Irish owned companies Certas Energy and Corrib Oil were among the prize winners at the UKIFDA Show 2025 Awards event held on 14 May 2025 at the First Direct Arena in Leeds. The annual occasion highlights the talent and commitment into shaping the future of the fuel distribution industry. With this year’s event taking a new format, the winners were announced
Irish companies feature among prize winners at UKIFDA Show Awards 2025
at stages throughout the day, with awards presented during the evening gathering.
As winner of the Green Award, DCC Group owned Certas Energy has once again demonstrated an outstanding contribution to the UK’s decarbonisation agenda. Its sales of renewable diesel have increased by more than 60%, and HVO at the pump has been introduced in 7 sites with a further 14 planned. 238 of its fleet now uses HVO renewable diesel, delivering a reduction in emissions of 35.8% compared to standard diesel fuel. In addition Pam Arnasalam, representing the company, was announced as Runner-up in the Customer Service category, with Peter Stubbington
PTSB & ePower sponsor Fleet Transport Commercial Vehicle Awards 2026
Flagship tractor-units, Distribution trucks and Electric Commercial Vehicles are the main categories in the annual Fleet Transport Irish Truck of the Year and Green Commercial of the Year Awards, which will be announced and presented at the Fleet Transport Awards Gala Banquet, to be held on Thursday 16 October 2025 at the Johnstown Estate Hotel, Enfield, County Meath.
Host of the annual Fleet Transport Awards events, Fleet Publications welcomes back both PTSB as the main sponsor for the Irish Truck of the Year Awards 2026, and ePower as sponsor of the Irish Green Commercial of the Year Awards 2026.
PTSB through its Asset Finance division provides solutions that meets the asset finance needs of businesses
across the country. The team in Asset Finance work closely with customers that operate across a number of sectors and have established long term relationships with customers in the transport industry. The sponsorship of Fleet Transport Irish Truck of the year underpins their commitment to the transport industry.
EV charging solutions supplier ePower provides consultancy on all things electromobility for the broader automotive sector.
receiving the Driver of the Year trophy. Galway headquartered Corrib Oil received the Runner-up Award in the Innovation category.
UKIFDA CEO Ken Cronin complimented the award winners: “This year’s UKIFDA Show theme was ‘Be Part of the Solution’ and the winning individuals, depots and companies definitely reflect this dynamic industry landscape we are experiencing. Competition, as always, was tough, and our award winners and runners-up should be proud of their achievements – we had some fantastic entries. Many congratulations to you all, we are fortunate to have you working so hard to push the industry forward – a true inspiration to everyone. Thanks also to all of our sponsors for their support.”
Speaking on behalf of the competition organisers Fleet Publications and the adjudication panel, Jarlath Sweeney, Group Editor, said: “As usual we will have a fine selection of light and heavy commercial vehicles up for assessment during the test days, many
of which are new to the market, which is appreciated and important. Thanks to the brands for supplying the many trucks and vans participating in this annual coming together for assessment and analysis, which also includes technical presentations during the three day exercise. These sessions validate and underpin the high levels of efficiencies of diesel technology and also demonstrate the continuous steps forward that electromobility is taking. Thanks also to our expert judging panel for their efforts and input and ultimately in electing the prize winners among the high quality entry. We really appreciate PTSB and ePower in coming on board once again as sponsorship partners for these awards and look forward to sharing the stage with their representatives on the night of the Gala Banquet.”
UKFDA Innovation Award - Corrib Oil Runner Up
Pictured (l-r) are Colm Furlong, Head of Asset Finance, PTSB; Jarlath Sweeney, Editor, Fleet Transport Magazine and Sean Farrell, Head of Business Banking, PTSB
Pictured (left to right): Mick Shaw –
Geoff rey Sheridan –
Global telematics solutions
provider Geotab bases its fleet operator business on continuous client engagement and collaboration as endorsed by Circet, the Irish headquartered, European leader in telecommunications infrastructure services. The Clondalkin, County Dublin headquartered company has improved safety, reduced emissions and cut operational costs using Geotab and technology partner Lytx systems, which has adopted and connected a fully integrated telematics solution across Circet’s mixed fleet of 3,000 vehicles in Ireland and the UK, in just three months, representing the biggest deployment of its kind in such a short installation window. With vehicle and driver performance monitoring systems in place, an estimated €2.7 million can be potentially saved annually in fuel alone, as well as establishing safety and fuel efficiency improvements above industry benchmarks.
