Fleet Bus & Coach Magazine
D’Alton Street, Claremorris, Co. Mayo, Ireland.
Tel: +353 (0)94 9372819/ 9372826
Email: enquiries@fleet.ie ISSN: 1649-9433
Managing Editor: Jarlath Sweeney
Editor: Sean Murtagh
Contributors: Cathal Doyle
Photography: Jarlath Sweeney, Sean Murtagh, Paul White, Michael Martin Photography
Administration: Orla Sweeney
Advertising: Mary Morrissey
Design: Crackerjack Design House
Bus & Coach - the official Irish journal of the International Bus & Coach of the Year Awards
CTTC Chair outlines current issues and future plans
MAN
Iveco Bus facility in Czech Republic 64 AWArDS
Entries open for the bi-ennial Fleet Bus & Coach Awards
66 NEW DElIVErIES
Welcome on board new coaches sold recently
& Caravan
are
by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767
Directors: Jarlath Sweeney, Sean Murtagh.
68 MIlESToNE
100 years of bus production at Annonay, France
70 lAUNCH pAD
Details on new mini-coach models from Ferqui
72 CoNCEpT
Vision V – precursor to new Mercedes-Benz V-Class
74 CoNDUCTorS’ STAND
Looking towards 2045!
Disclaimer: Fleet Bus & Coach Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Bus & Coach management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.
The Coach Tourism & Transport Council of Ireland (CTTC) commenced 2025 with a renewed focus on National and European advocacy, organisational reform, and intensified lobbying on key policy issues. Under the leadership of newly elected Chairperson David Conway, following the Association’s Annual General Meeting in March this year, the CTTC also appointed a new Executive Committee comprised of representatives from across the passenger transport industry including scheduled services, school bus, coach tourism and private hire. Sub-committees have also been established to address the distinct needs of each operator area, while feeding into the broader policy development agenda of the Association. This has allowed the CTTC to expand its strategic purpose while deepening stakeholder engagement across the transport and tourism industry, among State agencies and in the political and official realm.
Among the CTTC’s key priorities in 2025 is to see legislative movement on the reform of the Public Service Vehicle (PSV) licensing system. Following extensive member advocacy and lobbying by the Association, the Government has commenced drafting a Large Public Service Vehicle Bill, which is aimed at streamlining the licensing regime, while reducing administrative burdens. A first draft of the legislation is expected this Autumn.
As part of the Budget 2026 submission, the CTTC is setting out a series of priority measures to support a fairer, more sustainable, and better-resourced commercial transport sector. Sustainability remains a central pillar of the proposals. In parallel with the submission, the CTTC has issued a paper and press release urging Government support for Hydrotreated Vegetable Oil
(HVO) as a viable alternative to diesel. “We are calling for fiscal incentivessuch as VAT relief or fuel duty rebates - to address the current cost disparity between HVO and traditional fuels, and to encourage widespread adoption across the sector. These measures are essential if commercial operators are to play a meaningful role in the transition to a greener, cleaner national fleet,” stressed David Conway.
On the fares front, the CTTC has reiterated its long-standing call for commercial operators to be included in all publicly funded fare reduction schemes. A key priority for this year is the extension of the forthcoming ‘Under 9s Travel Free’ initiative to commercial services who are currently excluded. This exclusion, alongside the continued omission of commercial operators from the 20% cost-of-living fare reduction for passengers, creates a distortion in the competitive landscape and disadvantages passengers using our members services.
The submission also highlights the critical need for investment in coach parking infrastructure nationwide. While recent action by the CTTC has yielded improved coach parking at large events, with the NTA reopening the coach park at Croke Park for matches, discussions are ongoing to secure better arrangements for concerts and festivals, including the National Ploughing Championships. In Budget 2026 the CTTC sees an opportunity for further gains and is calling for ring-fenced funding for Local Authorities to ensure the provision of dedicated coach parking for private hire and coach tourism, particularly in urban and tourist hotspots. This infrastructure is essential to support the safe, accessible, and efficient operation of coach services, while also relieving congestion in key areas.
Together, these recommendations form a cohesive approach to strengthening the sector’s contribution to Ireland’s transport system, while addressing environmental targets, equity in fare policy, and operational infrastructure.
The CTTC has also made a number of improvements to its member
engagement. David compiles a weekly newsletter which is distributed to all members, outlining the work, campaigning and initiatives that have been undertaken each week.
Improvements have also been made to the digital infrastructure, with website upgrades and enhancements to align with digital accessibility legislation. Sentiment surveys have also been undertaken to gather member feedback and inform future lobbying efforts.
Recent Council and Executive meetings have focused on key sectoral updates, including school transport tenders, VAT refund delays, and preparations for the busy Summer tourism season. The CTTC continues to represent members at high-level meetings with the Department of Transport, the National Transport Authority (NTA), and at cross-agency events like the Passenger Safety Charter Working Group.
One of the CTTC’s key initiatives of this year is the forthcoming delegation trip to Brussels, scheduled for October 6-8, 2025. This visit will serve as a cornerstone of the CTTC’s broader European engagement strategy. The itinerary, includes a visit to the Busworld trade show, along with meetings with key EU stakeholders, transport regulators, and industry bodies to discuss issues such as driver regulations, vehicle standards and the decarbonisation agenda.
This visit also reflects a growing recognition of the role EU-level policy plays in shaping the operational landscape for Irish bus and coach operators. With increased legislative activity surrounding decarbonisation and emission reduction targets, road safety, and employment mobility, the CTTC is positioning itself to ensure that Irish operators have a strong voice in future EU policy dialogues.
LOO
With its sights firmly set on wins in Budget 2026, and participation at European level in Brussels this autumn, complemented by a strong Executive team in place, the CTTC is poised to expand its influence and deliver on key industry priorities.
