Fleet Transport Sep Oct 2023

Green Hydrogen at Work with HYVIA and Plug

INTERVIEW: with Gorden Wagener, Mercedes-Benz

PROFILE: McMorrow Haulage relies on Renault Trucks

ICONIC: 25 years of the Mercedes-Benz Econic

PICTORIAL: Dutch Grand Prix, Zandvoort, Netherlands

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Editor: Jarlath Sweeney - editor@fleet.ie

Contributors: Cathal Doyle, Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Joe O’Brien, Rob Van Dieten, Health & Safety Authority, Alberto Puerta

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, Newspress, Tom Cunningham, Juan Corabollo, Conor McCabe, IFOY

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

Official Irish Jury Member of the International Truck of

“With great power comes great responsibility,” was a famous quote from the blockbuster Spiderman movie series, and the same could be said when it comes to jobs in transport and logistics. Transport managers have the highly responsible task of directing, coordinating, planning and overseeing tasks and operations within logistics companies. In addition, they must ensure the legal requirements for road haulage are met,

FTA Ireland hosts its annual Transport Manager Seminar on 19 October

as well as dealing with staff and customers, and keeping abreast of new policy developments and road operation laws.

To ensure that Ireland’s transport managers are able to keep their “superpowers” up to the required level, the Freight Transport Association Ireland (FTAI) is holding its annual Transport Manager Seminar on 19 October 2023 at the Johnstown Estate Hotel in Enfield, County Meath.

“Transport managers are the hidden superheroes of the country’s supply chain, since they are responsible for every part of the operations that deliver all that our economy needs, explained FTA Ireland’s Chief Executive Aidan Flynn. “The annual Transport Manager Seminar is an essential part of their continuous personal development, keeping attendees up to speed with the very latest legislative changes as well as hearing first hand from industry experts on a wide range of topics.”

Road Transport Expo (RTX) returns next year to NAEC Stoneleigh

Following the overwhelming success of the second Road Transport Expo (RTX) at the National Agricultural Exhibition Centre (NAEC), Stoneleigh, near Coventry, event organisers, Road Transport Media, have decided to continue with an annual trade show, having previously planned to move to a biannual event.

It has been announced that the RTX Expo 2024 will return to NAEC Stoneleigh at an earlier date next year from 4-6 June. These new dates see the event move to Tuesday through to Thursday, therefore becoming more business orientated. A number of added attractions, initiatives and incentives are already being planned for next Summer. An increased Irish based footfall is also expected on these days as it follows on from the country’s June Public Holiday weekend.

This year, RTX Expo 2023 attracted more than 8,500 visitors, proving popular for bringing together a powerful ‘all about the truck and trailer’ message to the road transport and commercial vehicle sectors. It featured a vast exhibition of the latest vehicles, technology and services, alongside live product demonstrations, a Ride & Drive and a topical conference programme. RTX 2024 will provide more of the same with add-ons.

“We are delighted to bring RTX back to industry in Summer 2024,” said Vic Bunby, Divisional Director at RTX Expo organiser Road Transport Media.

The event’s keynote address will be delivered by Minister of State at the Department of Transport, Jack Chambers TD, while other speakers will include Professor Edward Sweeney, sharing insights on sustainable supply chains, and Conor Molloy, the author of “A ‘Light’ Guide to Energy Savings in Transport”, who will chair the event’s decarbonisation session. Other presentations will include news from the Road Safety Authority on the new risk rating for commercial fleets and the launch of the annual Managers Guide to Distribution Costs 2023. This report provides transport managers with essential data that supports strategy planning and decision making.

This year’s programme is sponsored by ENPROVA, Brigade Electronics, Inver Energy and Goodyear Tyres, while the media partner is Fleet Transport Magazine. To attend, the cost for FTAI members is €200 plus VAT; for non-FTAI members the fee is €285 plus VAT. For further information or to book your place, call 01 844 7516 or email info@ ftai.ie

“Following two successful shows, the show has firmly established itself as a must-attend event for anyone involved with the business of running an HGV fleet. We look forward to working with industry to make sure next year’s event continues to deliver exactly what you would like to see in a trade show.”

Free to attend, RTX 2024 promises to recreate the lively, sociable atmosphere that past visitors have enjoyed, with exhibitors pulling out all the stops to make their stands impactful and engaging.

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GPS tracking devices have become increasingly popular in recent years, offering companies and individuals the ability to track vehicles and assets in real-time. Finnish company Tramigo offers a number of features and capabilities in its devices that makes it popular choice among a broad customer base. Recently, Tramigo appointed Dublin based GM Wireless Communications Ltd. as its Irish importer and distributor, providing the full suite of products and services available in its catalogue. Up to nine different devices are currently offered.

Tramigo traking devices enter

Irish market

on the best possible coverage regardless of the country they operate in. What they primarily do is protect valuable vehicle assets and equipment while on the move, plus a number of add-ons such as geofencing, diagnostics and professional fleet security.”

Gary outlined the merits of the Tramigo products to Fleet Transport: “The basic Tramigo device provides Real-time Tracking through the TramigoCloud or TramigoApp, [which] allows [the fleet manager] to see the location of the vehicle or asset in real-time, crucial for businesses that need to optimise the routes of their fleet, or for individuals who want to ensure the safety of their vehicles and contents. A real-time tracking feature is available, allowing you to see the location of your device on a real-time map.

Geofencing is a feature that allows users to create a virtual boundary around a specific location and receive alerts when a device enters or exits that boundary. Geofencing capabilities can be customised to meet the specific needs of the user. Multiple geofences can be created and drivers receive alerts via SMS, email, or notifications through TramigoCloud and TramigoApp. This can be useful for businesses that want their vehicles to stay within a certain area, or for individuals who want to receive alerts if their vehicle travels outside of a certain region.

it determines how long the device can operate without recharging. Tramigo devices have different battery life depending on the specific model, with some devices being able to last up to 3 months on a single charge. It is important to consider how often you will need to charge your device, and whether the battery life fits your specific needs. Finally, it’s important to pay attention to the usability of TramigoCloud and TramigoApp. Tramigo offers user-friendly interface software that can be customised to meet the specific needs of the customer. The platform is intuitive and easy to use, making it easy to access the functions and features of the software.

When choosing a Tramigo device

“The attractiveness and unique selling points of the Tramigo systems are their simplicity of use and economical operation,“ said Gary Collins, MD., GM Wireless. “Tramigo connectivity is designed to ensure customers can rely

Tramigo also offers remote engine immobilisation capabilities that allow users to remotely disable their vehicle’s engine in case of theft or unauthorised movement. Users can remotely shut off the engine via the TramigoCloud or TramigoApp and set up alerts to receive notifications when the engine starts or shuts down.

The battery life of a GPS tracking device is an important factor because

it is best to consider the features and functions that are most important to you, and select the device that meets those needs. On our advice and with the right Tramigo device, customers can enjoy the peace of mind that comes from knowing that their vehicle or asset is properly protected. The technology is not limited by borders so customers who travel to anywhere in the EU and UK can enjoy all the benefits of Tramigo products with no roaming charges. Tramigo connectivity will automatically select the best network in 194 countries of the world,” concluded Gary.

Faymonville 4 axle step frame low loader Hydraulic widening bed, 2.54m bed widens to 3.2m at the push of a button, Extendable in length by 6.5m, Double flip ramps with hydraulic side shift, Hydraulic rear support legs

MAX Trailer 19.5” tyres, sloper, extendable to 22m, twistlocks, post sockets, bolster, rear steer axle, provision for hook on alu ramps on rear, in stock

MAX Trailer, 2 axle draw bar, spring loaded alu ramps, option for side boards

Faymonville 5 axle step frame low loader, 70ton payload, extendable by 6m, double flip ramps, marker boards, out rigger timbers, front lift axle, 3 steer axles, available in stock

The new Vito and V-Class commercial and passenger medium vans from MercedesBenz offer a significant upgrade in terms of design compared to their predecessors, according to Gorden Wagener, Chief Design Officer of the MercedesBenz Group, who explains the design philosophy and the new orientation of the latest models in an exclusive interview with Fleet Transport.

The new Mercedes-Benz MPV now features an upright star on the hood. What a statement. Why this step?

The V-Class is the Mercedes of MPVs. Just as the S-Class defines its segment, the V-Class is the benchmark in its segment. We are now expressing this grandeur even more in our luxury variant of the V-Class Exclusive with a status-oriented limousine radiator with a star on the hood. The entire new front design with a large radiator grille with LED light strip, confident-looking headlights and black high-gloss connecting element is a striking statement of status and progressive luxury. Its aesthetic has a very special magic that touches emotionally and exerts a great attraction. We want to design and build the most desirable vehicles.

More luxury for the private buyer and more premium quality for the commercial vans. What does this development mean for design?

Mercedes-Benz is the most valuable luxury automobile brand in the world. We want to use this radiance of our

ONE-TO-ONE with Gorden Wagener, Chief Design Officer of the Mercedes-Benz Group

brand even more effectively for both private and commercial vans. The new midsize vans show this very impressively with their design, their perceived value, their comfort, and their operating and display concept. With the style of our house, our design philosophy of sensual purity, we can create a high recognition value that is typical of Mercedes-Benz and at the same time create very individual product personalities. Our customers should enjoy the unique feeling of being at home - whether in a luxury limousine or in a commercial van.

What does that mean specifically?

The new V-Class and the new EQV take the luxury of an XXL sedan to a new level. With their status-defining front and rear design, their additional comfort features and the widescreen look in the cockpit, more than ever they are the Mercedes-Benz of MPVs. MBUX is our greatest asset for staging digital progress. It sets standards in technology, usability and design. That’s why we’re also introducing it in our commercial vans. The new Vito and eVito are stateof-the-art in their segment in terms of connectivity, perceived value and comfort. For example, the new cockpit

design with high-tech flair gives it a much sharper character. Our new vans fulfil a need for exceptional comfort and something special.

Will design play a greater role as a differentiating factor for commercial Mercedes-Benz vans in the future?

Design has always been an important differentiator for our commercial vans as well. When it comes to cargo transporters, there is certainly a lot to do with rational factors such as functionality and robustness. But for us, the emotional dimension is also very important. The look of a van is closely linked to its function and identity, and therefore also to the brand. Style and comfort underline its character. And it is precisely this premium character that we will continue to sharpen. The new Vito and eVito demonstrate this particularly impressively. For example, the design of the instrument panel with the central touchscreen, the stylish central air vent and the emotional interplay of soft and hard-looking surfaces conveys a high-quality ambience while at the same time being highly functional.

In conversation with Jarlath Sweeney - editor@fleet.ie

New midsize vans from MercedesBenz - “We want to use the appeal of our brand even more effectively”

HYVIA and Plug host “Fuelling the future with Hydrogen” conference at Dutch GP

To kick start the action packed and dramatic Formula 1 Dutch Grand Prix weekend, at Zandvoort, Netherlands, CEOs and main spokespersons from Alpine, HYVIA, Plug and Renault Group discussed their respective and collective commitments to sustainable hydrogen mobility at the “Fuelling the future with Hydrogen” conference at the NH Zandvoort hotel, near the circuit.

The event also was an opportunity to highlight Renault owned car company Alpine’s committment to developing carbon-free mobility solutions and that hydrogen (H2) is one way in which the French brand is exploring this through its AlpenGlow concept car. Driven by a hydrogen-powered internal combustion engine suited to sports and racing cars, the vehicle combines Alpine’s key qualities: lightness, aerodynamics, and design.

One of the early pioneers of hydrogen technology in light commercial vehicles and allied applications is HYVIA, a joint venture between Renault

Group and Plug. It has developed a unique and complete H2 ecosystem for professionals that includes light commercial vehicles with fuel cells, hydrogen refuelling stations, supply of carbon-free hydrogen, as well as services for financing and maintenance of fleets. Its first homologated hydrogen-powered van, a Renault Master H2 TECH is already on the road, and undergoing field tests with fleet operators.

David Holderbach, CEO HYVIA, is pleased with the progress to date with the projects, with more to come: “Since its debut in June 2021, HYVIA has made its mark on the hydrogen-powered

Main participants at the Fuelling the future with Hydrogen” conference on 25 August in Zandvoort were: David Holderbach, CEO, HYVIA; Andy Marsh, CEO, Plug; Jürgen Löw, Senior Vice-President, Renault Brand Light Commercial Vehicles; Anouk Poelmann, CEO, Renault Group Nederland and Bruno Famin, VP Motorsports Alpine.

light commercial vehicle market with fuel cell technology. Our ambition is to achieve 30% of the segment in Europe by 2030. After being homologated in Europe early 2023, Renault Master Van H2-TECH has been tested in the Netherlands, France and Spain, and more recently in Germany. The Netherlands is an important market for HYVIA. We have just signed orders with important Dutch players, GP Groot, Warmtebouw and Pot Verhuizingen. And continuing our commitment to Alpine, in September we will be supplying a Renault Master Van H2-TECH to the teams at the ViryChâtillon site for their logistics needs, as was illustrated by the F1 Grand Prix road trip we did this week, from France to the Netherlands.”

David outlined the pathway to where the project is today and where future steps are heading. “Our objective is to establish a 30% share of the H2 powered LCV market. Strong interest in HYVIA has come from countries outside of France, such as Germany, Netherlands and Spain, nations where there is a refuelling infrastructure. A further education process and a big investment in infrastructure is required in the short term to make it happen.”

American corporation Plug, which has been involved in H2 for 20 years, is the world leader in turnkey hydrogen fuel cell solutions. It has been extending its expertise in green hydrogen production, storage, and distribution networks in Europe for the last 10 years. Plug, formerly known as Plug Power, has been

a partner of the BWT Alpine F1 Team for three years. As part of its ongoing sustainability research and development, Renault Group is investing in hydrogen as a complement to its electric offering, initially to meet the intensive needs of professionals through HYVIA.

Andy Marsh, CEO of Plug, sees the benefits already of hydrogen becoming mainstream: “Plug has been building a complete green hydrogen ecosystem

Today, our ambition is to extend our know-how to the world of transport to develop hydrogen-powered mobility solutions. In Europe, with our partner Renault Group, we are supporting the deployment of hydrogen-powered vehicles with HYVIA, by contributing our cutting-edge fuel cell technology and the production of green hydrogen using proton exchange membrane (PEM) electrolysis. We have been a proud partner of BWT Alpine F1 Team for three years, and are excited about the arrival of hydrogen in Formula 1.”

From his experience in working with numerous government agencies and private enterprises, Andy sees the potential of hydrogen in transport as enormous, including road haulage, last mile delivery and rail freight. In the US, Plug has collaborated with big fleets such as Amazon and Walmart to significantly reduce their transport carbon footprint in this way. He harked back to the early days of his involvement in Wireless technology, and how it transformed telecommunications communications in the space of a few years. Andy predicts that the speed of the transition to hydrogen will happen in the same way. Plug is currently investigating in a new $100m H2 production plant in Georgia, USA. He added that

for several years, integrating the entire value chain of production, storage and delivery. We have made a major contribution to decarbonisation, having deployed more than 60,000 fuel cell systems and over 185 refuelling stations, more than anyone else in the world.

with constant R&D and investment, reductions in carbon and emissions can be achieved in the whole production process involved in the manufacturing of hydrogen and its ingredients within. Through market forces, volume uptake and availability, more efficiency will be

achieved and reduced cost of ownership is assured, he maintains.

Bruno Famin, VP Motorsports Alpine, commented on their objectives: “At Alpine, racing, and Formula 1 in particular, are veritable laboratories for the development of tomorrow’s technologies. AlpenGlow allows us to explore different possibilities around the hydrogen internal combustion engine, which is well suited to sporting applications. Hydrogen will probably be an essential energy carrier for tomorrow’s mobility. Alpine needs to be at the forefront of this research, as hydrogen could well be an essential step in the decarbonisation of the next generation of Formula 1 and endurance racing cars.”

Outside the hotel, the hydrogen powered AlpenGlow sports car concept gleamed in the setting sun, and alongside was the Renault Master H2 E-Tech, that travelled the 1,000 km journey from Paris to Zandvoort, without fuss. In the near future, all Alpine cars will be zero-emission and that move from internal combustion power will dovetail with the development of hydrogen technology, according to Bruno. That includes F1 developments too, he said. This element of engineering will become one part of the road to zero emission, as other solutions will have to be found for different applications, he added.

Heinz-Jürgen Löw, Senior VicePresident, Renault Brand Light Commercial Vehicle, has given full support to the initiative: “As a pioneer in new energies and the European leader in electric commercial vehicles, Renault Group is pursuing its objective of having

the greenest mix on the market by 2030. Today, hydrogen is particularly relevant for intensive use by professionals and complements electric power to offer sustainable, customised and intelligent solutions without compromise. Priority is being given to HYVIA’s hydrogen-powered light commercial vehicles, supported by the Renault Pro+ distribution network.”

Mr Low complimented the partnership and its progress and added that Renault Vans adds to the collabora-

production line at its Batilly plant, in France.

To explain the Netherlands take on the subject, Anouk Poelmann, CEO Renault Group Nederland, added: “For several years now, the Netherlands has been at the forefront of zero-emission mobility. Some thirty cities will become low-emission zones by 2024. Renault Group is one of the leaders in this fast-changing Dutch market. Our aim is to be part of this trend by offering low carbon vehicles to meet the strong demand, particularly from professionals. With the first orders signed and with our four strategic HYVIA partners for service, repair and maintenance (Bochane Groep, Stam Autobedrijven,Terwolde and Van Mossel), we have paved the way to expand this trend with hydrogen-powered light commercial vehicles,”

tion with decades of experience in electromobility. Through the Renault Pro+ dealer network, sales and service of the H2 vehicles can be expertly handled. He confirmed that in order to meet future demand for the Master H2 E-Tech, the next generation will be built on the main

The event was a follow up to HYVIA’s participation in the Smart & Sustainable Mobility Forum at the Formula 1 French Grand Prix which hosted the Hydrogen Mobility Conference, alongside major players in the hydrogen industry. At the Circuit Paul Ricard in Le Castellet, HYVIA exhibited the Master H2-TECH, a H2 refuelling station and its fuel cell prototype. One of the reasons for choosing Zandvoort as the venue is that the Netherlands is at the forefront of zero-emission mobility, and it is one of around 30 towns that the government aims to transform into low-emission zones by 2024.

As the hydrogen momentum continues, the main issue is the lack of infrastructure, and having sufficient supply to meet immediate demand.

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

LOW RUNNING COSTS FOR YOU. HIGH COMFORT FOR YOUR DRIVERS.

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Kinsella Group adds new DAF XF 530 to fleet

Pictured at the handover at DAF Trucks Ireland of this new DAF FTG XF 530 6x2 tractor-unit are John Kinsella, owner Kinsella Group and Stephen Collier (DAF Ireland Service Department).

The new flagship to the Kinsella fleet features painting, signing and side skirts by Steen Commercials - Dungannon, County Tyrone and Tipping Equipment from  Hi Power, Newtownabbey, County Armagh.

New MAN on Recovery for Patrick Forde Motors

This new MAN TGM 12.190 12-tonne Roadside Recovery Unit has been sold to Patrick Forde Motors, Corrandulla, County

Galway, by Martin Hough, Sales Executive, Dennehy Commercials, Limerick.

Note the 232 G 247 registration, an apt nod to Forde Motors’ 24/7 commitment and service.