Circet’s large fleet, which includes diesel and electric light and heavy commercial vehicles, required a solution capable of handling wide variability in makes, models and drivetrains. The combination of Geotab’s global telematics data platform integrated deeply with the Lytx Surfsight in cab video safety platform has given the Circet operations team full visibility into its entire fleet, delivering immediate impact.
Geotab & Lytx connects with Circet to improve fleet safety and sustainability
Within the first three months of the twelve month vehicle fitment rollout this year, Circet recorded a 16% improvement in its company-wide driver safety score. Key safety metrics such as harsh braking, acceleration and cornering all improved, contributing to an average driver score 42% better than industry benchmarks. These improvements are largely due to the use of Geotab’s Driver Safety Scorecard and near real-time driver feedback from the Lytx Surfsight dash cams, which alert drivers to risky behaviours and send incidents to the operations team for review.
Fuel efficiency has also improved. Circet’s diesel vehicles are now operating at an average efficiency of 10 litres per 100 kilometres, 10% better than peer group leaders. Circet’s transition to electric vehicles is delivering further savings. Over the first three months of 2025, electric vehicles (EVs) accounted for 3% of total fleet trips, covering more than 263,000 miles (424,000 kilometres). According to Geotab’s Electric Vehicle Suitability Assessment (EVSA), Circet stands to save approximately €450,000 annually by expanding its electric fleet and swapping ICE vehicles for EV where appropriate.
mentioned that the road haulage sector is a target audience for business expansion in Ireland. “It’s a target segment for us across Europe and Ireland. In all regions, when we’re looking at the larger vehicles fleets, compliance becomes quite important. So we need to make sure that our product is ready to make them compliant. That includes remote tachograph downloads which we can do, along with quality accessories and applications to monitor driver and vehicle performance. We understand what’s moving the needle, data wise for those for the operators.”
“Fuel economy and sustainability goals are there to be achieved but the move towards electrification is probably a bit further away. This is where we take a pragmatic approach. Some can’t go electric today, but we can help optimise what can be done, whether it’s fuel economy, preventative and predictive
What was also important to the systems installation, minimum vehicle downturn was assured, according to Oliver Holt, Sales Manager, Geotab UK & Ireland. “While it was a fairly complex process, and we’re really happy with this kind of the partnership based approach which the Circet fleet team has taken with us. It’s very much a different supplier and customer type relationship in how do we get this deployment done together in the least time possible. We have a project timeline for the rolloutwithin the year and obviously we don’t want to be impacting on any downtime of those vehicles.”
In an interview with ‘Fleet’, Oliver
maintenance. A healthy vehicle is a more efficient one. And so for the electric vehicle movers, we’ve got lots of unique differentiators which can offer those particular customers. Today, we invest around 20% of our annual revenue in R&D and that essentially means getting our hands on vehicles which we can plug in our devices, and then develop software to decode the data that’s going through the vehicle. Electric powertrain presents a unique challenge because there’s no universal source standard that they have to adhere to. So for every EV model contains technically, in theory, we could plug into and get different data points, and while it added to the investment burden, we’re well prepared.”
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Since the commencement of the International Warehousing & Transport (IWT) rail services 16 years ago, approximately 180,000 long distance truck/ trailer movements between Mayo and Dublin have been transferred to rail. The use of rail to carry containers greatly lowered the carbon footprint of the operation. But now in the virtual blink of an eye, rail traffic to the port has been cut off and all containers from the West of Ireland have reverted to road haulage.
