Fleet Transport April 2022

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside! www.fleetbusandcoach.ie

SUPER-TROOPER! INSIDE

Scania introduces new Powertrains ON TEST: Ford Ranger Stormtrak & New Fiat Ducato REPORT: IVECO State of Commercial Vehicle industry ELECTROBILITY: Renault Trucks Electric Charge!

PREVIEWS: ITT Hub 2022 & UKIFDA Expo 2022 MILESTONE: 45 years of the International Truck of the Year Award

APRIL 22

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Contents APRIL 22

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 | Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor:

Jarlath Sweeney - editor@fleet.ie

Contributors:

Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Jonathan Lawton, Richard Stanier

Photography:

Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, ASO, HandEye Studios, Conor McCabe, Michael Cowhey

Administration: Orla Sweeney Email: enquiries@fleet.ie Advertising:

Mary Morrissey Email: mary@fleet.ie

Design:

Crackerjack Design House

Printed in Ireland

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

Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

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

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

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

Official Irish jury member of the International Intralogistics & Forklift Truck Awards follow us on twitter.com/fleettransport

www.fleet.ie | 3

Keep up to date with all the latest news and views from the transport industry in our weekly ezine or daily on www.fleet.ie 4 News 8 Dialogue Round table discussion with Ford Otosan Executives 10 Cover Scania takes its new engines to a higher level 12 New Fleet Sporting new 221 plates and liveries 16 Fleeting Shots Volvo Book review & FUSO revamps 18 Long Term Test Creating a stir with the new Ford Stormtrak 20 Report Iveco’s State of Nation 23 Fuel Prices Courtesy of the IRU 24 Preview I ITT Hub, Farnborough, England 26 Exporters Update from the Irish Exporters Association 28 Electromobility Renault Trucks continue electric powertrains 32 Shipping & Freight Latest from the maritime sector 33 Trailer Load carrier news 34 Legal Topical column on the road transport industry 36 Comment From where Howard Knott is sitting 38 Safety Matters Regular Health and Safety advice 39 Opinion Green doesn’t always mean Go! 40 Finance Dealing with Diesel surcharges 42 Preview II UKIFDA Expo, Liverpool, England 44 First Drive In the new Fiat Ducato 46 Milestone Marking 45 Years of the International Truck of the Year award

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Contents – Issue 2/22 56 News Global sales of BEVs doubled in 2021 Autonomous driving 57 Interview One-on-One with Glin Connelly DS Ireland 58 Test Driven - DS 9 59 Opinion Irish Car of the Year

www.fleet.ie

4 | NEWS I

Stellantis trio wins Continental Tyres Irish Van of the Year 2022 award Pictured at the presentation of the award with the winning vans were (l to r): Colin Sheridan, MD of Citroën Ireland; James Brooks, MD of Opel Ireland; Tom Dennigan of awards sponsor Continental Tyres; Cathal Doyle and Anthony Conlon, Joint Chairmen of the Irish Car and Van of the Year Committee and Stephen McGrath, Head of Product and Pricing with Peugeot and DS Automobiles.

At a special ceremony at the Aviva Stadium in Dublin, the Citroën e-Dispatch / Opel Vivaro-e / Peugeot e-Expert, an electrified joint collaboration of the three Stellantis owned companies, have been collectively voted Continental Tyres Irish Van of the Year for 2022.

The award is voted upon by a jury of Ireland’s most experienced light commercial vehicle journalists and was announced at the 2022 Irish Car and Van of the Year awards event, hosted by Newstalk radio’s business editor Vincent Wall.

James Brooks, Managing Director at Leeson Motors, Opel Importer in Ireland,

commented on the success: “Team Opel Ireland is delighted with this prestigious award. The all-electric Vivaro-e, International Van of the Year 2021, was Ireland’s best-selling electric van in January, taking 32.8% of the emerging EV market. Indeed, Opel almost doubled its light commercial vehicle share this January, to take a phenomenal 13.8% market share, compared to 6.97% in January 2021. There can be no doubt, the Opel renaissance is clear for all to see. The Continental Tyres Irish Van of the Year 2022 gong, is gratefully shared with our sister brands, Peugeot and Citroen.”

Electric Vehicles were very much to the fore at the awards event as, in

addition to electric models taking the main trophy in the Van of the Year contest, the full electric Kia EV6 won the top award in the Irish Car of the Year 2022 competition.

Continental Tyres Irish Van of the Year 2022 award- The Contenders: Citroën e-Dispatch / Opel Vivaro-e / Peugeot e-Expert Maxus e-Deliver 3 Maxus e-Deliver 9 Mercedes-Benz e-Sprinter Toyota Proace City Volkswagen Caddy van

Mike Price strengthens management team at MotionMetrics Irish-based fleet management provider MotionMetrics has appointed Mike Price as Commercial Director. The Limerick native will be responsible for the growth of the company’s suite of products with fleets across Ireland and the UK. Mike claims over 30 years of in-depth knowledge of transport and technology in Ireland, having founded Tranzaura, a successful fleet software firm back in 2010. A former Council member of the CILT (Chartered Institute of Logistics & Transport Ireland), he joins experienced directors Hal Fitzgerald and Sean Kirwan on the MotionMetrics management team.

MotionMetrics brings together critical information on a single screen for the fleet manager, from fleet telematics, vehicle CCTV, vehicle checks, maintenance and tachograph FLEETTRANSPORT | APR - MAY 22

management through to route planning. The solution is flexible, allowing users to add on tools “à la carte” as their requirements and business needs evolve.

Commenting on the appointment, Managing Director Hal Fitzgerald: “Mike’s strong relationships within the fleet sector in Ireland will be a major asset to the business in building long-term partnerships with clients. His skills complement the blend of commercial and technical expertise already present within our management team.”

Speaking about his new position, Mike Price said that he was hugely excited about the market potential for MotionMetrics’ fleet management solution. “From my years at the coalface of this industry, I know that fleet operators – in the face of ever tighter margins - are looking to replace multiple

suppliers and multiple systems with a single solution on one screen, with just one invoice to pay and without the additional expense of system integrators.

The MotionMetrics product is designed to do just this.”

Leading building materials supplier Kilsaran is one of the latest clients to have discovered the bottom-line potential of the MotionMetrics solution.

The company, headquartered in Cork with offices in Dublin, foresees accelerated organic growth in 2022 on foot of the positive real-world experience of working with MotionMetrics products.

Volvo FM Take the next step

The evolution continues. This is the rolling workplace, your office on wheels. The Volvo FM isn’t really complete until you’re behind the wheel – with all the gear and functionality you need for your work and life on the road.

For more information on our Volvo FM Distribution range please contact your local Volvo Trucks dealer. Visit volvotrucks.co.uk/fm

Volvo Trucks. Driving Progress

6 || NEWS NEWS II1

Volkswagen ID. Buzz – Light years ahead!

In the early days of the Volkswagen Bulli/Transporter (T-series) passenger and van models, the air-cooled petrol engines were fitted to the rear of the vehicle. Decades later, Volkswagen is turning back the clock as it looks to the future with its all-new zero-emission ID. Buzz, as not only is its electric motor positioned at the rear, but it’s rear-wheel-drive to boot!

On 9 March details of the much anticipated vehicle were finally revealed, with the ID. Buzz cargo and 5-seater people carrier set for market launch in the Autumn. To give members of the press and selected customers an early impression, a number of pre-production models went on tour around a number of European cities, with Fleet Transport taking in the London stopover.

As highlighted by Kate Thompson, Head of PR & Marketing at Volkswagen Commercial Vehicles UK, the development of the new ID. Buzz goods and passenger vehicle is in itself an interesting story, dating back to 2001 when the Bulli Microbus concept was revealed at the North American International Auto Show in Detroit. Since then, other prototypes on the electrically propelled theme followed, such as the Bulli (2011) and BUDD-e (2016), while the first versions of the ID BUZZ debuted at the Detroit Show in 2017.

Concurrently, some of the safety technology being fitted into the now ready for production ID. Buzz was introduced in mass production models like the Transporter T6.1 and new Multivan (Caravelle).

FLEETTRANSPORT | APR - MAY 22

ID. Buzz versions also draw on the stylistic elements of the legendary T1, the original Bulli. Those include extremely short vehicle body overhangs, maximum utilisation of space on a minimal footprint, the classic division of the vehicle body design into an upper and lower level, plus the unmistakable face with its V-shape.

Based on the Volkswagen Group’s Modular Electric Drive Kit (MEB) platform, both ID. Buzz versions feature a high-voltage lithium-ion battery providing gross energy content of 82 kWh (net: 77 kWh). The battery supplies a 150 kW electric motor, which is integrated in the rear axle, which it also drives. The top speed is electronically limited to 145 km/h. Official figures for range are not yet available, but the electric motor builds up its maximum torque of 310 Nm from a standing start. In addition, the vehicle body has a very low centre of gravity, as the battery is located underneath the floor. And also, by virtue of its design, the ID. Buzz has another advantage: the electric Bulli’s turning circle is only just over 11 metres.

With the standard wheelbase of 2,988 mm and just 4,712 mm long, it is slightly different to that of the T6.1, which measures 4,904 mm in total length. The ID. Buzz thereby offers a similar internal length, but is able to use smaller parking spaces. At 1,985 mm wide (excluding wing mirrors), the ID. Buzz is 81 mm wider than the T6.1. The maximum load capacity of the ID. Buzz Cargo, which is fitted with a partition behind the front seats, is over 3.9 m3.

With the three-seater ID. Buzz Cargo, an ultra-modern zero-emission van is about to take off. But that is just the

NEWS II | 7 beginning. During the course of the coming year, the portfolio will be added to with the addition of a longer wheelbase model and a correspondingly broader range of possibilities in the interior. Look out also for a campervan version in due course.

Using the latest ID. software, the model line will in future offer a ‘Plug & Charge’ function for connectivity to (DC) quick-charging stations via the charging connector, exchanging all necessary data, including card-less payment with it in this way – a much more convenient arrangement than current systems.

Another new feature is bi-directional charging. This technology opens up a whole new spectrum of possibilities. One example: It will from now be possible to store excess power from a home’s own solar panels in the ID. Buzz and to feed it back into the home in the evening in order to be independent even without the sun.

Even though the prototypes driven were dynamically disguised, there were enough design and styling elements shown to get a flavour of what the new vehicle is all about. The ID. Buzz is also set to be marketed in the USA – it will be the comeback of a model line which has been eagerly awaited by many American fans.

It should be noted that the ID. Buzz is not the first Bulli with an electric drive system. Fifty years ago at the Hannover Trade Fair, Volkswagen exhibited a Transporter generation II (T2) as a first prototype powered by a rear-mounted electric motor.

The maximum range of 85 kilometres demonstrated, however, that the battery technology was still far from being suitable for practical use. But even back then in 1972, the dream was born: the dream of an emission-free Bulli. In 2022, it is now becoming reality.

The Electric VW Bulli: 50 years of Electric Heritage 1972 21.6 kWh lead acid battery 32kW electric engine 75 km/h top speed

versus versus versus versus

2002 (MEB) 77kW lithium-ion battery 150 kW PSM engine 145 km/h top speed

n DNA of an Icon: Futuristic, modern, progressive design; inspired by heritage n MEB Platform: 100% electric; optimised packaging and urban capabilities n Spacious Interior: Colourful and fresh, space for every hobby and occasion n Connected: Smart & Digital; Always connected, premium driving comfort ID. Buzz Cargo: Load dimensions – Max Space Load Volume Load Length Load Height Load Width Load Space

= = = = =

-4m3 2.2m 1.25m 1.7m 2 x Europallets

ID. Buzz: Technology Intelligent & Rapid Charging Plug & Charge: Pre-paid charging system Bi-Directional: DC Home Charging & Home energy management system Charging Points: 270,000 units across EU through WeCharge network

Dennehy Commercials Ltd Riverside Park, Dock Road, Limerick Tel: 061 229900 Web: www.dennehycommercials.com

Renault Truck & MAN Trucks Main Dealers for the South West MAN Tridem 35.470, huge spec, Alloys and super singles, Sleeper cab, Tow hitch cross member Ideal Bulk Blower chassis or drilling rig, 9 tonne front axle New Renault Range C.440 Mixers & Tippers New MAN TGS 35.430 C/W CIFA Mixer New Isuzu Tippers, in stock New Isuzu18 ft Curtainsider in stock 2014 DAF CF65 250 Plant truck with HIAB 14 Tonne metre crane - 5 c/w remote control Full Beavertail / Cheese-wedge plant body.

All vehicles with full warranty. Recovery/ 24/7 Call out For more information please contact the Sales Team: Martin Hough 087 6601648 For Service: 061 229900

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8 | INTERVIEW

Ford Otosan driving Ford Trucks’ Network & Sales across Europe and beyond!

In Europe, seven main truck manufacturers dominate the marketplace. Soon, an eighth force will become prevalent, a reincarnation, in fact, of a popular brand from the 1920s to the ‘80s.

Following Ford Trucks’ takeover by Iveco over 36 years ago, Ford Otosan, jointly owned by the Ford Motor Company and Koç Holding, continued to build light and heavy commercial vehicles, including full production of Ford’s complete Transit family for Europe and beyond. Ford trucks were sold mainly in Eastern European markets over the past 30 years, but the HGV brand is now about to spread its wings once more through Ford Otosan, from its headquarters in Turkey.

For decades, the original Ford Cargo truck and subsequent evolutions proved most popular in the road haulage and construction sectors. In recent times, Ford Trucks looked to expand its truck offerings with a plan to develop the F-Max, a new flagship heavy-duty model created in-house and bringing together 60 years of research and development experience. Having proved its worth in its local Turkish market and adjoining countries, the International Truck of the Year 2019 award winning F-Max is now ready to take on the established makes FLEETTRANSPORT | APR - MAY 22

and models in the European market.

But to re-establish a truck brand in any continent is no simple task, it takes lots of investment, time, effort and strategic planning, as well as wise decisions.

A round table discussion with senior executives at Ford Otosan at Sancaktepe, a district in the suburbs of Istanbul, in Turkey, has revealed more details of the expansion plans. Haydar Yenigun General Manager, was joined by Burak Gokcelick, Assistant GM – Product Development and Emirah Duman, Ford Trucks International Markets Director to highlight the activities at this location and plans for the future. On-site design and development projects include diesel engines, transmissions, platforms, interior and exterior vehicle styling and more recently Level 4 Autonomous Driving Functions.

A revamp of the Ford Cargo’s cabin in the early 2000s saw Ford once again become a serious player in the Turkish truck market. A further expansion of the range took place five year years later when a new Global Cargo model was revealed, a model that was also sold in South America and South Africa. A new platform and powertrain for the Cargo was introduced in 2016 in preparation for installation into the new F-Max. Here-tofore, Ford had used Iveco Cursor diesel engines but in time for the introduction of the F-Max, a totally new 13-litre unit with 420/480/500hp and a 9-litre 330hp with Euro 6D diesel engine was developed, followed by a new 16-speed automated gearbox with predictive optimal gearshift strategy.

Another innovative project was the

creation of AGV (Automated Guided Vehicles) for end-to-end logistic solutions within the production facility. Continued focus areas include further weight reduction on all vehicles, the refinement of autonomous truck operation and electrified powertrain engineering. Ford’s Level 4 Highway Pilot Project focusing on autonomous driving is in progress, with early commercial trials commencing this Summer.