DAF Nua for Ellis!

A fully equipped new DAF XG 530 6x2 tractor-unit has made its way to Gerry Ellis & Sons, Arvagh, County Cavan , purchased from DAF Trucks Ireland, with Paul O’Reilly, Regional Sales Manager conducting the deal. Paintwork, livery and side skirts were supplied by Steen Commercials Ltd, with additional accessories by DAF Interparts, Cavan. It is the first DAF truck to be operated by the Ellis family

New DAF XG - A Transport’s latest delivery!

Loyal DAF Trucks customer, A Transport, Athy, County Kildare has received delivery of a new DAF XG 530 4x2 tractor-unit from DAF Trucks Ireland, through John McCann, (Sales Manager DAF Trucks Ireland). Steen Commercials (Dungannon) supplied and fitted the side skirts.

‘Crystal Clear’ new Volvo

FH 540 Globetrotter XL 6x2 for Topaz Transport

with Volvo Trucks after taking delivery of a brand-new Volvo FH 540 Globetrotter XL 6x2 tractor unit.

Carlow-based Topaz Transport has continued its long-standing relationship

Supplied by Joe Baker, Sales Executive at McCarthy Commercials, the new unit joins a 32- strong truck fleet, 28 of which are Volvos. The truck’s spacious

Globetrotter XL cab benefits from Volvo’s Drive++ package, including electronic air conditioning with a carbon filter and sun, mist and air quality sensors, dual armrests and leather upholstery.

Topaz Transport acquired its first Volvos the same year it was founded in 1999.

Scania sales by McElvaney Motors, Monaghan & Dublin

Family-owned haulage company based in Newbliss, County Monaghan is the proud owner of this spectacular Frost Edition 770 S - the first in the country!

Based in Dundalk, County Louth, Paul Farrelly Transport has acquired this new Scania 590 S V8 6x2.

Ernest McCoach, County Donegal, is running this new Scania 770 S 4x2.

Located in Meath, Darlosan Transport has put to work this new shiny, silver Scania 500 S tractor-unit.

McArdle Skeath (Dublin) is celebrating 55 years in business with three impressive new Scania R500 6x2s.

Hanlon Transport, based in Greenore, Co. Louth, recently took delivery of an absolutely immaculate new Scania 660 S V8.

Paul Crowe Transport (Dublin) is now operating this gleaming new Scania 660 S 6x2.

Two new Scania G450 tractor units for Ravenhill Transport & Logistics, Tullamore, County Offaly.

PAUL FARRELLY T RANSPORT

E RNEST M CCOACH

BM T RANSPORT LTD.

DARLOSAN T RANSPORT

H ANLON T RANSPORT

M C A RDLE Sk EATH

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R AVENHILL T RANSPORT & LOGISTICS

Suzuki GB has signed a new three-year agreement with MK Dons and will remain the club’s title partner until the end of the 2026/2027 season.

This new commitment further extends the Football Club’s long-standing relationship with Suzuki GB, which first became title partner back in 2014. The Suzuki logo will remain adorned on the Dons’ first-team playing shirt and replica kits through to the end of the 2026/2027 season and there will continue to be extensive Suzuki branding around Stadium MK.

MK Dons Chairman Pete Winkelman said at the photoshoot: “Not only will it be fantastic to see the globally recognised Suzuki logo remain on the

first-team shirts, I’m also thrilled that they will be able to continue their excellent work in the Milton Keynes community alongside the MK Dons Sport and Education Trust. Suzuki are a credit to our city and we’re extremely proud to have this association with them. It’s a privilege for us to work alongside a company who are at the top of their game, who care so much about our Football Club and Milton Keynes.”

Takanori Suzuki, Managing Director of Suzuki GB PLC, added: “Our long-established sponsorship of MK Dons has once again proved a successful and mutually beneficial partnership.

Continuing as Title Sponsor for another three years provides a solid foundation

MAXUS expands its dealership and aftersales network

MAXUS, the leading Chinese electric light commercial vehicle manufacturer has partnered with existing dealerships in Waterford and Mayo as it expands its Irish new sales and aftersales network.

Kieran Whelton Motors, Knock, County Mayo (Pictured) will provide a dedicated sales, servicing, and aftersales services to MAXUS customers new and current across the Connaught region, while Sheridan Motor Group in County Waterford will offer MAXUS customers servicing, MOT testing, repairs and parts.

Both partnerships strengthen MAXUS’ presence in Ireland and reflects its commitment to meeting the growing demand for electric vehicles and driving the adoption of sustainable transportation solutions.

Suzuki re-signs with MK Dons!

Speaking about the two new partnerships, Mark Barrett, General Manager of Harris MAXUS said: “We’re thrilled to welcome Kieran Whelton Motors into our dealer network and Sheridan Motor Group to our Aftersales network. At MAXUS we strive to go the extra mile for our customers and each of our partners has a solid track record in that regard. Both establishments are well-respected in their locality and will play a key role in expanding MAXUS’ presence here in Ireland. We look forward to a long and successful partnership with Kieran Whelton Motors and Sheridan Motor Group in the years

on which to further our relationship with the club and maintain the support of the renowned and invaluable work of MK Dons in the surrounding community. As a global brand we are delighted to announce our further extension of sponsorship; as well as reaching out to people outside our business, we also see it as a great way of building pride, unity, and engagement with our head office employees, many of whom are actively involved as volunteers at various MK Dons and SET events throughout the year. Suzuki has been based in Milton Keynes for 18 years and we are very proud to be part of the area’s successful commercial sector”.

ahead.”

MAXUS’ decision to expand its dealership and aftersales network is timely, as sales of electric commercial vehicles in Ireland grown, particularly in the eLCV sector, with the SIMI noting a 33.3% increase in sales between 2022 and 2023 to date.

Text: Jarlath Sweeney – editor@fleet.ie

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

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Challenging Terrains no problem for this One Million KM Renault Trucks Range T

It’s a notable achievement for any truck when its odometer clicks around to one million kilometres, but when that truck has spent its life hauling full loads of timber out of forestries on some of the most inhospitable tracks and trails in the country, that milestone is especially noteworthy.

That’s just what a Renault Trucks Range T 480 owned by McMorrow Haulage of Dowra, County Leitrim recently achieved. Having passed the 7 digit milestone. the 2015 registered vehicle, which for its entire working life was in the care of one driver, Alan Hearle, is now being retired from the fleet, to be replaced, not surprisingly, by another Range T, this one a 520 model.

McMorrow Haulage is a well

established transport operator specialising in timber haulage all over the island of Ireland. The family owned business was started by its Managing Director Gerry McMorrow, with son Brian now looking after much of the day to day business. “We have a number of main customers,” explained Gerry. “We have a contract with Coillte and we work with ECC (Timber Products). We also do work for Balcas Timber, Murray Timber Group, Glennons and dpWood.”

The company certainly got value from its one million kilometre Range T 480 that was purchased from Kelly Trucks, Strokestown, even if it hadn’t been originally planned to run the truck for as long as they did.

“I suppose what really happened with the truck was we were probably thinking of changing it and then Covid hit,” Gerry explained. “There was a lot of uncertainty and that probably postponed the change. Then when we did decide to order we knew there was a longer waiting time on trucks and for that reason I suppose the mileage just kept creeping up.”

Another reason was that driver Alan Hearle was more than happy with his wheels.

“I operated it from new. I was the only driver on it. I came off a Renault Premium to go into that one and it was such a big difference with it being a tag axle, such comfort, the size of the cab was fabulous.

The comfort in it alone was second to none. You could stand up in it and move about the cab.”

When an opportunity arose to move into a new model from a different brand, Alan demurred. “I asked the company would they mind buying me another one of these, because the way I saw it was

why change it when it’s working exactly the way I want it to,” he explained.

Very little went wrong with the T 480 during its lifetime. A clutch change at nearly 800k kilometres was probably the biggest job to be done, but as Alan noted: “It never once broke down, it never left me stuck at the side of the road, and if anything ever went wrong it always managed to get me back to a garage.”

spec the right vehicle and have the right tyres. We go for tag axles and we opt for an extreme gearbox with different ratios and diffs. Then the person that’s driving the truck has to have experience of going into more difficult terrains.” Having a particular brand of truck isn’t a particular concern for him, as long as he can get good back-up service

from the dealer. “Suitability for what we are doing is a big factor. A piece of equipment that is able to do the job that we need it to do. Then I suppose it goes back to miles per gallon and all that stuff. Brands wouldn’t really matter to me personally, though if you have a number of the same type of vehicles in a fleet it’s handy as you’re more familiar with them yourself.”

Although sorry to part ways with his trusty steed, Alan is excited about driving the new T 520. First impressions are that it is more high tech and the comfort levels are very high - important for someone who lives in his truck from Monday to Friday. “It has front air suspension which I think is going to be a big advantage height clearance wise in the forest. The steering wheel has been changed - I like that very much. And the plushness of it…it’s very comfortable.”

A positive start for a truck that has big wheels to fill.

Photos: Tom Cunningham

He also appreciated its ability off-road. “Forestries in this country tend to always be up a mountain or down a valley. You’re pulling a full load of 46 tonnes on dirt tracks and gravel tracks on potholed twisty windy roads and the Renault outdid itself. I was quite surprised how well it handled forestry roads and how it came up some of the hills. It never failed me in the forest. If it failed it was my own fault. So long as you use the equipment on the truck - as in dropping the rear axle, turning off the traction control so the truck doesn’t lose power, it worked fine. It’s been a very reliable truck as far as I’ve been concerned.”

To tackle the rigours of forestry terrain, having a truck suitably equipped is all important, says Gerry. “You need to

Text: Cathal Doyle - cathal@fleet

Driver Alan Hearle with his new Range T 520

The success story of the Mercedes-Benz Econic for the past 25 years needs to be told. Since production commenced in 1998, this specialist truck has been meeting the needs of municipals, refuse collectors and distribution haulage sector operators, and their demanding requirements for ergonomics, safety, economy and ecology.

Over the two and half decades, the Econic has been continuously expanding across urban operations in Europe and overseas. Its range of applications extends from municipal use as a waste collection and disposal vehicle, to city delivery operations, and as an emergency vehicle for fire departments and road construction projects. Today, the fully electric eEconic has replaced the natural gas engine and is rolling off the production line alongside the conventional Econic in Wörth, Germany.

The Econic was premiered in 1998 at the Entsorga trade fair as an innovative low-floor special vehicle, and has been built at NAW (Nutzfahrzeuggesellschaft Arbon & Wetzikon) in Arbon on Lake Constance, Switzerland. In 2001, the Econic family was expanded to include a 6x4 variant, with four-wheel steer and

Milestones in the Econic success story

*Mercedes-Benz Special Trucks division constantly opening new chapters

four-wheel drive versions added in 2004. The Econic with a natural gas engine was introduced in 2002. The following year, production was relocated to the current Econic site in Wörth. The 5,000th Econic rolled off the production line there in 2005.

In 2009, more than 1,500 Econic vehicles were delivered for the first time within one year, and two years later a production milestone of 10,000 Econic vehicles was reached. This was followed in 2013 by the world premiere and the start of series production of the new Econic generation, whose basic components are still in use today. A further milestone was reached in 2022 for sustainability goals when the all-electric eEconic was added to the conventional Econic in the product range.

Around 28,000 Econic trucks have been built and delivered to date. Of these, around 85 percent are used for waste disposal and around five percent are used by fire brigades, for example as turntable ladder vehicles. A further 10 percent are used for other operations, as dump trucks or cement mixers, for example, for road construction, or as refuelling or catering vehicles at airports.

The current Econic is available as a two-, three- or four-axle vehicle with a permissible gross mass

of 18, 26 and – in the four-axle variant – 32 tonnes. It is available with a low or high cab, wheelbases from 3,450 to 5,700 millimetres, and engine outputs from 200 kW (272 hp) to 260 kW (354 hp). In addition to the tried-and-tested Allison torque-converter automatic transmis-

sion with six gears, the Econic can, as an option, also be equipped with the fuel-efficient Mercedes-Benz PowerShift 3 automatic transmission with 12 forward and four reverse gears, which has specially adapted drive programs for urban traffic.

Over the past 25 years, the MercedesBenz Econic has proven itself to be a versatile municipal professional – both in Germany and across large parts of Europe and beyond.

In the Vatican, the Econic has been in use as a fire engine since 2005, while the Hanover Fire Department uses 16 fire engines. In the Scandinavian markets, more than 150 Econic trucks are performing various tasks, and in Singapore, Econic three-axle vehicles with steerable rear axle and a rear loader body are deployed to demonstrate how waste can be recycled efficiently in cities with millions of inhabitants.

A key market for the Econic is Great

Mercedes-Benz Econic was awarded the London Cycling Award

Mercedes-Benz Econic 1835 transporting materials in the Werra potash mine

Britain. In 2019, one of the biggest waste disposal and recycling companies in the UK market also used several Econic vehicles as set-down skip loaders and roll-off dump trucks for the first time. The Econic for construction-site haulage was awarded the London Cycling Award for its exemplary safety systems.

In Australia and New Zealand, the Econic Dual Control meets the requirements of local municipal waste disposal companies with two fixed steering columns and two steering wheels. Therefore, the driver can always sit on the right side in order to keep an eye on the work of the side loader waste collection system.

In the USA, the Econic known as Freightliner Econic SD (Severe Duty) is

of 2015 increased the truck’s environmental credentials. The CO2 emissions of the drive system with compressed natural gas (CNG) were up to 20 percent lower than those of its diesel counterpart. Using renewable biogas further improved the CO2 footprint of the Econic NGT. The performance of the six-cylinder in-line natural gas engine M 936 G with 222 kW (302 hp) from a displacement of 7.7 litres achieved the values of a comparable diesel engine.

2022 saw the cessation of the Econic NGT to allow production of the battery-electric eEconic. This has enabled Mercedes-Benz Special Trucks to offer a locally CO2-neutral and low-noise vehicle for municipal services with frequent stop-and-go operations.

The first serially produced eEconic went to Urbaser A/S, which operates in the waste disposal sector in Denmark, while other CO2-neutral eEconics are already on the road in major German cities.

wide view of traffic thanks to the large, heated thermos-control windscreen, the convenience of getting in and out thanks to the low-entry design, the availability of efficient assistance systems and the manoeuvrability, even with heavy loads, all help to increase safety for the driving personnel and other road users. Thanks to the eEconic’s electrical driveline, the cab floor has been designed to be level, which makes it easier to climb through the cab and reach the side facing away from the traffic.

Combined with the driver’s low seating position, which puts him at eye level with other road users, the generous glazing of the Econic cabs enables direct

used as a front-loader disposal vehicle. The final assembly of the bodyshell supplied by the Wörth site is carried out at Freightliner Custom Chassis Corporation in Gaffney/South Carolina. It is completed and adapted to the North American market, and a 350 hp six-cylinder from the Medium Duty Engine Platform of Daimler Trucks is added.

Around ten percent of the Econic vehicles sold feature the environmentally friendly NGT drive.

Although the Econic was available with a natural gas engine since 2002, the Econic NGT (Natural Gas Technology)

Due to frequent braking in inner-city traffic, the eEconic can make good use of energy recuperation. The eEconic has an e-axis with an integral drive unit and two electric motors. Due to three battery packs with a capacity of 336 kWh, a single battery charge is usually sufficient to cover all daily inner-city routes in one shift. The vehicle can be charged with up to 160 kW overnight at depots. This protects the batteries and allows using cheaper electricity rates.

Tried-and-tested features have also been preserved in the fully electric eEconic. The

eye contact and a forward-looking assessment of the surrounding traffic. This increases road safety when turning off, at junctions, and when road works are taking place on the roadside.

A comprehensive package with up to ten safety assistance systems helps drivers using the latest generation of vehicles to maintain an overall view, even in critical situations. The Econic and eEconic already feature extensive safety and assistance systems as standard, such as Active Brake Assist 5 with pedestrian detection, the Lane Keeping Assist and a rain and light sensor.

Text: Jarlath Sweeney – editor@fleet.ie

Mercedes-Benz Econic 1830 turntable ladder Magirus

Mercedes-Benz Econic fleet in Singapore

Mercedes-Benz Econic 2630 working for Airport Services Wisag at airport Frankfurt

Mercedes-Benz Econic Dual Control (with two steering columns and steering wheels) for waste disposal operations in Australia

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, and it is vital that such systems are properly 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 case, the racking design should be

Safety with Warehouse Racking Systems

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.

n 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.

n 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.

n 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 k ING INSPECTION AND MAINTENANCE

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 & 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/

HANDLES EASILY. FEELS GIANT.

The all-new Mercedes-Benz Citan with multifunction steering wheel and MBUX multimedia system. #FeelsGiant More at mercedes-benz.ie/vans/en/citan

D UTCH G RAND P RI x 2023 Z ANDVOORT, N ETHERLANDS

Photos: Jarlath Sweeney – editor@fleet.ie

Without any doubt, today’s pick-up trucks are far more refined than previous generations of 1-tonne, open-back load carriers. Back then, they were a little ‘tail-happy’ and only performed ‘comfortably’ when laden with some weight in the back section. Not to mention the high levels of energy required to drive them! ‘Sure you would be wrecked by the end of the day’!

Thankfully, these traits are in the past as ‘Backies’ or ‘Utes’ as they are called elsewhere on other continents, have become fashionable, statement making even. Nowadays pick-ups drive like an SUV, yet retain all of the off-road technology required and a lot more.

Amarok’s Second Coming!

grille crossbars, while the rear end is distinguished by new C-shaped rear lights. Inside, the interior differs slightly from the new Ford Ranger, its co-development partner.

The new Amarok is the perfect tool for any work or leisure activity thanks to a payload of up to 1.19 tonnes and a 3.5 ton towing capacity. Promoted by Volkswagen Commercial Vehicles as ‘The Premium Pick-up’, it is available in Ireland as a double cab, four-door pick-up and is available in five trim levels – Amarok, Life, Style, PanAmericana and Aventura. Coming this time around with a longer wheelbase (by 173mm), longer body (+96mm) and shorter overhangs, this setup improves the Amarok’s off-road ability, and means much more space in the cab. For those working or adventuring outdoors, they will be interested to know that Amarok’s ramp angles have been increased to 30-degrees at the front and 26-degrees at the back to improve clearance on rough terrain. Meanwhile, wading depth has been elevated from 500 mm to 800 mm.

As was the case with its predecessor, the large cargo bed measuring 1,651mm by 1,584mm has enough room for a Europallet loaded either sideways or lengthways. Loads are secured via robust lashing rings on the bed and side walls. The maximum height of the tail lift has also increased by as much as 21 mm depending on specification to 529 mm. Static roof load capacity has increased to 350 kilograms – enough for a roof tent for overnight off-road escapades. Meanwhile, the list of options includes alloy wheels up to 21in, wireless smartphone charging, all-terrain tyres, bike holders, roll covers and a hard top for the cargo bed.

Made in Europe and South America, generation 1 of Volkswagen’s Amarok attracted more than 830,000 first time and repeat customers. Over the decade it was in production, it won the inaugural International Pick-up Award in 2011, and repeated the feat some years later with the revised 3.0-litre V6 TDI model, introduced in 2016.