The rail operation had become much slicker since Dublin Port Company (DPC) built its new €1.2 million quayside rail terminal which opened in May 2011. The number of units being moved increased and so did the number of rail services, building up to nine trains each way per week dependant on customer requirements. The Ballina to Dublin IWT container rail service transported approximately 10,000 containers in 2024. In mid-2021 the first signs that the Port regarded the railway as an impediment emerged when it began suggesting train movements should be excluded from the port. It stated that there was increased activity on shipping lines and that this was impacting on its rail operations and causing difficulties
Dublin’s Ten-T Port ceases to accommodate rail traffic
*The first IWT train ran from the port in August 2008 operating a modest two trains per week
to its stevedoring company - the Doyle Shipping Group - which loads and unloads the containers off the trains, to the extent that it could no longer serve the trains with ship work taking priority. Dublin Port suggested that Irish Rail and IWT work the trains in and out of Irish Rail’s North Wall rail yard, and road shunt the containers in and out of the Port. However, this naturally increased the operation cost while decreasing the viability of rail transport. Only after the expression of senior political concern was the matter resolved and services resumed.
The seed it seems was sown though. Dublin Port remained keen to remove trains from the Alexandra Road where trains ran between the Iarnród Éireann freight sidings and the purpose built port sidings along the tramway. It is understood that only communication with the Dublin Port CEO from the previous Green Party Transport Minister, Eamon Ryan TD of the Green Party prevented the tramway and port rail complex closure before now. Ironically, this tramway closure
removes a rail connection from the port - ‘rail connectivity’ being a key factor for European Ports to qualify for the ‘Ten-T’ status and funding. The current ‘MP2 Project’ awarded €73.8 million in funding from the EU’s Connecting Europe Facility for Transport (‘CEF-T’) programme for port works, but one has to wonder if it was explained to the CEF-T funder that implementation of the first Alexandra Basin Redevelopment stage would result in removal of the rail connections. It remains to be seen if the Port will manage to retain its ‘Ten-T’ status.
The end of May saw the cessation of IWT’s container trains between Ballina and Dublin Port. The expenditure of millions of euros of public money has taken place to make alterations to the Iarnród Éireann North Wall Yard as an alternative freight train destination. However, the enforced move from the port to the North Wall yard after nearly 17 successful years of operation increases rail transport costs due to the need for containers to be transferred (‘shunted’) by road between the North Wall rail yard and the port. It would appear that Dublin
Port was asked to cover the difference in transport costs following the enforced move, but declined. Also a deal to facilitate container unloading from trains by having the Doyle Shipping Group run the yard and provide a reach stacker to be used in the rail yard wasn’t struck. The rail service therefore abruptly finished. Almost as an epitaph the Port Company has tarmacadamed over the rails just weeks later as if that were the final nail in the coffin!
The result of this is that almost 10,000 containers per year will be removed from rail and put back onto the roads just at a time when 150 new higher speed freight
wagons have been ordered to replace slow 50 year old wagons. The end of the IWT trains closely follows the transfer of the ‘Tara Mines’ zinc ore traffic to road following the re-opening of the mines near Navan – this despite the original planning consent for the mines requiring transport by rail to the port for export! The end of rail traffic into the port marks the end of an era for rail in Ireland, which is now the first country in the European Union to make such a drastic change to its transportation infrastructure at this time of worldwide concern at the environmental impact of high dependency on road transport and fossil fuels.
Now the only containers moved by rail are by XPO Logistics between Ballina and Waterford Port where rail connections are retained. Foynes Port has just had its 25 mile rail connection
AGE Ltd. – Jaltest’s Leading Supplier
Since launching Jaltest in Ireland – AGE Ltd., has progressed to be the leading supplier of Jaltest Diagnostic Equipment & Tools.
Spearheaded by Willie Barry, AGE Ltd., he has worked hand-in-hand with Jaltest diagnostic engineers over the years, establishing the company’s position as Ireland’s Premium Jaltest supplier. Every year, AGE personnel attend dealer training at Jaltest headquarters in Spain,
ensuring they are up to date with the latest developments and processes of the Jaltest software.
With this training AGE Ltd., is in the unique position to be able to pass on the latest Jaltest software developments to its customers, ensuring they can take full advantage of using the world’s number one diagnostic tool.