Haydar outlined that back in 2007, just eleven countries were served by Ford Otosan, mainly local markets along with Russia, CIS and Africa. The inclusion of the Middle East brought this figure up to twenty-one, while a significant expansion within Central Europe from 2017 to 2021 extended the range to 45 countries. By 2024, that figure is set to reach 55 once the dealer infrastructure required in Western Europe, including Scandinavia, is secured. Beyond then, right hand drive markets will be supplied, such as the UK, Ireland and possibly South Africa. In due course, over 75% of Ford Truck’s production will be directed towards exports. n With 1,300 employees, Ford Otosan’s Sancaktepe R&D Centre is the largest such facility in Turkey n At Gölcük, 200 employees undertake engine testing for light and medium duty commercial vehicles and where the after-treatment laboratory is located n Turkey’s only vehicle proving ground is situated at Otosan’s Eskischir site, where CV prototypes, powertrains and special vehicles are tried and tested n For the development of the E-Transit, Ford Otosan worked on structure, hardware and exterior trim development and design.

Text: Jarlath Sweeney - editor@fleet.ie

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10 | COVER STORY

Whenever the Scania name is mentioned, thoughts turn to the flagship 770 S and rightly so - it is a feat of engineering that deserves to be admired. However, while Scania is famed for its legendary V8 engines there is more to the Swedish company than this one power unit. In reality, the iconic V8 represents only a small percentage of Scania’s powerplant sales in all markets with some exceptions one being Ireland. Nevertheless, as with all manufacturers, the volume market sits within the mid 400 to mid 500 hp power band.

Now to service this major segment, and the majority of its customers, Scania has launched a new engine, the DC13, as part of what is called “the most advanced powertrain in heavy transport today” and “the biggest launch since 2016”.

The company has also assigned the old ‘Super’ nameplate that adorned models of the early 1970s and ‘80s to this latest platform.

With the new Super platform, Scania is offering power ratings from 410 to 560 hp and fuel savings of 8%. The company aims to consolidate its position as a leader in vehicle and powertrain technology through to 2030, when

FLEETTRANSPORT | APR - MAY 22

10 | COVER

expected demand for diesel-fuelled internal combustion engines will decline.

With the all-new DOHC DC13 engine Scania promises significant savings of 5% for operators engaged in long-haul work. However, the new updates are not solely related to the engine, as Scania has achieved a 3% saving with innovations to chassis, axles, and transmissions which in total realise savings of 8% over the previous model.

For some time now all Scania engines can operate on Hydrogenated Vegetable Oil (HVO) and this continues with the new engine. In addition, the new DC13 six-cylinder double overhead camshaft (DOHC) unit will also be available in Natural gas, Biogas and two Biodiesel versions. A major new transmission offering sees two new gearboxes; the G33 and the lighter G25. Both transmissions are automated, and a manual version will no longer be available though there will be the option of a drop-down clutch pedal. With the G25, Scania has all but completely removed the synchromesh thereby achieving significant weight savings. Included in the list of innovations is Scania’s new Compression Release Brake (CRB), which it believes will all but eliminate the need for Retarders except for the heaviest loads on the hilliest topography.

Following up the rear is a new lightweight axle option that will find favour with many operators even though it is only rated for 45 tonnes. Not everyone runs at max weight all the time, and currently the 46 tonne GVW

Scania’s Super(Trooper) New D13 Engine

limit in Ireland is one of the highest in Europe outside of Scandinavia and the Netherlands. More importantly, Scania is offering a total of 9 final drive ratios which extend from 4.11:1 to a very high 1.91:1 - which are specifically targeting customers who move high volume lightweight consignments, one example would be flower transport.

Scania has now joined a number of other OEMs by offering a digital mirror camera system. While these systems are relatively new, one can expect them to be standard fitment going forward. The Scania model differs from other systems in that the cameras are mounted on the

COVER STORY | 11

door below the window line, whereas other manufacturers opt to mount their systems on the roof section above the door. Although opinion may be divided on the placement, many would opt for the higher placement to prevent damage from other vehicle doors being opened onto them as often happens on tight loading bays and onboard ferries. Nevertheless, the benefits of camera systems are readily accepted at this stage, with improvements for night driving, an enhanced field of vision, and eliminating the blind spots often created by external mirrors and mirror arms.

A vast range of fuel tanks and mountings for ancillary equipment are now available thanks to Scania’s ‘Modular Architecture Chassis’ (MACH) which allows operators to specify the exact fuel tank/s and mounting point for the tank/s. This can be highly important for some applications where the fitting of additional equipment is necessary. In a relatively simple but novel idea, operators can now mount the AdBlue tank within the chassis with a filler neck extending to an external fill point thereby freeing up space.

This is important because the Super versions use Scania’s ‘Twin SCR Dosing’ system which results in greater AdBlue consumption than the outgoing model.

Scania presented figures based on an annual mileage of 130,000 kms which indicate that the new DOHC DC13 will consume 2,430 litres of AdBlue compared to 1,750 litres previously.

While this is an increase in running costs, Scania has stated that it is offset by diesel consumption which is reduced from 41,050 to 37,770 litres for the same 130,000 kms.

A new range of D profile fuel tanks with capacities from 165 to 700 litres are available and thanks to an externally mounted fuel optimiser unit the Swedish engineers say it is possible to increase the capacity of useable fuel held in the tank from 87% to 97%. The optimisation unit eliminates the need for an engine-driven mechanical fuel pump and

provides a simple to use water trap drain tap.

Driving the new Super and making a comparison to the existing model is an interesting experience.

On the launch event, the Scania Super R460 (2,500 Nm) was driven first and it was easy to recognise the various enhancements made to the latest editions. It is noticeable that the truck is very quiet, and that the gear selection is improved almost to the point of being

comparable with a Dual Clutch system.

The electric steering and flexibility of the chassis come into play. All positive and welcome. Even at 460 hp, there is a sense of power and an expectation that the truck will perform, one that is met in full as the 2,500 Nm of torque comes in

from a low 900 rpm and holds through to 1,290 rpm on the 460 hp.

However, it is only when getting back into the current R450 (2350 Nm) that one fully appreciates and can quantify the level of improvement Scania has brought to the new series. The ‘Super’ trucks are lighter and feel more car-like to drive. Some of the enhancements may appear small, although when combined they deliver significant improvements to the truck and therefore to the driver’s workload.

Delivering improvements to the transport office’s workload through 100% vehicle uptime is what Scania’s ‘ProCare’ package aims to achieve. With the ProCare preventative service programme, Scania believes it can achieve this goal of 100% uptime and reduce unplanned ‘vehicle off road’ events. All indications are that the new DC13 will perform well for the operator, good news for parent company Traton AG as the new driveline will be rolled out across the Group, to include MAN, through 2023 and 2024.

Scania has a particular reputation to uphold and many will be glad to hear that the drive is quieter than before, especially with the engines up to 500hp.

However, when driving the Super 560 there is still a noticeable and comforting growl from the new 12.74 litre. Could the new Scania DC13 560 Super be the new V8?

Text & Photos: Paul White– paul@fleet.ie

Summary of Scania’s New Platform Innovations DOHC in-line six cylinder DC13 (12.74 L) Two new transmissions G25 and G33 Fuel Optimisation unit to replace fuel pump New lightweight rear axle (rated 45 tonnes) 7 Kg - Compression Engine Brake up to 350 kW Service intervals up to 200,000 kms Optional Digital Mirror System Premium ProCare R&M Contract Engine Current DC 13 Super DC13 Current DC 13 Super DC13 Current DC 13 Super DC13 Current DC 13 Super DC13

Diesel, HVO, CNG, FAME, Biogas - Fuelled Options New lightweight rear axle (rated @ 45 tonnes) Twin SCR Units / Easy drain water separator 9 new rear axle ratios from - (1.91:1) to (4.11:1) 100 kg - Lightweight Retarder D profile tanks increasing useable capacity to 97% New MACH chassis with tank & AdBlue options Optional Clutch-less Compressor

H/Power K/Watts 410 420 450 460 500 500 540 560

302 309 331 338 368 368 397 412

Torque Nm 2150 2300 2350 2500 2550 2650 2700 2800 www.fleet.ie

12 | NEW FLEET I

10 | COVER

Virginia, McEntee and KTC join the Renault Trucks’ rEvolution!

County Cavan headquartered, award-winning haulier Virginia International Logistics has taken delivery of 10 new Renault T480 6x2 Evolution models, purchased from Setanta Vehicle Sales (North), Ballycoolan, County Dublin. The new tractor-units feature a special livery created by ABR Signs to celebrate the company’s 40th anniversary this year. The new additions join a number of Renault Trucks currently in the fleet and will serve the mainly UK based contracts.

David McEntee Transport, based at Ashbourne, County Meath

is the proud owner of this stand-out new Renault T480 6x2 Evolution. This flagship model comes equipped with many extras including metallic grey paint, Durabrite alloys, leather seats, driver comfort pack, Roadpad+ trim and fridge, and is complemented with a new bespoke livery fitted by ABR signs.

K.T.C. Transport, established in Kilkenny in 1994, with depots on Britain and the Netherlands, has ‘Ingenuity in Motion’ as its motto. Well, it can add Evolution to that theme now with the acquisition of two new Renault T-High Evolution 520 4x2 tractor-units!

Recent Renault Truck sales at Dennehy Commercials (Limerick) Sales Executive Martin Hough sold these two new Renault Trucks Evolution models to customers in the mid-west region.

This new Renault T High 520 6x2 Evolution Tractor Unit was bought by KCS Logistics & Storage, Kantoher, Ballagh, County Limerick, operated by the Cunningham family and fully specified for continental journeys.

J&G Cosgrave Transport from Gouig, Castleconnell, close to Limerick city, purchased this new range-topping Renault T High 520 6x2 Evolution, with 3 year Excellence R&M contract as part of the deal. This is the first Renault Truck to join its fleet.

Text: Jarlath Sweeney - editor@fleet.ie

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14 | NEW FLEET II

CBM adds to its DAF Trucks fleet A fully kitted out new DAF XF 530 has joined other DAF Trucks in the CBM Transport fleet, operating out of Blackchurch Business Park, Rathcoole, County Dublin.

The new 6x2 tractor-unit, purchased from DAF Trucks Ireland, (Dublin) is specified with a SuperSpace cab, fitted with Kelsa accessories, with sign writing done by Sign FX (Naas).

Pictured at the handover were Mick Mooney; CBM Transport and Dave Maloney; DAF Trucks Ireland.

Scania deliveries at McElvaney Motors

Blackhorse Transport Based in Dublin, Blackhorse Transport, established in 1984, runs an all-Scania fleet and this high-spec, Scania 650 S V8 makes for an impressive addition.

EnviroGrind County Donegal waste processing company EnviroGrind, recently purchased this new Scania 650 S V8 6x2 tag from McElvaney Motors in Monaghan, tastefully finished in the firm’s distinctive livery.

Cool Cat Plant Services Dublin headquartered excavation contractor Cool Cat Plant Services Ltd., operating for over 12 years, has put to work this new 650 S V8 6x2 tag with full air suspension.

Mark Bonner This new Scania 650S Highline V8 6x2 is finished off tastefully to meet Mark Bonner’s personal requirements. The Convoy, County Donegal man must be a keen Scania aficionado, judging by the special number ‘144’ on the reg plate!

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A & T Transport Founded in 2011, by Trevor Roy and Andrew Bruton, A&T Transport (Swords, County Dublin) now runs this new Scania 650 S V8 6x2.

Longwood Transport Congratulations to Longwood Transport which has bought this new Scania 650 S, sporting a special reg to celebrate the Enfield, County Meath company’s 20 years in business! Here’s to another 20 years of good business and safe driving!

Text: Jarlath Sweeney - editor@fleet.ie

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Mobile: +0044 7771935520

Email: sean.tumilty@harrisgroup.ie

C.A.S Business Development Manager, Harris Group, Naas Road, Dublin 12. D12-V065

16 | FLEETING SHOTS

READING MATTERS: Review Volvo F10, F12 & F16 1983-93 at Work by Patrick W Dyer

By coincidence during 2021 when Ireland was celebrating the fiftieth anniversary of Volvo Trucks entering the market, that Patrick W Dyer released his latest book featuring popular models from the Swedish manufacturers from within that era.

The self-published 144-page hardback titled: ‘Volvo F10, F12 & F16 1983-93 at Work’, is the latest and final chapter chronicling the now iconic Volvo F trucks history.

Although it covers a particular decade of Volvo Trucks’ customer ownership and operations from the early 80s & 90s, it was this generation of trucks that firmly established Volvo as a leading truck brand in Ireland and a solid reputation that the Gothenburg headquartered company it still enjoys today.

Starting with the significantly redeveloped High-line trucks launched in 1983, the book charts the ongoing development of the F10 and F12 through the following years to the introduction of the F16 and the ‘Volvo Power’ F10 and F12 models in 1987. Modifications and developments, such as EDC and Geartronic, which occurred up to the introduction of the FH range are also documented.

From the selection of 200 photos featured, the detail added in each caption is in depth and intriguing.

“This hardback book is lavishly illustrated with over 200 period photographs from the Volvo Historic Archive, transport companies and dedicated enthusiasts, all supported by knowledgeable introductions and detailed captions in the author’s familiar and easy style” Irish road transport enthusiasts will recognise some of the Northern Irish and Republic of Ireland based

hauliers’ Volvo F10 & F12s, such as Dukes Transport (Portadown), Montgomery Transport ( Newtownabbey), Brian Kehoe (Carlow), Millar International Transport (Randlestown), Mullen Transport (Monaghan) and J I Refrigerated Transport (Dungannon).

Fans of Formula One Grand Prix Racing will appreciate the special F12 transporter tractor-units sporting the colours of the famed JPS Team Lotus and Camel Team Lotus. Incidentialy, Volvo Trucks was the official transport supplier with a fleet of flagship FHs to McLaren Formula One for a number of years, up until the end of last season.

Next time at a truck show, look out for these F10, F12 & F16 vintage models, armed with the abundance of interesting information as detailed in Patrick’s book. n Volvo F10, F12 & F16 1983-93 at Work : Limited print run – 1,500 copies n Only available from www.patrickdyerbooks.com – Price £25.00 + £3.50 P&P *Patrick advises that it would probably be cheaper for those in the EU to purchase via Willem Kuyper’s wwwtransportboek.nl

Fuso continues to promise customers a “Future Together” with Fighter Remember the popular F-Series Mitsubishi Fuso trucks sold in Ireland in the 1970s & 80s? Well, the Japanese brand owned by Daimler Trucks continues to produce medium and heavy duty trucks for over 170 markets worldwide, as well as the Canter light truck on sale globally.

Recently Fuso introduced a new medium-duty Fighter, with updated drivetrain. Fighter covers from 10.4 to 17.1 tonnes GVW. to support a variety of businesses, from consumer goods distribution to construction. Built at the company’s Kawasaki plant, the new FLEETTRANSPORT | APR - MAY 22

6-cylinder 6M60 engine pairs with a robust, reliable chassis with more torque, agility, and endurance.

The vehicle also delivers improved fuel economy, with the optimised engine achieving a 60% reduction in greenhouse gas emissions as well as 80% reduction in particle emissions.

Here in Europe, Fuso is particularly renowned for its offerings in the light-duty segment with the Canter

range, which claims leading market share in various markets around the world.

In 2017, the eCanter became the first series produced all-electric light-duty truck. Fuso promises customers a “Future Together” a philosophy that continues to drive the brand’s contributions to safe and sustainable transport.

Text: Jarlath Sweeney - editor@fleet.ie

VIEWPOINT | 9

Ashbourne Truck Centre, Ballymadun, Ashbourne, Co. Meath, Ireland Tel: 00353 18350573 Josef: 0035387 255 66 77 Sarah J: 0035386 255 66 77

New Schmitz 70 cubic yard bulk tipping trailer, galvanised steel chassis, manual cover, grain hatch, choice of standard tail board and combi door, available immediately.

2022 Schmitz 8.2m tipping trailer, electric cover, galvanised chassis, durabrite alcoa wheels. in stock

2022 Schmitz 62 cubic yard bulker, 8mm floor front to rear, galvanised chassis, grain hatch & sock, cover, body with plastic liner.