The second-generation model, a collaboration project with Ford, builds on an already successful formula thanks to the addition of more than 25 assistance systems, infotainment displays measuring up to 12.3in, and high-quality materials throughout. Visually, the current Volkswagen design theme continues with this new model, which is manufactured by Ford in South Africa. The new Amarok’s front end is characterised by bold horizontal upper radiator

For the Irish market, all Amaroks powered with the 3.0-litre V6 Euro 6 diesel are fitted with a 10-speed automatic transmission and can tow trailers up to 3.5 tonnes. In fact, the permissible total weight of vehicle and trailer has increased from 6.0 to 6.5 tonnes. In addition, the maximum payload has also increased, to 1.19 tonnes.

S PEC C HEC k

Covering around 1,400 kms over a week long test in the west, each kilometre travelled proved to be a pleasure. Operationally, the large touch screen is easy to navigate and engage, while the off road workings are carried out through the drive mode toggle and touch screen to clearly highlight the modules/modes being driven, depending on the terrain. Another sure-fire winning package here!

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

Make/Model: Volkswagen Amarok Aventura pick-up Double-cab 4Motion

Engine: 3.0-litre TDI Euro 6 V6 diesel

Power: 237 hp @3,250 rpm

Torque: 600 Nm @1,750-2,250rpm

Transmission: 10-speed automotive 4WD

Turning Circle: 12.93m

Towing Capacity: 3.5 tonnes – braked; 750kg unbraked

Fuel Tanks: Diesel – 80 litres; AdBlue – 19.3 litres

Unladen weight: 2,362 kg

Payload: 1.19 tonnes

Wading depth: 800 mm

Wheelbase: 3,270 mm

Ground Clearance: 237 mm

Price as driven: €73,085 incl VAT

Dimensions: Overall length: 5,250 mm Overall width: 1,910 mm

Cargo box Length: 1,624 mm Width: 1,227 mm Height: 529 mm

The outgoing Renault Kangoo was a worthy offering in the small van segment, but it’s probably fair to say that towards the end of its life it had started to feel dated compared to newer offerings from rivals.

O VERVIEW

As before, Renault offers the Kangoo in diesel or electric models. 1.5 litre diesels come in two power outputs of 96PS and 115PS, with the higher power models available only with Renault’s EDC auto gearbox. The electric Kangoo E-Tech offers a much improved driving range of up to 300km as well as DC charging capability for the first time. Regular (called Medium) and Long Wheelbase models are offered, while there are two trim levels - Start and Advance.

The press vehicle tested here is a pre-production Medium body length version in Advance spec. Where it differs to what you can order is that the 115PS diesel engine is mated to a manual gearbox instead of the usual EDC auto.

I NSIDE THE CABIN

Drivers of old Kangoos will wonder if they have stepped into a different brand, such is the improvement in quality, materials and equipment compared to the outgoing van. The new Kangoo can hold its own against any rival, both on the spec front and in offering a practical layout with features designed to ease the tasks of the hard working driver. Incidentally it looks and feels quite distinct from its sister model, the Mercedes-Benz Citan, unlike a lot of other shared platform offerings. In fact, both models shared the International Van of the Year 2022 title. Yellow trimmed seats give a slightly sporty appearance but more importantly they are supportive and comfortable over long journeys.

Start models have to do with a regular radio with bluetooth connectivity, but Advance models come with an 8” Easy-Link display that includes Apple CarPlay / Android Auto functionality.

Renault’s all-new compact van aims for top of class

* Tested: Renault Kangoo ML19 DCI 115 Advance

Heating controls are via large knobs. Unlike the entry model, Advance models have an electric handbrake. Storage wise, two spaces on the dash, one of which is enclosed, decent sized door pockets and space between the seats will be sufficient for most users. There’s also an overhead compartment on the passenger side.

Extras fitted to the press van included adaptive cruise control and rear view assist - a digital rear view camera which provides a permanent wide angle rearward view, as well as a rear view camera that activates in reverse gear giving you a close up of what’s behind your rear bumper.

LOAD AREA

A plastic bulkhead separates the cabin from the load area. Load volumes of up to 3.3 cubic metres are possible on Medium wheelbase models (compared to 4.3m3 on LWB versions). Load lengths of just over 2m and 456mm wide can be accommodated. Max payload is 850kg, better than that offered by the Citan, though some rivals can take up to 1 tonne. The Kangoo can tow up to 1.5 tonnes.

Access is via asymmetrical rear doors, while two sliding side doors make loading easy. The test van also came with an optional Easy Inside Rack system to store ladders by extending into the cabin

area over the driver’s head. Sadly not available on right hand drive models - so far at least - is Renault’s innovative Open Sesame whereby the offside B pillar is eliminated allowing super access to the entire side of the van.

D RIVING AND P ERFORMANCE

We didn’t test the Kangoo laden with any significant weight, but certainly in normal driving conditions there’s plenty of power in the 115PS engine, both on initial takeoff and in mid-speed acceleration. The manual gearbox is slick, although the distinction between the 3rd/4th shift and 5th/6th could be better - I sometimes found myself grabbing 3rd instead of 5th. There’s a tautness to the handling that keen drivers will appreciate, although like a lot of short wheel base vans, the ride can be a bit choppy on secondary roads when driven unladen.

Certainly no issues with running costs….we averaged a rather impressive 5.0l/100km (56.5mpg) during our week with it.

V ERDICT

From being the also-ran of the compact van class, the Kangoo is now firmly in the vanguard of best in category. Frugal efficient engines, decent load area capacities and a modern cabin will make it a desirable choice for both fleet and private customers.

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

In July Stena Line replaced the veteran Stena Europe sailing on the Rosslare/ Fishguard route with the Stena Nordica. Following a brief spell in dry dock in Falmouth Stena Europe was chartered to a Mediterranean operator to handle summer peak traffic on its Spain/ Morocco route.

The Stena Europe was built in Gothenburg, Sweden for Stena Sessan Line as the Kronprinsessan Victoria in 1981. Following her launch a sister ship was built that was later also to see service out of Rosslare. She was the Normandy and sailed from 1998 until

Stena Europe bows out of Rosslare service

2008 for Irish Ferries on the Rosslare/ Cherbourg route. The Normandy was subsequently sold for conversion to being an accommodation ship for workers in offshore energy facility deployment, but the plan was dropped, and she was sent to India for scrapping.

Stena Europe moved onto the Rosslare/Fishguard route in 2002 and is calculated to have completed 27,456 trips on the southern corridor service, clocking up 207.560 nautical miles. In that service she transported 726,671 freight vehicles, 1,876,496 cars and almost seven million passengers.

Swords based ASL Airlines develops its UK subsidiary

Swords based ASL Aviation Holdings, which currently operates more than 140 cargo aircraft including the world’s largest fleet of Boeing 737-800 freighters, has added a second aircraft to its UK based fleet. The company has several larger subsidiaries in Europe operating cargo jets on behalf of express carriers including Amazon Air, Fedex Express, DHL Aviation and UPS.

It also has airline operations in India, Thailand, and Australia.

The company states that it is halfway through a five-year fleet renewal programme which includes reservations with Boeing for production slots to convert forty used 737-800 passenger airliners to full freight configurations.

The Stena Nordica was built for P&O Irish Sea as the European Ambassador and entered service on its Dublin/Mostyn and Dublin/Cherbourg routes in 2000. Following the closedown of these routes by the P&O Group the vessel was sold to Stena Line and given the name Stena Nordica.

Following the completion of a complete internal refurbishment to bring her facilities up to the standard of those on the other Stena vessels operating on the Irish Sea, the Stena Nordica now has a passenger capacity of 650 passengers and 58 cabins.

Following the return of the freight ferry

Seatruck Panorama from charter at Stena Line where she acted as second ferry on their Rosslare/Cherbourg route, CLdN subsidiary Seatruck has sold sister ship Seatruck Pennant to a Jordanian Company. The vessel, which is one of four sister ships built for Seatruck in 2008 and 2009, has been re-named Ur and has been registered under the Jordanian flag.

The Finnlines service linking Rosslare and Zeebrugge has set a new carryings record, shipping over one thousand trailers aboard the three round trip

The 737-800 converted freighter is up to 15% more fuel efficient and produces lower carbon emissions than the 737-400 aircraft currently in service, and has a cargo capacity of 24 tonnes with a flight range of 2,025 nautical miles.

Nautical Notes

sailings during the second week of July. This link has been operational since July 2022. The addition of a third round trip sailing each week in February 2023 has resulted in a 50% increase in volumes carried.

Brittany Ferries has linked in with the Spanish Government “maritime eco-incentives” programme whereby users can obtain economic compensation for using a more environmentally friendly mode of transport. Passenger bookings on the Rosslare to Bilbao route have doubled since last year, growing from 23,885 to 46,825, and are expected to surpass 50,000 by the end of 2023.

Drogheda Port Company has taken over full control of stevedores, Fast Terminals, buying out the 50% shareholding from Fast Lines Belgium NV. The company will trade as East Terminals and will continue to offer a complete stevedoring service to all customers at the South Louth port. Fast line, Belgium, will continue to operate its “Bel-Eire” breakbulk service between Antwerp and Drogheda.

The CMA-CGM Group continues to consolidate its services and brands. From July 2023 the Containerships brand which had been used for several years covering European short-sea feeder and door-to-door services, has been dropped.

Text: Howard Knott – howard@fleet.ie

When I heard that the long-awaited All Island Strategic Rail Review was finally going to be published at the end of July, I got the feeling that, after all the years of discussion, this document would bring clarity and a logical development programme into focus. One hundred and eleven pages later I was probably better informed, but clarity was very much lacking.

My initial feeling of disappointment did, however, soon give way to a realisation that transport planning is incredibly complex. There seems to be two aspects to this; firstly that no piece of transport infrastructure is single use serving the needs of one group of people using it for one particular purpose, and secondly, that what may be the obvious thing to do this year, may not be at all the right thing within a few years.

It is clearly sensible to have the study developed on an all-island basis and to attempt to make it cover freight as well as passenger traffic. It doesn’t appear, however, to look at the entirely different dynamics of the development of both strands of business. While the potential growth of passenger traffic, in response to population growth and housing location is reasonably predictable, planning for freight traffic growth can be a lot more difficult. Discussions with Irish Rail management indicate that all of their planned order of 400 wagons to replace the existing very time expired and growing ever smaller fleet will

All-Island Rail Review raises a lot of questions

be fully employed from their date of delivery, such is the pent-up demand for services linking Irish ports with their hinterlands. The report does list the reasons why freight moves on the Irish Rail system in such small volumes at present but, I suspect that the number one reason is a lack of wagons, and a close number two is lack of train paths on the network. With the known volumes of lift-on, lift-off container and pulpwood traffic moving to Dublin and to Waterford from the North-West, and the potential to greatly increase this volume, the possibility listed in the Strategy document of re-instating the Claremorris/ Athenry link to provide a passenger service for the town of Tuam is trumped, if that’s the right term, by the requirement to get at least those freight trains heading to the south-east away from the already heavily congested lines through Athlone. The report speaks about double-tracking the lines through Athlone, but I suspect that it would be a much quicker job to get the Claremorris-Athenry line up and running again.

Thinking a little more about Athlone, the report speaks about re-opening the link from there to Mullingar as a passenger traffic route, but perhaps the priority here should be in the re-development of that section as a freight train route running straight through to a freight terminal in Dublin Port, connecting traffic from Mayo, Galway and even Limerick.

Coming to what is, potentially, “The Big One”, while the report does speak about re-establishing the WaterfordWexford Line as a passenger route, it

says very little about Rosslare Europort potentially being a significant source of freight traffic. At the time of drafting the report, the statement within it that there is little or no Lo-Lo traffic through the port was true, but since then the Finnlines Con-Ro service to Zeebrugge has opened with significant container volumes stacked on board the vessels. The report does refer to the increased volume of trailer traffic moving through Rosslare, and this triggers the thought

that, were the Irish Rail wagon order to include a fleet of pocket wagons, then might it be possible to ship trailers that would have been shipped into Rosslare on an unaccompanied basis, onward to inland terminals close to final destinations?

But, why this is “The Big One” must be the question as to whether that port might, in the second half of the twenty-first century, become Ireland’s major seaport with a complete range of short and deep-sea services. By then the port will have served its term as an Offshore Wind Turbine assembly and deployment centre, and will have the essentials of a major port infrastructure in place.

The Strategic Rail Review certainly gets you thinking.

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

Recent toll hikes by the various operators have not gone down well with motorists and road transport operators in general. Can the toll operators do anything to improve their image? Or, do they really want to?

When the Naas by-pass was being constructed in the early 1980s, road tolls on it became a distinct possibility. When Kildare County Council met to decide if they would impose a toll on the route, the Irish Road Haulage Association (IRHA) issued a statement warning that if a toll was imposed the trucks would continue to go through Naas. In the event, no charges were put on the route.

If this was a win for the IRHA, a defeat was coming not far behind. When the East-Link Bridge was opened the following year, it was tolled. Hauliers argued that the bridge was an internal road into Dublin Port and that it made no sense, apart from being expensive and unfair.

In the past thirty years more tolled routes have sprung up around the country as the road network improved. From an accuracy point of view, these were properly referred to as “Public/ Private Partnerships”. Effectively, the Government covered the cost of building these roads in this manner. Most of these roads were built in a time when the country and economy was broke. In

Toll Operators still not finding favour with hauliers

some cases, the Government allowed a toll to be charged and in other cases they used what is called ‘shadow tolling’, in other words the State paid the toll. There was another element to all this. If traffic volumes did not reach a certain level, the exchequer paid the balance, in the case of both tolled and publicly un-tolled routes. So, the tax payer was on the hook for everything.

There was an upside to the Government strategy, in that in some cases the ownership will revert to the State after a period. For motorists the downside has been that the toll rates continue to increase at the rate of inflation. At the time the East-Link was opened, Government Ministers were saying that once the Bridge was paid for, the toll would disappear. Unfortunately, those promises were made by people long since gone, so no accountability then or since.

Monopolies and cartels are terms that infuriate toll operators. Clearly, they cannot be labelled this way in the legal sense of these words. But they have a captive market. One thing they can do is write to their customers and inform them of the increases and the date they will be imposed.

Gerry Mc Mahon, an IRHA past President, once said at one of the toll protests: “When the Channel Tunnel first opened, they made an appointment to see me, and we negotiated a rate. Never had an exchange like that with a toll company”.

There is a way that competition could be brought into tolling. If the infrastructure was sold in the same way as

the electricity, gas and phone networks were operated, it would make tolling competitive. Deals could be offered to operators depending on their frequency of use, vehicle type, time of use, etc.

Finally, the efficiency of paying a toll needs to be improved. Toll companies keep telling motorists to buy tags for their convenience, but it’s really to suit themselves by enabling them to stop handling cash (which is now increasingly rare with more and more payments made via card or electronic tags). It is infuriating that having bought a tag, you arrive in a lane where there is a slow queue. The dedicated lanes for tags are balanced the wrong way. Additionally some of the software used is very slow, particularly when using credit cards. Getting a receipt from the machine is too slow also. In fact, the amount of fuel wasted, and pollution created while queuing at toll booths could be significant.

Disputes about the cost of tolling will continue. In the meantime, if toll companies believe they are “competing” for business then they should demonstrate a little bit of customer care to improve the customer experience. A reduction in prices for electric vehicle owners would be a good start.

Finally, the efficiency of paying a toll needs to be improved. Whether a motorist pays by credit card or opts to use cash, a delay is caused. While the time it takes to make a transaction varies, it always requires a vehicle to come to a stop.

Text: Sean Murtagh – sean@fleet.ie

Business Expansion –Financially Good or Bad?

It appears that in recent years, the Irish transport industry, like its UK and European counterparts, is moving towards a smaller number of larger specialised transport firms. The opportunity or desire for small owner operators to enter the market is not there anymore, and unless it’s a €10 million turnover business it is increasingly difficult to compete against the big players.

In theory at least, the above statement is true. Large operators are benefiting from economies of scale, they can purchase all items cheaper because of volume and buying ability, plus they operate the firm as a business - not a hobby or pastime. Indeed, they also have the negotiating skills and contacts to be on all major tender lists.

Some businesses set out with a clear plan for business expansion. Traditionally that was normally by gradual growth,

but now the option and ability to absorb/purchase competitor business is common, enabling a company to fast track its growth process. Most Irish transport firms grew from the demands of a few key customers. As the customers’ businesses grew, so too did the hauliers business. Rather than it being a case of not letting the competition get a foothold, it was a business growth strategy that was forced on the transport provider, often to their advantage.

As businesses grow it is often seen that the percentage margin fluctuates. In essence, bottom line profit should never decrease, but it is quite common that percentage margins can slip as increased turnover is generated and some or all of the trading benefits of this increase have yet to be ironed out. Some businesses run the risk of overtrading or expanding beyond their management comfort zone and unless there is a strong management information systems in place and a good management structure the firm can run the risk of personal burnout and a business that has lost its financial direction.

In some cases, bigger is not always better. There are individual transport firms in every county in Ireland that may not be the largest operator but have a core sustainable business that is high margin and low risk. Plus they have the management expertise and knowledge to keep developing and improving into the future.

Many transport operators pride themselves on the standard of customer

care and hands-on control of their business. They expect and demand that all staff work to the same level of care and competence. Expanding that type of business can be difficult at times because of the lack of availability of good staff and management, which is a huge issue at present.

Some transport firms have made strategic decisions to use their financial strength and management expertise to expand into related but separate businesses. Many enter warehousing and other properties, but some have expanded into or taken over their customers’ businesses, especially where storage and distribution form a crucial part of the trade. Transport operators are now forward thinking and highly educated business people. Having experienced and learned the ethos of hard work and business acumen, it does not mean they want to copy the previous owners with regards to how the business will be run or developed into the future.

Any transport operator that has high standards, good work ethic and deals well with staff and customers could run a 5-star hotel successfully, but the opposite would not be the case. Over the last three years transport and logistics firms have rightly been seen as crucial to Ireland’s economic development and whether the business is on a growth trajectory or is minding a niche sector, a good sustainable margin that is made and wisely invested should be in the annual plan.

Text: Donal Dempsey – donal@fleet.ie

Thursday August 24th was a momentous day for camper-van enthusiasts, with two major players revealing significant new products. Volkswagen, whose California has come to define the camper van class, revealed a near production concept vehicle, the California Concept at the start of Caravan Salon in Düsseldorf, while in the UK, Ford unveiled the latest generation of its Nugget based on the latest generation Transit Custom.

The Volkswagen California Concept marks a significant departure for Volkswagen in that it is based on the long version Multivan MQB platform rather than the traditional Transporterderived van chassis used to date. It is longer and wider, and notably comes with two sliding doors that allow the kitchen unit to be accessed and used from the outside as well as inside. Indeed

New Camper Vans unveiled by Volkswagen and Ford

the iconic camper-van has had its biggest internal makeover to the classic design since the California name was introduced in 1988 when production was still contracted out to Westfalia. With the kitchen unit located further back, a sliding section gives access to the gas hob and sink, with the fridge also relocated to the front of the unit. As well as a full awning, a tarp type sunshade can be fitted on the other side of the van. An iPad type tablet controls most of the functionality internally. Another major development is the option of a plug-in hybrid version alongside petrol and diesel variants. A production version of the California Concept is expected to go on sale next summer.