In addition, AGE Ltd., is also the only Jaltest dealer to offer customers Jaltest University Training in Ireland. This provides its customers with direct
from Limerick rebuilt. The cessation of the IWT train carrying exports to the port is likely to affect the ‘green’ credentials of users like Ballina Beverages (Coca Cola), Vantage (Baxter) Health Care and others in the West, and one can envisage that they will not be too pleased at that. The proposed new freight yard at Castlebar would primarily have served Dublin Port with increased volumes of export goods, so the viability of that will now also need reassessment. It would be hoped that these retrograde steps at Dublin Port will be reversed before too long, however it is likely to require strong political intervention for that to happen.
The ‘Rail Review’ report envisages greater use of rail to help reduce the carbon footprint of transport. The transfer of this rail freight to roads will result in around an extra 10,000 long distance HGV trips between the West of Ireland and Dublin adding around 3,000 tonnes of CO2 annually to the atmosphere at a time when it seems increasingly difficult for Ireland’s emissions targets to be met. This flies in the face of the recent state commitment to addressing climate goals.
Text: Tim Casterton
training from top software engineers, learning first-hand the finer diagnostic functions, ensuring better problem solving, faster repairs and less downtime.
“Getting a multi-brand diagnostic tool is easy, but getting to use it, to its full potential is easier with AGE Ltd & Jaltest. We provide more than the product, we provide professional advice, technical support and ongoing training,” explained Willie.
This Cover story is a test drive with a difference, as on this occasion the truck is not new. In fact it’s a Model Year 2022 Iveco S-Way 490 6x2 tractor and is just one example of a number of good value for money flagship models available from the Iveco Emerald Truck & Van dealership in Ballymount, Dublin.
‘Fleets’ test driver Paul White took this S-Way out for a run and was impressed with what’s on offer.
Iveco S-Way 490 MY22 Road Test - A Good Business Proposal
When Iveco launched its flagship S-Way heavy duty truck model range, it created a stir in the marketplace with its cab design and style. S-Way was recognised by the industry too by winning the prestigious and hotly contested International Forum’s Red Dot Design Award. The honour recognises levels of excellence not just in design, but in the application of good design to real-world products, and highlights the benefits good design brings.
The fact that Iveco’s flagship is arguably the best-looking truck on the road - especially in the rich black and gold livery of this Model Year 2022 test unit - was somewhat proven by the number of comments and interest it received whenever we stopped on our recent test drive. It’s worth highlighting that the S-Way’s stylish exterior is not simply there to look good. A great deal of thought was invested in the design that resulted in aerodynamic improvements that can reduce drag by up to 12%. In turn Iveco has stated that these
aerodynamic efficiencies can deliver a 4% fuel saving.
The truck is very much centred around the driver and after climbing the wide steps we find a spacious roomy interior enhanced by the light beige trim and the roof hatch that floods the cab with light. Iveco’s Active Space (AS) cab is a large roomy cab. The almost flat floor gives a standing height of 2,150 mm and allows easy movement around the interior. The AS cab is finished with high-quality materials in areas such as the soft touch dashboard, and its superior leather seats and steering wheel all combine to provide an excellent working and resting environment for the driver.
The truck also excels in terms of storage. In addition to the four good-sized external lockers (two on each side) there are three sturdy hi-capacity overhead lockers, one of which included a microwave in this unit. Practical living is further enhanced with more storage
and a selection of under-bunk fridge/ freezer combinations and a rotating seat on the passenger side. Life on the road is made easier with a choice of interior LED light settings, USB and power ports, plus a control panel at the rear wall and importantly a ‘Safety Lock’ door security device.
S-Way comes with a multifunction steering wheel and an easy-to-use infotainment system. Within the infotainment system, the driving telematics programme displays a host of real-time information on the truck and the driving style. This is displayed in a colour format that makes it easy to read while driving, and provides useful information and tips on improving the driving style. Visibility from the driver’s seat is good, even though the mirror assemblies are quite sizeable. The discussion on mirrors versus cameras continues. Iveco does have a camera system available and expects to see the system becoming a standard fitment as is the case with all commercial OEMs.