2022 Faymonville MAX Trailer, 2 axle low bed, 350mm loading height, extendable to 12.5m at low level, pendel axles, with 60 degree steer angle.

Outer beam bed.

www.ashbournetruckcentre.com

18 | LONG TERM TEST

Ranger Stormtrak – A Wind of Force from Ford!

Ford knows how to maximise customer appeal with consistent modifications and upgrades to its model range.

Particularly with its most successful Ranger line-up. As Europe’s best-selling pick-up truck, the selection of models available is increasing all of the time.

Most recently, no less than four limited edition versions were introduced into the marketplace, namely the Raptor Special Edition, Stormtrak, Wolftrak and MS-RT models, drawing from influences as diverse as the forestry and farming industries to the championship winning MSport Ford World Rally Team. Both the Stormtrak and Wolftrak are offered in Single and Double Cab types, while the other two are the 4-door open back variants only.

The Stormtrak version comes with a host of additional extras and features a variant of Ford’s powerful 2.0-litre 213 PS Bi-Turbo EcoBlue diesel engine, with 10-speed automatic transmission, alongside four-wheel drive and features for comfort and practicality such as enhanced cabins, load bed dividers and protective roller shutters.

“Pick-ups have come a long way from just being workhorses – today, a pick-up can also enhance the lifestyle of our customers with their style and performance,” said Hans Schep, General Manager, Commercial Vehicles, Ford of Europe. “Our new special editions raise the desirability of the Ranger line-up to a new level, adding exclusive design FLEETTRANSPORT | APR - MAY 22

touches to Ranger’s proven practicality and off-road ability.”

Rapid Red paintwork and exclusive red grille inserts create a unique and bold look, supported by three dimensional badging, black sport decals, black rear bumper and sports hoop, not to mention the black alloys. Frozen White and Blue Lightning paint options are also available.

Generous standard equipment includes LED headlights, rugged underbody protection, a bedliner and load divider, and remote-operated Power Roller Shutter for greater convenience and practicality. Ranger Stormtrak’s interior features leather seats, with embroidered Stormtrak logos and special red stitching.

Ranger Stormtrak offers head-turning style, premium interior and range-topping powertrain to support customers’ active outdoor lifestyles, while rugged off-road performance helps it comfortably take owners far off the beaten track for work and fun With its sure-footed 4x4 system, which includes electronic shift-on-thefly gear selection that enables the driver to change from two-wheel drive to four-wheel drive at the flick of a switch, there’s more capability for work or play, on-road or off-road. There’s even an easy-lift tailgate that reduces the effort required to access the load bed.

Once the door is opened, illuminated ‘Ranger’ scuff plates welcomes the front seat occupants, while the sporty, leather wrapped steering wheel provides cruise control, remote audio controls and the ability to make and take hands-free calls using the voice controlled Ford SYNC 3 system, which also covers DAB radio, TMC, USB, AUX connection and SD Slot for external music devices.

The driveability of the Ranger is never questioned and with the new drivetrain, combination of 2.0 twin-turbo diesel and new 10-speed auto box are well matched, working in harmony superbly together. There is no doubt that the Stormtrak has a significant presence, and is certainly an eye-catcher. Not that

it should remain bright and shiny all of the time - when needed it can get down and dirty. When put to the test off road, hauling trailer loads full of timber logs out of a forest, Ranger Stormed through the test! And it wasn’t too difficult to wash down afterward either!

Spec Check Make/Model: Ford Ranger Stormtrak Cab type: Double cab pick-up 4x4 Engine: 2.0-litre 4-cylinder in-line Bi-Turbo Euro 6D DOHC Power: 213PS/157kW @3,500 rpm Torque (max): 500Nm @1,750-2,500 rpm Transmission: 10-speed automatic Emissions: 201 g/km (WLTP) Payload (max): 1024 kg Kerb weight: 2246 kg Towing mass: 3,500 kg Dimensions Overall length: 5282 mm Overall width: 2163 mm Overall height: 1848 mm Wheelbase: 3220 mm Ground clearance: 232-237 mm Wading depth: 800 mm Cargo bed Width: 1560 mm Length: 1783 mm Depth: 511-514 mm Loading height: 835 mm Price: From €52,092 Standard features include: n 18” Black alloy wheels with 265/60 R18 all-season tyres n Power roller shutter offering improved usability as well as increased security and protection from the elements n Pick-up bed liner with load bed divider that helps to separate cargo and prevent items from sliding around Text: & Photos Jarlath Sweeney - editor@fleet.ie

Jim Campion, CEO Campion Insurance

Campion Insurance – Committed to the Transport Sector In January 2022 I was delighted to announce that Campion Insurance has become part of PIB Group. PIB is a dynamic and diversified insurance intermediary and Ireland has been identified as a key territory for PIB’s continued investment and expansion. This is great news for Campion Insurance, as backed by the strength and scale of PIB, we have exciting plans about continuing to grow our business in Ireland.

The Campion name and brand will remain in place, and I will continue to lead the company along with the current management team.

We in Campion Insurance have over 35 years’ experience working with the Transport Industry both for Haulage and Passenger Transport firms. In this time, we have developed market leading expertise in providing advice on the different covers available, along with risk management support. We always aim to provide the most cost-effective and sustainable insurance solutions for our customers and ultimately, we believe that working closely with our customers and understanding their business needs helps us to deliver the best outcomes.

I greatly admire the resilience of the Transport sector in dealing with the very challenging environment during Covid in the past 2 years. I also recognise the ongoing challenges the Sector faces including the rise in fuel prices and more recently the economic uncertainty driven by the very sad events in Ukraine.

I have very strong business relationships within the Transport Sector going back many years and myself and the team at Campion Insurance are fully committed to continuing to work with you and support our customers into the future.

Irelands leading insurance Broker for the Bus & Coach and Transport sector, with over 35 years of experience. Providing expert advice, cost effective cover and risk management support for:

Bus & Coach Haulage & Logistics Commercial Vehicles Contact one of our experts:

Niall McGrath

Loughlin McGovern

Tel: (062) 70717 nmcgrath@campion.com

Tel: (062) 64114 loughlin@campion.com

20 | REPORT

Iveco’s 33rd ‘State of the Nation’ .. outlines issues and challenges

Iveco’s 33rd ‘State of the Nation’ briefing at the CNH Industrial HQ in Basildon covered familiar issues and topics such as Brexit, Covid, Supply Chain and component shortages. All these factors have changed the business landscape, and with the outbreak of war in Ukraine, it looks like the anticipated economic recovery has taken yet another serious knock. As Lisa Fuller, Communications Director, Iveco UK & Ireland appropriately stated: “Change is natural, it’s organic, it’s gradual. But what’s been going on in our world recently is far from that ... Upheaval might be a more appropriate description!”

Despite all these disruptions, Iveco remained busy over the recent difficult two year period, with Mike Cutts, Light Business Line Director saying that over that time van demand boomed, although component supply delays did cause some lead time issues: “We think we were in a better position than most. Apart from a 2-week period when production slowed through a lack of components, we continued to build throughout the year.”

FLEETTRANSPORT | APR - MAY 22

With Covid restrictions limiting business and movements in general during 2020, the following year saw the van market return to significant growth.

Mike explained what was behind this development: “Delayed orders and a huge slice of natural recovery, unsurprisingly. Activity had plummeted between March and September 2020 while we were in lockdown mode. Uncertainty and a lack of confidence (particularly on CapEx expenditure) was the name of the game, with operators delaying their replacement plans and looking at ways of running their vehicles for longer. But all that did was build a head of steam, and as we left 2020 and entered 2021 - as the pandemic smoothed and restrictions began to be lifted - demand came back with a vengeance.”

“Life went on regardless for some businesses such as the utilities sector throughout the pandemic. Large-scale infrastructure projects, house building and the expansion of broadband remained on course, with governments maintaining commitments and looking to spend their way out of the crisis. This gave operators the confidence to start investing once again.”

“Home delivery of groceries and other essentials doubled during the pandemic – parcel deliveries boomed too - and that shift will remain. Sure, it’s likely to balance out slightly as things return to normal and people get back to retail outlets. But we’ve become used to that way of shopping - we’ve experienced its convenience, and we’re unlikely to move away from it again.”

“As a manufacturer focused more on the needs of professionals, our Daily product was well-suited to capitalise on the strongest growth areas - dot com, construction and the utilities. Indeed, some 70% of our 3.5 tonne volumes were

Mike Cutts, Light Business Line Director chassis-cab, bodied vehicles as opposed to simple white vans. Not only that, we took the strategic decision to re-enter the dot com channel in particular, with a 5-year strategy. As an example, we delivered 645 3.5 tonne Dailys to Tesco last year while other manufacturers struggled to supply.”

“We also re-engaged with the rental channel. Fact is, because of their robust truck design DNA, our Daily products have a longer first life than other competitor brands. That delays their return to the used market and distorts the RV in the guides due to an older age profile and their condition at auction.

Regardless of what they are, rental vehicles have an average first life of 24 to 36 (occasionally 42) months – so when they come to market, because they’re younger, their RVs have a positive impact

REPORT | 21

“And then there’s tractor-units, which on the guide values, as long as you don’t have been the mainstay of top-weight over-supply the sector of course.” road transport for several years now.

“But the sector is poised for change Artics do everything, everywhere, at all - driven by the move towards electric hours of the day and night. They are the drivelines in particular. A new generation lifeblood that delivers the ‘just in time’ of electrically-powered vans are on their ethos of manufacturing, warehousing way. In the main from start-up manufacand retailing. And they still are. But turers, these will be bespoke in design tractors have had a tougher time than - built to deliver right the way up to 7.5 most since the start of the pandemic. tonnes - and could present a real change That’s no real surprise because tractors to traditional heavy vans in years to are always the first indicator of a market come.” decline. Why? It’s bigger fleets and rental Mike introduced MY2022 Daily which fleets that buy the biggest numbers he claimed: “takes innovation and conof tractors. And at the start of the nectivity to new heights with best-inpandemic, many simply stalled their fleet class comfort and safety, even greater renewal policies and ran their assets for levels of mission focus, and reductions longer. They had plenty of them after all in TCO. It has a new 6-speed manual - many were even stood up - so why put gearbox. Precision gear engagement new ones on the road when the existing and the very best in gearshift feel and ones are already being under-used?” comfort will make it a favourite for “But there’s more. From end of drivers, especially in urban around-town production line to registration and applications. It adopts new state-ofactually going into service, lead times the-art engine technology, giving full for tractors are shorter than rigids. compliance to ‘Light Duty Step D Final’ For tractors (under normal circumand ‘Heavy Duty Step E’ requirements stances), lead times can be as short ahead of new regulations. Daily’s 2.3 litre as a few weeks. For rigids - because of F1A now delivers up to 6% fuel savings lengthening lead times on body slots over the previous model, while its new and the time taken to body the truck 6-speed manual gearbox enables a lead times can stretch into longer than torque increase of up to 15%.” several months. As a result, tractors At the heavier end, Iveco is strengthgoing on the road today were actually ening its position as leader in alternative made more recently than their rigid fuel. Rising diesel and energy costs are counterparts.” factors that make an impact on the demand for trucks these days, according to Gareth Lumsdaine, Truck Business Line Director. “For Heavy Rigids, from 18 tonners, 6x2s & 6x4s, 8x2s and 8x4s, no other sector covers as wide a range of applications as this one! Anything from urban and inter-urban distribution, to longer distance haulage, waste and recycling, demolition, construction and many more. Heavy rigids really are the workhorses,” he noted.

“From discussions with Gareth Lumsdaine, Truck Business Line Director operators and bodybuilders, we believe much of the growth in Speaking about Iveco’s model the market was concentrated on eight line-up, Gareth is proud of the S-WAY, wheelers - talk to almost any tipper which he said “turns heads in a way that bodybuilder now and they’ll tell you no other IVECO truck has for many years. that order books stretch further into the It looks fresh, different, challenging, future than at almost any time in the last innovative. It’s attracting the kind of two or three decades! But it’s not just stares and attention normally reserved eight wheelers - the waste and recycling for the Swedish brands - and we’re sector is back and busy, and we continue delighted about that because S-WAY to see a move towards 26 tonners for disand its more recently launched X-WAY tribution away from 18 tonners.”

stablemate deserve it. S-WAY is already the ideal vehicle for long-haul missions.

And with a host of improvements and new features, we’re strengthening that even further by raising the bar on both performance and fuel efficiency, and delivering an overall reduction in fuel consumption of up to 3%. For starters, our new engine line-up meets Euro 6/E emissions standards and is type-approved for 100% second-generation bio-diesel, such as HVO. We’re introducing two new Cursor 13 engine variants - at 490hp and 530hp.”

“Eurocargo continues to be the solid workhorse it’s always been and supported now by the 7.0 and 7.2 tonne Daily, we have the strongest lighter-end product range of any manufacturer. “ And it’s not all about diesel either!

“As a brand, we’ve championed the drive towards alternative fuels - and Gas in particular - for several years now as you know. Gas is the gateway to lower emissions and longer term decarbonisation [to meet] the challenges of a new, greener world that all of us are driving towards. By 2035, newly-registered trucks up to 26 tonnes have to be emissions-free. By 2040, all trucks going on the road have to be emissions-free. That places huge demands on us as manufacturers, and on our industry as a whole,” Jorge Assensio, Medium/Heavy Product Manager & Alternative Fuels Business Director commented further on this topic: “Our greatest challenge is to deliver a new, greener, cleaner world. One in which we can live our lives without harming either our planet or ourselves. That, of course, has huge implications for us in road transport.

For over 100 years, we’ve relied on fossil fuels. And since the 1930s, we’ve relied on a single fuel source - diesel - to do what we do. And it’s done a superb job. It’s incredibly efficient. It suits every type of transport application. It’s readily available. And it’s exceptionally cost-efficient. But fossil fuels like diesel aren’t good for our environment. It’s an inescapable fact. And despite our success in reducing the harmful emissions these fuels produce, we cannot get away from the reality that - even under the exacting provisions of today’s Euro 6 - burning one litre of diesel produces 2.63 kgs of CO2. It was the case in 1930. And it remains the case in 2022. It’s a chemical fact.” www.fleet.ie

22 | REPORT

And it’s one thing having a ‘zero tailpipe emissions’ vehicle available. The perhaps even bigger challenge is having an infrastructure to support it. To refuel it. To support it. To finance it. And to minimise the inevitable high costs of being an early emissions-free adopter.”

“The reality is that practical, reliable and versatile 100% emissions-free transport - an equivalent of the almost ‘worry-free’ transport we enjoy today with diesel - is still Jorge Assensio, Medium-Heavy Product Manager some way away. There are some, of & Alternative Fuels Business Director course, who have the resources and “If we are to deliver the new, greener, determination to be an early adopter cleaner world we all want, then that has today. And options are already coming to to change. We have to achieve net zero market for them to do so. But they need emissions as soon as we possibly can. We to have set routes, limited range requirehave to decarbonise. ments, flexible payload weight requireIn developing carbon-free, zero ments - and very deep pockets! For emissions vans and trucks, we have to the majority, the goal of being carbon remember that those who use them neutral remains a medium to longer term every day are practical people. They consideration, not something they can use them to do a job - they use them realistically take on board today.” to make money. As well as being emis“At Iveco, we’ve always been aware of sions-free, those vans and trucks must that. Which is why we’ve been focused have the range to do the job, the load on developing low emission alternatives capacity to do the job, the reliability and for many years now. Absolutely, 100% dependability to do the job. And most emissions-free is the goal. But while we importantly, they must be cost-efficient as an industry are working on that - us - in terms of acquisition cost, running as manufacturers, and those who will cost, maintenance cost and whole life deliver the all important infrastructure cost. No-one has an 100% emissions-free network needed to make alternatives to heavier van or truck that can deliver all fossil fuels work - while this is happening, those priorities today. Trucks come in already we have a compelling low different sizes, weights and configuraemissions alternative to diesel on tions, after all. They do different things. the market. Already proven. Already In different environments. On different available. And already being used by an surfaces. Over different mileages. No increasing number of operators in the single emissions-free solution is going to UK and across Europe and that is Gas or meet the demands of such a vast array Biomethane, which is a gateway - a first of requirements in the short to medium step - to zero emissions transport. Using term - certainly not by the government’s bio-gas reduces tailpipe emissions by as 2035 and 2040 deadlines for trucks. much as 95% - fact.”