Also offering plug-in hybrid power is the new generation Ford Nugget. Incorporating the vehicle enhancements of the latest Transit Custom which is built on an all-new chassis with independent rear suspension, the camping section, developed in partnership with Westfalia, features a host of detail improvements to the rear kitchen fitted layout. Like

the California Concept, access to the living area from the front has been improved by the removal of the manual handbrake, further aided by the fitment of a roof mounted passenger airbag. The three seat rear bench can be optionally heated, which in turn means a heated bed when converted for night-time use. The outdoor table has been integrated inside the sliding door, while Ford has emulated Volkswagen by enclosing camping seats in the rear door. A solar roof is available as a factory option, while hot water is now standard. The kitchen units have been redesigned to offer 20% more worktop space. The new Nugget is available to order now, though it is not currently offered by Ford in Ireland.

Text: Cathal Doyle - cathal@fleet.ie

Quick. Safe. Easy Side Loading.

The S.CS FREEPOST offers quick, safe and easy side loading without the need for sliding posts. Certified to DIN EN 12642 Code XL, the curtainsider semi-trailer incorporates a bolted galvanized steel cant rail and fixed aluminium roof sheet, as well as a reinforced chassis structure for ultimate stability.

The S.CS FREEPOST is built at the Schmitz Cargobull factory in Manchester and is designed specifically to meet the requirements of the UK and Irish markets. Find more information on www.cargobull.com/uk or contact us directly via email FREEPOST@groups.cargobull.com.

With its fleet of Scania tractor-units and rigid trucks, along with a selection of panel vans, Elverys is undertaking a move that will see the company bring its logistics in-house. Currently, thirty of its forty-seven retail outlets nationwide are being served by Elverys’ own vehicles, with return loads consisting of packaging and wrapping for recycling. Warehouse

50 years of Krone Coil Liner: Innovation in the transport of steel coils

Just two years after the production of commercial vehicles began in Germany at its Werlte site in 1971, Krone premiered a highly specialised semitrailer at the 1973 IAA trade show in Frankfurt with the first Coil Liner. This was an innovative trailer featuring a special trough for the safe transport of steel coils.

Transporting steel coils - which weigh several tonnes - for the automotive

SDC

Trailers

‘scores’ with Intersport Elverys!

depots will soon be established in the eastern and southern regions of the country, fitted with solar panels and robotic picking systems, similar to that at its Castlebar headquarters.

The new SDC trailers are manufactured in Toomebridge, County Antrim to EN 12642-XL quality standard with a host of premium features that include:

n Highly robust and durable design

n Fall-arrest headboard and posts

n Retractable twist locks

n Galvanised pull out step

n LED lighting

n Pin rack storage

industry posed a major problem for freight forwarders at that time, because once they started rolling, they could no longer be braked, resulting in a considerable risk. The Coil Liner debut at IAA 50 years ago was a complete success, Krone’s innovation meeting with a great response from forwarders and shippers, and numerous orders following accordingly. Soon the coil trough became a legal requirement for the transport of coils.

Today, Krone’s range includes four different basic types of Coil Liner: the standard Coil Liner for up to 30 tonne payload, which is also available in a piggyback version for rail; the Coil Liner Ultra in lightweight design with cross beams, the even lighter, shorter Coil Liner Compact (under 5t unladen weight) for up to 30 tonne payload as well, and the Mega Liner Coil in cross beam design. The Vario Coil System on the Coil Liner Compact ensures reliable load securing at all times. It can be used flexibly along the entire length of the coil body with the aid of a locking rail in the beams.

Pictured on the front cover are two new SDC Tri-axle Curtainsider semi-trailers, which have entered service with Elverys Intersport, the official sports retail partner for Ireland Rugby (IRFU) and main sponsor of Mayo GAA. The investment is all part of a broad sustainability programme at the Castlebar, County Mayo based company.

Today, the coil liner is an integral part of Krone’s product portfolio. In various basic types and designs, this flatbed semitrailer is suitable for every application.

The first flatbed semitrailer with coil trough was presented by Krone at the IAA 1973.

From its Friedrichshafen headquarters in Germany, ZF’s Commercial Vehicle Solutions (CVS) division presented its latest eMobility kit. Providing all the key technologies commercial vehicle manufacturers need to electrify their vehicles, the product range now includes all-electric central drives, axle drives and eComponents. Suitable for light, medium and heavy-duty vehicles and trailers, the integrated, modular e-driveline systems enable quiet and emission-free operation. AxTrax 2, AxTrax 2 dual and the previously launched CeTrax 2 dual electric central drive were demonstrated at ZF’s recent Global Technology Day.

ed by a wide range of eComponents that have been developed and produced in-house.”

“Further extending ZF’s unrivalled ‘one-stop-shop’ for commercial vehicle electrification, ZF’s broad product portfolio, combined with extensive Group-wide expertise, enables the delivery of cost-efficient products that are designed to keep the total cost of ownership low. With these innovations, ZF has further cemented its position as the preferred eMobility development partner for leading truck, coach and bus brands worldwide,” Mr. Gründler added.

Production planned to begin in 2024

commercial vehicle. This line-up enables opportunities to reimagine commercial vehicle form, function, and architecture, enhancing aerodynamics, enabling automated driving or adding extra battery capacity,” he added.

With driveline solutions for every application, ZF can help customers to electrify all classes of commercial vehicle platforms, from existing to all-new vehicle platforms.

Winfried Gründler, Senior Vice President of Driveline Systems with ZF’s Commercial Vehicle Solutions division pointed to the completeness of ZF’s product offerings in his opening address to the attending press: “With our modular electric drive kit, ZF can provide customers with everything they need to electrify their commercial vehicles from last-mile delivery vehicles up to 44-tonne plus trucks. The kit consists of scalable axle and central drive systems. Like other ZF electric systems, they can be easily combined with different electrification technologies, such as batteries or fuel cells, for example. The kit is complement-

As Winfried explained: “the Axle-based, fully integrated and with compact design, AxTrax 2 maximises the available space for cargo or within the passenger cabin as well as for batteries and enhances the manufacturer’s design flexibility for future vehicle concepts. The electric drives can be fully synchronised with key vehicle functions, such as braking, ADAS and automated driving systems, to help enhance vehicle safety and efficiency. It also enables advanced digital and telematics systems to exchange information with the e-axle via CAN bus.”

AxTrax 2 is offered in two variants. The singular AxTrax 2 is developed for commercial vehicles with a continuous power of 210 kW, while the AxTrax 2 dual type, comes with two integrated e-motors, ideal for heavy-duty applications and provides 380 kW continuous power.

“Both models are designed to replace the engine, transmission, drive shaft and conventional axle to electrify a

Used as an electric drive axle in semi-trailers, AxTrax 2 can recover electrical energy when braking. The energy is temporarily stored in a battery and can be used by the electric axle to support the truck drive. Recuperating energy in this way also helps to reduce fuel or energy consumption as well as carbon emissions. At the same time, the safety of the truck-trailer combination is improved.

ZF also offers electric components that have been specifically designed to meet the requirements of the commercial vehicle market. The modularity allows manufacturers to use ZF’s complete electric drive systems, or alternatively, combine them with their own components while taking advantage of synergies and common interfaces. These include the e-motor (PSM), the silicon carbide (SiC) inverter, the e-drive control unit, the e-actuator and the multi-speed transmission.

Text: Jarlath Sweeney – editor@fleet.ie

ZF showcases its next generation of electric powertrains

In 2016, Bandon based Ronan Twomey was approached with the concept for the RotaRail product that prevents road users from sliding underneath a rigid truck or articulated vehicle (tractor-unit and trailer). “The idea came from a businessman with a large fleet of trucks who needed help to turn the idea into a reality,” said Ronan whose business Twomey Engineering developed the prototype over the years to be ready for market now in 2023.

Although most heavy goods vehicles have existing rigid lateral protection guards, they are positioned relatively high mainly because mounting them any lower runs the risk of damage from speed bumps, potholes and speed ramps. RotaRail is unique because its patented articulated arm design allows it to move backwards and forwards to cope with obstructions without compromising lateral safety and it enables it to be fitted much lower to the ground.

Research has shown that while the law requires lateral protection devices to be 500mm above the ground, this is too high to protect people in real-life situations. “Sadly, this height is not satisfactory as we have seen an increase in the number of entanglement accidents each year which is very worrying when schools return as there is a higher

RotaRail aims to reduce serious road user incidents

volume of pedestrians and cyclists on the road,” explained Ronan.

The RotaRail allows the open space to be reduced, thereby greatly improving outcomes for pedestrians, cyclists and other vulnerable road users, and reducing risk for truck operators and drivers. “Ours is the only device of its kind that allows the articulation of a safety rail while meeting all current road safety regulations.” added Shane Twomey, Head of Design at RotaRail.

“Rota Rail represents a completely new market for our company, but also a completely new and untapped segment within the transport safety sector,” added Shane. “Our focus now is on getting product sales in Ireland, the UK, and Europe.’’

The product has worldwide applications and can be used on rigid and articulated trucks. It is currently being used on some of Musgraves’ (Supervalu & Centra) vehicles - Musgraves operates one of the largest fleets in the country.

RotaRail was honoured with the Truck Innovation Award in the Fleet Transport Awards 2018

Rota Rail is a completely unique articulated arm that allows the fitting of an additional safety rail to existing truck and trailer side guard systems known as “Lateral Protection Devices” (LPD’s).

This unique articulation allows a safety rail to be fitted in much closer

proximity to the ground, offering far superior safety margins to both pedestrians and vulnerable road users when both come into close proximity to the vehicle.

While running near the road surface, conventional rigid attachment of a lower level safety rail would result in the rail being damaged or possibly ripped/ broken off by speed bumps, ramps, or undulation road surfaces causing a serious risk to other road users.  Rota Rail’s unique design allows the additional lower-level rail to deflect both forwards and rearwards in the longitudinal axis of a truck/trailer, while retaining all of the required lateral rigidity to greatly reduce the risk of injury to pedestrians and other vulnerable road users when they are in close confines.

Current legislation requires LPD’s to be within 500mm above flat terrain but no closer. Ronan explained that RotaRail’s research has shown that this 500mm measurement is far too high and results in a high number of entanglement accidents each year. “RotaRail’s unique, patented and trademarked innovation

allows this open space to be greatly reduced, offering much higher levels of protection to pedestrians and vulnerable road users and reducing risk to truck operators and drivers,” he concluded.

An award-winning West Cork based engineering start-up RotaRail has relaunched its innovative road safety product ahead in a bid to reduce casualties on Irish roads.

Achieving both safety and quality in the transport and logistics sectors can be a challenge, but BPW has made it possible with its first tyre inflation system branded AirSave. This innovative solution not only allows drivers to continuously track and control tyre pressure while on the move, but also generates maximum cost-effectiveness in fuel, tyres, and time. In fact, the cost savings from using the AirSave system are so significant that BPW says that it may pay for itself within the first year.

According to a report in 2022, more than 75% of respondents used telematics to provide real-time tracking purposes, whereas monitoring driving style and behaviour came in second and third. For its system, BPW relies on a technology that has proven itself on the market and has been further optimised in many respects. AirSave maintains the correct tyre pressure, even if the tyre has a puncture.

The AirSave system uses the trailer’s existing pneumatics to automatically monitor and adjust tyre pressure to the desired level through a control box with an air step pump. Should the pressure deviate significantly, for example, in the case of tyre damage, the driver will be alerted by a warning light, allowing them to safely drive to a service station rather than stopping on the side of the road.

BPW AirSave - Safety & Efficiency in transport

By maintaining optimal tyre pressures at all times, BPW AirSave reduces the risk of accidents, prevents downtime, saves fuel and decreases CO2 emissions.

The system uses the existing trailer pneumatics and, with a fully automatic air step pump will ensure that the pre-set tyre pressure is always maintained. The air is guided through the axle beam to the wheel end and from there to the tyre valve when the system displays a permanent loss of pressure. AirSave will activate at a pressure deviation of just 0.2 bar, making it more reliable than other standard tyre pressure monitoring systems.

BPW AirSave is a flexible and versatile system that can be tailored to the specific needs of each fleet thanks to its ability to adjust ride height and support load distribution. A recent survey revealed that one-fifth of breakdowns on national motorways are attributed to tyre failure, resulting in 50,000 tyre-related breakdowns every year, with 30% of those involving commercial vehicles.

AirSave can help reduce fuel consumption and prevent unnecessary expenditures caused by worn tyres. This, in turn, can help reduce downtime and maintenance costs and keep vehicles on the road for longer periods of time.

In the transport industry, tyres and vehicles face a multitude of challenges, such as varying load weights, road conditions, and temperatures. These factors can cause pressure differences that lead to rapid tyre wear, incurring costly expenses for fleet managers. However, a British study shows that 82% of tyre blow-outs can be effectively prevented by installing an automatic tyre pressure control system.

To mitigate the risk of premature tyre wear and costly accidents, BPW AirSave features digital connectivity, with the

option to connect to the ‘Cargofleet 3’ telematics portal from idem telematics, as typical for BPW products. Fleet managers and drivers can stay informed about the status of all their fleet components, anywhere and anytime, through the accompanying smartphone app. The app displays real-time tyre information, alerting the user if air pressure has deviated and needs to be adjusted.

The transportation industry constantly evolves and updates regulations to improve safety and environmental standards. With the upcoming ECE Reg 141 requirement for all

passenger vehicles, goods carriers, and commercial vehicles in Europe to have Central Tyre Inflation Systems (CTIS) by July 2024, it is important to be proactive in finding ways to meet these regulations while also improving efficiency and reducing long-term costs.

With its environmentally friendly technology, AirSave can reduce the risk of accidents, prevent downtime, save fuel by maintaining optimal pressure at all times, and reduce CO2 emissions.

Text: Jarlath Sweeney – editor@fleet.ie

Service and body mounting partner to Schmitz Cargobull

TRUCK HIRE AND SERVICES SPECIALIST

TIP is a market leader in providing transportation and logistics customers with leasing, rental and value-added equipment services, keeping customer freight on the move all over Europe. These value-added services range from maintenance, breakdown assistance and damage protection to sophisticated asset tracking solutions. With 55 years of experience, TIP is one of the most trusted and respected names in the industry.

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

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

We have new stocks of Schmitz Skelly trailers which are ready to go These trailers are available in different choice of colours The Schmitz Cargobull Skelly trailer provides a versatile and safe solution for transporting containers

It is capable of accommodating containers ranging from 20 to 45 feet in length and features sturdy locking systems to securely hold containers with extended tunnels and angled corners With its focus on flexibility, safety, and efficiency, the Skelly trailer is a top choice for transporting containers with ease

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

At Shaw Commercials we have new Schmitz, Carrier, Thermo King - single and multi temp fridge trailers which are in stock and ready to go. We also have pharma spec trailers available. We can customise the trailers based on your requirements. At Shaw Commercials we have a broad selection of Box vans with or without taillifts in stock We also have box vans with rollerbeds designed for companies who provede air freight services

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

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

Irish trailer manufacturers are always busy leading up to the main transport and logistics trade shows in England. These exhibitions are seen as an investment and an opportunity to show-off their latest wares, together with a chance to engage with new and existing customers. For this summer’s Road Transport Expo and Multimodal trade shows, Dennison Trailers and SDC Trailers prepared special new innovative products that aim to increase efficiency for commercial vehicle operators.

At both events, held at the National Agricultural Exhibition Centre (NAEC), Stoneleigh and the National Exhibition Centre, (NEC) Birmingham respectively, Dennison Trailers brought along its new, patented Urban Split Curtainsider, which generated huge interest.

The Dennison Urban Split Curtainsider is an innovative trailer that can be used as standard, as a combination, or can even be split for urban deliveries. Its features include all those found in a standard curtainsider such as simple user-friendly operation, up to 14.65m overall length, and a rear section with a sliding bogie for weight distribution. Available options include load restraint system, height variations, disc brakes, and alloy wheels.

With almost 60 years of experience and more than 60,000 trailers built, Dennison manufactures a broad range of market-leading trailers at its modern factories in Naas and Lancaster. Its distinguished track-record of innovative trailer design and manufacture is born out of ongoing investment in research and development programme in place across the UK, Ireland, and Europe.

Trade Shows bring out new innovations from Dennison and SDC Trailers

SDC Trailers, with factories in Ulster and England, exhibited at the most successful inaugural Road Transport Expo, at the NAEC Stoneleigh Park, Warwickshire. Visitors to the event had the opportunity to see first-hand the Toomebridge company’s latest advancements in the semi-trailer industry, with three exceptional trailers on display.

Some of the striking features on the Tri-axle Brick-spec Platform trailer with twin Tridec rear steer include roll stability braking, steel flooring, strobe LED lighting, autogreaser, GRP and cone storage, ISO Reg electrics, auto reset raise and lower valve suspension, and the provision for a roll along crane. It is the first in a batch of 34 new trailers ordered by Atlas Cranes. Also showcased were two Freespan Curtainsiders coming with a host of premium spec features engineered to last.

An EN12642-XL rated Freespan Curtainsider, built for TIP Trailer Services with tailored specification and a host of premium fittings including a 26 strapping system with strap storage, 13 T Bar deck lashing rings, roll stability braking and the manufacturers trusted Easy-roll curtain rail technology. With four manufacturing locations and direct control over every stage of the trailer production process, SDC is renowned for its commitment to innovation and customer satisfac-

tion. With a rich heritage spanning 45 years, SDC has continually pushed the boundaries of trailer design and technology, delivering unparalleled performance and reliability. Its comprehensive range of trailers caters to diverse industries, including retail, construction, logistics, and more.

*Multimodal is the annual meeting place for over 300 companies in the supply chain and logistics industry. Since 2008, Multimodal has been helping to make supply chains more efficient and cost-effective by providing technological advances and innovative solutions.

*Start-up event, Road Transport Expo (RTX) attracted more than 8,500 visitors, featured a vast exhibition of the latest vehicles, technology and services, alongside live product demonstrations, a Ride & Drive and a topical conference programme.

Text: Jarlath Sweeney – editor@fleet.ie

“Dennison Trailers looks forward to celebrating 60 years in business next year in 2024, and to building its 70,000th trailer,” says David Dennison, who is responsible for Research, Design, Engineering and New Product Development at the family owned firm.

With manufacturing facilities in Naas and Lancaster, England, the company is currently seeing strong big demand in Ireland for all of its product range, which include skeletals, platforms and platform skeletals (PSKs), curtainsiders and trombones amongst others.

David added that the past two years have been particularly challenging with regards to material supply delays, price increases and labour shortages, all of

Dennison Trailers looks forward to another landmark year

which have contributed to long lead times. However he strikes a positive note, saying “We are through that now and would like to thank our customers who stood with us and honoured their orders. It was difficult for both us and the customer, but the whole industry was in a similar position. Lead times for standard trailers are back to three months depending on the model.”

“The ongoing war in Ukraine and energy crisis have presented their own difficulties for our sector. European trailer manufacturers with large capacity, who would normally supply huge volumes of trailers to Ukraine and Russia, have turned their focus to the West and to our shores, offering standard Continental European specified equipment. Availability of such equipment was, in a lot of situations, the only solution for operators who needed to replace trailers. Our strong point has always been the ability to build products suited to the local market.”

