.
Today, Hiab produces truck mounted forklifts under two brands, MOFFETT which is available in 40 countries and PRINCETON which supplements Hiab’s offering in the US. In 2021, the assembly of both brands was expanded to the US, in Streetsboro, Ohio.
tHe SIgNIFICANCe OF tHe 100,000tH UNIt
Reaching the 100,000th unit is a testament to MOFFETT’s reliable design, manoeuvrability, flexibility, and the trust that customers put in Hiab’s products. This milestone highlights the global popularity of the MOFFETT truck-mounted forklift, known for its robust construction, innovative features, and versatility
across various industries including construction, agriculture, distribution and many more working on industrial landscapes, semi-industrial setups and overcoming all kinds of urban challenges.
The delivery of this landmark unit to Canada signifies not only Hiab’s extensive international footprint but also the importance of the Canadian market. Canada’s diverse and expansive geography presents unique logistical challenges that the MOFFETT is well-suited to address. From urban deliveries to remote construction sites, the MOFFETT’s ability to operate in confined spaces and on rough terrain makes it an invaluable asset.
LOOkINg INtO A MOre SUStAINAbLe FUtUre
introduced the first electric truck-mounted forklift in 2012 and now offering a full range of electric options by 2024. A testament for the quality and efficiency of the electric range of models is the major award in intralogistics - the IFOY Award, that Hiab received for the electric MOFFETT E4-25.3NX truck mounted forklift. The all-electric e-Series MOFFETT truck mounted forklifts were acknowledged to be an excellent alternative to diesel-powered truck-mounted forklifts in terms of energy efficiency and ecological impact.
Electric charging contributes to a lower total cost of ownership for electric units combined with reduced service costs as they are engineered with fewer moving parts. In the future new models will benefit from the improvements in advanced control systems and connected services.
Over the years, Hiab has continually improved the MOFFETT range, incorporating cutting-edge technology to enhance performance, safety, and sustainability. With significant investments in R&D, Hiab has introduced a complete all-electric lineup of emission free models matching the diesel versions - the MOFFETT eSeries of all electric models. Hiab is a pioneer in the industry’s shift to electric vehicles, having
As Hiab celebrates this milestone, the company is also looking ahead to the future and getting ready to produce the next 100,000 MOFFETT units. The demand for efficient, versatile, and environmentally friendly load handling solutions continues to grow. Hiab is committed to continue leading the industry with innovative products that meet the evolving needs of their customers. The company is determined to be with its customers in every step of the way towards sustainable and at the same time profitable growth.
CONCLUSION
As Hiab continues to innovate and expand its product offerings, the future looks promising for both the company and its customers. The MOFFETT truck-mounted forklift will undoubtedly remain a cornerstone of Hiab’s success, driving efficiency and flexibility in material handling for years to come.
INterVIeW With Anita WürmserIFOY AWArDs Jury Chairperson
with the ifoy awards programme continuing to be successful and progress, what does it take to win the prestigious annual trophy?
Anyone who makes it through to the final of the IFOY Awards is highly acclaimed from day one. Almost 900 media in 49 countries report on the IFOY Awards events. And there is a reason for this. ‘Testing makes the difference’. On 1 August, the application portal for the 2025 round of the competition opens. Courage and perseverance, combined with an exceptionally good product or customer solution is part of the road to success. But first you have to apply. It’s quick and easy online. About half of the applicants make it through the pre-selection to the final, where they then have to face the IFOY Audit and adjudication by the jury. In the past, innovation value was the main decisive factor, but in recent years I have noticed that customer benefit is playing an increasingly important role in the jury’s vote.
the finalists will be invited to take part in the audit at the ifoy test days (24-27 March, 2025). what exactly happens there?
The Audit consists of three parts and begins months in advance. The most important part is the scientific IFOY Innovation Check and the IFOY Test for the industrial trucks. The scientists first assess whether the innovations listed by the manufacturers are innovative further developments, new compositions or genuine innovations. Depending
on the product in question, driving and functional tests, surveys and other analyses are then carried out during the Test Days. At the end of the Audit, the jurors and their approved advisors assess the finalists. Incidentally, the advisors have no voting rights.
and the test winner is the ifoy winner?
Not necessarily, because there is no test winner in this sense. What many do not know is that the finalists are not compared to each other, but to their competitors’ products. The expertise of the scientists provides us on the jury with independent information for our decision, which we could never do ourselves in this depth and breadth. The testers present their results to the jury and make a recommendation, which is discussed a lot. But in the end, each jury member decides for him or herself. Nevertheless, I would say that ‘testing makes the difference’, because I have often experienced that the way products are seen after testing is different. The paper form is one thing, but live testing can turn everything upside down again. This is a phenomenon that we also notice time and again amongst visitors.