FLEETTRANSPORT | APR - MAY 22

“In terms of operation, there is almost no difference in operating biomethane-powered trucks to diesel. They’re easy to use, easy to refuel and easy to live with - and significantly, they are a superb first-step to getting drivers on-side in moving to a zero carbon future. Their re-fuelling network is up, running and expanding fast - so for most, range is not an issue. And there is very little difference in weight, so payloads remain as adaptable as they are with diesel. Cost-wise, the economics work too. Yes, they are more expensive to acquire - but for most, a 2/3-year payback is very much the norm. And against the up-front capital cost of today’s initial emissions-free offerings, there is no comparison. Biomethane offers a practical, workable low-emissions alternative to diesel now, today - and tomorrow. Iveco will continue to develop it as a mainstream alternative to diesel as the marathon towards 2035 and 2040 continues.: “Sure, biomethane is an interim solution. We expect its popularity to peak around 2030 when emissions-free solutions become a real world, practical alternative. But it is Part 1 of our strategy for eliminating emissions. Part 2 will be battery electric. And Part 3 will be hydrogen fuel cell. That is what we are working on now, in partnership with those who will supply the all-important support infrastructure that’s going to be needed to make it work. Until then, Biomethane is our focus and what we will be pursuing. Because operators are practical people in business to make money. And gas is the best option to enable them to do that - and make a serious commitment to looking after our people and planet - now, today and tomorrow,” concluded Jorge.

Text: Jarlath Sweeney - editor@fleet.ie

FUEL PRICES - WEEK 12 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.987

1.875

2.023

Belarus

EUR

0.718

0.765

0.718

Belgium

EUR

1.951

1.850

1.790

Bosnia-Herzegovina

BAM

2.879

2.830

3.129

Bulgaria

BGN

2.779

2.797

2.780

Croatia

HRK

12.550

14.083

12.170

Czech Republic

CZK

46.400

48.542

48.660

Denmark

DKK

14.190

15.190

13.490

Estonia

EUR

1.866

1.894

1.848

Finland

EUR

2.183

2.263

2.266

France

EUR

1.962

2.037

1.994

Georgia

GEL

3.810

3.890

3.990

Germany

EUR

2.156

2.450

2.252

Greece

EUR

2.112

2.263

1.979

Hungary

HUF

480.000

616.517

479.900

Ireland

EUR

1.919

-

1.859

Italy

EUR

2.114

-

2.039

Kazakhstan

KZT

203.800

-

249.600

Kosovo

EUR

1.046

1.985

1.000

Latvia

EUR

1.887

1.914

1.793

Lithuania

EUR

1.739

1.834

1.805

Luxemburg

EUR

1.665

1.737

1.626

Moldova

MDL

27.260

28.061

26.130

Montenegro

EUR

1.740

1.780

1.740

Netherlands

EUR

2.434

2.509

2.302

North Macedonia

MKD

86.500

89.100

88.000

Norway

NOK

21.080

22.174

20.200

Poland

PLN

6.790

7.190

7.590

Portugal

EUR

2.088

2.151

2.067

Romania

RON

7.700

8.160

7.800

Russia Federation

RUB

53.040

61.100

54.270

Serbia

RSD

171.000

183.554

179.000

Slovakia

EUR

1.651

1.744

1.559

Slovenia

EUR

1.503

1.757

1.541

Spain

EUR

1.820

1.951

1.800

Sweden

SEK

19.940

20.890

23.420

Switzerland

CHF

2.070

2.320

2.220

Turkey

TRY

18.099

18.769

18.690

Ukraine

UAH

35.480

36.703

34.650

UK

GBP

1.600

1.552

1.695

USA

USD

1.14

-

1.387

Brigade’s Sidescan®Predict is the next generation of side-detection sensor system, designed for collision avoidance between vehicles, objects and vulnerable road users.

Utilising ultrasonic technology, this intelligent system predicts if a collision is likely to occur and alerts the driver by a visual and/or audible warning, depending on the severity of the calculation.

Sidescan®Predict

• Differentiates between stationary and moving objects • Data such as vehicle speed, wheel position and the speed and direction of a VRU feeds an algorithm to calculate the risk of a collision • System in constant operation below 20mph/32kmh, with or without the indicators activated.

• Detection area extends up to 2.5m from side of vehicle.

• Designed and developed by Brigade

0044 1322 420300 brigade-electronics.com You’re safer with us

24 | PREVIEW I

Supporting the transport industry to navigate 2022 and beyond…

Major live and interactive event Innovation & Technology in Transport – ITT Hub opens its doors in May at the Farnborough International Exhibition & Conference Centre

Supporting the industry navigating its way through 2022, ITT Hub will return to the world-class Farnborough International Exhibition & Conference Centre 11-12 May 2022.

The event is set to be a ‘must visit’ for fleet operators, local authorities, energy and infrastructure providers, planners and policy makers.

The indoor exhibition hall hosts the conference and topical feature Hubs, including the newest addition to the show, the Cold Chain Hub by TCS&D, as well as the Energy Hub Theatre, Talent Hub and EV Café.

Supported by commercial partners, National Grid, Western Power Distribution (WPD), Zenobē, Lloyds Bank and Lex Autolease, ITT Hub is gearing up for an innovative two-days of networking, knowledge sharing and insight.

The outside exhibition area will see a wide range of vehicles, technology, and products alongside the unique Ride & Drive experience, enabling licence-holders to get behind the wheel of the latest products on a bespoke test route both on and off-site.

Over 100 exhibitors across the vehicles, warehouse, fleet management, software, safety, and compliance sectors are expected this year.

Already confirming their presence FLEETTRANSPORT | APR - MAY 22

is a host of exhibitors from DAF Trucks, Renault Trucks, Volta Trucks, TRAILAR, Schmitz Cargobull, Tachosys, TruTac and TyreWatch to Disc-Lock, Air Products and Argent Energy.

The passenger transport sector also has strong representation with leading manufacturers including ADL, Volvo Bus, Wrightbus, Pelican Yutong, Caetano, BYD, Switch Mobility and Ilesbus all displaying vehicles.

Thought-provoking conference Building on the success of ITT Hub’s debut, the show will see the return of the high-quality, free to attend Future Logistics conference, organised by Logistics UK. Addressing the key challenges facing our industry today and tomorrow, presentations and panel discussions will be delivered by thought leaders, innovators and experts.

The two-day conference will be a blend of keynote addresses and panel discussions, covering future fuels, investment in fuels, making the switch to electric for van fleets, future proofing the supply chain, the future of autonomous deliveries and the launch of the Logistics UK’s Environmental Report.

Indeed, it’s a stellar line up of some of the 20 most influential and knowledgeable professionals in the transport sector, giving you real insight into what you need to do to plan your future business.

If this isn’t enough, opening the conference, is world-renowned space scientist Dr. Maggie Aderin-Pocock MBE, whose keynote address covers her experience of developing truly innovative solutions, helping our industry to re-evaluate the opportunities presented by decarbonisation.

Attendees can choose and drop

into the most relevant sessions. The full conference programme and speaker list is online at www.itthub.co.uk Cool and colder…

Making the 2022 exhibition and conference an even more compelling ‘must visit’ is the addition of the new Cold Chain Hub by TCS&D. The list of exhibitors includes Thermo King, Chereau & SOR, CoolKit, Gray &

Adams, Carrier Transicold, Prohire, ABC Trailer Solutions, Longhurst Refrigeration, SSI Schaefer, Petit Forestier SPAL Automotive and Smart Graphics.

“We look forward to meeting our cold chain colleagues at this exciting, dedicated industry event where we will be showcasing the latest innovations in sustainable refrigeration technology,” Carrier Transicold Busy and live ITT Hub uses the best aspects of

PREVIEW I | 25 Farnborough’s all-new main event building and outdoor space.

The outside exhibition area enables a wide range of vehicles and products to be displayed and examined in daylight. An integral part of the event, this area includes a unique Ride & Drive experience.

This enables licence-holders to get behind the wheel of the latest products on a bespoke test route both on and off-site (using public roads). The highly-popular experience really brings the event to life and is unique in Ireland and the UK. From conventional powertrains, all the way through to electric, you can put

vehicles through their paces in real-life conditions Talent spotting and more Feature areas bring the show even more to life with an extra buzz of activity, from Q&A to live discussions and opportunities to find out everything you need to know from a raft of experts.

The Chartered Institute of Logistics and Transport along with NOVUS have partnered with ITT Hub to create Talent Hub, hosting daily presentations from key industry representatives, with leading experts on the stand each day for one to one advice, alongside companies involved with training and developing the workforce.

Energy Theatre Hub hosted by National Grid and Western Power Distribution includes three daily panel discussions with transport industry guests covering the latest topics affecting energy and infrastructure, including daily distribution sessions

The net-zero showcase, hosted by Lex Autolease, features industry expert Paul Kirby who will give the inside track, demystify, myth bust and enable EV transition to be seamless.

from National Grid and Western Power Distribution.

The lively EV Café – a pan-industry group of leading practitioners across the van and truck sector – stages a series of ‘Top Gear’- style conversations in their relaxed manner, where the really tough questions get answers you might not always expect.

Register now!

Registration is now open for the conference and exhibition, both of which are free to attend www.itthub.co.uk Innovation & Technology in Transport Hub (ITT Hub), is staged at Farnborough International, Hampshire, just west of London on 11-12 May 2022. the venue is easily accessible by road, rail and air.

ITT Hub 2022 in Focus

Future Logistics Conference Organised by Logistics UK, this free to attend conference will address the key challenges facing the sector today and tomorrow, delivered by thought leaders, innovators and experts.

Supported by TCS&D (Temperature Controlled Storage and Distribution) buyers from the frozen food and pharmaceutical sectors, together with storage and distribution can meet suppliers, see new equipment and catch up with the latest technology.

Hosted by National Grid and Western Power Distribution, this thought-leadership theatre considers how fleets should get ready for future fuels, whether the Grid will cope, EV solutions and what net zero will look like.

Collaboration and innovation are at the heart of government policies as we head towards net-zero. This dedicated showcase offers face-to-face contact with eight government bodies at the forefront of enabling the transport industry to innovate, collaborate and fast track their decarbonisation aspirations.

Vehicles in action with you behind the wheel! Delivered in conjunction with ITT Hub’s Charging Partner Zenobē and Truck Demo Partner Schmitz Cargobull, it uses an enlarged four-mile course on public roads with vans, buses, coaches and trucks available to road test (licence required) Professionalising the Profession is the key watchword and this hub, hosted by the Chartered Institute of Logistics and Transport along with NOVUS, has presentations and networking in a dedicated showcase.

Recognising the need for collaboration to attract and retain talent, it also works to identify and mitigate skills gaps The EV Café shares experiences on zero-emission mobility by connecting the EV sector (and beyond) with industry experts and leaders from around the globe. Although normally online, at ITT Hub the team has a live presence, with three live shows each day, tackling the hot topics of the moment.

Visitors have the opportunity to learn from the experts at the forefront of EV technology, energy and infrastructure.

The EV Café is sponsored by myenergi, AA and Geotab. www.fleet.ie

26 | EXPORTERS

Sustainability in Business for companies that align with their values. Your business’ sustainability credentials will therefore help you attract and retain more talent.

Sustainability in Business – what are the advantages?

Sustainability is a word that we are increasingly hearing more and more about. World leaders, governments, well-known brands, students and the media, everyone seems to be talking about it. Sustainability can have a wide range of definitions depending on the context or industry. As illustrated below, a good way for companies to consider becoming a more sustainable business is to examine the relationship between three core pillars: economic, social, and environmental. These three pillars must work in harmony to achieve long-term sustainability. In practice, it means that environmental efforts must be economically viable, but also socially bearable, while economic changes must ensure social equality and environmental viability, and that social progress must be economically prosperous and environmentally responsible.

What are the benefits of making your business more sustainable?

n Non-Financial reporting Helps organisations to transparently communicate their Human Rights impacts whilst measuring and managing them effectively. The EU Directive of non-financial and diversity information (2014/95/EU) 9 broadens this to include environment, social affairs and the prevention of corruption.

Reputation: A company’s reputation as a sustainable business is extremely valuable when facing adverse events.

The damage caused by reports of irresponsible practices or to be in some way associated with them, can be hard to undo, and be harmful to companies in the long term.

Attracting and retaining staff: A growing number of people seek greater purpose in their work, by working FLEETTRANSPORT | APR - MAY 22

n Upcoming legislation Governments around the world are mandating greater sustainability within supply chains. The EU has recently published a Proposal for a Directive on Corporate Sustainability Due Diligence, under which some companies will be required to identify and prevent, end, or mitigate adverse impacts of their activities on human rights and on the environment. Understanding and getting ahead of these legal requirements will allow your company to confidently deal with new regulations.

n Driving investors “The next 1,000 unicorns won’t be search engines or social media companies, they’ll be sustainable, scalable innovators – start-ups that help the world decarbonize and make the energy transition affordable for all consumers”- Larry Fink, CEO of BlackRock.

Being transparent garners trust from investors, as it lowers the risk of tarnishing reputations if information comes to light about unsustainable practices. n Cost efficiency

n Competitive advantage

disrupting transport routes and access to resources, being proactive about finding solutions now will ultimately be cost-effective.

The cost of becoming sustainable can often be an obstacle for companies, especially SMEs. While costs seem dauting at first, investing in sustainability now will save you money and time in the years to come. For example, using more compact packaging leads to a reduction in the size and number of shipments, thereby contributing to a lower environmental footprint and costs savings over time.

As climate change brings more severe weather around the world, potentially

Bridging the gap between knowing and acting It is becoming critical for companies to become more sustainable. If you feel you don’t know much about sustainability, you are not alone. Many organisations are only beginning their journey, some have not yet started. Let’s face it, we are not just talking about climate change alone but the broad spectrum of sustainability as defined by the UN Sustainable Development Goals . The very first step on your sustainability journey is to raise your own levels of awareness, and we can help you with that. The IEA provides a comprehensive and practical training programme on Sustainable Supply Chains, accessible to businesses of any size, in any sector. The Programme covers carbon literacy, carbon calculation and reporting, carbon reduction, and sustainable procurement.

At the IEA, we believe that Irish businesses and indeed the country, have a chance to position themselves for long-term sustainable development and to lead by example in this global effort to make our planet a better place.

TRANSPORT www.fleet.ie

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THURSDAY

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OCTOBER

www.fleet.ie Thursday 6 October 2022, Citywest Hotel, Dublin

Sponsorship and Ticket Bookings: Orla Sweeney T: +353 86 2439239 | orla@fleet.ie

Entries and Nominations: Anne Marie Grant T: +353 86 1451330 | awards@fleet.ie

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28 | ELECTROMOBILITY

Renault Trucks – Sailing on with 100% Electric E-TECH

Blainville-sur-Orne, the home of Renault Trucks’ distribution and electric vehicle manufacturing, is steeped in engineering history. In fact the site was once a prominent shipyard, before being taken over

by French truck company Saviem in 1956. Les Chantiers Navals Français (CNF), headquartered at the port of Caen, was founded in 1917, and ceased operations in 1954. The company mainly built merchant ships but also built destroyers and submarine s for the French Navy between 1924 and 1933 and the destroyers ORP Wicher and ORP Burza for the Polish Navy.