The Coach Tourism & Transport Council of Ireland (CTTC) has stressed that if operators used Hydrotreated Vegetable Oil (HVO) instead of diesel it could help to substantially slash transport emissions, but a lack of support is holding back progress.
Ireland’s commercial coach and bus industry is calling on the Government to introduce urgent incentives for the deployment of Hydrotreated Vegetable Oil (HVO) in fleets, following new data from the Sustainable Energy Authority of Ireland (SEAI) which shows that transport emissions fell by just 1.2% last year, despite an increased uptake of biofuels and electric vehicles.
The SEAI’s 2024 interim report found that an “over-reliance on private vehicles continues to erode this progress”, highlighting the need for a broader mix of clean transport solutions. Each bus and coach has the capacity remove 40 private cars from the public roads.
*National representative body for the bus and coach sector, states that lack of subsidy on HVO deployment is a major barrier to reducing carbon emissions
The Coach Tourism & Transport Council of Ireland, which represents over 100 operators with 2,500 vehicles, argues that HVO is a practical, drop-in solution that enables existing diesel buses and coaches to cut their carbon emissions by up to 90% - with no need for new vehicles or costly charging infrastructure. However, the fuel is currently 20+ cents per litre more expensive than diesel, and unlike diesel it receives no fuel rebate or pricing support.
Commenting on the issues, David Conway, Chair of CTTC, said: “The SEAI’s report confirms what we’ve been saying for years- relying on more cars and slower EV rollout will not deliver transport emissions reductions at scale. We have a clean, cost-effective alternative fuel ready to go, but operators need government support to make the switch.
With Ireland at risk of breaching its 2030 climate limits and facing potential
Volvo Buses has secured signed orders for more than a dozen Volvo B13R UNVI XL 4×2 single-deck coaches, plus customers hold options on a further 10 vehicles in the final stages of specification – just three months after the model’s announcement.
Volvo and UNVI will build the first vehicle, a 53-seat model, over the coming months, ahead of a comprehensive product testing and evaluation phase commencing in late Autumn. Customer deliveries are planned to start during summer 2026, with the B13R chassis being assembled at Volvo Buses’ factory in Boras, Sweden, before bodying at UNVI.
Domenico Bondi, Managing Director at Volvo Bus UK & Ireland, comments: “This order are testament to the long-standing relationships we enjoy with customers already operating UNVI
products in the UK.
“The Volvo B13R chassis offers fantastic fuel efficiency, to enhance the total cost of ownership for operators. When coupled with the UNVI platform, we are confident it will deliver the perfect combination of durability and comfort for long range routes.”
Josef Gisslow, Product Director at Volvo Bus UK & Ireland, explains: “We have been bowled over by the level of interest in our new B13R full-size coach. It’s exceeded all expectations at such an early stage in the project, and it’s exciting to see so many operators sharing in our vision for the new model, and in our partnership with UNVI.”
EU fines, inaction on HVO leaves emissions reductions on the table. We are urging the Government to create a level playing field that empowers operators to decarbonise now - rather than wait for future infrastructure that may not arrive in time.
This is a shovel-ready solution. If we’re serious about cutting emissions quickly, HVO will deliver meaningful reduced emissions in members fleets.”
The CTTC is calling on the Government to:
n Introduce financial incentives, such as a fuel duty rebate or VAT relief, to eliminate the cost gap between HVO and diesel;
n Formally recognise HVO in national policy, including the Climate Action Plan and Sustainable Mobility Policy;
n Incorporate renewable fuels into public procurement scoring, especially for school transport and regional routes.
around 1,800 people and with an annual turnover exceeding €700m. As a long-standing Volvo Group partner, it operates a number of Volvo Truck and Bus dealerships across the Iberian Peninsula.
UNVI is part of the Perez Rumbao Group, founded in 1922, employing
In 2025, UNVI celebrates 30 years in bus and coach bodybuilding and has previously collaborated with Volvo Buses on a number of projects throughout Europe.
Last summer, Heinz kiess, Head of Product Marketing Bus, MAN Bus & Coach made a statement to the effect that the company would present a fully electric powered coach at Busworld in Brussels in October 2025. Furthermore he claimed that the zero emission full size coach would have a range of 600km with little or no penalty on luggage space.
The statement raised some eyebrows to say the least, but less than 12 months later the said MAN Lion E was presented to the media and some potential buyers at a launch event in Ankara, Turkey. Although the coach revealed there was a prototype, with the final version due to be presented at the forthcoming Busworld show, the new emission free passenger carrier looked and felt impressive, and drove competently.
Orders will be open soon for European markets. Ireland will have to wait a little longer for the RHD (right hand drive) version.
MAN is no stranger to electric technology as there are over 2,500 electric city buses with the Lion badge in operation throughout the world. With over 100 million kms covered by these vehicles, it is a demonstration of the significant experience and knowledge that MAN has in the manufacture and operation of electric vehicles. The MAN Group is investing continuously in electric vehicle technology, with a new plant in Nuremberg, Germany the focus point for battery development.
What is remarkable is that in the last year some of MAN’s customers have confirmed that the TCO (total cost of ownership) of an electric bus is now similar to that of a diesel bus. As the systems and programs improves, so too does the efficiency and cost of operating electric vehicles.
Ankara, in Central Turkey is where the new Lions’ Coach E range will be
manufactured. This plant was opened in 1966 and employs almost 3,000 people. In 2024 3,000 buses were produced and this year that number is expected to be exceeded.
MAN sees the development of electric vehicles as still being in the infancy stage. In order to speed up the pace and quality of product improvement it has teamed up with local universities and colleges. In total 21 partnerships and collaborations have been formed to strengthen their work force and knowledge.
MAN is committed to the climate targets as set out by the European Union and has an objective to reach a manufacturing level of 90% electric city buses by 2030 and 50% electric coaches in the same year.