Can the professional public take part in the tests?
Yes, people can even try out the IFOY finalists for themselves. On the first two days, only test teams and jurors are admitted. On days 3 and 4, which will be March 26 and 27 next year, the Test Camp Intralogistics will open at Messe
Dortmund. The camp is a kind of world of experience for the best innovations in intralogistics - 100 innovations and novelties on 10,000 square metres. Visitors are familiarised with the sets in Highlight Tours and can then test drive or remotely control new forklifts and warehouse technology models, try on exoskeletons or work with robots. Companies do not have to enter the IFOY in order to exhibit there.
the ifoy application is free of charge, but nominations for the final are subject to a nomination fee. so, why is that?
This is a question of value and values. The IFOY Award is an international organisation and has a test body that evaluates according to transparent criteria, independently and on the basis of professional expertise. On the one hand, the fees ensure the independence of the tests and the organisation, which in turn guarantees an international reach and extremely high marketing value. In 2023, the average marketing value of a nomination was €800,000 euros. The peak value was achieved by a nominee in 2022 with over 1800 press articles. No one has surpassed that to date.
is it true that the ifoy finalists only find out on stage whether they have won or not?
I get asked that all the time, and yes, it’s true.
With Rob Van Dieten - rob@fleet.ie
Winners of the IFOY AWArD 2024 honoured: Jungheinrich, rAVAS europe, SAFeLOg with Mercedes, SSI Schäfer and StILL brightpick wins the IFOY Start-up of the Year Award
The International Intralogistics and Forklift Truck of the Year (IFOY) Awards programme recognise the best intralogistics products and solutions of the year. With the spin-off award IFOY Start-up of the Year, the AWARD organisation honours innovative technologies and new developments by founders. The logistics community celebrated the winners of the IFOY AWARDs 2024 at the Congress Center & Casino in the imperial City of Baden near Vienna in June.
The IFOY AWARDs are chosen annually by an independent jury of international trade journalists, including Fleet Transport/Handling Network magazines, representing Ireland, with the test methodology regarded as a seal of quality for innovations and newly developed products and solutions. Decisions are based on a three-stage audit process, 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 competitors on the market.
2024 ifoy winnERs
IFOY Start-up of the Year 2024Brightpick, Brightpick Autopicker
Warehouse Truck Highlifter of the Year 2024 - Jungheinrich, EJC 112i
Integrated Customer Solution of the Year 2024 - SAFELOG, mobile transport robots in the Mercedes-Benz Factory 46
IFOY Special of the Year 2024 - RAVAS EUROPE, iCP Carriage Plate Scale with Weighing in Motion Technology
Stationary Robot of the Year 2024 - mSSI SCHÄFER; SSI Piece Picking
Mobile Robot of the Year 2024 - STILL, EXV iGo
Brightpick; Brightpick autopickerifoy start-up of the year 2024
The IFOY Spin-off Award “Start-up of the Year” goes to Brightpick for the autonomous, mobile picking robot Brightpick Autopicker. The international jury selected the AI-based 2-in-1 robot as the best new development in this market segment.
The Autopicker from Brightpick, founded in Bratislava in 2021, is the world’s first autonomous mobile picking robot. The company worked closely with its sister company Photoneo on its development, involving similar technology including 3D vision, robotics, AI and software for a functioning warehouse operational system. Autopicker installations can now be found in the USA, Germany, Slovakia and the Czech Republic.
What’s new about this type of picking? The Autopicker pulls the source object from the standard rack, which does not require rollers or rails. As the robot moves on to the next storage
location, it picks the chosen item like a human picker, while taking the said object to the next storage location. There must always be an empty space available in which the bin can be placed. The autopicker works with a trolley that picks and consolidates orders independentlywithout any human intervention.
In technical terms, Autopicker uses a patented design with two bins for this process to pull storage bins (storage tote) from the shelf, pick the items using a robotic gripper arm and place them in an order tote. The big difference to other fulfilment robots is that the autopicker does not have to go to central picking stations. Another advantage is its versatility, as it can be used not only for picking in the rack aisle, but also for other tasks such as pallet picking, warehouse replenishment, dynamic storage, order consolidation, temporary storage and shipping. If human dexterity is required for picking, the autopicker can also be used for normal goods-toperson picking.