Today the naves of the former hull workshop which were not destroyed during the Battle of Caen remain to accommodate the manufacture of trucks and cabs. DAF & Peterbilt trucks and Volvo Trucks are among the cab customers supplied from here.

FLEETTRANSPORT | APR - MAY 22

Today, 2,200 employees (and a number of robots) produce 286 cabs and 82 trucks per shift on a vast compound that covers 74 hectares, surrounded by the River Orne and canal. Each medium duty truck from the Renault D & D-Wide range, including electric powered versions (from the same family series) is made to order here, with a high percentage of them tailor-made to customer specifications.

With over 1 million trucks produced in 65 years, investment in improving efficiencies has been continuous. In the last decade alone, €200 million has been directed towards making Blainville the most energy efficient and largest electric truck manufacturing plant in Europe.

Renault Trucks’s green agenda has seen a reduction of water and energy by 50% in recent years, while the facility has become a self-sufficient zero landfill production site, using 100% renewable electricity. Renault Trucks is well ahead in planning targets to meet the 100% fossil free commercial vehicle sales 2040 deadline, with a continuing focus on electrification. During the last decade Renault Trucks has steadily developed and expanded its selection of electric trucks, and sales volumes reflect this rapid progress with 870 orders received in 2021. With a renewed strategy and increased ambition, the Volvo Group owned truck brand plans that 50% of its sales will be zero-emission electric vehicles by 2030 (initially it was 35%).

Together with a broader

range of electric commercial vehicles (from light to medium to heavy duty), Renault Trucks, through its 1,400 strong dealer and service agent network, will provide comprehensive support for road transport operators in their transition to carbon neutrality. And so it’s goodbye to the Z.E. (Zero-Emissions) badging and hello to E-TECH. The new nomenclature

covers a broader portfolio, focusing on 3600 support for customers, from their initial purchase to monitoring the operations of their electric trucks. Other elements include financing, auxiliaries, repair and maintenance, battery charging, exchange and disposal.

Regarding the product selection, the line-up covers from the 3.1 tonne Master van to the 18-26 tonne D & D-Wide models. Depending on the battery packs fitted, up to 400 kms is achievable with the trucks and over 200 km on the Master 52 kWh version. By 2023, the heavy duty Renault T & C Evolution models will also be electrified – see

ELECTROMOBILTY | 29

Make/Model: Renault D-Wide E-TECH 26-tonne 6x2 rigid Power: 260kW continuous/370kW peak Torque: 850 Nm Batteries: 265 kWh – 600V Gearbox: 2 forward, 1 reverse Charging: From 22 kW to 150 kW Kerb Weight: 9800 kg (without body) Payload: 16,2000 kg Wheel/Tyres: 315/80 R22.5 Suspension: Air – front and rear separate story.

Customers have already covered over 1 million kms in Renault Trucks’s electric vehicles, and from the feedback received from these operators, a substantial file of operational data has been collated, which provides invaluable information towards the development of the next phase of electric vehicles.

‘Renault Trucks has moved to the next level of its strategy with regard to energy transition and environmental challenges’ The journey toward the decarbonisation of vehicle fleets has to be taken in many steps, according to Francois Savoye, VP Electromobility Solutions at Renault Trucks. Initially it is about bringing awareness and understanding to customers, explaining the different

options available while recommending the right choice of electric vehicle for their operation. The diagnosis phase ascertains the charging infrastructure required, allocating key personnel to take on the project and implement driver training. Route planning and fleet monitoring are also among the solutions provided.

‘It can take three months from the first discussions before making a deal with electric vehicles, whereas it takes only two weeks with diesel vehicles.’

On the question of the battery charging infrastructure, Renault Trucks is linking-up with Volvo Group’s pan-European Charging network programme, in a joint venture with Daimler and the Traton Group which will see 1,700 high-performance charging points installed by 2025.

While battery supply is sourced mainly in Asia, Europe is to become self-sufficient in battery production within the next few years. For now, Renault Trucks will continue to receive its requirements from Renault Group’s South Korean subsidiary, Samsung. Battery technology development is ongoing,

increasing power, range and reducing weight. Sustainability is also high on the philosophy page, with reduced usage of and dependence on essential ingredients such as cobalt, manganese and nickel.

It’s almost ten years since our last visit to the Normandy region of Northern France. On that occasion, it was to undertake a memorable drive along the battlement strewn coastline in the new Renault Range T model that went on to generate significant sales success and receive international and national awards. This time around, our trip was in was in two of the latest electric powered versions, namely the 16 tonne 4x2 D and the 26 tonne 6x2 D-Wide E-TECH rigids.

As with all EVs (Electric Vehicles), acceleration is spontaneous and forward motion is silent, while regeneration is achieved through deceleration and use of the retarder. Visibility is as per standard trucks, enhanced with the aid of the kerb side lower glazed door panel.

There is no doubt that less energy is required to drive these zero-emission vehicles and considering the amount of time drivers spend behind the wheel, that’s a positive. The fact that this technology of the future is available here and now may just entice young drivers to the sector, while simultaneously increasing positivity about the industry with the wider public, thanks to the cleaner image it portrays.S

Make/Model: Renault D E-TECH 16-tonne 4x2 rigid Power: 130kW continuous/185kW peak Torque: 425 Nm Batteries: 265 kWh – 600V Gearbox: 2 forward, 1 reverse Charging: From 22 kW to 150 kW Kerb Weight: 7454 kg (without body) Payload: 8546 kg Wheel/Tyres: 285/70 R19.5 Suspension: Air – front and rear www.fleet.ie

30 | ELECTROMOBILITY

Renault Trucks to add T E-Tech Evolution & C E-Tech Evolution to 100% Electric range

Renault Trucks is pursuing its commitment to supporting its customers’ energy transition and its ambition to provide electric trucks for all applications. Since 2020, the manufacturer has been producing a range of all-electric vehicles from the 3.1 tonne Master van to the D-Wide 26 tonner, all manufactured at its Blanville-Sur-Orne plant in northern France.

It was at this facility, the home of its distribution electric mobility vehicle manufacturing, that the expansion of Renault Trucks’ all-electric range was announced, with two new heavy duty models, the Renault Trucks T E-Tech Evolution for regional transport and the

Renault Trucks C E-Tech Evolution for the construction industry.

Start of sales is expected in 2023.

These new T & C E-TECH Evolution models in Renault Trucks’ heavy-duty range will be fitted with two or three electric motors providing a combined power of up to 490 kW (equivalent to 666 hp). Available in 4x2 and 6x2 tractor versions and 4x2, 6x2 and 8x4 tridem rigids, they will be also equipped with an Optidriver gearbox. The Renault Trucks T & C E-Tech Evolution will have two to six lithium-ion battery packs with a capacity of 180 to

540 kWh. The vehicles’ batteries can be fully charged in 9.5 hours by alternating current (AC) up to 43 kW, or in 2.5 hours by direct current (DC) up to 250 kW. These trucks will be able to travel up to 300 km on a single charge and up to 500 km with a one-hour intermediate fast charge (250 kW). They will be manufactured at the Renault Trucks plant in Bourg-en-Bresse.

Project OXYGEN - Renault Trucks & GEODIS to increase urban logistics efficiencies

Renault Trucks and GEODIS are combining their industrial, logistics and engineering expertise to design a brand new 16-tonne electric truck dedicated to urban logistics to increase delivery efficiencies - at a cost comparable to that of a diesel vehicle.

Thanks to the collaborative work carried out from the design stage onwards, this vehicle (project name: Oxygen) will make it possible to integrate all the requirements and FLEETTRANSPORT | APR - MAY 22

functions of city-centre delivery: elimination of pollution and noise, and improvement of active and passive safety in order to better manage co-existence with all road users (active mobility, including pedestrians and cyclists).

In the early phases of work, the following areas of focus were identified: n Improved safety for the driver and the public thanks to a lowered cab, giving the driver an excellent direct view for optimal protection of road users. A large windscreen and multiple cameras instead of rear-view mirrors offer a 360° view, while a sliding side door on the passenger side eliminates the risk of the

door opening into pedestrian areas. n Greater comfort for the driver, who will be able to get out of the truck on either side, left or right. Climbing in and out of the truck will be made easier by a much lower access height than on a standard delivery truck. n Optimal ergonomics and easier access to the cargo space. A specialist bodybuilder will develop an innovative body installation to improve loading/ unloading operations in the urban environment. n Connected tools enabling drivers to optimise their delivery operations and their routes.

The new electric truck will be produced at Renault Trucks’ site in Blainville-surOrne, France, and will be trialled for urban deliveries in Paris, starting in 2023.

Text: Jarlath Sweeney - editor@fleet.ie

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32 | SHIPPING & FREIGHT

CMA CGM offers trailer slots on Brittany Ferries Services

Following its investment in Brittany Ferries late last year, CMA CGM has followed through on its commitment to increase the ferry company’s focus on freight transport.

CMA CGM has developed a network of freight ferry services out of its home port of Marseilles to Morocco, Algeria, and Libya, connecting also to Barcelona and Genoa, operating under the SSL MED

EXPRESS brand. These services carry trailers, containers, and out of gauge cargo. In January 2022, CMA CGM and Brittany announced a co-operation enabling the deep-sea container company to feed containers from its Le Havre terminal to Portsmouth on board the Brittany Ferries service using quay to quay flat trailers, a similar type of operation to that offered by P&O Ferries and Seatruck on its Liverpool services.

This has now been followed up by the establishment of a slot charter arrangement for both accompanied and unaccompanied trailers on the Brittany Ferry services linking Rosslare with

Bilbao, Cherbourg, and Le Havre. The new arrangement facilitates through bookings from Ireland to North Africa using the SSL MED Express services.

CMA CGM has also announced an agreement to acquire a majority shareholding in the French last mile delivery company Colis Prive, furthering its spread into third-party logistics and e-commerce as part of its strategy to be an integrated provider of supply chain services. Colis Prive will operate within the CEVA Forwarding Group which already has an e-commerce business service ability worth $4.2 trillion.

CLdN orders Hybrid Ro-Ro vessels Following the recent delivery of a pair of LNG fuelled vessels of similar style and capacity to the ‘Delphine’ class of 5,000 lane metre capacity vessels, CLdN has now signed a contract with Hyundai Mipo Dockyards for two 8,000 lane metre Con-Ro vessels of similar cargo specification to the Brexit Buster ‘Celine’ but with a hybrid propulsion system.

The vessels will be equipped with

two LNG dual fuel main engines of 11mW each as well as two electric propulsion motors of 6mW each. In full electric mode the vessels will achieve a cruising speed of 16 to 17 knots.

According to the company, both vessels will also be future proofed to allow expansion or integration of technical

advanced equipment as it emerges.

Compared with ‘Celine’, the new ships will operate with a 40% reduction of Greenhouse Gas emissions and will be NOx III compliant.

DFDS reports issues in the Ferry business going forward The DFDS Annual report 2021 carries a wide-ranging discussion on emerging trends and issues in the European Ferry industry. It reports that the past two years have been strong for the freight ferry activity and picks out the success of the Rosslare/Dunkirk service, reporting near capacity carryings on that route.

Further development of such services is being frustrated, as per the statement: “There has been a high demand for

combined ferries with an overweight of freight capacity, to the extent that no vessels were available for chartering during most of 2021”. On the pure freight ferry market all new vessels are currently fully committed, and they do not see an easing of the situation until 2023 or even 2024.

DFDS is critical of the decision of Irish Ferries to enter the Dover Straits ferry business which is likely to impact freight and passenger pricing negatively

for 2022. Significantly increased levels of duty-free sales on board vessels operating there may offset the revenue drop.

On the question of truck driver shortages DFDS expects these to persist in the coming years, and this will support continued growth in demand for unaccompanied ferry services on the North Sea and Mediterranean, in particular.

Lufthansa Cargo opens Dublin link On 15 March, Lufthansa Cargo operated its first Dublin/Frankfurt service using its recently delivered and converted Airbus A321F freighter aircraft. The Dublin service links to an additional Frankfurt based Lufthansa Cargo short-haul network which FLEETTRANSPORT | APR - MAY 22

includes Istanbul, Malta, Tunis, Tel Aviv.

Manchester and Cairo. This network is very much focused on eCommerce and the aircraft can take a payload of 28 tonnes being shipped on 24 pallets making full use of the A321F’s main deck and lower deck capacity.

Text: Howard Knott - howard@fleet.ie

TRAILER | 33

200 bespoke Tiger Trailers curtainsiders for Mulgrew Haulage

One of Ireland’s leading operators, Mulgrew Haulage, has switched to Tiger Trailers for its latest curtainsider fleet order in a procurement move influenced heavily by the manufacturer’s ability to build bespoke trailers to exacting specifications.

Dromore, County Down headquartered Mulgrew Haulage, known for its specialism in the drinks industry, has so far received over 50 of its 200-strong order of Tiger-built curtainsiders which will, once delivered, take the operator’s already sizeable fleet to around 1,000 trailers, with the latest curtainsiders therefore representing around a fifth of that number.

The trailers are operated by a fleet of over 200 truck tractor units, predominantly Scania, and Mulgrew offers its customers over 150,000 sq. ft. of warehousing space. Its sites include two in County Down – the Holm Factory, Dromore, and Culcavy – along with Dublin, Deeside and Heysham.

Tiger Trailers has always had, since its formation in 2014, a strong customer-focussed ethos, and prides itself on manufacturing a full product range of trailers and rigid bodywork to the precise requirements of its diverse end users.

Tiger’s sales and engineering teams collaborated closely with Mulgrew company Director, Paul Mulgrew to build an initial prototype trailer before its production

lines turned into a sea of the customer’s equally distinctive orange livery.

Mulgrew Haulage’s new Tiger Trailers curtainsiders were designed with the customer’s operational restraints of 4650mm at the core and equip them with the maximum side aperture possible for multi-user movements, along with a very specific load restraint setup.

Ferry use comprises a significant percentage of Mulgrew’s operations and Tiger reflected this in several ways throughout its custom EN 12642 XL-rated curtainsider trailer design, from recessed and protected lighting, underrun positioning, and D-buffers to protect from damage, to heavy-duty and removeable roof cappings and tapered and plated bottoms to the corner pillars to reduce coupling impact.

Darren Holland, Sales Director of Tiger Trailers, explained about the deal: “It has been a pleasure to work closely

with Paul to produce a trailer to suit Mulgrew’s individual needs and the environments they operate in. Visiting the customer in Ireland multiple times enabled us to understand their requirements and ensure that Tiger met their specification 100%, building the one-off prototype up front to iron out any challenges before commending building the remainder of the 200 ordered.”

Commenting on the deal, Paul Mulgrew, added: “Darren and his colleagues certainly lived up to Tiger’s customer-first way of building trailers and his repeated visits to see our operations and understand our requirements first hand have resulted in new trailers that we are very happy with. It’s refreshing to work with a manufacturer that goes the extra mile in tailoring its products for each customer like this.”

Tiger Trailers is rapidly welcoming a growing number of hauliers from across the island of Ireland to its customer base and offers the full product range, from curtainsiders and box vans to double decks, temperature controlled, demounts, and rigid bodywork, along with a portfolio of services including finance, parts, and rentals.

www.fleet.ie

34 | LEGAL

Transport Managers must continue to look ahead

The transport industry in Ireland appears to have reached operational levels which are generally acceptable to its customers, and competition between companies no longer seems to depend on either the timing of the collection of the goods to be transported, or the speed with which those goods are delivered. Customers are more concerned with the appearance of the vehicle and, in those cases where the driver has to communicate directly with the customer, the client now requires polite and civil drivers.