Of course, this depends on the market being ready for that in terms of purchasing and charging infrastructure. It could be said that MAN is ready for electrification, but it’s now up to administrations to put whatever infrastructure and supports in place that are necessary, be they tax incentives or charging.
MAN has made it clear that it will not produce a new Euro 7 engine for any of its city bus models. However, it will produce one for the coach sector, and is definite that Hydrogen as a fuel cell or internal combustion power source is not part of the plan.
And so, to the coach itself. The MAN Lions Coach 14E is basically the Lions’ Coach as we know it. The electric coach will have 62 seats and will be based on a three axle chassis, but other variants will become available soon after the launch. Although not available in RHD at the moment, versions for the Irish market are expected about one year after serial production begins in late 2026.
MAN sees battery development as the key to success for all manufacturers and is confident that with the new plant
in Nuremberg it will be at the cutting edge of future design and development. Back to the coach. Four batteries can be fitted in the engine bay area while two more can be fitted where the driver’s bunk was. A key part of the design is that the luggage area has remained almost as was in terms of capacity.
Range distance with electric vehicles is always a moveable feast and depends on so many factors, but in testing up to 700 km has been achieved. Being prudent, MAN engineers are saying 650 km is realistic. Another plus is that it can have its batteries fast charged in 45 minutes (obviously depending on the availability of charging points), which fits in with a rest break in driving time.
The MAN Group is offering a 1 million kilometres guarantee on the battery life. Safety as always is of utmost importance, battery safety and the risk from impact damage, fire, etc, has been tested extensively to ensure the safety of passengers and other road users. Battery weight adds to the weight of the coach and in Germany the GVW has been increased to 27,000 kg to allow for this. It is expected that similar latitude will be allowed by other European countries in the coming months.
Fleet Bus & Coach got an opportunity to drive and travel in the new vehicle on the factory test track. Fitted with mirror cams, it drives as all electric vehicle should, being powerful and quiet. Surprisingly there is little road or motor noise inside, while another feature that is very welcome is the smooth movement, no clunking or judders. To date no decision has been made on changing to the use of an e-axle, but it seems likely, the way technology is developing these days.
So, where next for MAN and the electric coach? What happens after its world premiere at Busworld, in Brussels in October? Serial production is expected to start in mid-2026 and customers will receive deliveries in early 2027. At the event in Turkey, some customers were there, and it is believed there were some advance orders placed. Obviously, they share the confidence of the manufacturer. If all goes to plan Irish operators will be able to have one for spring 2028.
Text: Sean Murtagh - sean@fleet.ie
stating preference for AM or PM slot: Thur sday 31st July or Fr iday 1st August. Alter natively, a drop-in vehicle-only presentation will be available 09:00 - 13:00 Saturday 2nd August.
In a small town near Prague, with 13,000 inhabitants, bus manufacturing has been carried out for over 130 years. Almost one third of the population of Vysoké Mýto are in some way employed or supported by the factory, now operated by Iveco Bus.
This bus manufacturing plant can boast a chequered history. First established in 1895 as a manufacturer of agricultural implements and horse drawn carriages, it then entered the coach works business. In 1948, the company was nationalised and became a supplier to many of the other countries in the region. 1999 saw the Iveco Group form a joint venture with Renault VI, creating a new brand, IRISBUS. Iveco became the sole owner of the IRISBUS marque in 2003. Since the first Crossway was built in 2006 over 60,000 buses have been manufactured here, and Iveco has captured 42% of its home market. Last year, 5,000 buses were manufactured, 90% of which were exported. Currently the manufacturing split is 70% diesel, 5% electric and 25% CNG/Hybrid.
Iveco Bus continues to invest in its Vysoké Mýto plant in
Assembly and manufacturing is carried out at three different sites around the town and the facilities there are constantly undergoing significant changes and modernisation. From once the makings of a new bus enter the assembly system it takes just over nine days to pass through the lines and emerge as a completed vehicle. Each day 22 buses are completed. The assembly line accommodates all driveline models: electric, diesel and hybrids, though as each vehicle comes towards the end of assembly there is some separation. For example, the wiring process for an electric bus takes more time and these incomplete vehicles go into a type of lay-by for that process. Some of the workstations are more labour intensive. Most of the plant has a two-cycle shift, except where more labour is required whereupon a three-cycle shift is put in place.
Vysoké Mýto is a low entry bus manufacturing facility (low floor buses are manufactured in Annonay, France). All Crossway and Evadys models are built here with some sub-assembly carried out close to the line. Unusually for a manufacturing plant, some of the parts such as seating are built and assembled on site by subcontractors. In some cases, a customer may request seats from a separate supplier. 200 people work in this division, mainly women on a two-cycle shift. The plant works a day in advance of the production line and each set of seats is made to order, with 200,000 seats manufactured last year by this factory. All the wiring looms are made at a facility
close to the plant.
Back at the main production line, quality control is part of the whole process, with each workstation adhering to high standards of fit and finish. At the end and once the bus is ready to drive, it is road tested on a 67km route. The test involves measurement and a big input from the drivers who have specific training, ensuring that the new bus is delivered in perfect condition.
Vysoké Mýto is a town in the Pardubice Region of the Czech Republic, founded by King Ottokar II in 1265. It has a large historic town square, a cultural centre, and an industrial history.
P ROTOT yPE D EVELOPMENT & T ESTING FACILIT y OPENED
As part of the 130 year anniversary celebrations at the Vysoké Mýto factory, Iveco inaugurated a new Prototype and Testing Centre on site which was officially opened by the Czech Republic Transport Minister, Martin Kupka and the Local Mayor. Over 50 people, mostly engineers are employed on this 4,000 sq.m site. Having taken 18 months to build it has the capacity to accommodate new buses up to 18m in length. David Kriz, CEO of Iveco Bus stated at the event that the new centre will play an important part in the greater Iveco Group. It will create synergies and benefit from other Iveco company’s research and development facilities. To ensure that the team at the new centre stay up to
date with emerging technologies, 25% of all employees time will be devoted to continuous professional development (CPD).