The robots can also reliably pick a wide range of products, including chilled and non-chilled food, pharmaceuticals, medical devices, packaged goods, cosmetics, electronics and textiles in plastic packaging. The entire autopicker fleet and the fulfilment process in the warehouse are orchestrated and optimised by the Brightpick intuition software.
IFOY T EST V ERDICT
The fact that picking takes place while a robot is moving from one location to another without the robot having to return to a “base station” is new and revolutionary. Although an exact measurement during the live assessment was not possible, a higher throughput rate and thus a considerable time saving could be confirmed. This leads to a reduction in the number of robots required, which has a positive effect on the return on investment and noticeably reduces picking costs. According to Brightpick, the savings in labour costs are significantly higher than with traditional goods-to-person stations, with higher throughput, easier installation and lower costs. The company claims that picking costs have been halved.
Jungheinrich, EJC 112i - warehouse truck highlifter of the year 2024
With its compact design and outstanding performance, the EJC 112i sets a new standard in the entry-level segment and clearly stands out from the competition. Especially when used in small warehouses with narrow aisles, a small turning radius and user-friendly operation makes it clear why the EJC 112i makes day-to-day work easier for every operator.
The EJC 112i is more than just a further development of its predecessor, but offers an even more compact and manoeuvrable solution thanks to the integrated lithium-ion battery. When designing the truck, Jungheinrich paid particular attention to the high energy density of lithium-ion technology, which stores the same amount of energy in significantly smaller modules. This not only
saves space, but also opens up new possibilities in terms of truck size. The result is immediately apparent: the EJC 112i has a smaller L2 size, offers a good view of the fork and has a low overall height. The impressively small turning circle makes manoeuvrable effortless, even in tight spaces.
To compensate for the shorter length and lower weight of the lithium-ion battery, the truck has been completely redesigned. The mast profiles have been widened in the side view and the steering arms have been reinforced. The entire chassis is balanced to ensure optimum force equalisation. The result is immediately noticeable when the load is lifted. At the maximum 1,200 kg, the EJC 112i does not move and effortlessly lifts up to 2,900 mm. Up to 3,800 mm, the truck picks up 830 kg and even at the maximum lift height of 4,700 mm, 650 kg can be carried, all with a load distance of 600 mm.
The increased residual capacity of the EJC 112i optimises space utilisation and minimises floor space requirements, as heavier loads can be stored in higher racks. The IFOY test confirmed that the EJC 112i offers the best performance in its class, with exceptionally high lifting and lowering speeds and efficient performance. Thanks to the more powerful pump motor and a better balance between pump power and lift cylinder, the new truck lifts significantly faster than its predecessor and well above the average in this class. The driving and acceleration speeds have remained almost the same. In the most powerful setting, P3, the EJC 112i achieves a comfortable, even speed of 6.05 km/h with or without a load. The battery capacity and the power of the charger can be adapted to the individual operating conditions and specific energy requirements. The built-in charger can also be easily charged at any socket.
IFOY T EST V ERDICT
The EJC 112i performed impressively in the IFOY audit, proving its position as the new benchmark in the entry-level pedestrian stacker segment. At the heart of the design in the range is the integrated lithium-ion battery, resulting in an even more compact and manoeuvrable truck with unparalleled residual capacity and outstanding performance. The truck offers noticeably good stability and operates comfortably and predictably.
safEloG, mobile transport robots in the Mercedes-Benz factory 46integrated Customer solution of the year 2024
The jury selected the future vision of the Mercedes-Benz production system, which was developed and implemented in close cooperation between SAFELOG and the car manufacturer, as the best customer solution of the year.
During the conversion and modernisation of an assembly hall for the production of the Mercedes-Benz E-Class and GLC-Class series at its Sindelfingen site, the focus was on the networking and transparency of all intralogistics supply processes, as well as the necessary data acquisition and evaluation. To this end, new technical solutions were jointly developed and standards implemented. Pick-by-light systems and around 350 AGVs from SAFELOG are used for subsystems such as picking baskets of goods and transporting them to the assembly lines to be supplied. This involved a total distance of
15 kilometres. SAFELOG also supplies the car manufacturer with its entire system in Europe and the USA, which adds up to a total of 3500 AGVs. The family-owned company SAFELOG, with around 260 employees, is not only known for its mobile robotics expertise, but also for its philosophy of ‘German equipment at a Chinese price’.