Our test drive began from Ballymount, heading north on the M50, then turning off at the Red Cow exit to travel down the N/M7 and then the M9 towards Carlow/Kilkenny. Once on the
road some of the S-Way’s features come to the fore immediately. The first one noticed was the smoothness of the gear selection. The 12-speed Hi-Tronix automated manual transmission (AMT) which is based on ZF’s TraXon is, as such, flawless, matching exceptionally well to the Cursor-13 engine, while the power transfer to the road wheels is very smooth. The test unit came with a final drive ratio of 2.47:1 meaning that when driving on cruise control at 90 km/h, the tachometer sits at 1,100 rpm. This in turn highlights another feature of S-Way which is that the truck is noticeably quiet. Indeed the S-Way with the Cursor-13 (from Fiat Powertrain Technologies (FPT)) rated at 490 hp is one of the quietest trucks on the road.
Iveco’s Cursor range of engines are well-proven units with extended servicing schedules that contribute greatly to Iveco claiming to have the lowest ‘Total Cost of Ownership’ (TCO) on the market. With the truck delivering its 2,400 Nm of torque from a low 950 rpm it is well geared to deliver optimum efficiencies. On the longer hills, the 12.9-litre will pull down to around 900 rpm and be comfortable doing so as the correct gear selection is competently managed by ‘Hi-Cruise’ Iveco’s GPS-based Predictive Cruise Control system.
Box Van and the two made for a good combination that performed well on bends and the twisting national roads. The braking was balanced and even throughout the drive, although the brake pedal did have a bit more travel than one might first expect. However, once we got used to the feeling and the amount of travel this ceased to be an issue. This was especially true when most of the braking was performed by using the S-Way’s powerful 4-stage Iveco Engine Brake. The S-Way came with air suspension all-round, giving a very comfortable ride on all road surfaces. Also noted was that the 6x2’s steering was nicely weighted and accurate, delivering a sure-footed performance even over the poorer surfaced stretches. In addition, for a 6x2 with a 4.0-metre wheelbase, it had an impressive turning circle.
The 6x2 S-Way was hitched to a new and very neat tri-axle Kogel
In essence, when you go through the S-Way’s specifications, there is little to find fault with. The driveline has been tried and tested. Sitting on top of the driveline is a deceptively spacious, well-finished, and well-equipped cab that should meet all the driver’s needs whether working at home or abroad. Indeed whether using the S-Way in Ireland or on international business this MY22 Iveco will meet any operator’s needs as it is simply a good business proposal. The truck has a solid driveline, and arguably the lowest TCO on the market, and a valuable extended warranty offer. Combining these factors presents a good business proposal for any operator, and any good business proposal deserves to be fully explored. Oh, and lest we forget - it does look good!
Text & Photos: Paul White - paul@fleet.ie
Westward Scania Deals
‘Top 10’ New Scania Flagship Trucks for Amigo International
Pictured at Westward Scania headquarters, Strokestown were these ten new Scania 770 S 4x2 flagship tractor-units, loaded with a long list of optional extras. Each truck is built to the highest standard, with custom variations in paint, driver position, and unique livery.
Amigo International, based in Ballinlough, County Roscommon, specialises in refrigerated transport. Since its establishment in 2017, the company has grown year-on-year.
This latest delivery is a testament to their ongoing commitment to providing a top-class transportation service
Loading up! Farrell Livestock Trailers Ltd
A new top-spec Scania 660 S Mid-lift has been sold to Farrell Livestock Trailers Ltd., Granard, County Longford.
Another new flagship Scania 770 Frost Edition (#37) for McNamara Logistics, the third example to of enter the fleet of the Oran, County Roscommon-based company. Also delivered was a new Scania 660 S Mid-lift, finished in McNamara’s distinctive all-white livery. Both units are specially spec’d for fuel transport. Sold by Kevin Concannon.
to their customers,“ said Westward Sales Executive Kevin Concannon, who conducted the large fleet deal.
“A massive thanks to Tom and Mark for their continued business and support over the years. We wish them and everyone at Amigo all the best with the new fleet!,” he added.
Ceathair Galore for Eoin Gavin Transport!
Bunratty, County Clare based Eoin Gavin Transport has purchased these four new Scania R590 V8 6x2 tags. They come fitted with: G33 Gearbox with Retarder, Full Air Suspension, Hydraulics (Tipping Gear & Autogreaser). O’Mahoney Commercials prepared the trucks and will maintain them on behalf of Westward Scania, Strokestown.