Text: Sean Murtagh - sean@fleet.ie
We are thrilled to announce the return of the Fleet Bus & Coach Awards!
This prestigious event will once again take place at the Johnstown Estate Hotel, Enfield, County Meath, on Thursday 13th November 2025. We are equally pleased to welcome back JF Dunne Insurance as the Title Sponsor for this year’s awards.
For many years, the Fleet Bus & Coach Awards have recognised and celebrated best practices within Ireland’s passenger transport industry. This event provides a positive platform that honours excellence, fosters valuable networking opportunities, and brings together key players and deci sion-makers across the sector.
Entry is completely free and now open!
With a variety of categories available, we encourage you to submit your entry and be part of an evening dedicated to recognising the best in the industry.
What catEgory can my company EntEr?
You may enter as many category as you wish. Applications are open to companies/individuals to enter or be nominated by a customer, or supplier.
A full description of the category is set out below.
Applications are open to companies/individuals to enter or be nominated by a customer, or supplier.
coach operator award - town/city Service & Local Link provider
Open to operators operating a scheduled local service in an urban or rural area.
coach operator award – Intercity/airport Service
For operators running cross-country city to city and or longdistance Airport service
coach operator award – tours
For operators providing extended tour service to national and international agents
coach operator award – tour organiser & coach provider
Aimed at operators which arrange and organise their own touring itineraries for both national and international visitors
For the typical small fleet operator, providing various services in
Operators are all too aware of the risks associated with business, companies that have specific safety plans above the statutory requirements are invited to present their programmes and training structures in place.
Livery & corporate Identity
Livery is the opportunity for an operator to catch the public eye and promote their services. Operators in this category are invited to share their thoughts and strategies behind their logo and design.
care for the Environment and Sustainability
How operators are reducing their carbon footprint throughout day-to-day activities and at facilities. Proven methods of energy reduction accepted
Investment in Innovation
Innovation can be the difference between success and failure. Entrants to demonstrate how innovation has saved money and improved their efficiency
Women in public transport award
This category recognise the sometimes overlooked and forgotten contribution made by woman in the bus and coach sector.
Together with the awards programme for Bus & Coach operators, the event will also honour the latest buses and coaches in the passenger transport business, sponsored by Close Brothers. There will be three main categories: Minibus, Midi-coach and Coach (full size), both diesel and electric power options will be accepted for appraisal.
JOHNSTOWN ESTATE HOTEL, ENFIELD, COUNTY MEATH
THURSDAY 13TH NOVEMBER 2025
Business associates, clients, partners and friends are all welcome to attend the Fleet Bus & Coach Awards and Gala Dinner, which will take place on THURSDAY 13TH NOVEMBER 2024 AT THE JOHNSTOWN ESTATE HOTEL, ENFIELD, COUNTY MEATH. A TABLE OF 10 IS €1500 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation A SINGLE TICKET IS €160 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation
Please reserve Seats €160 + vat or Table(s) of 10 @ €1500 + vat at the FLEET
BUS & COACH AWARDS in the Johnstown Estate Hotel, Enfield, County Meath on Thursday 13th November 2025 commencing at 6.30 p.m Name of Company: Invoice Address:
Dress Code: Gentlemen – Lounge Suit. Ladies – Cocktail Dress This Booking Form can be posted to Fleet Bus & Coach Awards, D’Alton Street, Claremorris, County Mayo F12E7P2 To book your place now at the Fleet Bus & Coach Awards contact Orla: +353 86 2439239 / orla@fleet.ie Mary: +353 87 2178495 / mary@fleet.ie
Collins Coaches, Carrickmacross, County Monaghan recently collected three new Scania Irizar i6SE coaches from Westward Scania, Strokestown, County Roscommon.
Both the two-axle and the tri-axle units purchased are based on Scania’s new generation chassis incorporating the latest GSR safety regulations.
The 14m (63 seats + guide) and the 12.9m (59 seats + guide) vehicles are customised with detailed specification and special corporate livery.
Pictured alongside the new coaches are L-R: Edwina Rose McKenna, Branch Lead at PTSB Monaghan, Danny Collins, Managing Director at Collins Coaches, and Fergal Mullen, Commercial Relationship Manager North West Territory at PTSB Asset Finance
A pair of new Volvo B8R MCV eVoTors 12.6m coaches have recently been sold to Aidan Furey, Furey’s Coaches, based at Drumcliffe, County Sligo.
Power comes from the Volvo Group’s versatile D8K 7.7-litre engine, producing up to 350 hp and a peak torque of 1,585 Nm.
Diarmaid Thompson, Volvo’s Retail Bus & Coach Sales Manager for Ireland, supplied the vehicles.
Bartons Transport, based in Maynooth, County kildare, has taken delivery of fourteen new MAN Neoplan Tourliner coaches, further enhancing its reputation as an operator of one of Ireland’s most modern and reliable coach fleets.
Of the fourteen new vehicles, five will join Bartons’ own fleet, reinforcing its commitment to delivering premium travel experiences across Ireland and beyond, while Kerry Coaches has acquired eight of these Tourliners to expand its 2025 large coach touring fleet. Additionally Seamus Nolan Coach Hire is adding the first Neoplan to its growing fleet — a significant milestone for the company.
The MAN Neoplan Tourliner is a preferred choice among leading coach operators and can be specified with 53 seats, or 49 seats and toilet.
Martins of Limerick has invested in a new Noone’s Turas 900 S midi-coach. Based on the DAF LF 4.5 litre PX-5k3 driveline and chassis, the 24-seater midi-coach is specified with two tables, configured with 37 seats, plus driver and Guide.