The solution nominated is the final stage of years of collaboration between Mercedes-Benz and SAFELOG. The main asset is that the AGVs communicate with each other as a ‘swarm’. At Factory 46, where the new E-Class is produced, Mercedes-Benz is responsible for the
software, while SAFELOG is responsible for the hardware and project implementation. At Mercedes-Benz, Factory 46 stands for the consistent further development of digitalisation and transformation in the automotive industry. Downtimes and cycle times are critical factors in the automotive industry. When a vehicle has to be delivered every 90 seconds, perfection and standards are required. In addition, the AGVs have to drive in such a way that everyone working in the plant interacts harmoniously with the AGVs and there are is panic or uncertain reactions. To achieve this, the entire hall is networked via statistical pattern recognition using artificial intelligence (AI). The data generated here can be used to predict disruptions in the near future - we are talking about minutes here.
As a digital twin, the real-time monitoring system developed by Mercedes-Benz monitors the location and status of the AGVs to the second. It collects data and displays the information graphically, making the store floor digital and transparent. In the event of faults, an alarm is sent to a maintenance terminal. The IoT data from the AGV LIVE driverless transport system is made available as data products for cross-domain data analyses. In this way, they make a supply chain contribution to the data-driven company.
IFOY T EST V ERDICT
The use of SAFELOG AGVs at Mercedes-Benz may not be highly innovative, but it offers considerable customer benefits in a highly complex environment. This starts with the low price and the simple and robust implementation, and extends to the software ecosystem developed together with Mercedes and an availability of 99.7 to 99.9 percent. In practice, this means 40 hours less downtime. The cost of one hour of downtime in the automotive industry is estimated at between one and 1.5 million euros. The fact that Mercedes develops and maintains the software and the master control system itself enables the OEM to act independently of licenses and to be as flexible as possible in the event of errors, desired changes and adjustments.
RaVas Europe, iCP Carriage Plate scale with weighing in Motion technologyifoy special of the year 2024
RAVAS Europe was honoured for its intelligent fork carriage scale, iCP
for short, with Weighing-in-Motion technology. While forklift truck drivers previously had to stop the truck for a few seconds to determine the weight of the load on the forks, the iCP fork carriage scale with Weighingin-Motion technology from RAVAS enables calibrated weighing during transportation. Without stops, there is no interruption to work processes, therefore resulting in lower costs. In addition, drivers can continue to use all attachments, such as rotators and clamps, as usual.
RAVAS has used an existing weighing system as the basis for the new fork carriage weighing system. The intelligence lies in a smart box and intelligent algorithms, which were newly developed by the manufacturer. These algorithms take into account the driving speed, the inclination of the mast and any unevenness in the floor. The measurement starts automatically when the pallet is lifted. The weight of the pallet is determined during transportation. The technology combines high-quality, certified sensors with fast electronics and customised software that connects the sensors.
An additional advantage for the driver is that a weighing display - as is still present on the IFOY demo stackeris no longer required and therefore the view of the working environment is not unnecessarily obstructed. To determine the weight accurately, the truck should preferably drive at a constant speed and on a level floor. A special feature of the Weighing-in-Motion technology is that reliable measurements are generated even on uneven floors, as the software eliminates interfering effects.
There are other reliable systems on the market that dynamically determine
the weight of a load, but the RAVAS system is the only system certified by the OIML. This means that Legal for Trade customers can bill on the basis of weight. The OIML is the international organisation for legal metrology and only requires occasional zeroing of the system.
Weighing on the move reduces labour costs and ensures that loads remain within the specified weight limits. This also prevents damage to equipment or goods. If required, the data is forwarded to an ERP or WMS system in real time. The data provides an up-to-date insight into stock levels and can be used, for example, to optimise warehouse management or other systems.
IFOY T EST V ERDICT
The importance of accurate data in logistics is high and continues to increase. The RAVAS iCP Weighing-inMotion technology makes work more pleasant for the forklift driver and provides reliable measurements. The need to stop is eliminated. This leads to considerable time and cost savings. Safety is also increased as unnecessary movements and manual handling are avoided. Comparable solutions on the market cannot offer calibration.
ssi sChÄfER, ssi Piece Pickingstationary Robot of the year 2024
The fully automated SSI Piece Picking module from SSI SCHAEFER was deemed as the best new development in this segment. Centrifugal forces (moving or directed away from a centre or axis), due to the rotational movements of an articulated arm robot are a thing of the past with the piece picking system developed by SSI SCHAEFER. Instead, a miniature gantry robot moves the gripper of the piece-picking cell to any position on the source and target containers. With the articulated arm robot, the gripper had a limited operating range and it was no longer possible to gently deposit sensitive goods. The main aim of the new
development was to avoid container changeover times. While manual pickers can handle up to 350 picks per hour, the automated solution can handle around 1,200 picks per hour - around four times as many. In three-shift operation it is possible to achieve a return on investment in less than one year.