In recent years Dennison has become stronger in the curtainside market, continuously innovating, developing and fine tuning the product. Today’s Dennison curtainsider semi-trailer is the same base design that has been supplied for the last 18 years and is now widely accepted in the market as a robust product suitable for Irish conditions. There are substantial numbers of Dennison curtainsiders engaged on Irish-GB work, being shipped back and forth across the Irish sea, unaccompanied. “This could be three times per week in some cases, with the trailers parked on top deck subject to all the rigours that the salty Irish Sea water can throw at them. As anyone involved in this work will be aware, dock shunters are not known for their delicate handling of trailers. Consistent feedback from operators of such Dennison curtains is that they have trailers up to 15 years old still working,” he said.

Demand for curtainsiders is currently

One of two Dennison 4.65m curtainsiders supplied to Duffy Express, Donegal. Spec: Pillared Body, 3 sliding pillars per side, ENXL Spec, 13 pairs of floor lashing rings, Omgea floor with checquer plate inside back door and BPW Drum brakes

One of two Dennison 4.5m curtainsider semi-trailers supplied to Sodor Transport, Kilcoole, County Wicklow Spec: Pillared Body, single sliding pillar per side, 26 pairs of floor lashing rings, 2 toll boxes and BPW Drum brakes

very strong in general, and Dennisons has increased its capacity for this type of body production in recent years to compliment the production of skeletal and flat trailers. For example, a full range of 13.6m pillared and pillar-less variants, in overall heights from 4m to 4.65m are offered. Over the last few years, the ENXL specification regulation has come more prevalent and now accounts for over 80% of curtain production. Dennison supplies bodies to certified standards such as EN 12642 Code XL, and the floor is also certified to ISO1496-1.

Shorter curtainsider trailers are also available, like the 11.3m version with and without a positive rear-steer-axle, while a piggy-back forklift attachment is popular with agricultural merchants for accessing tight farm yards. Further to that theme, a 10.6m urban city curtain with a positive rear steer axle has been developed. With an increasing trend for direct on-street retail deliveries, such a trailer can be used with a standard tractor unit, replacing the need for a rigid vehicle.

I NNOVATIVE D ENNISON URBAN SPLIT CURTAINSIDER TRAILER LAUNCHED

Keeping on the urban delivery theme, Dennison has this year launched an urban split curtainsider semi-trailer. Believed to be the first of its type in the world, this 13.6m 3-axle trailer can be split into two 6.7m short curtains.

David explained: “The operational idea behind the concept is pure operator versatility. Firstly, in its combined configuration, it is a relatively standard 3-axle 13.6m curtainsider. Secondly, when the combined 13.6m trailer gets to the outskirts of a town or city, it can be split into two smaller trailers. Now the same truck has a short and very manoeuvrable 6.7m single axle urban trailer, which can be taken into confined spaces. After delivering the front unit’s load, it can be dropped and the same tractor-unit coupled into the rear 3-axle trailer. The rear unit is also a short 6.7m trailer, so can also be taken into very confined spaces. Not only is this rear 3-axle trailer very manoeuvrable, it incorporates a sliding bogie. By sliding the bogie rearward, the trailer is then in a road legal condition to run at 46 tonne gross, meeting the 5.5 tonne per metre law, from the king pin to back axle.”

He continued: “Another use for the trailer is for split deliveries or collections from a loading bay. Take the scenario where the driver leaves the rear trailer

at a loading bay, they can take the front trailer to a different location to load, then combine the two units for the journey. The same process is used for offloading.”

In fact, the manufacturer says the possibilities of use are endless, some of which have not been considered yet. A fully patented design, the specification utilises Dennison tried and tested sliding bogie technology. Dennison Trailers has been building split skeletal trailers (with a fixed, non-sliding bogie) for nearly 20 years. That version can carry either 2 x 20’ containers or 1 x 40’ and 1 x 45’ container.

“For the driver, splitting and joining the two trailers is very straightforward and requires just five steps. Firstly, the bogie of the rear unit is slid to the rear, then you just wind down the landing legs, remove and stow the air/electric lines, drop the axle on the front trailer, before finally releasing the locking pins. Now the front trailer can be pulled away. The process is reversed to rejoin the two units,” David concluded.

DENNIS

DENNIS O N DENNIS O N DENNIS O

Fight of Trailer Titans!

Duotrailer v Megatrailer v

Conventional semi-trailer

Since the appearance of the internal combustion engine, the progress of road transport has been unstoppable. The flexibility, speed and economy of the truck has also undergone a technological evolution in all its aspects to the point that during the 1970s, it almost completely replaced other traditional means of transport such as the railway and waterways. In parallel, and as the reliability and power of diesel engines increased, load capacities underwent a similar evolutionary process. Two-axle trucks became common in the 1930s, 1940s and 1950s, and by the 1960s, the proliferation of rigid and articulated vehicles offered payload capacities of 20-24 tons.

Mega trucks (and trailer combinations) are the latest advancements in this incessant race in pursuit of efficiency. That makes them more profitable and therefore an operational tool preferred by commerce and industry.

A DE q UATE INFRASTRUCTURES

In countries such as Spain, one of the most common criticisms that opponents of the ‘mega’ usually put forward is the “limited infrastructure” of the Spanish network. However, nothing could be further from reality. Spain has the most extensive network of motorways and dual carriageways in Europe. While the ‘old bull skin’ has about 17,000 kilometres of such high- capacity infrastructure, the much admired German road network offers about 15,000 kilometres while France has a mere 11,000 kilometres.

The benefit of Spain’s road network is not limited to the extensive mileage available, as the terrain and landscape is also

favourable for the use of large combination haulage outfits. Let’s take into account the vast flat areas of Spain’s central plateaus where the only challenging geographical features are the northern and central mountain ranges. It’s a vast area that offers a suitable environment for these mega trucks/trailers to operate.

A different issue where difficulties arise in the use of such large vehicles is in the warehouses, using weighing scales, and general loading and unloading areas, which are certainly not prepared for the use of these juggernauts. That can impact on loading times and the completion of manoeuvres. But that is a temporary problem, and it will be a mere matter of time before logistics and customers in general adapt their structures to

achieve a rapid and full operation of the ‘megas’, as is already the case in the countries where they are established.

With regards to conventional roads, usage by the ‘megas’ is limited to access loading or unloading points, but here again Spanish national and regional highways, except for some specific black spots, have layouts and profiles that are perfectly acceptable for this type of truck. Let’s take into account that the total length of the vehicle is a very limited incidence factor in its road use.

With these factors considered and given good business expectations, it is not surprising that megatrucks have landed

successfully on Spanish routes.

The configuration of what defines a mega truck is set in terms of axles (more than six) and power (more than 500 hp), while the configurations of towed vehicles is practically free, beyond that the total length must not exceed 25.25 metres in length for the megatrailer and 31.75 meters for the duo trailer. The latter was introduced experimentally in 2017 but is already a familiar sight on Spanish roads. Weight limits are 60 t of GWM for the mega-trailer and 70 t for the duo-trailer.

Another point of concern often raised is that these vehicle combinations will mark the end of traditional trailers. This is not true, since there will always be a huge number of tasks that, due to their very nature or complexity, the ‘megas’ will not be able to undertake. This is the already the case in countries where they are established where conventional articulated lorries far exceed the number of “mega” ones. It is therefore obvious that the large sets will be used solely and exclusively in the transport of bulk, large heavy masses, parcel shuttles or large volumes of merchandise, leaving the “last mile” as territory forbidden to them.

We must not stop in the face of progress. In the same way that today’s trailers did not do away with two-and three-axle trucks, large articulated trucks will simply be complementary to existing vehicles and should be seen as just one more offer for our customers.

A DEMANDING TAS k

The workload for the driver of a ‘mega’, apart from the responsibility of guiding it, is much higher than that of a normal truck. This is partly because of the lack of adaptation of the

logistics and loading points, as previously pointed out. The length of the scales, the dimensions of the facilities, etc., mean that the driver has to hitch and unhook several times to load and unload.

This comparison has been made with trucks equipped with tipping buckets from the Cantabrian company Bodegotrans. The company is dedicated to the transport of all types of solid bulk loads in which loading and unloading are carried out frequently.

Operating the duotrailer, the manoeuvre must be carried out twice and in triplicate: disconnect the second trailer and unload the first. Release it, unhook the dolly to access the second box, proceed to unload it and repeat the triple operation to “assemble” the set again. The truth is that it is a crazy task that requires the driver to undertake an extra workload, and that would have to be rewarded in the monthly salary.

More simple but still complex, is an ingenious solution that auxiliary constructors have developed for the first trailer. A double chassis allows the fifth wheel to be retracted under the body, making it a “normal” trailer. To do this, the second trailer must be unhooked, whereafter the driver has to pick up the chassis and proceed to unload it. Once unloaded, it is

released and proceeds in the same way with the second trailer. Complicated, yes. But much easier to operate than its older brother.

Compared to the two others, the conventional trailer’s job is plain and simple. All you have to do is pick up the automatic awning, open the safety locks on the rear hatch and proceed to unload, a task that has to carried out twice with the other trailers.

On the flip side, it is fair to mention that at the Bodegotrans Logística facilities in Torrelavega, the trucks tare, load and weigh without unhitching, which greatly facilitates the work of the driver who will only have to demonstrate his skills to carry out the manoeuvres in reverse. One has to be an expert in in this specialist area so that the second trailer does not cross at the slightest mistake, thereby necessitating to have to restart the movement. It is therefore a highly qualified, professional and hard job that, due to all these difficulties and demands, is not within the reach of a less-skilled driver.

D UEL TO THREE

Seven years of presence in this sector have given megatrucks a maturity of use that allows comparisons

with each other and with a traditional truck. We have previously described the pros and cons. Now is the time to compare them with the stopwatch, the flowmeter and the net tonnes transported.

For this we approached Bodegotrans, a family business based in Hinojedo, Cantabria. The fleet of the Bodegotrans y Agenferlo SL group comprises a total of one hundred and thirty-eight units, of which nine are 60-tonne B-double trailers and seven 70-tonne duo trailers. In addition to their own trucks, they employ thirty-five sub-contractors, working full time for Bodegotrans.

At the facilities of the Tanos industrial estate, Bodegotrans collects various bulk materials and materials from its clients, which generally arrive by ship at the port of Santander. According to market demand, Bodegotrans makes punctual deliveries throughout the Spanish countryside. Taking advantage of a large order from a large consumer in Salamanca, we loaded the three vehicles with their corresponding license plate.

The one-way route selected was from Tanos (Cantabria) to Huerta (Salamanca), a total of 295 km taking in highway and 35 km of regional roads, without data collection, to reach the facilities of Bernabé Campal SL, the destination of the load. This route was chosen to eliminate the possibility of traffic jams, road works or problems on narrow routes.

For its part, the sea level profile of the test route is typical

for Cantabrian carriers headed towards the south of the peninsula. The starting flag in Torrelavega is 25 meters above sea level, ascending to the Castilian plateau by the A-67 arriving at Reinosa which is 1,002 meters high. Finishing the rest of the trip, we join the A-62 in Venta de Baños to travel along the road formerly called “Route of the Portuguese” until the Cañizal crossroads, 800 meters away, where we closed this first part of the test.

We returned via Peñaranda de Bracamonte, to load quartz at the Erimsa mine for the port of Santander, starting the data control at the exit of the town, travelling along the CL-610 road towards Medina del Campo. It’s 54 kms of regional route with frequent crossings of towns and the typical and annoying “bumps” that proliferate in the asphalt of said towns. In the Castilian town we join the A-6 to take the A-62 again in Tordesillas. From Venta de Baños to the end of the test we drove along the A-67 in the opposite direction to the outward journey, recording 273 km under control on the highway. This stage totalled 327 kilometres from the loading point to the destination in the Bodegotrans Logística warehouses in Tanos.

The journey, which totals about 620 kilometres, is a fairly representative route since the first 45 kilometres to Reinosa include challenging ascents with gradients of up to 7% which are evident in the average speed and fuel consumption rates. The rest of the route on the Castilian plateau saw a consequent increase in speed and reduction in consumption. Note that the comparison wasn carried out under normal working conditions without interfering with the driving patterns of each driver and with an assistant in the cabin to collect the field data.

Analysing the results under the magnifying glass we find a surprising detail which is that the average speed of the “giants” does not differ at all from those of the normal trailer. The Dúotrailer rolled at a more than interesting 83.06 km/h with its 70 tonnes in tow, while the 60 tonne B-Double reached 84.32 km/h. For its part, the regular artic travelled swiftly at 86.75 km/h. As readers will be able to deduce, the trucks are limited to 90 km/h and the duo trailer to 89 km/h. On the descents, a maximum speed of 95 km/h was taken advantage of to improve the average and inertia.

Where there were differences was in fuel consumption. 51.28 l/100 km was achieved by the duo trailer while the mega consumed 47.43 l/100 km. The normal trailer rig recorded a consumption figure of 34.16 L/100 km.

As a summary and given the results of this singular comparison, megatrailers do not threaten the extinction of other types of configurations. Rather it will be the market itself and the customers who decide their employment in the future.

D UOTRAILER M ERCEDES -B EN z ACTROS 2863 (70 TONNES )

Bodegotrans has seven units of this configuration, including this Mercedes-Benz Actros 2863 that presents a successful solution featuring a two-axle rear tandem featuring one drive and another “pusher” that can be raised according to the load or traction of the drive axle. It is certainly a more rational solution than towing these sets with a 4x2 tractor.

With 625 hp on tap, that provides a specific power of 9 hp/t fully loaded. enabling the combination to traverse the slopes and Cantabrian ports with enough agility. The combination consists of two conventional 10.7 metre long Tisvol bathtubs that are coupled by means of a dolly with a twin wheel axle. The total length reaches 27 metres which gives it an image of an asphalt liner.

M EGATRAILER B-D OUBLE DAF x F.530 (60 TONNES )

The B-Double combo layout, approved by the DGT in 2016, is to date the most used by transport companies due to its flexibility. It consists of two trailers, the first of which mounts a fifth wheel in which the second semi is attached. It is a configuration that is used in other countries, but in a different way. This is based on the fact that, to solve the deficiencies in the loading and unloading sites, the first trailer has been equipped with an extendable double chassis in the rear area that allows the area of the fifth wheel to be “folded” under the body. In this way it is converted into a conventional semi-trailer. Granalu provided the two towed assemblies with aluminum alloy tubs. Its total length is 21 metres and the size of the twin-wheel tyres of the first trailer is 275/70 R 22.5’’.

The DAF XF 530 tractor unit is a 4x2 configuration that, although it offers a very favourable tare weight, may be somewhat lacking in power for complicated areas, but is economical on the flat. In our opinion, all large sets should be driven in a 6x2 or 6x4 configuration, but the legislation authorises this type.

CONVENTIONAL TRAILER DAF x F.530 (40 T )

The “David” of this comparison is the traditional 4x2 articulation, with 40 tonnes GVW. Despite this, its load capacity is impressive since the tare weight is only 13.7 tonnes. which allows a respectable 26.3 tonnes of payload. It consists of a Tisvol tractor-unit and semi-trailer made entirely of aluminium, chassis and cargo box, with a lift on the first axle and an automatic awning system.

The drivetrain of the DAF XF.530 gives it the highest specific power in the comparison with 13.25 hp/t and this has been reflected in the results, since it proved to be the fastest and most economical. It features an automated gear change and integrated retarder. It is evident that this type of truck will continue to be the dominant choice in transport in general, and in the case of bulk goods in particular. It is not for nothing that the company has one hundred and thirty vehicles of this configuration.

Text: Alberto Puerta Photos: Juan Caraballo

Potential of rail freight underestimated

Protectionism is as old as history itself. Shielding self interest in business often blinkers progress. When competition or challenges to comfort zones emerge, defence mechanisms dig in. The talk recently of investment in rail freight along the Western Rail Corridor, and the need for an alternative movement of container traffic in and out of Dublin Port through train tracks, has caused consternation among the road haulage fraternity.

The bigger picture seems to be ignored. Both modes of load carriage need each other to succeed. And to prosper.

The Government is on a mission to dramatically reduce the country’s carbon footprint and sees rail freight as a means to this end, particularly as road transport load volumes continue to increase, requiring more trucks and trailers to meet the rising tide of demand. Increasing the number of trucks on the roads exacerbates the emissions problem, whereas investment in re-establishing rail lines and links to ports can not only reduce greenhouse gases but also decrease congestion at Dublin Port, where volume difficulties are on the horizon despite extensive expansion plans.

But in order for this to happen, the transport sector needs to come on board and realise that short shunting runs can be more profitable than long haul cross-country journeys from factory gate to ferry port compound.

Transport changes have always taken time to evolve. Pony Express horse drawn carriages and horse drawn barges on canal paths from the mid-1800s had to give way to railway lines. Steam powered ‘Iron Horses’ were soon to be powered by diesel and nowadays can be propelled by electricity.

Before each new technology became accepted, there was resistance, anarchy, rebellion and sheer stubbornness. But as time moved on, change prevailed.

Into the 20th century, the automobile world began and never looked back. Petrol was overtaken by diesel as the fuel of choice for commercial vehicles. After over a century of primary usage, that fuel

in turn, for various reasons, has fallen foul of regulators and authorities. Finding a viable alternative to diesel is proving difficult - the technology for natural gas, electric or hydrogen propulsion of commercial vehicles may exist, but due to various issues such as lack of sufficient infrastructure and cost factors, stumbling blocks remain to their widespread adoption.

Freight movements have always been part and parcel of the railways, subsidising the passenger aspect and helping to pull ongoing ‘investment’ from governments via Europe. Indeed across the continent, cross-border rail freight with extra-long loaded wagons has reached peak capacity, and the sector is looking to waterways to cater for the additional transport requirements, both modes working in harmony with booming road haulage.

Transport operators are coming under increasing pressure from their customers to provide a green supply chain, especially those involved with pharmaceutical manufacturers. They seek a seamless, low carbon footprint from factory floor to final destination, hence examples of the move to rail freight by the likes of Ballina Beverages [Coca-Cola] and Coillte. Both were established some years ago and together with goods transported from Baxter, containers and timber trains now run daily from the West to Dublin ports. More multi-national manufacturers, based in the West of Ireland are taking note and are likely to follow suit.

It’s worth noting that heavy haul long distance loads such as freshly harvested timber are ideally suited for rail transportation, saving on truck and trailer wear and tear, and reducing damage to the rural road network, However, both modes will have to work together for this multimodal model to meet proposed carbon footprint reduction goals.

Having rail options presents other opportunities for transport operators

should they be located near or at rail lines or train stations. For example, Ballina and Castlebar have become inland ports for rail freight, with IWT and XPO being the lead carriers for cross country container and timber traffic along train lines from the north west. Manufacturers handling heavy duty materials, which are capable of loading/ unloading 20ft and 45ft containers, can gain additional orders as further inland connections spring up around the country, particularly along the Western Rail Corridor, which begins/ ends at Ballina, Mayo, an offshoot of the Westport-Dublin line. The likelihood of a southern section reopening from Claremorris to Athenry offers a route to Mid-West and Southern ports such as Foynes and Waterford, and even Rosslare Europort if that currently dormant link were also to reopen.

A further opportunity exists in the need for additional warehousing at strategic locations. These can be located near railway lines, but away from urban areas, ensuring less heavy goods traffic and congestion, and in locations where development land for this type of investment is more cost effective. And speaking of opportunities, don’t forget the skeletal trailer makers who can expect additional uptake from these hauliers.

Spreading the load, as it were, is key. Helping to alleviate capacity issues at Dublin Port will in turn will be appreciated by M50 and feeder route commuters in the capital.