For additional passenger comfort it features a full surround sound system, including TV / Video, Air Con, Full Leather Seats, with charging points.
New Volvo B8R 41-seat coach purchased by Patrick Kennedy (left) from Kennedy Coaches, Tralee, in celebration of the firm’s 75th anniversary. To significantly mark this milestone in
‘providing luxury transport since 1950’, this long standing Volvo
Bus customer collected the vehicle from local Volvo Truck & Bus dealer – Murphy Commercials (Galway). It was handed over by Diarmaid Thompson, Volvo Bus National Accounts Manager for Ireland.
Galvins Coaches, has taken delivery of a new EVM MercedesBenz Sprinter Grand Tourer 19 Seater plus guide and driver from EVM IRL.
School transport operator, Galvins Coaches, founded in 1966 with ownership spanning three generations, has grown into a twenty four unit strong fleet renowned for modern reliable coaches.
The new Sprinter is based on the Euro 6 519 CDI extra-long wheel base with Common Rail Direct Injection diesel engine. The transmission is a 9 Speed G Tronic Automatic and the exterior is finished in Selenit Grey.
Coaches, Moate, County Westmeath, established in 2008, has purchased a new model MercedesBenz Sprinter 517 VS30 EVM VIP X-Clusive 15 seater plus guide and driver from EVM IRL.
This new Sprinter is based on the extra-long wheel base version with Common Rail Direct Injection diesel engine. Transmission is a 9-speed G-Tronic gear box, and the exterior is finished in Mercedes-Benz Obsidian Black.
Hennessy Coaches has been redefining passenger transport across Ireland, the UK, and Europe. Founded with a vision of premium service and modern luxury, the firm has built lasting partnerships with leading tour operators, ensuring excellence in every journey—whether it’s a local school trip or a European tour.
Pictured at the handover with David Hennessy is Aiden Heavin, Area Sales Manager at EVM IRL
Lynch Coach Hire recently took delivery of their new model Iveco Daily Ferqui Sunrise 33 seater plus driver, from EVM IRL.
With 25 years experience, Lynch Coach Tours will help customers get the most from their tours. Having recently taken delivery of their new model Iveco Daily Ferqui Sunrise 33 seater, passengers can sit back, unwind and enjoy their travel. The Iveco is based on the 70C18 chassis with a diesel engine. Transmission is an 8-Speed Hi Matic automatic gear box, and the exterior is finished in Artic White.
&
Irish Blood Transfusion Service (IBTS) Dublin has purchased six new DAF Turas 800 S
This year marks the centenary of the Annonay factory in France, a key player in its sector since its founding in 1925. This anniversary is an opportunity to highlight 100 years of excellence and pioneering innovations introduced by its founder, Joseph Besset, and his successors in the passenger transport industry. Today, under the banner of IVECO BUS, the historic site of Annonay remains a leading manufacturer of collective mobility solutions in Europe.
opportunity to look back on the pioneering innovations introduced by Joseph Besset and his successors. These original technical solutions led to the launch of new vehicle ranges, some of which have gained global recognition and have transported passengers for decades.
This special Fleet Bus & Coach feature take a retrospective look at 100 years of history and iconic models produced at the Annonay factory located north of Marseille:
Jo SE p H BESSET (1890-1959)T HE Fo UNDE r
Since its founding in 1925, the Annonay factory has established itself as a key player in the passenger transport industry. With more than 1,200 employees and 118,000 m² of covered space dedicated to the production of mobility solutions, it remains at the forefront of bus and coach production, continuously innovating to meet today’s mobility needs.
This 100th anniversary is also an
Joseph Besset, born in 1890 in Vanosc, Ardèche, was an industrial coach-builder recognised as a pioneer and the father of modern French coaches. In 1925, he purchased a large plot of land on the outskirts of Annonay and founded the Société Anonyme des Etablissements Besset, succeeding the Carrosserie Automobile Besset previously established in the town centre. The company specialised in coach bodywork built on the chassis of major truck brands of the time. In 1938, he revolutionised the industry by presenting the first European coach with a self-supporting structure and rear engine, named Isobloc. Joseph Besset passed away in 1959. Today, his legacy lives on, with his Annonay factory remaining a symbol of innovation and excellence in bus manufacturing.
Over its century-long existence, the Annonay factory has undergone several changes in ownership and structure. In 1951, Sylvain Floirat acquired the plant and established SACA (Société d’Automobiles et Carrosseries d’Annonay). Five years later, in 1956, SACA was sold to Saviem (Société Anonyme de Véhicules Industriels et d’Equipements Mécaniques, the heavy truck subsidiary of Régie Renault). In 1978, Renault Véhicules Industriels (R.V.I.) was created following the merger of Saviem and Berliet. In 1999, IVECO and RENAULT V.I. joined forces to develop their coach and
bus operations, resulting in IRISBUS, the second-largest European manufacturer, which became fully owned by IVECO in 2003. In 2013, IVECO BUS, replacing the IVECO-IRISBUS name, became the new brand dedicated to passenger transport, marking the beginning of a new phase of development within IVECO’s other international activities.
Under the banner of IVECO BUS, the historic Annonay factory, dedicated to sustainable mobility, is one of Iveco Group’s two industrial sites in France. Building on its heritage and unique expertise, IVECO BUS in Annonay remains a national leader in the French bus industry and a leading manufac-
turer of passenger transport in Europe. Committed to energy transition, the factory produces low- and zero-emission buses and also assembles batteries. As the largest employer in the French Ardèche region, IVECO BUS positions itself as a true industrial ecosystem, generating both direct and indirect employment and contributing significantly to France’s industrial excellence.