The focus of the development was not only on the robot itself, but also on the holistic view of the technology, including feeding, removal and safety technology. The robot takes care of everything: fewer interfaces, less communication and no need for an operator. SSI SCHAEFER has also found solutions for typical sources of error, such as problems with gripping or incorrect depositing of products, which are then ejected. A double pick is also detected and put back ‘on the fly’. In addition, a patented pick point identification system is integrated to ensure that a gripper does not cover a barcode.
As the robot has three target containers available, sequencing is also somewhat more flexible. There is always one position to pick from and at least one position to place in. The source containers can have up to four subdivisions, which means that four products can be offered in one source container.
For the gripping process itself, there is a 2D and a 3D camera whose two images are superimposed. The suction cup itself can also bend or grip sideways in two stages. The weighing tolerance of the system is five grams per 35 kilograms. The parts are moved at a speed of two meters per second.
The SSI piece picking cell is manufactured in Kamen and delivered to the customer in a compact 20-foot container. A first system has already been delivered to the Irish pharmaceutical distributor Uniphar, and an identical cell will follow. Eight piece-picking robots based on articulated arm technology are already in use in Canada. The project is being driven forward by the three SSI SCHAEFER locations in Giebelstadt,
Graz and Kamen. SSI SCHAEFER is also offering the robot cell to other general contractors.
IFOY T EST V ERDICT
The piece-picking ensemble, which made a solid and high-quality impression in the IFOY audit, is suitable for a wide range of applications: cubic, cylindrical, tube-shaped or blister packs. In container format, the system is very compact, can be put into operation at the customer’s premises within a day and pays for itself within one to two years. The gantry robot with suction cups offers maximum flexibility and can handle delicate goods carefully by placing them as close as possible to the base of the container or to goods already in the target container.
still, EXV iGo - Mobile Robot of the year 2024
STILL’s series-based automated pallet truck is the perfect door opener to the world of automated warehouse processes. First of all, the EXV iGo automated pallet truck for production supply and the pre-storage zone, which is manufactured in Chatellerault, France, is a series-production truck and not a project truck. Production follows the standard series processes of the Hamburg-based premium intralogistics company and the truck already complies with the EN ISO 3691-4 safety standard for industrial trucks. In addition, STILL’s standard service technicians are 100% qualified for this truck following an iGo training course - without the need for robotics experts.
required to quickly install projects with limited complexity. STILL has integrated a simple interface into a complex system, allowing larger projects to pick up where smaller ones leave off.
In addition to commissioning, another focus is service, including maintenance and repair. The Hamburgbased company has gone to great lengths to make the truck service-ready. All trucks have a digital twin on the servers of Kion, STILL’s parent company, and the service technician can find every spare part in his truck the next day.
Included in the technical specifications, the EXV iGo has a high residual load capacity of up to 1,600 kg, can lift goods up to 3.8 m and reach speeds of up to 7.2 km/h. Despite its design as a stand-alone device for repetitive transport tasks as well as storage and retrieval, the EXV iGo should also impress with process reliability and precision in mixed operation. The machine’s multi-level safety system protects man, machine and load with safety scanners, sensors, visual and acoustic warning devices and emergency stop switches to stop the vehicle immediately if necessary. Dual operation is also easily possible. The vehicle is powered by lithium-ion batteries that can be automatically recharged via contacts. The EXV iGo had to undergo the so-called breakand-bumper test, in which obstacles are placed in its path. It drove straight ahead and negotiated bends flawlessly.
IFOY T EST V ERDICT
The plan is to build around 1000 EXV iGo units per year. The delivery time is around 15 weeks, the project realisation time from three months upwards. To ensure scalability, great importance was attached to intuitive operation and a user-friendly interface. For simple commissioning, the iGo easy tool was developed to create projects and display logistical flows. Instead of the large iGo Systems control system, iGo Easy now provides the customer with a limited interface whose scope can be easily clicked together and subsequently modified. Expert knowledge is no longer
The fast commissioning in combination with a new, intuitive, web-based user interface makes the series-based mobile robot a smart door opener to the world of automated warehouse processes. Automation is quick and easy, and users also benefit from the fact that the EXV iGo can be configured, maintained and repaired via the STILL service network. The EXV iGo offers a successful and smart introduction to automated intralogistics processes, particularly for SMEs.
Report by Jarlath SweeneyIFOY Jury Member Ireland
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