The investment in restoring the dormant lines, acquiring new low emission locomotives and new carriage wagons required is modest compared to other big national projects underway and planned for. The transfer of certain freight transport to rail is a win-win situation for everyone. It just needs the will, as the way is already there.

The application portal for the International Intralogistics & Forklift Truck of the Year (IFOY AWARDs) is now open until October 30, and intralogistics companies worldwide can apply with their new developments and projects.

Eleven categories covering all areas of intralogistics are up for voting in the twelfth edition of the award for 2024. Forklift trucks and warehouse technology equipment as well as custom-built special vehicles are welcome to enter the competition. Automated and autonomous industrial trucks, stationary and mobile robots, software and outstanding technical details or components, such as ergonomic innovations, safety solutions or warehouse aids, now represent the largest IFOY field of applicants.

Awards are also given for successfully implemented integrated warehouse and automation projects at customer sites.

A separate IFOY AWARD will be presented to start-up companies. Applications are open to start-up companies with their products and solutions.

The deadline for applications is October 30, 2023. Applications can only be submitted via the Internet at www. ifoy.org. The conditions of participation can be requested from the IFOY office. See pages 66/67 for full details.

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

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

Published by: Fleet Publications, D’Alton Street, Claremorris, Co. Mayo, Ireland F12 E7P2

Editor: Jarlath Sweeney – jarlath@fleet.ie

Contributors: Howard knott, Rob van Dieten, Cathal Doyle

Advertising: Mary Morrissey

Administration: Orla Sweeney

Design & Layout: Crackerjack Design House

Contact Details: Telephone: 00353 94 9372826

Email: handlingnetwork@fleet.ie

WHO GETS HANDLING NETWORk?

Handling Network - the magazine of the Irish Handling & Distribution Industry - is produced bi-monthly by specialists in the materials handling sector, with contributions by experts on topics of special interest to its readership.

Handling Network is distributed on controlled circulation; addressed to key personnel in Ireland’s top companies and organisations. Recipients include Company Directors, Purchasing Managers, Warehouse & Logistics Managers, Plant & Production Engineers, Transport Managers, Safety Officers and other relevant personnel.

Areas covered include forklift trucks, warehouse logistics, racking, storage & distribution, commercial vehicles, plant & equipment finance, lifting gear, loading bay and conveyor systems...together with information on health and safety issues.

Although every effort is made to ensure the accuracy and reliability of the information contained in Handling Network, the publishers cannot accept responsibility for the veracity of claims made by advertisers, manufacturers or contributors or for opinions expressed.

Copyright for all material contained in this magazine remains with the publishers.

Safety Storage Efficiency

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The trak charger HF giant effectively replaces eight individual chargers, saving both floor and shelf space. A single unit with one power connection, it is the ideal solution when space is at a premium, or businesses are planning to refurbish or build a new warehouse.

Stuart Browne, General Manager at Hoppecke Industrial Batteries, explained: “Businesses in electric intralogistics are running increasingly bigger MHE fleets these days and with the cost of warehouse space on the rise, efficient use of it, and this includes the battery charging area, is a top priority. The trak charger HF giant addresses the space issue, whilst also tackling the need to improve battery availability, which is especially important in 24-hour operations, with a quick charge capability.”

Suitable for single or multi-shift operations, the trak charger HF giant can be configured to charge batteries with differing voltages (24V to 80V) and capacities (64Ah to 1550Ah). Incorporating high efficiency HF power modules, the unit offers major cost

savings by comparison with older 50hz chargers.

Long operating hours and short charging periods impact forklift performance, so rapid battery charging is a cost-effective way of boosting availability. Since Hoppecke’s new charger achieves up to 95% state of charge in just 2.5 hours, intensive operations can easily incorporate opportunity charging during break times and shift changes.

After six charges at four-hourly intervals battery capacity returns to 100%, whereas without opportunity charging, capacity would be 62%. Heavy duty operations can take full advantage of this capability to maximise their working hours.

With the trak charger HF giant automatic battery recharging is independent of depth of discharge. The charger automatically transitions to recharge mode at the end of charge, compensating for self-discharge. Paperless evaluation provides greater transparency and the charger’s large data memory enables users to track its

entire service life. Another key feature is a special cooling system, which protects components from dust and dirt.

No cause for concern arises from battery faults, since the trak charger HF giant features the fastest pre-emptive safety shutdown on the market. Meanwhile, redundant switching of the power output stages ensures the highest possible operational safety. Safety is further improved by parallel power output stages, so even if a module fails, businesses can continue to charge their trucks.

Charger operation is via intuitive touchscreen control, with a series of colours enabling users to check charging status at a glance. Obtaining parameterisation and runtime analyses is straightforward, whilst a download function allows data storage on external media. With the trak charger HF giant flexibility is built in. A rolling side panel allows for quick and easy integration of optional extras, such as Hoppecke’s trak collect battery controller or trak monitor management system.

Sam Moffett is one of 23 entrepreneurs who have been shortlisted for this year’s EY Entrepreneur Of The Year Ireland awards.

The EY Entrepreneur Of The Year programme is a global recognition programme run in 145 cities in more than 60 countries. Currently in its 26th year in Ireland, the programme works to recognise, promote, and build a supportive community around Ireland’s high-growth entrepreneurs and is considered one of the strongest examples of such programmes globally.

The EY Entrepreneur Of The Year Ireland alumni community comprises over 580 entrepreneurs representing some of the greatest business minds across the island of Ireland. Collectively these businesses employ more than 200,000 people and generate revenues in excess of €23billion.

The theme for this year’s programme is The Art of Entrepreneurship. This year EY will recognise and celebrate entrepreneurs who apply their unique vision and skill to create and build businesses that leave a valuable and lasting impact on the local communities and the economies in which they operate.

The EY Entrepreneur Of The Year Ireland programme is supported by Premium Corporate Sponsor Julius Baer International, and Government sponsors Enterprise Ireland and Invest Northern Ireland.

Based in Clontibret, County Monaghan, Moffett Automated Storage Limited was started by Sam in 2017. Moffett Automated Storage provides a fully automated storage solution to warehouses that use pallets. The company covers all aspects from warehouse design and planning, engineering and production of machinery, installation of equipment, and software development together with aftersales support and maintenance. With customers worldwide, Moffett products can be applied to any company that stores pallets on a medium to large scale.

Moffett machines work 24/7 all year round in any environmental conditions of between -30c to +40c. The company offers a unique service in Ireland and has very few competitors worldwide. Its backup support team offers a 24 hour service to resolve any issues. Moffett invests 50% of software development into research and development leading to further growth in this recession-proof business. Moffett Automated Storage Limited was named as Overall National SFA Small Business Winner 2023. Handling Network caught up with Sam to get an update on the progress of his company.

How has your business progressed since the launch and official opening in Monaghan?

The launch was a blur as the day passed so fast! The company awareness grew massively, and we strive to continue to grow the name. It has also helped with employment which is a bonus.

The location of the factory base is significant from a family history in engineering and innovation, with the Moffett Mounty truck mounted forklift originating here.

I have grown up beside this building from when I was born, and it has a history beyond work and business. The main manufacturing area was built in the 1970s, while the office and extension happened over the years. I invested over €680,000 in refurbishing the office block which has given a significant up-lift to the building and the lifestyle of the staff.

Has the general design evolved much or is it more bespoke related to customer requirements?

Coming from a product-based family, I felt I knew how to sell a product. A major change has been how to sell a system solution which is very different.

As for the products within the solution, we have had minor date changes. Recently, we received Enterprise Ireland support to upgrade some of our machinery and we look forward to a 2.0 version of what we do that will leave us innovating and leading in our industry.

The official opening of the new Moffett AS HQ in Clontibret, County Monaghan, performed by An Taoiseach Leo Varadkar and attended by other public representatives

Explain in brief the Moffett AS/R concept from its origins and to where it is today

Traditional AS/R has been stacker cranes and it remains the industry norm. With our Taxi solution, we wanted to achieve better redundancy while offering something that was scalable as the business grows. We managed just that and our proprietary software which are manufactured in-house gives us the opportunity to exceed these expectations.

business helping people design the warehouse. This is a very extensive process, and I call our board room the ‘’war room’’. This is where we work with the client, understand their business, their challenges and what they want to achieve. We work with them to nail down all their requirements and agree the best way forward. We start with an RFI (request for information) this gives a good guide to how we start the design.

Is operational training provided and ongoing monitoring, after sales and support?

We offer 24/7 - 365 support globally and we initially design the software around the ability to support the system from our Monaghan HQ. To date this is a key part of our sale. We have the capability to operate any system word wide; from drive our taxi to monitoring resistance or battery temperatures.

A great benefit to the taxi solution is that if one unit breaks down it will not affect the operations or product selectivity. Our clients love this!

From a sustainability aspect, how efficient are the systems and has payback been calculated?

From the three different industries we look at, it ranges from 2.5 years to 5 years depending on the demands of the systems and how it is used.

For a sustainability perspective, the MAS solution stores up to 70% more pallets that a traditional warehouse. The fact that we can either increase the current warehouse by 70% or reduce your warehouse requirement by 70% is excellent. The racking design allows MAS to use existing buildings where some AS/R require new builds, again, this help with sustainability.

Outside of all things warehousing, your main hobby is rallying, with your company name carried on your rally car. How has the season been so far?

I started the year with some rallying, but with the arrival of our second child (Jake), it put the brake on that quickly. My family and work are my main priorities right now. Hopefully I will have more time to return to it again in 2024.

What and who are your main customers i.e. target audience –home and abroad?

We target three primary industries, but the simple fact is moving pallets is something a lot of people in the industry are doing!

Manufacturing is one key customer for MAS as we can offer to take the pain of warehousing away from their business and allow them to focus on the core business. They also have the option to take the product back in-house if they have subcontracted the warehousing out.

3PL - for this we can offer significant space savings or additional pallet locations. This means in a warehouse the 3PL can achieve a lower overhead rate per pallet, allowing a return of investment in as low as 2.5 years.

Cold storage - this is pallet count. Energy saving is the big element here. We find that with the major pallet increase per sq.ft., we reduce the energy, and the warehouse only requires doors the envelope of the pallet with zero lights required in our AS/R system.

Another string to your bow is warehouse planning and consultancy. What’s involved here?

Yes, my history has been material handling over many years while finding solutions for clients. This is the fun side of the

Monaghan based business Moffett Automated Storage is named Overall Winner of the Small Firms Association National Small Business Awards 2023. Sam Moffett, Managing Director from Automated Storage receiving the Overall Winner of the Small Firms Association National Small Business Awards 2023. Picture Conor McCabe Photography.

The green light is now shining to indicate that the application portal for the International Intralogistics & Forklift Truck of the Year (IFOY AWARD) is now open, with an entry deadline set for October 30. Intralogistics companies involved in manufacturing and developing worldwide can apply to participate in what is an ideal opportunity to showcase new innovations and projects. Eleven categories covering all areas of intralogistics are up for voting in the twelfth edition of the award for 2024.

Those involved in Forklift trucks and warehouse technology equipment as well as custom-built special vehicles are welcome to enter the competition. Automated and autonomous industrial trucks, stationary and mobile robots, software and outstanding technical details or components, such as ergonomic innovations, safety solutions or warehouse aids, now represent the majority of IFOY awards applicants.

Awards are also given for successfully implemented integrated warehouse and automation projects at customer sites. A separate IFOY AWARD will be presented to start-up companies.

Applications are also open to start-up companies with their

products and solutions. Applications can only be submitted via the Internet at www.ifoy.org.

At the announcement of this year’s awards, Anita Würmser, Chair, IFOY explained further: “The conditions of participation can be requested from the IFOY office. Due to its technical expertise and outstanding marketing value, the IFOY AWARD has established itself as an indicator of cost-effectiveness and innovation and is regarded as a coveted innovation award in intralogistics. The jury, which includes the editors-in-chief of leading international logistics media, makes its decisions independently, according to transparent criteria and on the basis of professional expertise.”

IFOY TEST DAYS & TEST CAMP INTRALOGISTICS in April 2024

At the IFOY TEST DAYS, the nominees undergo the three-stage IFOY audit, consisting of the IFOY Test, the scientific IFOY Innovation Check and the jury test. Essentially, the nominees are not compared with each other, but with their competitor products on the market. Next year, the IFOY TEST DAYS will again be held as part of the TEST CAMP INTRALOGISTICS at Messe Dortmund, which opens its doors on April 10 and 11.

The IFOY TEST DAYS will begin two days earlier - on the afternoon of April 8 with the first functional tests. On April 9, the IFOY finalists will undergo the scientific IFOY Innovation Check and present their innovations to the jury of trade journalists, who will be traveling from 18 countries. This panel includes Fleet Transport/Handling Network, which has represented Ireland on the jury for a number of years.

“The TEST CAMP INTRALOGISTICS is a testing event with an additional congress,” continued Anita. “This event format is all about hands-on testing of selected innovations and new developments in warehousing and material handling technology. Decision-makers from industry, trade and the service sector with a concrete interest in innovation and investment have the opportunity to extensively test the exhibits themselves on around 10,000 square meters of hall space and to discuss current trends and developments with experts. The sponsors of the IFOY AWARD, which is under the patronage of the German Federal Ministry of Economics and Climate Protection, are the

WAREHOUSE TRUC k “LOWLIFTER ”

Mainly manual warehouse equipment up to approximately first rack level such as pedestrian-controlled low-lift trucks, tractors, tugger trains, horizontal order pickers etc.

M OBILE ROBOT

Mobile autonomous or automated robots, such as AGVs, AMRs, cobots, robots for automatic unloading and loading of trucks, automated industrial trucks, etc.

S TATIONARY ROBOT

Automated storage systems, stationary robot-based solutions for intralogistics applications such as palletising and depalletising, cobots, picking robots, etc.

I NTRALOGISTICS SOFTWARE

This category is open to apps and intralogistics system or software solutions in the context of application possibilities, such as warehouse management systems, forklift control systems, driver assistance systems, fleet management systems, etc.

I NTEGRATED CUSTOMER SOLUTION

Open to integrated warehouse projects successfully implemented for a customer.

S PECIAL OF THE YEAR

Components or technical equipment that significantly improve profitability, sustainability or the physical or psychological conditions for the user, such as ergonomic innovations, safety assistance solutions, automation solutions, drive technologies, supporting devices in the warehouse, forklift attachments, etc.

C RANE AND LIFTING TECHNOLOGY

German Association for Materials Handling and Intralogistics and the Robotics + Automation Association within the VDMA. IFOY partners are Messe Dortmund and Cascade, the world’s leading forklift attachment manufacturer. The IFOY AWARD’s pallet partner is CHEP, the world market leader in the pooling of pallets and containers. Logistics partner is LTG,” she added.

AT A GLANCE:

T HE 2024 IFOY AWARD S CATEGORIES

COUNTER B ALANCED T RUC k

All types of counterbalanced trucks up to 8 tonnes.

H EAVY LOAD FOR k LIFT AND SPECIAL VEHICLE

Forklifts/vehicles for special tasks, special vehicle construction, drones, cargo bikes, container forklifts, heavy load forklifts over 8 tonnes.

WAREHOUSE TRUC k “HIGHLIFTER

Warehouse trucks from circa; second rack level such as high rack, narrow aisle and reach trucks, pedestrian operated high lift trucks, order pickers, etc.

Cranes for various applications, such as gantry and bridge cranes, bracket and wall-mounted travelling cranes, slewing cranes, suspension cranes, light cranes, etc. Lifting equipment for various applications, such as chain and rope hoists, winches, magnetic and vacuum lifters, lifting table and working platforms, etc.

IFOY S TART - UP OF THE YEAR

Innovative prototypes or functional developments, intralogistics products, software, vehicles or components from start-up companies.

Text: Jarlath Sweeney – editor@fleet.ie

The global pandemic highlighted the importance and need for efficient warehouse space management for the food and beverage industry. It ensures convenient access to bulk product storage, streamlining operations and ensuring timely customer fulfilment. Recognising the ongoing challenges in this area, Monaghan based Combilift, a prominent manufacturer of space-saving handling equipment, provides a solution in the very narrow aisle (VNA) forklift, through its Aisle Master range. Luscombe Drinks, an organic drinks manufacturer located in Devon, England, is one company that is seeing benefits from the adoption of the VNA forklifts.

“When I first started investigating possible forklifts, I initially thought

of VNA man-up or reach trucks, but our materials handling consultant recommended the Combilift Aisle Master. I trusted his advice, and after visiting two local Aisle Master users, I was immediately won over by the performance and versatility of the vehicle,” said Operations Manager Tim Wigley of Luscombe Drinks.

“Our previous on-site storage system was based around a counterbalance truck, with inside and outside areas with three metre aisles. On top of this we were paying for external storage of 600 pallets plus incurring the extra costs for transportation, so it made sense to look at building our own facility on site.”

By adopting the Aisle Master, Luscombe Drinks achieved narrow aisle widths of 1,900 mm rack to rack, accommodating 1,390 pallets in a compact space of 1,225m². The Aisle Master efficiently utilised vertical space, lifting two-tonne pallets and raising one-tonne pallets of bottled drinks to an impressive height of 7.65 metres on the top beams.

COMBILIFT A

ISLE M ASTER

–k EY FEATURES AND BENEFITS:

V ERSATILITY

The Aisle Masters operate seamlessly on any surface, eliminating the need for separate machines. They can transport loads from trailers to the racking position in one operation.

E NHANCED EFFICIENCY

Made with top-grade materials, Aisle Master forklifts have robust chassis for rigorous indoor and outdoor usage.

O PTIMISED STORAGE CAPACITY

By optimising racking layouts and reducing aisle widths to as little as 1.6 metres, storage capacity can be dramatically increased. This results in a 50% expansion in warehouse

LUSCOMBE D RINKS –CUSTOMER TESTIMONIAL

“Having the Aisle Master in place has also opened our eyes to other possibilities. Outsourcing cold storage is even more expensive than ambient so the next stage will be to build our own and get a second Aisle Master with a cold store spec. This will give us more control over our stock, there will be two machines available when the workload is heavy, and we can cut costs even further.”

Combilift provides valuable services tailored to customers’ needs. Combilift’s offerings include visual aids, expert recommendations, and personalised support, all designed to help optimise storage space.

Text: Rob Van Dieten – rob@fleet.ie

The production process in any manufacturing business, particularly automotive and industrial, is at the heart of its sustainability. In the case of refuse collection vehicle specialist Dennis Eagle, its direct interest is to reduce energy consumption, improve processes, replace old equipment with more efficient equipment, improve the fabric of the buildings and the safety and wellbeing of staff.

While the Leamington Spa based company has always had an ongoing programme to meet this end, the effort and investment to achieve these goals has never been greater than it is now.

Recent and ongoing improvements in sustainability at the Warwick production facilities can be summarised as follows:

E LECTRICITY SAVINGS

A new transformer and low voltage board was fitted in 2022. It is far more efficient than its predecessor and it is estimated it will save 41,601kWh of electricity annually. Alongside the subsequent cost savings, this alone reduces the company’s emissions by 9.6 tonnes of CO2 per year.

A new air conditioning control system has been installed to manage use in all office areas. It follows UK Government guidance on how to restrict its use and recommendations for maximum energy efficiency.