Competition, however, is still the key ingredient in commercial life and every business, whether large or small, still needs to find that point of advantage which will favour the service that they are offering to that of others. Every

country has had to respond to the threat posed by Covid-19, but those in the transport industry - an industry that depends on social contact - have had to face a plethora of new regulation which continue to be made. It seems that governments of all sorts have felt under pressure to appear to be playing their part, by introducing some new transport related legislation. The road haulier has the difficult task of trying to keep up with, or ahead of, all this new legislation.

Here in Ireland the Government has had to acknowledge that there is a significant shortage of truck drivers and has taken steps to address this by allowing a greater number of drivers from outside the European Union (EU) to work here, in addition to a relaxation of the permit system. These steps have not been greeted with enthusiasm because it is feared that any involvement of a Government office would simply increase the bureaucratic burden.

The Government is in the process of producing a ten-year strategy for the road haulage industry which may be a reaction to the belated recognition of the importance of the haulage industry to the economic welfare of the country.

The combined effect of the combination of Covid-19 and Brexit, together with

the departure of the UK from the EU, has been to reduce the need for transport here, which, of course has increased the pressure on the road transport industry. In the context of the need for haulage, the Trade and Cooperation Agreement (TCA) between the EU and the UK reached at the end of last year is extremely valuable. In particular regulatory standards between the two countries have been largely standardised.

One constant and increasing problem is the amount of carbon pollution resulting from the use of diesel engines.

There are immediate sources of power that do not appear to present any threat of pollution, electricity is one, as is nuclear power in one form or another, and there is also natural gas, but diesel engines have to produce a constant source of sufficient energy to move a fully loaded HGV and, as this is written, there is no convenient alternative. It seems probable that electric motors will always be cleaner but will never have the necessary power.

Currently transport managers may have less reason to be concerned about regulatory controls but more reason to keep up to date with technical developments.

Text: Jonathan Lawton – jonathan@fleet.ie

THURSDAY

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36 | COMMENT

Moving the Freight Goalposts From Where I’m Sitting – Howard Knott – howard@fleet.ie I suppose that I shouldn’t have been surprised to see several news outlets using the excuse of the announcement of Eamonn O’Reilly’s decision to step down from the role as Dublin Port Company CEO in August this year to raise once again the tired issue of taking all those pesky ships out of Dublin and replace them with a developer driven residential setting. If it’s so easy to build a replacement port somewhere else along the east coast and to house thousands on the existing Port Estate, then perhaps a simpler idea would be to leave the port where it is and to develop all that housing at the alternative location? After all, in a post-COVID world in which working from home, entertainment via Netflix, and shopping on-line could become the new normal, perhaps the concept of housing near a city is outdated? Perhaps the development focus for the Dublin region should be increased port and airport efficiency, more distribution centres, and further development of the road and rail network to feed cargo and people to and from the rest of the country?

FLEETTRANSPORT | APR - MAY 22

Is this all nonsense? Probably!

There are two issues, however. First, the development of Dublin Port under Eamonn O’Reilly’s stewardship over the last twelve years has been impressive.

Even more so when you consider the bust to boom economy, Brexit, COVID and the development of clear objectives set out for the Port over the next twenty years. The second is that the ability of the Port to handle all that the shipping industry may throw at it will certainly be constrained, not that there will be any shortcomings in the provision of cargo handling facilities on the port estate, but by the fact that the geography of the Liffey Basin and Dublin Bay means that the provision of channels sufficiently deep that will allow large Container Ships, Ro-Ro vessels and Bulk Carriers to operate into and out of the port will become increasingly difficult.

So, does this mean that a deep spot should be chosen, and a new port built there? Well, here’s another ‘probably’.

But, before millions of euros are spent on developing such a project, perhaps some thought should be given to the national picture.

Maybe the easiest way to get into this discussion is to focus on a specific issue. Every Beneficial Cargo Owner (BCO) in Ireland is only too aware of the huge delays involved in international shipping whether by sea or by air. While delays involving mega-containerships running into and out of Asia are out of the hands of the Carrier representatives in Europe, the shipment of containers between the European deep-sea ports and Ireland should be more manageable.

But that’s not proving to be the case, and one reason for this is that the feeder container operators running services to and from Ireland simply cannot secure enough vessels with the 1,000

TEU capacity that works best for Irish traffic. In recent years very few such vessels have been built and most of the newbuilds are going to Asia, not only to feed more traffic to and from the mega-ports, but in some cases to run on behalf of freight forwarders from a smaller, less congested Asian port to a less congested European port.

The reason why the 1,000 TEU vessel and not the Scandinavian standard 2,500 TEU vessel is used for Ireland is simply that it would not fit into Dublin Port or be able to operate there. But, of course, such a vessel - similar in size to the Independent Vision, (pictured) could easily be handled now at Cork Port’s Ringaskiddy terminal and soon, at Foyne Port, Limerick. At Ringaskiddy containers could run to and from the Railhead at Marino Point, while the rail line to Foynes is already in line for development. If Ro-Ro ships continue to get larger and deeper, then Rosslare’s plan to have an eleven-metre depth at the quayside by 2024 might come into play.

Airfreight was mentioned. Even before COVID hit cargo volumes being carried on passenger aircraft were dropping, and cargo planes were becoming the new normal. Why not then, make Shannon the national freight airport and make full use of the already developed national road network to distribute from there.

Why not use what we have, or could have, for relatively little money?

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38 | SAFETY MATTERS

HSA focuses on workplace vehicle operations

The Health and Safety Authority (HSA) have commenced a transport operations and vehicles at work inspection and awareness campaign, which will continue to run throughout 2022. The campaign will focus on the management of vehicle risks in the workplace, particularly:

n use of, forklifts, motorised and self-propelled handling equipment, n Loading, unloading and load securing, n Racking installation, condition, n maintenance and inspection.

n reversing and low speed manoeuvres n goods deliveries and collections n the use of vehicle tail lifts, forklifts and truck loader cranes n loading, unloading and load securing workplace signs and traffic routes, and driving for work.

In the ten-year period 2010-2019, there were 490 work-related deaths in the Republic of Ireland and of these, 44% (217) involved vehicles. In 2021 alone, over 15 people were killed in vehicle related incidents at work.

Data analysis shows that the most common type of fatal incident involved vehicles striking people on foot, many of which occurred during slow speed manoeuvres and reversing. Parked vehicles rolling out of control (in most cases because the handbrake was insufficiently engaged, or was faulty) and falls from vehicles also contributed to the numbers.

Approximately 20% of all non-fatal injuries reported to the HSA every year involve vehicles. This accounts for nearly 1,000 injuries from the transport sector alone, resulting in substantial losses to businesses. These injuries generally occurred during delivery and collection operations and particularly during the manual handling of loads or as the result of falls from vehicles.

Deirdre Sinnott, senior inspector with the HSA says that the risks can be reduced by focusing on key areas:

The campaign will also be concentrating on warehousing and storage operations, and inspectors from the HSA will be targeting transport and logistics companies, distribution and warehousing centres and manufacturing premises with a warehousing component. They will be looking to see that safety management systems, incorporating minimum occupational safety and health control measures, are in place to reduce risks relating to: n Internal and external warehouse traffic management Specific high risk vehicle activities: n Goods inwards, outwards and storage operations, FLEETTRANSPORT | APR - MAY 22

“Employers should recognise vehicle accidents as a real threat to their business. They should put in place a vehicle risk management policy that covers all vehicle related activities in the workplace. This includes not only vehicles operated by employees but also vehicles visiting their premises, for example routine deliveries and collections. It is vital that procedures are developed and put in place to eliminate and control known risks associated with driving for work, loading and unloading, deliveries and collections, parking, reversing and manoeuvring. Once these written procedures are in place they should be communicated clearly to all employees, contractors and visiting drivers in the workplace.”

In the course of their inspections, HSA Inspectors will be providing information and making employers aware of resources which have been developed by the Authority to help them reduce the likelihood of adverse incidents involving vehicles in their businesses. There are free short on-line courses, aimed at helping employers to manage work related vehicle safety, on the HSA e-learning portal hsalearning. ie. Also, freely available guidance and resources on managing priority vehicle risks can be found at https://www.hsa.ie/ eng/vehicles_at_work/transport_safety_ guidance_resources/ and www.loadsafe.ie.

OPINION | 39

If every diesel engine met Euro 5 or Euro 6 levels, worldwide exhaust emissions would drop dramatically and as many hauliers are connected to farming the oil would have a complete local cycle replacing diesel from the Middle East and Russia. However, that was just one of the many benefits, rape seed was grown traditionally as a break crop as was sugar beet, it requires minimal or no fertiliser, and the subsequent cereal crop (the same as the Ukraine grows) gains an increased yield of 10 to 15%. Cattle fed from the rape seed hulls left after the oil is produced have reduced cholesterol levels and the straw is turned to biomass. Ireland’s land today could be meeting the new requirements for local food and some fuel security.”

There are many affordable, effective ways in which Ireland can and should reduce its emissions, as hauliers have been investing in cleaner equipment for years. It is time for the Government to develop some independent ‘Green Thoughts’ and polices that are practical and effective. Without trucks, how else would Ireland’s most generous donations of support for the Ukrainian people get to their destination other than via diesel powered trucks? That same diesel which they have generously paid for is one of the most heavily taxed fuels for hauliers in Europe. We have a long way to go in the current Ukrainian crisis, but let’s be clear, trucks will still be needed as part of our sustainability.

These days, commentators and environmentalists are primarily focused on zero emissions, but with a little less haste, a more focused and targeted action could achieve cleaner air sooner.

Green policies should be based on reality not aspirations. For example, how would we have delivered the much needed aid to Ukraine without diesel power?

2040 is the magic year for the removal of diesel as a source of transport fuel. It may be realistic, but the labelling of all diesel engines as dirty and harmful is not accurate in the first instance and in the second, it is counterproductive. Let’s go back to Tuesday 8th March last, as one of the first convoys of Irish Aid left Ireland with humanitarian supplies for those displaced by the conflict in Ukraine. I was very proud watching this happening, having spent most of my life in this industry doing what those drivers were doing every week of the year, bringing supplies in and out of Ireland. In a similar way the road transport industry played a bigger part in the Covid crisis than they may have got We are here to keep the wheels turning!

We are here to keep the wheels turning! credit for.

We are here to keep the wheels turning!

If elated at watching the broadcast from Dublin Port as the TRUCK & TRAILER convoy was boarding the ferry, those feelings came down to TRUCK & TRAILER earth very quickly the next day. In an radio interview on the lunchtime news, Eamon Ryan T.D. the Minister for Environment, Climate & Communications, and Minister for Transport, stated in reply to a question about the rising cost of fuel that “we must reduce our reliance on fossil fuels and move to using more sustainable methods of transport”. We all know this Minister.

In the first place most people accept a move towards a more sustainable future is the only way forward. But we are not ready for that yet. If the trucks that left Ireland the night before were We are here to keep the wheels turning! electric powered they would not reach the port, such are the limitations on electric power currently. Minister Ryan has been presented with many opportunities for reducing Ireland’s truck emissions using Euro 5 & 6 engines, which he has chosen to ignore. He believes that our emissions will be saved by running Electric, Gas and Hydrogen trucks which are not currently NEXT DAY DELIVERY available in mass production.

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40 | FINANCE

Diesel Surcharge issue must be addressed in times of crisis The biggest key issue for Irish road transport operators since the invasion of Ukraine has been the escalating cost and fluctuation in diesel pricing. Factors totally outside operators’ controls have put businesses at risk, and without the swift and determined application of diesel surcharges by haulage operators, will put them out of business.

Key to any discussion with customers is to set out as quickly as possible the reasons and rationale behind the requirement for a surcharge. Many transport firms have diesel surcharges in place, usually since diesel last spiked, and this is clearly seen by the operator and customer as the fairest method of applying a fluctuating cost to the rate tendered.

When discussing how a surcharge will apply, it is advisable firstly to meet with customers - or at least speak with them and outline how the surcharge will apply. Outline what base cost of diesel will trigger a surcharge and on what basis fuel costs will be monitored, so the surcharge is fair and equitable. If there is Government support available, then be up front on how this will alter the surcharge (the current €100 weekly per truck support is equivalent to a 7 cent per litre contribution). Explain also that this current contribution has been the first assistance from Government to FLEETTRANSPORT | APR - MAY 22

address spiralling costs of operation. So, if you have not received a rate increase, any Government contribution need not effect your surcharge.

Once surcharge is explained and how it operates, document the system in writing and e-mail it to the client with clear dates as to when it will apply. It’s fair to say that the customer expects value for money, and while a surcharge of 5% to 10% may not seem significant, it’s the difference between a profitable or unprofitable haulage business for many.

If operators fail to interact with customers in this crisis and do not apply a surcharge, those customers will assume one of only two reasons for this. Firstly, the margin is so high that the diesel cost may be absorbed, or secondly, that the business is being mismanaged and the surcharge was not needed!

In both cases the operator runs the risk of losing the customer as: a) no customer will knowingly pay over the odds and b) no customer in the current economic crisis will risk use of a financially weak operator, as going to the market for a service provider now only means a substantial cost increase.

In the current climate of fluctuating fuel costs, any haulage business must have diesel surcharges in place to guarantee margin and show financial institutions, which will have to increase short term working capital, that the firm is a safe risk.

The cost of fuel highlights the obvious differences between well managed transport firms that have good financial practices in place and other transport firms that are struggling and

operating outside their overall capacity, whether that is operationally, financially or managerially. Strong companies have a financial cushion to call upon in crisis.

They immediately react to key factors and implement change, and their cost of operation and overall business style is best in class well before financial pressure comes to bear. These companies make fleet and operational decisions based on lowest operating cost (diesel has always been a number one factor) while realising that surcharge, rate review, operational productivity are all important in achieving and retaining a consistent bottom line margin.

In this crisis the lessons learned are that surcharges, rate reviews, productivity of vehicle utilisation and cost are a constant requirement that companies must keep fine tuning and perfecting.

Now more than ever financial systems that give timely and accurate data on the profitability of customer/vehicle/ work type are essential in order to make a decision on what is needed from the customer. Or is the customer or work type dragging the business, margin and tolerance down?

Text: Donal Dempsey - donal@fleet.ie

TRUMPET CALL | 41

Government’s Green Policy is flawed

Like many within the road transport industry in Ireland, I believe that the Government’s Green Policy is fundamentally flawed. And I would go as far as to say it now encourages the abandonment of low emission vehicles.

In the policy it is stated that all funds from the Carbon Tax shall be ploughed back into the economy to reduce the country’s emissions.

The haulage sector pays over €200,000 per day in Carbon Tax. To the Government, the sector is simply a cash cow, a stream of income that is being milked to death. After all, why change anything and lose their income?

Yet, all those operators that have bought and run lower emission HGVs (Euro 6) have not received one cent for their extra expense and trouble. These trucks use more AdBlue in comparison to their exhaust emission controlled Euro 5 engines and pay exactly the same at the fuel pump, for tolls, and road tax.

To prove the point that the Government encourages the abandonment of low emission HGVs, I recently met the owner of a truck

dealership from where I had bought several trucks over the past few years.

In discussions about trading in a Euro 5 for a Euro 6 truck, he said that he would now offer around €35,000 profit (money back plus €35k) if I wanted to sell back the two most recent Euro 6 trucks which I had bought from him! As I have two Euro 5 tractor-units parked up, this offer totally blindsided me. But no way, I’m keeping the Euro 6s as per our Green Policy.

The Government seems intent on trying to pull the wool over the eyes of the public with claims of reducing carbon emissions and putting Carbon Tax funds back into the country.