1. 1934, a new manufacturing technique: steel replaces wood
Long before many of his peers, Joseph Besset moved away from wooden frames inherited from horse-drawn carriage bodywork in favour of fully metal bodies made from steel profiles assembled through arc welding. The coaches manufactured in Annonay therefore became more robust (enhancing safety) while also being lighter (increasing transport capacity and ensuring greater profitability).
2. 1938: A revolution; Bodywork without a chassis and a rear engine.
By abandoning the traditional ‘heavyduty’ chassis and positioning the engine at the rear, Joseph Besset developed, based on the American Garwood license, a vehicle specifically for passenger transport – the Isobloc – that definitively moved away from the ‘truck’ design. This self-supporting structure would go on to be adopted by all European manufacturers.
3. 1947: A significant contribution to French mobility
Having escaped destruction during World War II, the Annonay factory became the first national site specialising in the construction of public transport vehicles. It employed 1,220 people and produced 1,628 coaches (of which 1,037 were bodied vehicles and 591 Isobloc), providing an essential means of transport in post-war France as it recovered from its ruins. This production level had never been achieved before.
4. 1983: Coaches & Buses immersed in a cataphoresis dip bath
With the launch of the FR 1, Annonay inaugurated the world’s first cataphoresis dip anti-corrosion protection procedure for coaches and buses, ensuring unprecedented durability and high resale value.
5. 1997: Natural gas; An alternative environmentally-friendly energy
The factory embraced this new clean
alternative fuel by mass-producing the Agora CNG. The first deliveries went to Lille, where biogas produced by the local wastewater treatment plant was used to produce methane fuel for the city’s bus network. The benefits: clean running (fewer pollutants), quiet operation (reduced noise, no odours, no smoke), and environmental sustainability (local renewable energy).
6. 2005: BrT; An innovative concept developed by Irisbus
Produced in Annonay under the name Crealis (based on the Citelis technical platform), the Bus Rapid Transit (BRT) combines an attractive vehicle design with customisable features, easy city integration (dedicated lanes), perfect accessibility, high comfort, and effective passenger information/ communication. Its interior provides a pleasant, functional, colourful, and bright environment (optimised station docking with optical guidance available as an option). This represented an industrial challenge to accommodate the multitude of possible ‘design/equipment’ combinations.
7. 2025: Electromobility for fully decarbonised transport
A pioneer in alternative solutions, the factory integrates electric propulsion technologies and battery assembly on its production lines. The urban ranges E-WAY/GX ELEC and E-WAY H2/GX 337 H2 with fuel cells, as well as chassis destined for another of the group’s plants, are manufactured on-site. These models offer innovative and efficient solutions to accelerate the urban transition towards carbon neutrality, striking the best balance between autonomy and passenger capacity.
8. overview of Vehicles produced in Annonay
The Annonay factory has a rich history of manufacturing coaches and buses bearing monograms such as Besset, Isobloc, Saviem, IRISBUS, and IVECO: well-known brands that represent different periods in the factory’s existence, reflecting the various owners and shareholders who have succeeded one another until today under the IVECO banner.
Text: Rob Van Dieten - rob@fleet.ie
At a recent event in the idyllic grounds of Wooton House nestled in the Surrey Hills near Dorking, Irish owned bus and coach distributor EVM displayed a large selection of the mini/ midi bus range it currently offers.
The Euro Bus Expo at the NEC, Birmingham last November saw EVM announce that it was to take over the Connaught business in the UK and with it the agency to distribute and market Ferqui minibuses. They had expected to sell 70 units this year, but this is seen as a conservative figure. To date, there are more than 200 Ferqui buses on Irish roads.
Since its foundation in the 1950s in Spain, Ferqui has stood out for its craftsmanship and experience in coach-building bodies for buses, minibuses and other transport vehicles. Its product line is well known for durability, reliability and safety.
EVM, based at Kilbeggan, County Westmeath, is Ferqui’s sales and service agent in Ireland since 2019. With already healthy sales to Irish operators, Danny McGee, CEO of EVM is pleased with the continued growing interest in the Ferqui range and is confident that this interest will turn into increased sales.
One of the key advantages EVM has is the availability of stock. New buses are readily available and even if there is some special requirement or personalised interior fit out required, lead delivery times are short.
Ever since Iveco confirmed its backing of the Ferqui product line with a manufacturer’s three years warranty, EVM has seen an uplift in demand for the product across UK and Ireland.
Here in Ireland there are two models available - the Ferqui Suset, built on the Mercedes-Benz Sprinter chassis and driveline, and the Ferqui Sunrise, based on the Iveco Daily chassis/ driveline. Soon an electric powered option will be available in Ireland, based on the Iveco eDaily. It is available already in the UK and is proving popular.
Based on the Iveco Daily running gear, and FPT powertrain, the Sunrise is available in versions up to 8.5m in length with a total GVW of 7.2 tonnes. The four-cylinder 3.0-litre, 210hp diesel engine is mated to an ZF eight-speed auto box (or 6 speed manual). Its suspension features conventional leaf springs on the front with air-bags on the rear. Luggage space is generous at 4.3 cubic metres, and the standard seat lay-out is 33 passengers plus driver. A Guide seat can be introduced, but the penalty is a loss of four seats. It is fitted with a Webasto air-condition unit, assisted by the standard and latest Iveco Daily dashboard
system. There are many optional extras in the seating and interior designs. All the usual ADAS safety features are fitted as standard, such as ABS /EBS. In terms of cost, the starting price is €166,000.