Across the entire company, LED lighting has been installed both internally and externally. This alone has reduced the energy need for lighting by 70 percent. A temperature issue in the paint booths meant that Dennis Eagle couldn’t initially install LED lighting in them, but this challenge has been overcome and a trial is now underway. Emergency lighting has also been upgraded to a more energy efficient system.

B UILDING IMPROVEMENTS

A new roof has been fitted to Unit 1 at Warwick. This is better insulated for better temperature control and to reduce wasted energy. Speed doors have also been installed in the factory. These allow much quicker entry and exit and so, once again, reduce heat loss from the buildings.

Meanwhile, in the Fabrication Shop, the extractor fans in the roof have been replaced with fans featuring more efficient motors to further reduce energy consumption in this workspace.

Eq UIPMENT UPGRADES FOR EFFICIENCY

Where feasible, air tooling has been replaced by direct electric power which is more efficient than an electric compressor. Other compressors have had their timers and overrides changed to save more energy and a transducer has been fitted to the main compressors to balance loading. The remaining air tool oilers have also been upgraded to reduce oil waste.

Dennis Eagle management has also carried out a full Argon Line replacement to reduce the risk of leakage and remove waste. And with similar goals, the ongoing Air Leak Repair project aims to eliminate leaks and the waste it entails.

New bulk tanks have been installed for diesel, hydraulic fluid, transmission fluid and AdBlue. These include a filtration system to ensure vehicles going to customers will always be delivered with totally clean fluids, plus it minimises the risk of environmental pollution and waste.

There has also been a full upgrade of welding equipment for maximum safety and efficiency.

New distribution boards throughout the site add to these savings thanks to lower energy usage and improved efficiency.

The factory units have also had Ecotile flooring fitted over the concrete floors. This not only provides better temperature control but is also more comfortable for people to walk on.

On the factory floor, fork lift trucks have been fitted with telematics to monitor their efficiency. This has enabled a re-organisation of the fleet and a reduction in usage, leading to cost and emission savings.

Text: Jarlath Sweeney – editor@fleet.ie

In the aftermath of Brexit freight traffic on all routes linking Ireland and Great Britain dropped significantly. Contributors to this decline included traffic moving between continental Europe and Ireland being re-routed onto direct ferry and container routes. In addition, there was a reduction in Ireland-GB trade due to significant precautionary stocking in advance of Brexit, and a diversion of traffic moving between GB and Northern Ireland from the previously high-frequency WalesIreland sailings to routes through Belfast or Larne.

to P&O ferry routes mainly focused on Northern Ireland, and, perhaps more importantly, the fact that after two years of working with post-Brexit trading arrangements, a level of familiarity with the new control processes has been built up by traders and all of those involved in the transport chain. It is unclear, at time of writing, how the full implementation of the Windsor framework will impact freight volumes. It remains possible that this will lead to the introduction of Green and Red Lane systems at RoI ports for traffic moving through there to and from Northern Ireland.

EU SEE k S TO ENHANCE TRADE LIN k S WITH M OLDOVA

U k DROPS BID TO REPLACE E UROPE’S “CE” q UALITY MAR k

UK Premier Rishi Sunak’s Government has now said that UK companies can continue to use the European Union’s product safety mark indefinitely. Companies can now continue to apply the EU “CE” label to sell goods in Britain instead of having to apply for the “UKCA” mark. That new mark was due to kick-in from 2025. The change of plan arises from the growing perception that that a UK-based quality system may not ensure a sufficiently high standard for the goods to which it is applied.

However figures published by the Irish Maritime Development Office (IMDO) in its 2022 Irish Maritime Transport Economist show a recovery in freight traffic volumes on the routes linking Dublin and Holyhead and Liverpool in 2022. Total trailer volumes on these routes for 2022 were 761,117 units, a 5% increase on 2021 but still 18% below 2019 levels. On GB routes operating through Rosslare though, volumes have continued to fall, and in 2022 were 62,000, a 40% drop on the 2019 figure. Ferry traffic volumes through Northern Ireland ports appear to have peaked in 2021 with a 929,032 figure and dropped back by 5% for 2022.

Seeking to explain the increase in Dublin figures, the IMDO points to a more competitive shipping rates being put in place on Republic of Ireland (RoI) routes, significant disruption in 2022

On 20 July 2023, the EU Council issued a new set of regulations governing the bloc’s trade with Moldova. An Association Agreement “expresses the desire of the EU and Moldova to strengthen and widen relations in an ambitious and innovative way to facilitate and achieve gradual economic integration and to do so in compliance with the rights and obligations arising out of the World Trade Organisation membership of the parties”. Moldova shares a significant border with Ukraine and considerable volumes of traffic moving to and from that country transits Moldovan facilities. The new agreement could be seen as being a part of a process to extend EU membership within the region and, in doing so, significantly increase trade volumes.

The British Government has also dropped a mechanism to remove all EU law from the UK Statute Book by the end of 2023. Immigration restrictions have also been eased to meet the requirements of industries under pressure to recruit necessary workers locally.

There have, at the time of writing, been no indications from the UK Government or the Devolved Administrations in Wales, Scotland, or Northern Ireland that the planned implementation of import controls on food and other products which have already been significantly deferred, will go back even further. Irish exporters continue to be advised by the Irish Exporters Association and others to assume that the current schedules will be implemented.

Doubts do persist as to how the physical Port Control infrastructure at Holyhead and elsewhere on the British West Coast, will be built and staffed ahead of the end-2024 deadline for full implementation of controls.

Text: Howard Knott - howard@fleet.ie

Ford on road to recovery and discovery with new Explorer

Edited by Cathal Doyle - cathal@fleet.ie

& Ireland, cars are becoming smart platforms for the digital era we now live in, facilitating instant upgrades, similar to that of mobile phones.

Set for launch early January next and available to order from September, Explorer fits in between the Puma and Kuga. It will feature two trim levels; Select and Premium and a choice of size colours. Features include a 14.6” Synch move screen, with tilt action which dominates the centre console area, while among the options are a Driver Assistance Pack, Heat Pump, Retractable Towbar and 19-21” alloys. Estimated pricing is predicted to be sub €50,000.

There was a touch of nostalgia and new beginnings at the Digital Hub venue in Dublin at the Irish press launch of the new Ford all-electric Explorer. The site was previously the location for the George Roe Whiskey Distillery, established in 1757, with later links with the first Guinness brewery writes Jarlath Sweeney.

Today over 700 people are engaged in 85 new start-up firms inside the red brick walls, with the site providing an ideal platform for Ford to outline its model electrification programme, starting with the new Explorer SUV.

Ford is going through an internal and external transition, ceasing production

of best-selling models such as Mondeo, Fiesta, S-Max, Galaxy and soon the Focus. Replacement models are coming and by 2024, new all electric models will be on sale, with a Puma EV and an SUV crossover joining the current Mustang Mach-E and Kuga PHEV, and the forthcoming Explorer.

There will be changes to the business model also, with Ford signs over some dealerships across the country coming down as consolidation will result in fewer ‘Main’ dealers for its car and commercial sales. Agency franchise holders will continue an aftersales programme.

According to Dan Jones, Communications Director at Ford UK

John Manning, Ford Ireland’s Country Manger had a number of issues of concern to relay, notably the gross lack of electric vehicle charging infrastructure, the unsheltered positioning of charge points, and the non-flexibility of the charging hoses to suit the multiple areas where plug in ports are situated in cars and vans. “With Battery Electric Vehicle sales up 65% and continuing to rise, to one in every four sales next year, there will be a required need for 100,000 fast charging points in the near future, in order to make the transition work and help achieve the Government target of reaching 1 million electric vehicles by 2030.”

Alongside its car electrification programme, Ford’s successful van line-up is speedily heading towards zero emissions, with the recently launched E-Transit being joined by the electric Transit Custom and Courier inside the next twelve months. This division is very important to Ford, with light commercial sales matching its passenger car turnover.

John concluded by saying that Ford no longer wishes to become a volume producing giant, aiming instead to become more profitable, sustainable and more customer focused.

To mark the 100th Anniversary of Fiat in Ireland, Fleet Car is seeking votes from readers and enthusiasts for Ireland’s Favourite Fiat. Is the iconic 124? Or maybe the 125? 132, X1/9, 500, Punto,

Panda or a sporty version such as the 131 Abarth or 127 Sport? There are so many to choose from, particularly over the last five decades.

Jack & Jill Children’s Foundation: Official charity partner for Cannonball 2023

Irish rugby star Robbie Henshaw got to grips with a rare Lamborghini Diablo when he met with little James Garrahan (4) in his own Cannonball supercar, and Cannonball founder Alan Bannon to announce that The Jack and Jill Children’s Foundation will be the official charity partner for Cannonball 2023.  The  action-packed supercar spectacle is set to roll on September 15th-17th, with proceeds going to the charity that provides in-home nursing care and respite support for children up to the age of 6 with severe to profound cognitive delay.

Cannonball, fuelled by milesPLUS from Circle K, is the largest organised road trip in Europe featuring the finest cars on the planet from the awe-inspiring power of Ferrari, Lamborghini and McLaren to the grace and elegance of Porsche, Aston Martin, and Maserati.  Cannonball has already raised €1,538,602 for Irish Charities and brings a unique and inimitable electric atmosphere to host towns all over the country, making it a widely-anticipated free family event for spectators.

This year the official charity of Cannonball is The Jack and Jill Children’s Foundation - an Irish children’s charity that funds and delivers in-home nursing

Finding Ireland’s Favourite Fiat!

To nominate your favourite Fiat please vote, just once, by email to enquiries@fleet.ie or on social media channels on Instagram: @fleetpublications or Twitter: @fleetcar, stating name, contact info etc.

Once the votes are all in and counted, a winner’s name from those who voted for the most favoured model will be drawn to receive a Fiat merchandise prize pack.

*See pages 80/81 for the Nostalgia article relating to a certain Fiat Family Tree over the past 50 years.

care, respite support and end-of-life care for children from birth to six years of age who have highly complex and life-limiting medical conditions. There are currently over 400 children under the care of Jack and Jill right across the country and the charity’s mission is to empower parents to care for their child at home, because there is no care like home care for a Jack and Jill child.

Alie Sheridan, Head of Fundraising at Jack and Jill Children’s Foundation commented at the announcement: “This support and tremendous drive from all the Cannonball crews will raise vital funds and awareness for Jack and Jill, at a time when the demand for our service is higher than ever. That sense of community and excitement around Cannonball 2023 is a real boost for our care community and the 400 children our nurses support, right across the country, reminding them that they don’t walk this care journey alone. Specifically, along the Cannonball 7 county route this year, there are 216 families currently being supported by Jack and Jill through

hundreds of local nurses, carers and volunteers who keep our service going. We are all looking forward to an exciting weekend that puts the fun and fuel into fundraising, with every €18 donation supporting 1 hour of home nursing care for a local child and family.”

Running from Thursday September 14th to Sunday September 17th, the Cannonball Run 2023 will start from Malahide Castle in Dublin. Day one will include a lunch stop at the Slieve Russell Hotel and Country Club in Cavan, and an overnight stay in Ballina, County Mayo to help celebrate Ballina’s 300th birthday. Day 2 will include a lunch stop at the Salthill Hotel, Galway before heading onwards to Pery Square, Limerick City for the second overnight halt. On Sunday the supercars will leave Limerick City before fuelling up at Circle K Fermoy and motoring onwards to Cork for lunch at Fota Island Resort, before a big dramatic final finish line in Kilkenny City.

As we move inexorably towards a future of electric motoring, one of the biggest challenges continues to be developing a charging infrastructure, and putting in place sufficient chargers both private and public to meeting the needs of the burgeoning electric vehicle carpark.

A number of companies dedicated to the installation of EV charging points are now in operation, with one of the key providers in this field being ePower.

The Cork-based company supplies and installs a full choice of market leading electric vehicle chargers for the domestic, commercial and public sectors nationwide. Because it isn’t tied to a particular product or brand, the company can offer the full choice of features such as Solar Integration, Full

One-to-one with Hugh Hall: Director, ePower

Open Connectivity and Workplace Integration. Offering a wide range of options to suit all individual needs and budget, ePower prides itself on offering the best advice on power management to reduce costs in the transition to lower carbon energy use.

ePower is also well placed to meet the needs of fleet managers and companies looking to convert their fleets to electric powered vehicles. It provides expert services from advice and design, to fully managed turnkey solutions for Electric Vehicle Charging points, and can offer tailored Billing Solutions to EV chargers to suit a business’ specific needs, along with 24 hour Local Customer Service.

Among the Commercial EV Chargers that ePower supplies, installs and manages are highly regarded brands that include Circontrol, ABB, EVBox and Ekoenergetyka. Its fleet management service includes a dedicated consumer app for individual users, RFID access for security and user information and detailed back office per user and EV charger. Both customers and consumers can avail of a 24-hour phone support, remote maintenance service and tailored billing solutions. Having charging stations that are kept in good working order is critical. ePower ensures its EV charge points are managed and maintained through the use

of remote hardware diagnostics, usage reporting, a customer support phone line and monetised stations.

For customers unsure about how to avail of the €600 SEAI Home Charger Electric Vehicle Grant which assists towards the purchase and installation of Home EV Chargers, ePower can apply for the grant on their behalf. It is available to all homeowners including those in apartments whether they own an Electric Vehicle or not. ePower can also advise and provide guidance on the other grants that are on offer for Sports Clubs, Public Chargers and the Accelerated Capital Allowance Tax Incentive (ACA).

To get a feel for the current state of the EV charging network in Ireland from the perspective of a leading installation company, Fleet Car caught up with Director of ePower, Hugh Hall.

The transition to electric motoring is well underway, but how do you think Ireland is progressing in terms of developing a charging network fit for purpose?

The Government has acknowledged that public EV charging infrastructure is behind schedule at only 15-30% of Alternative Fuel Infrastructure Regulation (AFIR) target. Additional funds are being made available for charging infrastructure by reducing the vehicle grant from €5,000 to €3,500 in July and moving those monies across to investing in infrastructure.

At the Fleet Transport Awards Appraisal Days at The Johnstown Estate, Enfield, were: Michael Howe - Business Development Manager, ePower; Jarlath Sweeney - Group Editor, Fleet Publications; and Ivan O’Connor - Technology, Sales & Marketing Leadership, ePower.

Are you confident that our electricity network is up to the task of meeting increasing charging demand from a growing EV market?

As more green energy appliances come online, such as solar, wind energy and the national shift to being more sustainable, we should have no issues meeting future demands. Most EV charging is completed at night when there is plenty of power available.

What challenges are there in relation to the installation of domestic and public fast chargers? Is having sufficient local power supply in business parks or housing estates a concern?

Power is always a concern, but we can work with onsite power budgets using dynamic load management systems which share the supply across of the chargers installed.

You would be surprised on how little power is required to charge a vehicle if they are parked long enough. Regarding public fast charging, this comes down the smart planning at the time of the installation and installing the maximum amount of possible and not the fastest chargers possible.

We are seeing several heavy goods vehicles (HGV’s) manufacturers supplying EV trucks to Ireland. These vehicles will be used for national deliveries and will have the battery capacity to carry out their usual delivery schedule.

On returning to the depot, they will be connecting to large 180-350kW DC chargers which will have them full for the following day. As you mentioned, the larger fuel stations will need to offer dedicated truck charging for the smaller and international vehicles. Moreover, additional space is required when charging HGV’s versus electric vehicles themselves.

Regarding public charging points, many installed to date are located in remote corners of car parks with no cover from the elements and are poorly designed making it difficult on occasions to connect to a vehicle’s charge points. Have lessons been learned and is that situation changing, in your opinion?

ZEVI is currently operating a poll re gathering additional information from the public to enhance the EV Charging experience in terms of the locations.

What advice would you give to companies looking to invest in a fleet of electric vehicles regarding charging requirements?

homeowner should confirm before deciding on an EV charger. The most important being the age and capability of the property. After this it will come down to tethered, untethered, where the charger is being install etc. With the introduction of innovative technologies, there is a charger for everyone in the market now, from “no frills” chargers to smart chargers with integrated building management systems. When talking with our sales team, they will quickly be able to diagnose the correct charger for homeowner based on their requirements.

A lot of the focus so far has been on developing a public charging network for cars, often with facilities that are unsuitable for, or incapable of supporting larger and heavier vehicles such as vans or trucks. What developments can we expect to see in relation to facilities for such vehicles in the short to medium term?

The best advice to give here is the decision on what charger is required is known in the industry as “Dwell Time” or the range required for amount of time charging. The chargers should be installed where the vehicles are parked the longest be that at depots (question 4 is an example of this) or the home of the vehicle driver. ePower’s commercial sales team can advise each company based on their individual use case.

What should private owners be looking for when installing a domestic charger? How can ePower help in that process?

There is a couple of things every

SMEs and tradesmen seem reluctant to move towards electric mobility at present. How can they be encouraged to make the switch to EV commercial vehicles?

This would be due the weight and travel distances, but we already see the likes of DPD switching to full EV, demonstrating the benefits. As the battery technologies improves, we predict a big shift from trades moving to EV.

Is ePower in a position to offer financial packages for the purchase and installation of chargers?

Yes, ePower are in the process of rolling out part and fully funded installs in the public and commercial sector.

Cathal Doyle - cathal@fleet.ie

ePower is the title sponsor of the Fleet Transport Irish Green Commercials Awards 2024, which will be announced and presented at the Fleet Transport Awards 2024 Gala Banquet on 9 November at the Johnstown Estate Hotel, Enfield, County Meath.

ePower brings 90 EV charge points to 13 Irish hotels

Pictured are Elaine Carolan, General Manager at the Radisson Blu Dublin Airport with Hugh Hall, Executive Director of ePower at one of the 90 charging points ePower has installed at 13 Windwardmanaged hotels around Ireland.

Toyota Prius, which began the introduction of petrol-electric hybrid technology into the mainstream marketplace, has entered its fifth-generation. As eye-catching as ever, new Prius is available exclusively as a Plug-in Hybrid (PHEV) and is priced from €45,900. A coupé-like silhouette has

Generation 5 Toyota Prius hybrid

been created by lowering the overall height by 50 mm, moving the roof peak rearwards and adopting larger diameter tyres, up to 19 inches. The distinctive shape is enhanced by a 50 mm longer wheelbase compared to the previous generation. At the same time, overall length has decreased by 46 mm.

The new generation model features a sleek, sloping design, representing a stylish evolution from the original world-popular Prius which has sold over

BYD’s big plans for Europe

Hot on the heels of launching the Atto 3 in Ireland, Chinese electric vehicle manufacturer BYD (Build Your Dreams) has major plans for Europe, with a further five models set to join the lineup in the next year.

The Dolphin, a C-Segment hatchback, is due to go on sale in Ireland this Autumn, and will be followed by the Seal, a sporty D-Segment sedan, and an SUV version of the same car, the Seal-U (for Utility). At the 2022 Paris Motor Show, BYD also debuted the Han, an Executive class sedan, and the Tang, an Executive class SUV.

A noteworthy highlight of the BYD Seal is that it utilises the latest CTB (Cellto-Body) technology which integrates the body and Blade Battery for superior

levels of structural strength.

The BYD SEAL also benefits from BYD’s latest iTAC (Intelligent Torque Adaption Control) for advanced stability and safety performance.

Available with a 82.5 kWh BYD Blade Battery a WLTP driving range of 570/520km is promised.