The perfect example is the recently introduced deep retrofit for housing. I’m not against upgrading homes, as I live in a house that is over 100 years old and several years ago was reroofed as well as given exterior insulation. But when you do the maths on this new grant, it doesn’t make sense to dish out €25,000 if a home uses 1,000 litres of home heating oil per year. Currently, the Carbon Tax for 2022 is €114 per thousand litres. For the Government to recoup its grant, it will

take 219 years, not great value for money by all accounts.

But perhaps the €200,000 a day the haulage operators are paying will soften the blow, as the Government will give the haulier absolutely zero.

For a long time now, road transport operators have been crying out for an alternative. Compressed Natural Gas (CNG), was the fuel that was going to change everything, but it’s a while coming. The GNI brochure from 2016 said that Ireland would have 28 stations by 2021, sadly the reality is that we now have 3 public filling points.

There is so much that can be done that will cost little or nothing to the Government but will increase the uptake of Low Emission Vehicles. Just a few examples include a greater Capital Allowance, reduced tolls as per CNG, and a greater Essential Fuel Rebate..

Just when will the penny drop to those involved in Government?

Best Regards, Wm Cyril Mc Guinness

THURSDAY

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42 | PREVIEW II

UKIFDA EXPO 2022 & Future Fuels returns to Exhibition Centre Liverpool (ECL) on 27th & 28th April 2022 It’s been almost 3 years since the UK & Ireland Fuel Distributors Association (UKIFDA) was last able to hold a physical exhibition and it will be great to see the whole industry, from across the UK & Ireland, reuniting at UKIFDA EXPO 2022. The exhibition will take place once again at Exhibition Centre Liverpool (ECL) on 27th & 28th April 2022.

FLEETTRANSPORT | APR - MAY 22

The last few years have been difficult for everyone due to the Covid-19 pandemic, but on top of that the industry has faced challenges due to the net zero and decarbonisation targets and the inability to get together properly to discuss how best these targets can be met.

Last year UKIFDA EXPO went virtual for the first time with over 50 exhibitors and 700 delegates, The feedback from attendees and peers was that it was a great event but as Ken Cronin, UKIFDA CEO stated: “While the Virtual EXPO of 2021 was a great success nothing beats actually getting together. EXPO 2022 brings back that feeling and incorporates some of the best parts of the things we have adopted over the last few years – yes, we can do things differently. I look forward to meeting you all in April 2022” Therefore, UKIFDA EXPO 2022 has been renamed UKIFDA EXPO 2022 & Future Fuels and this year there is a

particular emphasis on getting back together and the future of the industry.

Themed ‘Back for the Future’ The theme of this year’s EXPO is ‘Back for the Future.’ Apart from reuniting the industry physically, the exhibition and conference will be focusing on the future.

Four Forums – one big event There are four elements to EXPO 2022 - the Exhibition, the Future Fuels Conference, the Awards Dinner & Reception and the Exhibition App The Exhibition features around 100 exhibitors attracting owners of fuel distributors, depot managers, and personnel within HR, IT, finance and marketing, all operating across the manufacturing, distribution, supply, and technology sectors of the industry

PREVIEW II | 43 in the UK and across Europe. There will be live demonstrations, product reveals and those all-important face-to-face discussions. This year sees the return of exhibitors from the Republic of Ireland including Carbery Plastics, Dreamtec Software and Dunraven systems as well as first time exhibitors Eirscope, Premier Energy Storage and AMCS group who are also sponsors of the event.

Another major attraction for this year is the Future Fuels Conference, which was a remarkable success at last year’s virtual EXPO and will host leading industry speakers, round-table discussions, and a wide range of seminars across the two days, including insights from the HVO demonstration, how the future fuels landscape is shaping up and an introduction to the work currently being undertaken by The Irish Alliance for Low Carbon Heating.

Ken commented on this aspect: “New fuels and low carbon technologies are a huge opportunity. Leaders in the delivery and use of future fuels will be sharing the latest thinking, and we will be addressing the topic from all angles – from distributor to customer, government developments to sector intelligence

and, of course, supply. The skills and experience of the whole industry across the entire supply chain will provide customers with the technology and fuels of the future – it’s an exciting time to be involved.”

The Reunion Dinner and Drinks Reception will celebrate the industry reuniting. With drinks and three-coursemeal served overlooking the river

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Make sure not miss this exciting event. Please register to attend now at https://whova.com/portal/registration/ ueff_202204/

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44 | FIRST DRIVE

New Ducato highlights the changing face and times at Fiat Professional

Across Europe, Fiat somehow lost its way under the Marchionne era. With respect to the late Sergio Marchionne, head of Fiat Automobiles from the mid-noughties to his death in 2018, he concentrated practically all of his time and effort in taking over Chrysler in North America and integrating the long established and once-leading US brand into the newly formed Fiat Chrysler Automobiles global group. While all of this was going on, Fiat’s market share in Europe began to slide through lack of investment in product renewal, both on the car and commercial sides of its business.

FLEETTRANSPORT | APR - MAY 22

With the 500 and the Tipo model lines waving the Italian flag on the passenger car side, the Ducato has kept soldering on in the van sector, mainly through its ongoing success in the growing camper van segment.

With regard to the other commercial models within the Fiat Professional range, the Doblo small van is now dated compared to its competitors, while the Talento, based on the Renault Trafic has never worked as a suitable replacement for the popular Scudo. At the compact end of the market, production and sales of the Fiorino city van trickled down dramatically following PSA Groupe’s withdrawal of the Peugeot Nimo and Citroen Bipper from the joint manufacturing project. Fiat also tapped into the pick-up market with a rebadged version of the Mitsubishi L200, called the Fullback, albeit with limited success.

However a new dawn is now emerging for flagging Fiat, thanks to the amalgamation of FCA and Groupe PSA (Peugeot/ Citroen/Opel/Vauxhall) to form Stellantis in 2020.

Almost immediately a major focus was centred towards vans and this is already proving beneficial for Fiat Professional. Ducato has benefited from a major overhaul, featuring the latest in high levels of

technology covering active and passive safety equipment and broader elements to its driver interface systems. A new Scudo is coming, this time based on the multi-award winning medium vans from PSA, and is due to enter markets soon.

It is expected that the new Doblo will also come from the PSA small van family.

Meanwhile, independent of the Stellantis merger, Fiat Professional’s engineering team has developed a stand-alone hi-tech electric version of the Ducato, now on sale across Europe.

A week test driving the new long wheelbase, high roof Ducato brought home the message that Fiat Professional is back. The newly shaped grille and a revival of the vintage Fiat badge set the tone on what to expect inside. And yes, it’s a revelation. Impressive indeed.

Well fitted and kitted out. From the well-padded seats, to the steering wheel that features a host of convenience systems, to the digital mirror, all contributing to raise the bar further.

In fact, Fiat Professional’s latest

FIRST DRIVE | 45 Ducato is the first ever commercial vehicle to benefit from Level 2 autonomous Advanced Driver Assistance Systems (ADAS). Inclusion of technology like Adaptive Cruise Control with Stop&Go function, Lane Keep Assist and Traffic Jam Assist provides independent assistance while driving and during acceleration and braking. Additional standout features include speed limitation, braking control for unexpected obstacles such as pedestrians and cyclists, road sign recognition and driver attentiveness monitoring.

The broader driver assistance and parking system specs are further enhanced with the aforementioned Digital Central Mirror, which shows a digitally enhanced rear view for the driver. Drivers also benefit from the Electronic Stability Control (ESC) system with Cross-Wind Assist, Trailer Stability Control and Active Park Assist; the latter a semi-autonomous assistant for parallel

and perpendicular parking manoeuvres. Additional advanced connectivity features available include a Uconnect 10-inch radio navigation with touchscreen colour display and updated wireless connectivity compatible with Apple CarPlay/Android Auto. At first it takes a little time to discover and get used to the technology.

Best to take time on it while stationary to avail of all the info that is offered.

Ergonomically the Ducato layout works well. Having all the main elements of operation located on the steering wheel is a big advantage.

Switchgear positioned on front of and behind the steering wheel, means that functions such as cruise control and phone and radio channels and audio volume are just a finger-tip away.

‘Ducato, the flagship model of the Fiat Professional range, launched in 1981, wears its 40-year history with pride, having already celebrated its status as the best-selling light commercial vehicle in Europe in 2020’ With regard to other everyday aspects of the van’s operation, there are some issues however. Firstly, a grab handle on both A-pillars, right and left, would be a great advantage, especially for getting into the high positioned seat. With the key in the ignition, the steering has to be locked before releasing and starting up the engine. Maybe it’s a security trick, not a serious matter, but worth noting.

Launched at the 60th edition of the Caravan Salon Düsseldorf last August, Fiat Professional’s ongoing success in the leisure market sector looks set to continue, with the new Ducato voted “Best Motorhome Base Vehicle” for the 13th years running. But whether as a motorhome base, panel van or any number of variants for specialised use, the Ducato deserves serious consideration.

New Ducato 2022: Details in brief The Ducato confirms its traditional strengths, adding practical and functional innovations that increase its appeal even further.

Style and Comfort: New vintage Fiat logo Revised grille LED headlights 30% brighter than halogens New interior, with smaller steering wheel with various fingertips controls Electronic parking brake Connectivity: All-digital configuration of the internal instruments New Uconnect interfaces with 10” screen including TomTom 3D maps and built-in wireless Apple CarPlay/Android Auto Performance: Euro 6D Multijet3 diesel engines with four levels of output (120, 140, 160 & 180 hp) with a new and improved 6-speed manual transmission 9-speed automatic transmission, available with 140-hp, 160-hp & 180-hp variants Self-adjusting electrically assisted drive system, to make it easier to park Safety & Driver Assistance: Full range of Advanced Driver Assistance Systems (ADAS) Adaptive Cruise Control with Stop&Go function, Lane Keep Assist and Traffic Jam Assist Wireless cellphone charging Digital Central Mirror Text: Jarlath Sweeney - editor@fleet.ie www.fleet.ie

46 | MILESTONE

International Truck of the Year marks 45 years of hi-tech engineering and innovation

From humble beginnings in England, the International Truck of the Year award has become an essential feature of the European truck industry.

Since its inception the basic criterion has been “for a truck introduced into the market in the previous 12 months, which has made the greatest contribution to road transport efficiency’. The adjudication panel has now grown to 24 and the judging criteria currently include technological innovation, comfort, safety, driveability, fuel economy, environmental footprint and total cost of ownership. There have now been 45 previous winners, documenting the tremendous advances made in European road transport. Here, Fleet Transport, in association with UK publication representative Road Transport Media chronicles the winning brands and their trucks over the past four and half decades.1977 – Seddon Atkinson 200

With the MAN 280 the Truck of the Year became International

winner, with its “commendably simple design having the ability to earn revenue at low cost, perform adequately with the utmost safety and to keep on working with minimum interruption” pushing the new Volvo F10/12 into second place.

Volvo’s great little load-carrier, the F7

Oldham Athletic – Seddon Atkinson’s first and last win, from 1977

1979 – Volvo F7 With the jury now comprising of seven nations, the award was made to an entire truck range – the Volvo F7 – for the first time.

At the heart of the two, three and four axle rigids, and two axle tractors, was the 6.7 litre TD 70 engine, which was the first production Volvo to be offered with intercooling. This, and the stylish new cab, helped the F7 triumph over the F10 which was still eligible for consideration.

The Truck of the Year award was initiated in 1977 by the late Pat Kennett, editor of Truck Magazine, and his choice for the “best new truck of 1976” was the Seddon Atkinson 200. The 200 was a single model for 16 tons GVW, powered by the unfamiliar International D-358 straight-six engine, matched to an Eaton 5-speed box, Eaton drive axle, and fitted with a day cab derived from its larger brother – the successful 400 Series.

1978 – MAN 280 For the second year of the award, Pat shared the decision-making responsibilities with colleagues from four Northern European countries, with the panel duly electing the MAN 280 as the FLEETTRANSPORT | APR - MAY 22

Improved combustion from the MAN 321

MILESTONE | 47 1980 – MAN 321 The continuing refinement of MAN’s D2566MK engine found favour with the judges in 1980, with the introduction of a resonant charge system to allow greater air induction, and higher torque development, at much lower engine speeds.

The ease of driving, MAN’s extensive European service network and the multiple cab specifications offered through the “VarioSystem” all contributed to the 321’s success, but models did not arrive in the UK until late 1982.

For medium and heavy work – the Renault G260

tinguished itself with its versatility. The judges claimed the G260 created a “new market sector” with a truck capable of medium and long haul, maximum weight work, yet also light and compact enough to be suitable for local distribution duties.

Excellent fuel economy also worked strongly in the G260’s favour.

Best of British – The Leyland T45

1981 – Leyland T45 In a very difficult year for truck builders, Leyland scored a narrow victory to take the 1981 award with the T45 range. The Roadtrain model, featuring a brand-new aerodynamic cab styled by Ogle Design, appealed to the 10 judges who favoured the thought given to problem diagnosis and the need for rapid servicing. The truck represented Leyland’s last role of the dice to maintain a role amongst Europe’s major players.

Volvo’s intercooled F10

1984 – Volvo F10 Having missed out on the award in 1978 and 1979, the revised Volvo F10 triumphed in 1984. The “Facelift 83” Volvo featured a cab extended by 6 inches in length, and also in height above the bunk, and an intercooled version of the 9.6 litre TD101F engine rated at 299 bhp. Superior performance and improved consumption achieved at lower engine revs, longer springs for a better ride, and a quieter cab contributed to the win.

Ford’s Cargo from 1982

1982 – Ford Cargo In 1982 the Cargo comfortably knocked the new Scania G, P, and R models into second place. The judging panel, now including 12 countries, were impressed with how the Cargo had been engineered to suit conditions in each of their countries, and ride and handling characteristics also found favour. The judges drew attention to the wide variety of options available, so that the award was for the entire range which constituted, “the nearest thing yet to a world truck”.

1983 – Renault G260 Regarded as the first new model developed by Renault Vehicles Industrial (RVI), rather than being an updated Saviem or Berliet design, the G260 was perhaps an unlikely winner, but it dis-

The highly-adaptable Mercedes LN2

1985 – Mercedes-Benz LN2 The Mercedes-Benz LN2 won the award in 1985, by the largest margin seen to that point. Although principally thought of as a 7.5-tonner in Britain, the LN2 was a range of vehicles suitable for up to 21 tonnes GTW. Like the Ford Cargo, the sheer adaptability www.fleet.ie

48 | MILESTONE of the 418 basic models on offer meant that each of the judges could find a variant ideally suited to their local requirements.

1988 – DAF 95 DAF’s first win came with the 95 and a concerted effort to improve the brand’s image. The 95 featured the Cabtec cab with an intelligent warning system, a completely new chassis frame and revised versions of the 11.6 litre engine rated at between 310 and 380hp. With an eye on the forthcoming European Single Market, and anticipated increases in pan-European truck journeys, a space cab option was available from the start.

Easy – access with the Volvo FL

1986 – Volvo FL Series Development work started on the Volvo FL range as soon as the F7 had been introduced, and by 1985 the new models appeared.

Sharing the entirely-new, low-mounted, easy access cab, the FL7 was powered by the new TD71 engine, whilst the FL10 used the same engines that were well proven in the award-winning F10.

The judges were again impressed with the scope of the comprehensive range which was bolstered by the FL6 4x2 distribution chassis.

A good truck further-refined – The Scania 3 Series

1989 – Scania 3 Series In a very strongly-contested competition the Scania 3 Series emerged victorious over the new Mercedes SK models. Scania’s first new range since 1981 consisted of detail improvements on the previous GPR models, with a better spread of power outputs, improved interiors and the option of a 220mm “Topline” roof extension for the R cab vehicles. Overall, the judges felt that the evolutionary approach of the Scania designers topped the new Mercedes-Benz.