Based on the well proven and trusted Mercedes-Benz Sprinter 519 light commercial chassis, the Sunset is 8m long and has gross weight of 5,000kg. The Mercedes 9 speed auto box is the preferred choice of transmission but there is a 6-speed manual option. The standard seating is 22 plus driver, but there are more options when a Guide seat is being added. Depending
on the spacing opted for, the seating configuration is from 16 to 19 seats. To add to the 3.75 cubic metre luggage space underneath, there are interior overhead racks. Many optional extras can be added to the interior, including a fridge. MercedesBenz factory built air-con and dash heater are fitted. The cost price starts at €160,000
Also at the event, EVM highlighted the Composite Mobility bus. Not yet available in Ireland, this mobility friendly bus will prove popular with local operators requiring wheelchair capacity. The wheelchair lift is fitted at the rear and has a standard seating for 33 passengers, which can be reduced to 23 depending on the wheelchair requirements. It can be powered by electric or diesel power sources. The electric uses an Elinta electric motor and a 115-kW battery (with plans for a 126-kW battery next year). The diesel versions are powered by Iveco Group affiliate FPT (Fiat Powertrain Technologies). The lightweight body is achieved because of the use of composite materials in its structure. The composite panels are formed at the company’s Kilbeggan facility, then transported to the Ferqui plant in Spain where they are assembled. One of the advantages of the composite design is its long life span as these bodies can last for 40 years. Pricing wise, the Electric model is €230,000 while the diesel version will be €165,000.
F E rq UI: Available in Ireland since 2019, with 200 units in service now. EVM has stock available on both the Mercedes-Benz Sprinter and Iveco Daily chassis/drivetrain.
I SU z U: Supplying the Turkish built Anadolu Isuzu coach range
K A r SAN: EVM signed a distribution agreement with Turkish coachbuilder Karsan for the E Jest and E Atak for UK and Irish markets. The E Jest was exhibited at last year’s Euro Bus Expo (NEC, GB) and the E-Atak will be ready in right-handdrive drive form for the UK and Ireland markets soon.
Tr EM o NIA: Known previously as the Mercedes-Benz Minibus, which has now been supplied to UK and Irish market by EVM since April 2024. To date 50 units have been sold and the expectation is that sales numbers will grow for this model yearon-year. Two models are currently available – Transfer 23 and Transfer 45.
AlTAS: Continues to be a growing part of the EVM UK business. Altas is now the sole producer of the firm’s Cityline, E Cityline and Tourline range of midi-coaches.
C A r B US: Another success story with more than 200 of the Spanish built, Mercedes-Benz Sprinter LWB based Grand Tourer vehicles running on Irish roads.
Text: Sean Murtagh - sean@fleet.ie
A top secret Vision V event, held somewhere in Stuttgart was described ‘as the dawn of a new era for Mercedes-Benz Vans. Inside the unmarked, unassuming building were two prototypes demonstrating what to expect when the new generation V-Class and Vito van ranges appear on roads across Europe and beyond next year.
Sharing over seventy percent common parts and components built on a new modular Electric and Internal Combustion Van.EA platform, the design expressions on both models are, safe to say…..dynamic. While futuristic in looks and shape, both models undoubtedly share the triple star marque’s heritage and pedigree but with far more sleekness and sharp aerodynamics than any model hitherto.
As seen, there seems to be no compromise on pushing boundaries on elegance, high tech, safety and space, with the Vision V passenger concept causing an instant jaw dropping reaction as it was revealed. Features include luxury furniture and fittings, such as reclining seats all round, nappa leather,
burr wood panels, a sliding horizontal partition to separate the front from the rear passengers, an automatic ejecting electric entrance step, a large 65” entertainment screen and even a drinks cabinet and chandelier (at the rear) with a Dolby Atmos 42 speaker system and remarkably no slide rail on the side door panel. Dimensions wise it measures 5.486 m long, around 2m wide and 1.9m in height from its 3.53 m wheelbase.
Many of these design elements are also to be seen on the Vito Show Car as it was called. Starting with the much larger and illuminated front grille and elongated lighting strip, the rear tailgate extends right down to the lowest point of the platform. The driver benefits from more space, comport and safety elements as well, as all of the safety assistance systems available these days and into the next.
Even the long wheelbase version displayed looked neat but with superior interior space than that of the current variant. Similarly, the rear section gets the full LED lens treatment also.
New Vito never looked so sporty!
V ISION V MAR k S THE NEXT STEP IN THE FURTHER DEVELOPMENT OF THE NEW M ERCEDES -B EN z DESIGN LANGUAGE
n Overall appearance featuring highest standards of aerodynamics
n Overhangs and the front end are markedly short
n The sides have a particularly narrow waistline
n Stretched roofline flows into the smoothly rounded rear
D ESIGN: F ROM THE FRONT: Traditional styling elements in a new light
The striking front section is characterised by a new chrome radiator grille, which has three horizontal illuminated glass panel strips, almost 200 of these surrounding the chrome frame. They frame the headlights on the sides, which include the iconic shape of the three-pointed Mercedes star. To crown it all, a brightly illuminated MercedesBenz star is fitted on the bonnet, another traditional and recognised aspect. The light elements under the headlights also function as indicators.
D ESIGN: F ROM THE SIDE: A flowing, powerful stance
A combination of anthracite-coloured, metallic alubeam paintwork with the chrome-plated window surrounds creates a unique design style, while the welcome screen integrated into each of the chrome-plated B-pillars leads into an exclusive, digital world of experience in the interior.
The large, automatically opening ‘portal’ door on the right-hand side and the illuminated, retractable running board ensures easy access to the luxurious rear lounge area. The two front doors also open automatically. Large wheel arches with 24-inch wheels/tyres are also stand out elements.
T HE REAR DESIGN:
Three-dimensional LED lights on the rear panel continue the frontal style theme. The large rear window is framed by over 450 three-dimensional illuminated strip lights which serve as tail-lamps and brake lights.
V ISION V - D IMENSIONS: Long wheelbase version
Length: 5,486 mm; width: 2,100 mm; height: 1,892 mm
Wheelbase: 3,530 mm
Track width: 1,820 mm front; 1,860 mm rear
Turning circle: 14.5 m
T HE S OLAR R OOF: More range distance thanks to self-generated electricity Mercedes-Benz’ exterior designer Gregory Blanche reveaWWled that the 22kW solar panel on the roof can add 29 km to the EVs range distance.