Cool new Scania units for McNamara Logistics
MAX Trailer, 3 axle power steered extendable flat trailer, 21m, remote control for steering over ride, in stock available immediately.
Schmitz 60 cubic yard bulk tipper, aluminium, manual cover, grain hatch, in stock available immediately.
2025 Faymonville 10m extendable flat, opens to 16m, in stock, power steered, suitable for crane truck, front lift axle, twistlocks, marker boards, headboard, available now.
Max trailer 3 axle Lowbed extendable to 13m with travel height of 350mm. On pendle axles, in stock.
Dennehy Commercial’s customers continue to rely on MAN trucks
More new purpose built MAN trucks have been ordered and handed over to the TLI Group, sold and supplied by Martin Hough and Dennehy Commercials, Limerick. The first is a MAN TGM 18.250 4x2 rigid featuring a Thompson dropside body and rear mounted Palfinger crane. The other one is a 6x2 MAN TGS 32.440, with air suspension rear lift steer, sleeper cab, 10-tonne front axle, Palfinger crane, bespoke heavy duty plant body, pole frames and tool lockers. Both new trucks add to an ever expanding fleet of the MAN marque within the national utility company.
New MAN 35.440 TGS with Mixer/ Conveyor body for Liam Lynch Quarries, Kilfinny, County Limerick.
This trio of MAN commercial vehicles were on their way to Premier Stationery, Nenagh, County Tipperary – A high-spec TGM 18.330 along-side a brace of TGE 3.180 panel vans.
A new MAN 15.250 roadside recovery unit was sold by Martin to GRS, Ballysimon, County Limerick, GRS, a repeat customer, is owned by the Graham family. Pictured at the handover is Nathan Graham son of Neil Graham.
More new DAF Trucks Delivered!
new DAF XF530 8x4 ready to rescue at Corcoran’s Recovery
DG McArdle continues with ‘6 of the Best’ news DAFs!
DG McArdle International Ltd, the Transport & Logistics services provider based at Inniskeen, Dundalk, County Louth has returned to DAF Trucks Ireland
From its Clonminam Business Park base in Portlaoise, Corcoran’s Recovery has invested in this new highly equipped DAF XF530 FAD 8x4, with sleeper cab, purchased from DAF Trucks Ireland, Baldonnel, County Dublin. The recovery equipment was built and supplied by Boniface Engineering Ltd., (Thetford, England), which specialises in supply tow trucks and recovery equipment.
Corcorans is one of the first in Ireland to order the new generation DAF XF in 8x4 rigid configuration, and
to purchase six new DAF XG 480 4x2 tractor-units. Boasting Exclusive Pack trim levels, the livery was undertaken by Coyle Complete, Emyvale, County Monaghan.
the first to be fitted with Century 1150 XP 360 degree rotation crane with 7 winches and Maxi Reach under lift with a 50,000kg capacity. Impressive.
Gerry Corcoran started out in the recovery sector in 1980 and the business has grown to be one of the largest heavy recovery specialists in Ireland.
Corcorans is very much a family business with Gerry and Ann Corcoran working together since the beginning, now ably assisted by Ger Corcoran in every aspect of the business.
5 new DAF XG 530s for BOC Gases
Five new DAF XG 530 6x2 tractor-units have gone into operation since the end of May at BOC Gases, Bluebell, County Dublin. Paul
O’Reilly, DAF Trucks Ireland Fleet Sales Manager, who conducted the deal is pictured with BOC National Fleet Service Manager. Featuring Exclusive Drivers Pack, additional technical fittings were done by C-Tec Engineering, Magherafelt, County Derry.
Text: Jarlath Sweeney – editor@fleet.ie
Portlaoise
New Scania Trucks turned out by McElvaney’s
Cool Cat Plant Services (Swords, County Dublin) has purchased a new super Scania XT 460P 8x4 rigid, fitted with a Thompson tipper body and a Palfinger grab plus extra work lights and beacons.
Multicrete Precast Concrete Ltd, (Lifford, County Donegal), has put to work this new Scania 660 S Tag tractor-unit.
Jones International Transport, Rush, County Dublin, is a specialist provider of temperature-controlled transport and logistics services between Ireland, the UK and throughout Europe. The company recently took delivery of its first batch of stunning Scania 590 S V8 units.