MAN F90 represented quality engineering

1987 – MAN F90 For 1987 the 13-man jury chose the MAN F90’s impressing the judges with “its first-class engineering, both in concept and detail, supported by its broad versatility in suiting almost every major market with the base design”. The F90 marked a major move forward for MAN with a wholly new, high-quality cab, new chassis, and a new suspension augmenting revised versions of the proven 330 and 360 hp engines.

Mercedes Heavy Class conquered in 1990

1990 – Mercedes-Benz SK By 1990 operator satisfaction with the Mercedes-Benz SK’s in service had convinced the judges that the range was worthy of recognition. The truck’s attention to detail regarding electrical installations, instrumentation, and finish all won plaudits, and of particular note was the new smoother-running, lightweight OM 441LA V6 engine with a re-designed combustion chamber and crankshaft. The improved EPS gear system, ABS, automatic lubrication and 45 000 km service intervals all won commendation.

DAF 95 with Cabtec cab FLEETTRANSPORT | APR - MAY 22

MILESTONE | 49 1993 – IVECO Eurotech In an unprecedented move, IVECO scored a second award in two years with its impressively wide-ranging Pininfarina designed Eurotech models. From 4x2 distribution trucks up to 6x4 tractors, IVECO offered three in-house engine choices matched to ZF or Eaton Gearboxes and (mainly) Rockwell drive axles. The judges were impressed with the rationalisation between the Eurotech, and the Eurocargo, and this commonality between ranges helped the IVECO squeeze past the new DAF 75/85 to secure victory.

The mould-breaking Renault AE

1991 – Renault AE Having been spotted during operational testing as far back as August 1987, the Renault AE with its four-point air suspended cab, flat floor, and imposing presence was a head-turner from the outset. Initially offered with either a 380hp Renault six-cylinder engine, or the Mack EE9 V8 with 503hp, the gearbox and drive-axle were taken directly from the R Series. Although the name, Magnum, was introduced for the deluxe cab package, it became synonymous with all models.

Volvo’s 1994 FH

1994 – Volvo FH IVECO’s hopes of a three-in-a-row with the Eurostar were dashed by the Volvo FH which secured a then-record fourth award for the Swedish manufacturer. The new D12 engine featured an overhead camshaft and electronic injectors and was fitted into a newly-designed chassis topped with a brand-new and striking cab. The innovative engineering, advanced design, high standard of driver environment, and the consistent quality achieved from advanced production techniques all contributed to a sound win for the FH. Comprehensive range – the IVECO Eurocargo

1992 – IVECO Eurocargo IVECO needed to replace three of its own medium truck lines, and an inherited one from Ford when it began development work on the Eurocargo. £2.5 billion later, the Eurocargo range of 6 to 10 tonne lightweights, and middleweights up to 24 tonnes GTW were launched. Known as the New Cargo in the UK, the resounding win recognised the trucks’ 540 standard variants, exceptional standards of handling and safety, new approach to chassis wiring, and Euro One engines.

Powerhaus – the MAN F2000

1995 – MAN F2000 The F90 evolved into the F2000 which was offered with both Euro 1, and Euro 2 models featuring a new electronically controlled 12.8 litre engine, launched at Hannover’s IAA in September 1994, enabling operators to choose between the new technology or to wait for it to be mandated by legislation.

In the most closely-contested IToY to that date, the F2000 beat DAF’s 95.500 Super Space Cab by two points.

The second win in two years for IVECO with the Eurotech www.fleet.ie

50 | MILESTONE retained mechanical control for the 12.6 litre engine in a bid to simplify maintenance. The judges were impressed by the cab and the driver environment – with plenty of storage space, good visibility, easy access and a very well laid out dashboard all figuring in their decision. The truck was well received in the marketplace with production initially struggling to supply demand.

Scania’s 4 Series represented a change in direction

1996 – Scania 4 Series In a radical stylistic departure from previous designs, the 4 Series featured a cab with wide-radiused corners and a Topline version featuring a bunk above the windscreen. The radically-different design was supported by a new chassis system, revised V8 engines, and a brand-new 12 litre 400hp straight-six unit. The award itself was made for the L Class of long-haul trucks, which scored more than double the number of points of the runner-up, the DAF 55.

Wide-ranging Mercedes-Benz Atego

1999 – Mercedes-Benz Atego The Mercedes-Benz Atego received 5 more points from the 16-man jury to narrowly outscore the Volvo FM and deprive Volvo of a third win for their generation of low-cabbed trucks.

The Atego was a cleverly-designed range whereby the newly-developed lightweights were produced up to 15 tonnes GVW, but the new cabs and engines were also fitted to Actros chassis to expand the Atego range up to 26 tonne six wheelers, although power was capped at 280hp.

Technology abounds – The Mercedes-Benz Actros

1997 – Mercedes-Benz Actros The Mercedes-Benz Actros won ’97’s prize thanks to “setting new standards of operating efficiency, using an unprecedented level of technology that actually delivers results to operators”. Aside from a smart new cab and new V6 and V8 engines with 120,000 km oil drain intervals, the heart of the new technology was the electronic Telligent system which controlled 26 sub-systems from the all-round disc brakes to gear-shifting, and from engine management to the air suspension.

2000’s deceptively-different Volvo FH

2000 – Volvo FH In an unusual turn of events, the Volvo FH won a second IToY award in 2000, despite having a cosmetically unchanged cab from the 1994 winner. Appearances can be deceptive though, as the revised FH featured an improved chassis, new 460hp-rated D12C engine, VT gearbox, 1344 rear axle and an all-new electronic control system called TEA – Truck Electronic Architecture, to rival the Mercedes-Benz Telligent system.

DAF 95XF of 1998

1998 – DAF 95XF Following the high-tech Actros, the IToY judges plumped for more-conventional engineering with the DAF 95XF, which FLEETTRANSPORT | APR - MAY 22

Trucknology Generation – the MAN TGA

MILESTONE | 51 2001 – MAN TGA The “Trucknology Generation” was a stunning design when unveiled in Spring 2000, and the all-new cab represented a radical move combined with the vehicle’s new chassis, transmissions, and the first Euro 3 engine in a heavy truck to be fitted with EGR. In a year when no other manufacturer launched such a significantly new design, the odds were always short on the TGA winning IToY, and victory was assured with a resounding 70-point margin.

Mercedes-Benz Actros MP2 with proven electronics

DAF LF - built at Leyland

2004 – Mercedes-Benz Actros In hindsight, some of the ground-breaking technology of 1997’s Actros was troublesome in early models, despite similar systems being adopted by the other manufacturers by 2004.

With the Actros MP2, the judges were impressed by the extent to which the technological issues had been addressed, and also the degree to which the quality and styling of the cab interior had been improved. The new 460hp V6 engine was also highly regarded.

2002 – DAF LF In 2002 the award found its way to one of the unsung heroes of road haulage – the 6 to 18 tonne rigids. The DAF LF was the replacement for the 45 and 55 Series vehicles which had been so popular in the UK, but failed to really take off in Europe.

The judges were impressed with how the makers had taken a Renault cab and a Cummins engine yet produced a truck which was undeniably a DAF.

A return to form with the Scania R Series

First win for the IVECO Stralis in 2003

2005 – Scania R Series For 2005, the judges re-appraised their opinion of the 4 Series and concluded it perhaps wasn’t Scania’s finest ever product, but they were satisfied that the modifications made for the R Series restored Scania’s reputation. A number of design enhancements to the face-lifted vehicles saw a higher-mounted cab with a nearly-flat floor, a new and improved interior with the bunks back to the rear wall, and a new higher-roof sleeper positioned beneath the Topline option.

2003 – IVECO Stralis Following IVECO’s ambitious range renewal programme a decade before, the company used a different strategy for the Stralis, with a process of incorporating revised engines, chassis and suspensions into existing models, before finishing with a new cab for the new truck. For the driveline, only a new 540hp Cursor 13 engine was new, but the 19-man judging panel were very impressed with the cab and the “innovative solutions aimed at improving the driver’s comfort”.

MAN TGL – winning lightweight www.fleet.ie

52 | MILESTONE 2006 – MAN TGL MAN’s sixth IToY award was secured with their first for a light/ middleweight vehicle, and was also achieved with a thumping majority of votes. The 19-man jury were particularly impressed with the 7.49 to 12 tonne range’s robust design, attractive exterior styling and driver environment, highlighting the deep windscreen and mirror arrangements as of particular benefit for city deliveries.

Further evolution – the Mercedes-Benz Actros MP3

- featured two-pedal automated transmissions as standard on road-going vehicles, with further improvements made to the PowerShift 2 system. New safety options included brake assist, lane departure warning and stability control with roll damping.

MX13 powered DAF XF105

2007 – DAF XF 105 The introduction of the new MX 12.9 litre engines rated at 410, 460 and 510hp and fitted with a high-pressure fuel injection system with SCR for Euro 4 and beyond made DAF the one to watch for 2007. Detail changes to the chassis and the cab, including a 180mm reduction in the engine hump height and a fold-flat gearstick, or alternatively, steering-wheel based auto controls, helped secure the win for the Dutch manufacturer.

The revised Scania R Series

2010 – Scania R Series A second win for the R Series in five years came courtesy of the 22-man jury who found favour with a comprehensive list of revisions in the new models. The new R Series featured improved aerodynamics and better air flow through the engine compartment for cooling, a revamped Opticruise automated gear system and an upgraded interior. The judges also liked the Driver Support System with its star-ratings for drivers.

MAN TG with improved appearance

2008 – MAN TG Series The TG Truck Generation Series – encompassing TGX long-distance, and TGS distribution and construction models - were launched as a replacement for the TGA at the Amsterdam Truck Show in October 2007. Although continuing with the existing driveline, the trucks featured 35% new parts and their improved appearance, with refined aerodynamics, and a stylish new interior won over the 20-strong jury in a tough competition against the IVECO Stralis.

2009 – Mercedes Actros Another five years and another Actros. Although a distinct case of evolution rather than revolution, the Actros MP3 had been sufficiently improved and refined to secure its third IToY in 2009.

The facelifted model – with fewer and deeper bars in its grille FLEETTRANSPORT | APR - MAY 22

Mercedes-Benz Atego was offered as a hybrid

2011 – Mercedes-Benz Atego Regarded as a bit of a dark horse, the Atego scored its second win thanks to some innovative engineering and a cab interior to match that of a heavy truck. Sporting a grille to match the Actros style, the new trucks featured steering-wheel controls and the 12-tonner was available as a hybrid with stop-start anti-idling technology. The heavier models for drawbar use also offered the Mercedes integral retarder and all trucks were available with comprehensive three-year support packages.

MILESTONE | 53 styling and interior of the Volvo won praise, in particular for the less-raked windscreen which afforded an extra cubic metre of internal space, and the revised mirror designs which improved visibility around the A post. Technology such as the latest I-Shift transmission, I-See terrain-mapping software, Telematics Gateway communication and the option of Independent Front Suspension sealed the FH’s win.

The Mercedes-Benz Actros MP4 was even more aerodynamic

2012 – Mercedes-Benz Actros Unsurprisingly, the all-new Mercedes-Benz Actros MP4 swept the board in 2012. Designed from “a blank sheet of paper”, the new Actros replaced not just its predecessor, but ultimately, the Axor too. The stylish, aerodynamic cab was offered in seven variants and a new engine – the 12.8 litre OM471 in-line six cylinder - was offered with either Euro Five or Six certification. The specification was completed with the third-generation PowerShift automated transmission.

High tea, the Renault way!

2015 – Renault Range T Another new cab design secured Renault’s IToY win in 2015 their first since the AE of 1991. Like the AE, the new Range T featured some bold-styling which was not initially appealing to some. Built around the Volvo-related DTI 11 and 13 engines and Optidriver transmissions, the Range T tractors replaced the Premium models, with the flat-floor High Sleeper replacing the venerable Magnum as part of “one of the most significant launches in the last few years”.

Taking the Hi-Way – the 2013 IVECO Stralis

2013 – IVECO Stralis Hi-Way The 2013 Stralis featured larger capacity engines, with the Cursor 8 and 10 being superseded by the 9 and 11, and common-rail fuel injection being used with SCR-only to achieve Euro Six emission standards. The chairman of the 25 jurors praised the truck in negating the effects of the new legislation on fuel consumption, and this was assisted by improved aerodynamics which reduced the drag co-efficient by 3%.

I-winner – the Volvo FH

IVECO’s Eurocargo – an office on the move

2016 – IVECO Eurocargo The new Eurocargos spanned the 7.5 to 18 tonne rigid segment and came with the Daily family smile-like appearance and city-friendly contours that appealed to the judges. Also meeting the jury’s approval were the HI-SCR single exhaust after-treatment system, four and six-cylinder engines with CNG option, the AS-Tronic transmission and the new centre console. This new “office on the move” was pre-configured to integrate with smartphones, tablets and GPS-based navigation systems, in addition to advanced telematics solutions.

2014 – Volvo FH Volvo’s FH 4 was another likely candidate for the award, but had to overcome stiff competition from the new DAF XF. The www.fleet.ie

54 | MILESTONE 2019 – Ford F-Max In a first for the IToY, a manufacturer from outside Western Europe achieved the accolade, with the Turkish Ford F-Max pipping the Scania L and P Series to the winning post. The F-Max is powered by the 12.7 litre 500hp Ford Eco-Torq in-line six-cylinder Euro 6 engine matched to a ZF Traxon ‘box. The judges approved of the Ford’s driver-friendly long-haul cab, and special mention was made of the adaptive and predictive cruise control functionality.

Next Generation – the towering Scania S

2017 – Scania Next Generation There were short-odds on the winner in 2017 when Scania took the IToY award. The new models were praised for their improved aerodynamics, comfort and ergonomic design, and the new driver positioning which improved visibility. The new 13 litre in-line six 500hp SCR-only engine compatible with HVO fuelling, shorter gearchanges with the Opticruise transmission’s new layshaft, and tailor-made fleet management and service-contracts all assured the win. The S cab was the icing on the cake.

Here comes the mirror-cam – the new Mercedes-Benz Actros

2020 – Mercedes-Benz Actros Continuing the tradition of cutting-edge technology – and IToY success – the Actros picked up an unprecedented fifth win in 2020. On this occasion, electronic technology was truly at the forefront of the judges’ decision – with the MirrorCam and Active Drive Assist Systems, Predictive Powertrain Control, and the totally-digital multi-media cockpit all impressing the panel. IToY Chairman Gianenrico Griffini declared the Actros “a state-of the-art heavy-duty truck that paves the way towards autonomous driving vehicles of the future” DAF XF and CF – refined drivelines

2018 – DAF CF and XF The new DAFs triumphed largely due to the refinements made to their drivelines, and the MX11 and MX13 engines, in particular.

The engines featured improved combustion technology, reduced internal friction loss and engine down-speeding and were felt to be well-integrated with the ZF Traxon automated gearbox and new DAF axles. Energy efficiency was further enhanced by new electronic architecture and the GPS-based Predictive Cruise Control function.

MAN TGX, more than a virtual winner

2021 – MAN TGX MAN’s new TGX was awarded the IToY at a virtual ceremony, but featured the traditional characteristics the judges love – an improved version of an existing design bolstered by the latest technological wizardry. In the MAN’s case, the improved interior and digital instrument cluster were recognised, and the superior aerodynamics of the face-lifted TGX cab with the D26 and D38 Euro 6d engines matched to GPS-assisted cruise control and optimised drive axles were appreciated for their frugality.

Young Turk – the Ford F-Max

FLEETTRANSPORT | APR - MAY 22

by Richard Stanier – Road Transport Media (ITOY)

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