I N BRIEF: T HE D IGITAL USER EXPERIENCE IN THE V ISION V Seven interactive worlds of experience for a new level of personalised luxur
n Entertainment: sit back and enjoy the ride, either with a movie from the video carousel or with music from a favourite artist. In audio mode, a digital soundbar provides an immersive music experience. The cinema screen can also be only partially extended to provide a digital interface to the soundbar.
n Relax: after a stressful day, recline the seats to relax mode and unwind. A calming landscape moves gently across the cinema screen. This is accompanied by soft music.
n Gaming: for gaming fans, the MPV transforms into a gaming hub and offers,
n A total of 168 IBC full cells (interdigitated back contact) are installed in the roof area, which is fully equipped with solar modules.
n The cells have an efficiency of 24.3% and are therefore highly effective. The module output is 539 watts. The solar energy generated is used for driving or is fed directly into the high-voltage battery.
n On an annual average, the solar roof can generate around 2.08 kWh of energy per day.
n The yield depends on shade, sun intensity and geographical location. In sunny Madrid, for example, the solar roof could generate an average of around 3.44 kWh of electricity per day in the summer. With an estimated consumption of 15.5 kWh/100 km, this results in an average daily range of around 22 km. This means that part of the daily journey could be covered by solar energy.
for example, racing games that can be controlled with a separate included controller.
n Work: the “Private Lounge” becomes a mobile office; the cinema screen a virtual desk.
n Shopping: whether buying tickets for a golf tournament or a tennis event while travelling, or taking time to choose a new ring or perfume, the interactive shop presents the products as they would be in a real store.
n Discovery: get to know the area during the journey. Surround navigation is transmitted to the 65-inch cinema screen and realistically depicts the vehicle’s surroundings using 3D game-engine graphics. Additional information is projected onto the camera image using augmented reality.
n Karaoke: While driving, sing your favourite song and feel like you’re in a karaoke bar? This is possible at any time in the Vision V.
S UPERSCREEN WITH THREE SCREENS FOR THE FRONT OCCUPANTS
The Vision V’s cockpit also offers a top-level digital experience. The Superscreen with three screens extends from pillar to pillar. The user interface and user experience are tailored to individual preferences. Real-time graphics provide all essential information – from the dynamic virtual instrument cluster to surround navigation, which displays the vehicle’s surroundings on the map in real time and in conjunction with the assistance systems.
Text: Jarlath Sweeney - editor@fleet.ie
What kind of Coaches will we see in the next twenty years?
It often said that one of the best ways to try and predict the future is to look back and get yourself into a frame of mind that focuses on change. That may release your imagination from the shackles of the present and broaden your thoughts. Let’s see if it works for the bus and coach industry!
Try to reflect back to 2005. Remember the type of coaches that were operating then, maybe there are not too many differences to what’s currently offered, but there are some. For starters, a new coach will be more expensive today than in 2005. There are far more safety features on it, most likely it will have Wi-Fi and of course the engine will be a lot more environmentally friendly. However, one significant issue at present is the shortage of new coaches. Consequently this has increased the value of pre-owned coaches. So, there are two uncertainties to consider, firstly how long will the current situation of expensive coaches last, secondly will it change and what will the next 20 years bring?
Some significant changes within the industry have created a shortage of new coaches. Last year the closure of Vanhool and the current uncertainties about its future within the VDL Group brought,
at the very least, unease for Vanhool customers. A recent announcement by Sunsundegui to cease trading saw 300 people lose their jobs. Like Vanhool, Sunsundegui had full order books and seemed to be trading normally. In this case it seems a new collaboration partnership with Volvo Bus which would have been the saviour of the company did not get final agreement. While there was no official statement at the time, it is understood that there were concerns about cost and the potential Volvo production is largely gone to Mexico. Is it just not possible to manufacture coaches in Western Europe from a cost point of view? VDL is the only one, producing in Belgium, however with its acquisition of Vanhool which manufacturers the majority of its vehicles at its plant in North Macedonia, that is now not strictly true. Most OEMs are moving east with their production but will that be far enough to compete with Chinese manufacturers? Chinese products were in the past looked at with some suspicion. Not anymore. Improvements in styling, quality and competitive pricing have brought them well into the game. So it will be interesting to see how the delivery orders go in the next few years.
In May, MAN launched its all electric coach, the Lions E Coach which is due to premiere to the public at Busworld in Brussels this October. It was unveiled to the press at an event in Turkey recently where there was an opportunity to drive it. During the exercise I was reminded of an interview with MAN’s Sebastian
Lindner by TV3 news in Limerick when he attended the IBOY (International Bus of the Year) Euro Bus Test. He was standing in front of the Lion’s City E L Electric bus, having driven it from Germany and said: “We have the buses to deliver zero emissions, it’s up to the various administrations around Europe to deliver the charging infrastructure”. Some progress has been made, but not enough. Now, with MAN having a full size electric coach which will be ready to enter service in 2027, will there be sufficient charging facilities to make it a feasible purchase? That’s the question.
Already Busword 2025 in Brussels is garnering great anticipation, as all bus and coach manufacturers will have to put a marker down as to how they intend to develop their business, what products will be unveiled, and what kind of lead times are likely for deliveries. To date, they have been quite vocal about the stringent targets being set by the EU Commission. Their concerns are valid. While it is difficult to argue with the urgency of a need to reduce our carbon footprint, legislation steamrolled through could threaten the future of European industry and ultimately jobs. There is also uncertainty in the world economy. Self-righteousness and putting high standards may require a revisit on the part of political leaders and the administration.
That’s just a short look into the future, I dread to think what we would see if we looked much further.
Text: Sean Murtagh - sean@fleet.ie