At the Munich Motor Show this September, BYD will also introduce its high-end sub-brand, DENZA to European audiences for the first time. This established joint venture between BYD and Mercedes-Benz in China will showcase the DENZA D9, a luxury people carrier with a 7-seat 2+2+3 layout.

“BYD is truly dedicated to introducing

5 million units over 25 years. Key features include a 12.3” Toyota Smart Connect multimedia system, a new 13.6 kWh lithium-ion battery allied to a 2.0-litre 152hp petrol engine and 19” alloys.

The Prius PHEV does not compromise on hybrid energy efficiency, capable of up to 71km in zero emissions mode after a single charge. Cabin storage has been improved with better usability and capacity, highlighted by a 7.0 litre glovebox – compared to the previous 5.4 litres. Luggage compartment space has also increased, from 251 litres to 284 litres (VDA), thanks to the relocation of the battery pack. Jarlath Sweeney

Another newcomer from MercedesBenz, this time a car covering two segments. The new CLE Coupé, a two-door coupé replaces two long-established models in one - the C-Class Coupé and E-Class coupé, both of which are being discontinued.

With a selection of three models - CLE 220, CLE 300 and CLE 450, the choice will include 4-and 6- cylinder versions,

innovative and high-tech eco-friendly cars to the European market,” said Michael Shu, General Manager & Managing Director, BYD Europe and International Cooperation Division. “We are committed to offering choices within our product portfolio, complete with our latest game-changing technologies, to satisfy different consumer demands.”

Cathal Doyle

Two-In-One CLE Coupé range from Mercedes-Benz

mild hybrid petrol and diesel units, 9-speed automatic transmission, 4MATIC all-wheel drive, and AMG variants. As it expands, plug-in hybrid and open-top cabriolet versions will be added. At launch, the mild hybrid models are: a 255hp four-cylinder CLE 300 and a 375hp three-litre, six-cylinder CLE 450 4Matic.

Inside, tech-focused features include a 312mm fully digital instrument cluster and a 302mm central touchscreen display, angled towards the driver.

Due for launch before year end,

CLE Coupé’s many occupant and driver comfort features include the latest third-generation MBUX infotainment system with a new level of personalisation, automated convenience functions, and third-party apps to download. Voice assistance can be accessed via its ‘Hey Mercedes’ command function. Other features include a 17-speaker surround-sound system, remote start, proximity lock/unlock, hands-free boot access, numerous driver-assistance systems, and mood-soothing interior ambient lighting in 64 colour choices.

Jarlath Sweeney

The advent of electric cars is allowing manufacturers more flexibility in the design and layout of vehicles, but Italian-Hong Kong based start-up XEV is taking things to the next level. Its Yoyo, an electric city car produced in Shanghai is 3D printed, using materials that include enhanced nylon, polylactic acid and thermoplastic polyurethane.

XEV expands European horizons with Yoyo city car

In fact the car has been designed with only 57 components, with the only parts that are not 3D printed being the chassis, seats and glass components.

The two seater Yoyo is just 2.53 metres long, making it perfect for manoeuvring in tight city spaces. A 15kW electric motor gives a top speed of up to 85km/h. Three series-connected lithium iron phosphate batteries provide a combined capacity of 10.3 kilowatt-hours, enough to run for up to 150km. While charging conventionally

via cable is possible, the batteries which weigh around 24 kilogrammes, can also be accessed and removed individually through a separate tailgate. XEV intends to establish its own charging locations where empty batteries may be exchanged for fresh ones in order to charge the batteries.

On sale in Italy for a couple of years, XEV is intending to expand into other European markets, and will be exhibiting at the IAA Mobility Show in Munich this September.

Unveiled last May, the new Peugeot E-2008 will be marketed in most European markets this Autumn. This launch will be accompanied by a powerful multimedia communication campaign created by Peugeot and advertising agency Havas BETC. Produced by Rofrigo Valdes (Movie Magic International), the campaign for the new E-2008 highlights the key quality of this model, which is also one of the strong values of the brand:, namely Allure. “Allure is Confidence” is the message that will be conveyed to all

media.

According to Peugeot, ‘“Allure is Confidence”. The renewed design, connectivity, and electrical performance of the new E-2008, as well as its versatility, will enable customers to assert themselves, follow their own path and free themselves from constraints. New E-2008 is aimed at thirty-somethings who are embarking on active life and want a stylish, versatile, and environmentally friendly car that can accompany them in their evolution. Young seniors

looking for elegance and both aesthetic and technical modernity, who will also appreciate the raised driving position and the optimal ergonomics of the Peugeot i-Cockpit 3D of the new E-2008.’

Two of its essential qualities will be underlined: a range of 406 km, which places it at the best level in its segment, and rapid battery charging, from 20 to 80% in 30 minutes.

Jarlath Sweeney

New Toyota Land Cruiser set to arrive next year

Toyota has unveiled the all-new Land Cruiser, the latest iteration of the iconic all-wheel drive off-roader that can trace its history back to the BJ model of 1951. With styling that harks back to Land Cruisers from the 1970s and ‘80s, the latest generation model

retains the body-on-frame construction that has helped the Land Cruiser develop a reputation for robustness second to none. However, the new frame is 50% more rigid than before, while overall the body and chassis are 30% stiffer, aiding responsiveness and handling. For the first time it gets an electric power steering system while off-road capability is further enhanced by the ability to disconnect the front anti-roll bar.

Engine wise a 2.8-litre turbodiesel unit producing 204 DIN hp/150 kW will be available from launch, matched to a new eight-speed Direct Shift automatic transmission. It will be able to tow loads of up to 3,500 kg. In early 2025, an electrified powertrain combining the diesel engine with 48-Volt mild hybrid technology will be available.

Sales in Europe will start from October with a special limited-run version First Edition model. Regular models will go on sale in Ireland next year.

Cathal Doyle

Cathal Doyle

“Allure is Confidence” - Key launch campaign message for new Peugeot E-2008

The advertisements say that it’s the biggest car company you’ve never heard of. That said, BYD - Build Your Dreams - is a brand that will be familiar to many who work in transport and logistics areas. The publicly listed Chinese conglomerate is a well-established producer of a range of products, most notably forklifts, but also including buses, trucks, electric bicycles, solar panels and, crucially in light of its venture into electric car making, rechargeable batteries.

Reportedly the world’s best-selling electric vehicle manufacturer in 2022 and ahead of Tesla, BYD is now focusing on expansion outside its native shores, with the majority of sales to date coming from its domestic market. And with the support of Motor Distributors Ltd (MDL) - one of Ireland’s longest established and highly regarded vehicle distributors, the brand is well placed to make strong inroads here.

BYD Atto 3 Design –Dream Building!

put potential customers off though, and it slots in nicely amongst the myriad of equally unmemorable rivals in this segment. Inside there is more to whet the appetite, including a set of three strings to keep items in place in the door pockets (pleasingly tuned to Do-Re-Mi on the driver’s door of our press car to bring out our inner Sound of Music). Overall the quality of finish is of a high standard while the interior offers generous space thanks to the car being a little wider than many rivals. Rear seat passengers are notably well accommodated for head and leg room.

Dominating the front dash is a massive 15.6 inch screen, which has a party trick - at the push of a button on the steering wheel, it swivels from default landscape to portrait mode. That’s very useful when using navigation screens, albeit it switches back to landscape setting when using Apple CarPlay. It’s supported by easy to use software that responds quickly to input, although the majority of apps contained therein seem to be infotainment related rather than vehicle functions. Other design features include airplane type controls for the gearshift and door handles, as well as similarly styled air vents which we’d say owe more to design than functionality.

electric motor sees it go from 0-100kmh in 7.3 seconds.

The battery itself is interesting. It’s a cell to pack battery which means the cells are put directly into the case rather than packed in modules as most other providers do. It means a battery that is less energy-dense as its cells consist of lithium, iron and phosphate (LFP) electrodes instead of more energy-dense lithium manganese cobalt (LMC) electrodes. As well as needing no cobalt, LFP cells are more robust and cheaper.

For an EV the Atto 3 rides well, with only a little of the characteristic solidity you get with many electric cars on bumpy roads. While not sporty, there’s decent feedback from the steering wheel. Noise suppression is high, though a whine at low speeds for safety reasons does cause passers-by to turn their heads.

V ERDICT

Additional models will be joining the line-up before long, including a hatchback model, the Dolphin, and a BMW i4 and Tesla Model 3 rivalling Seal fastback saloon. BYD’s initial offering here though is the Atto 3, a C-Segment crossover SUV. Direct electric rivals will include the Hyundai Kona (though the electric version of the latest Kona has not yet arrived), Kia’s Niro EV, and the MG ZS, while it can also compete as a slightly smaller (and cheaper) rival to Volkswagen’s ID.4.

Unlike examples from other Chinese brands such as the MG 4 and Ora Funky Cat, the Atto 3 is relatively conservative styling wise. Nothing about it that would

A 60kWh battery promises a range of 420km, a figure that would seem reasonably accurate from a week spent with the car. Long term energy consumption in the car was averaging 16.8kWh/100km. The Atto 3 isn’t class leading on charging speeds, taking up to 88kW from a DC fast charger, but only 7kW via AC charging. 204hp from the

Overall this is probably the most complete car to emerge from China to date, with few of the foibles that have typically been found on other examples. At present there are only two dealers in Dublin and one in Cork, but with that set to expand, and with competitive prices starting at €39,078, BYD will almost certainly soon be a car brand that everyone will have heard about.

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

As radio adverts mention that 2023 marks the 100th anniversary of Fiat entering the Irish market, this has led me to reflect on the significant presence of the Italian marque over the past half century in our family in particular.

Before the arrival of the Japanese and Korean brands into the Irish marketplace, Fiat and some of its sister brands such as Alfa Romeo and Lancia captured strong market share in Ireland. Indeed for a period in the late 70s it was second only to Ford at the top of the sales league table. As the local dealer was based just up the road from our home in Claremorris, there was always plenty of Fiat activity in and around the garage and a great sense of excitement when a new model arrived. Many a trip was made to Dublin as a young passenger to the Kylemore Road, where Fiats were assembled, and dealers were then able to collect and bring back home their latest sale deals.

Innovative advertising campaigns and an ever enthusiastic communications manager ensured Fiat got plenty of attention. One notable endeavour, was commissioning legendary Greek singer Demis Roussos to feature some of his best known hits to promote Fiat cars.

Fiat’s sales peak was at the turn of the century with the Punto which was the best selling car in Ireland, thanks to its pricing and the company’s Open Book sales policy.

Reflecting on Fiat’s presence in an Irish family

*Italian marque celebrates 100 years in Ireland

The brand was the recipient of numerous European Car of the Year Awards, with nine accolades from 1967 to 2008 keeping it firmly in the limelight. In parallel, Fiat achieved success on the national front, winning a series of Irish Car of the Year titles. (See listing).

F IAT ’S E UROPEAN C AR OF THE YEAR

H ALL OF FAME

124 (1967)

128 (1970)

127 (1972)

Uno (1984)

Tipo (1989)

Punto (1989)

Bravo/Brava (1996)

Panda (2004)

500 (2008)

F IAT ’S I RISH C AR OF THE YEAR

R OLL OF H ONOUR

Ritmo (1980)

Uno (1984)

Croma (1987)

Tipo (1989)

Tempra (1991)

Success in motorsport kept up the high profile also, with the iconic 131 Abarth wining the World Rally Championships twice in 1978 and 1980. (I still have the Olio Fiat sticker on the wall of my old bedroom!). Fond memories remain of navigating in Night Navigation Rallies in a Fiat 127 Sport, driven by a (hard of hearing) enthusiastic driver who took a liking to visiting farm yards, instead of sticking to the planned route!

As regards our own Fiat Family Tree, it began with a blue 124, replacing a 13-year old, long serving Hillman Estate, and coming with an almost personalised number plate - VIZ 124 (my Dad’s

name was Vincent!). A few years later it was replaced by a newer green coloured version, 2841 IZ, this model fitted with such luxuries as a radio and heated rear window! Two versions of the 131 Mirafiori and Regata saloons followed, powered by 1.6-litre petrol engines, the standard bearer engine size of that time. The last Regata, the 100S (Reg CIS 612) was a range topper back then.

As time moved on, car models were updated and replaced, with a new Tempra (1991 Irish Car of the Year) followed by a brace of Mareas, the first a petrol, giving way eventually to a 2.2 diesel version. In addition, a white Fiorino van and a blue/white Fiat 130 NC rigid truck were also in operation in the family business.

Siblings were also part of maintaining the high Turin turnover, with examples of the 127, 128, Tipo, Bravo, Brava and Alfa Gulietta, owned by one sister, while the other drove a 128, a pair of Puntos, a Bravo and inherited the last Marea our father had.

In my case, the full Fiat Automobiles suite was explored, with some standout models that still bring back pleasant memories! The first was JZC 572, a trendy yellow 131 with a vinyl roof. It had high mileage but was the start of social and business life behind the wheel.

Next came a rather special, high spec, metallic blue SuperMirafiori 1.6 TC with rear headrests, no less! Economic woes and longer travel distance to work led to downsizing, with a blue 1.5 Ritmo 85S and a (Ferrari!) red Ritmo 1.2 petrol, having my name on their respective tax books. The latter was my first brand new car!

Fiat 124

Lancia 037 and Fiat 131 Abarth rally cars

A few years later, the lure and allure of Lancia attracted my attention, sparked no doubt by the success of the Delta Integrale on the World Rally Championships. As the Prisma was the sedate 4-door saloon version, designed by the great Giorgetto Guigiaro, a Dublin reg 1.6 dark silver variant brought on many pleasant miles as did its successor, a similarly coloured Prisma ‘ie’ limited edition, bought new.

Before the Fiat circle came around again, prompted in part by the fact that Lancia was withdrawn from certain European markets, three Alfa Romeos were owned, beginning with a beautiful red 2.0 146 saloon. It was replaced by a 147 hatchback and followed in turn by another standout model; a beautiful 159 SW 1.9 litre petrol station wagon, harking back to the days of being reared with the Hillman Estate! And so on to the more recent era which has included a lime green Fiorino and a white Doblo 7-seater. The latter was replaced by the currently owned black Fullback pick-up, ensuring the Fiat badge continues within the family, even if it is really a Mitsubishi L200 in disguise.

the brands, undeserving in many respects.

Yes, there was the Russian steel supply deal, which led to premature rusting of some parts and components, due to its inferior quality. But what that contra deal led to was a continuation of the legendary 124, made in Russia for many years under Lada guise, a car that was also sold successfully in Ireland. Similarly, the Fiat 125 emerged as a Polski Fiat after its retirement and again was sold here. And let’s not forget the Yugo versions of the 127, while before then Seat had a licence agreement to produce certain Fiat models in Spain.

There was always something special about the design, drive-ability and comfort of Fiats in general, okay, there were a few exceptions like the Ritmo, for example, which, with its plastic bumpers and digital dash, was probably ahead of its time.

It’s worth pointing out that across the many Fiats and other associated models owned there were no serious issues to report, contrary to the much maligned press coverage and poor reputation of

All this nostalgia leads to deciding my ‘Favourite Fiat’ of all the models I’ve owned and admired. The 131 SuperMirafiori, my second Fiat, gets the top vote, while its succeeding sister and more prestigious model, the 131S, with its twin round headlights, (preferably in metallic gold like the one my uncle had), still glows. Incidentally that uncle was also the proud owner of a distinctive 124 Special T.

Alas Fiat is not the brand it once was. The eye was taken off the ball by senior management in Europe, as they concentrated efforts on taking over Chrysler in North America. While almost every market segment was covered by the brand fifteen years ago, what we are left with today is a few derivatives of the 500 and the Tipo range - plus a full range of vans, of course. On the positive side, a resurgence is happening under Stellantis ownership following the PSA Group acquisition of Fiat Chrysler Automobiles. For Fiat aficionados everywhere, it leads to hope that the glory days may return, even in a smaller way.

Fleet Car is pursuing a nationwide campaign to find the nation’s Favourite Fiat, see elsewhere for more details.

Jarlath Sweeney - editor@fleet.ie

1970 Fiat 124 Special

Fiat Doblò

Fiat sponsored the Tour de France for many years

Varadkar’s comments lay bare the challenges in developing rail network

It was somewhat disheartening if perhaps not surprising to observe that on the very day that the report on the future of rail on the island of Ireland was published, An Taoiseach Leo Varadkar was quick off the mark to effectively derail that same report, arguing that it merely made the case for further investment in road networks.

Which is fair enough to a certain extent - our island is going to continue to need road network development, and there is no doubt that while our current road infrastructure has advanced immeasurably from what we had twenty or thirty years ago, there are parts that continue to need upgrading as a matter of urgency.

But equally there has to be a recognition that continuing on exactly as we are is just going to compound the

issues, both environmental and societal (as in traffic congestion) that are growing all the time. We have the second highest reliance on cars in the EU, and with many people already spending hours in their vehicles every day commuting to and from work, surely any proposal to develop alternative modes of transport should be welcomed?

That’s what’s depressing about An Taoiseach’s comment. Here is a report that actually outlines an alternative approach, one that offers the prospect of high speed regular services between major towns and cities, plus the expansion of the rail network to parts of the country currently not served, and straight away he has to adopt a populist attitude, presumably in the hope that this is what the public wants to hear. What makes it especially rich is that he isn’t some opposition T.D. hoping to score political points, rather this is a report coming from his own government. And to be clear, this report - the All-Island Strategic Rail Review - is just that, a draft report of what could be done. Much of it may never happen, that’s up to the politicians North and South to hammer out, but it should

And then they were all the same…..

be lauded for setting out a plan and timeframe to make our rail network viable and somewhat fir for purpose.

Mr. Varadkar points to the low volumes of passenger and freight at present and the relatively low projected volumes if the plan is implemented. But surely the response to that has to be that if such services are developed to be at least as attractive as using the car, then volumes will inevitably increase exponentially.

Whether we like it or not, climate change is going to force a rethink on many aspects of our lives, including how we travel. Getting there will involve a mixture of carrot and stick. This is the carrot option - make rail transport more appealing to encourage people away from using cars, while also offering an alternative for goods transportation. The stick side? Increased taxation, tolls and restrictions on where you can go and park.

The challenge of developing a transportation system fit for the second half of the 21st century is great enough without the leader of the country undermining the findings of his own government.

The announcement that Volvo Cars in the UK is to stop selling its saloon and estate models and concentrate purely on SUVs is another nail in the coffin for those who appreciate some diversity in the types of cars available to buy. The brand is synonymous with estates in particular, so the fact that a UK buyer can no longer purchase one is a remarkable reflection of how the market has changed.

It’s a trend we’re seeing across all brands. Increasingly manufacturers are

dropping regular hatchbacks, saloons and estates in favour of high rise models. While they may argue that they are merely following buyer preferences, there’s equally no doubt that manufacturers are happy to encourage it - crossovers and SUVs are significantly more profitably per unit than other models.

Whether there is going to be a backlash against such cars that are heaver, less efficient and more polluting than their more traditionally sized coun-

terparts remains to be seen, but we may soon have less choice in the type of car we buy than at any stage since the automobile was invented.

For now anyway, Volvo Cars Ireland has confirmed that it will continue to sell the V60 Recharge estate, though whether the loss of the largest right hand drive market will have an impact on factory production remains to be seen. Our advice? Get out and buy one while you can.

Cathal Doyle - cathal@fleet.ie

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