McCormack Family Farms (Dunsany, County Meath) has become one of Ireland’s largest growers of baby leaf salads, and also specialises in fresh cut herbs, microgreens and edible flowers. The firm bought this new Scania 660 S V8, which ticks all the boxes.
Mark Bonner Transport (County Donegal), has specified this new Scania 770 S V8 twin-wheel tag with hub reduction, fitted with many extras, to add to the company’s impressive fleet.
Text: Jarlath Sweeney – editor@fleet.ie
Reversing an articulated vehicle is a relatively easy task once the skill is attained, and this exercise is performed competently by millions of professional drivers around the world every day. However, no driver has ever reversed an artic like Marco Hellgrewe…who can now claim to be a world record holder!
Marco is a 50-year-old Officer with the German Armed Forces, and an avid truck enthusiast. He has just entered the Guinness World Record Book (GWR) for the longest continuous reverse with a truck and trailer combination.
On a closed motor racing circuit in Oschersleben, Germany, Marco, with the support of Daimler Truck AG, reversed the new Mercedes-Benz eActros 600 a total of 124.7 kilometres without stopping, shattering the previous record which was just over 89 kilometres. Marco reversed the fully electric eActros around
Mercedes-Benz Trucks enter the annals of the Guinness World Record Books….in Reverse!
the 14 bends of the circuit non-stop for 6 hours 22 minutes.
Speaking about the achievement Marco said: “I am incredibly proud that together with Mercedes-Benz Trucks I have brought the record back to Germany - and for the first time in the world with an all-electric vehicle.” He described the exercise as a “very long drive with a total of 476 bends, and was an enormous effort” - though he found the driver assistance systems of the eActros 600 very helpful.
The eActros tractor-unit and semi-trailer was loaded, though the combination was limited to 25 tonnes which was the maximum weight permitted by the racetrack to prevent damage. The average speed recorded across the drive was 20 km/h though Marco did manage to reach 42 km/h at one point.
In addition to the event being a Guinness World Record attempt, the aim was also to highlight the industry to younger drivers and to raise awareness of trucks, the transport industry, and road safety. Marco was warmly congratulated by other event partners such as
PROFI, the German Association that acts to improve the image of professional drivers and lobbies for better working conditions. Another partner in the event was the child safety campaigner ‘Blicki eV’ which uses its Kangaroo mascot to promote and inform young children about road safety issues.
Marco’s drive also highlighted many of the safety features on the new Mercedes-Benz eActros such as the MirrorCam. ‘Fleet’ asked Marco during the dedicated webinar hosted for the event about how this drive using the Mercedes-Benz MirrorCam system compared to previous drives with conventional mirrors. He admitted that he found MirrorCam better, especially with the wet conditions on the day.
While it is a significant achievement to be officially entered into the annals of the Guinness World Record Books, Marco wasn’t entirely finished. Upon completion of the challenge, the reversing record was formally certified by the scrutineers from Guinness, who confirmed that the wheels of the series production truck did not stop for the duration of the drive. Whereupon Marco left the Oschersleben Race Circuit and drove another 30-kilometres on public roads to a reception at the new Daimler Truck Global Parts Centre in Halberstadt – and, of course, he did it backwards!
Text: Paul White - paul@fleet.ie
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All-American Car, Truck and Bike Show
A special celebration of all things American Car, Truck and Bike to mark the event’s 25th anniversary, saw a large crowd travel to Kilbeggan, County Westmeath on Sunday 27 April. Organised by the Midland American Auto Club, the Show featured an outstanding display of movie cars, muscle cars, hot rods, and big rigs.
Retro Truck Show Ireland 2025 - Athy
Balla Mart in County Mayo was the venue for this impressive display of everything on wheels. Proceeds from the event, held on 11 May, were donated to local charities. Among the prize
winners was Dave Ormsby’s beautifully restored 10-litre/450hp
Cursor 10 powered Iveco EuroStar that his late father Leo drove for years, hauling cement from Limerick to Mayo daily. Dave is pictured with his daughters Kaley and Leah after receiving his award from Liam Flanagan, show organiser.
Hosted by Athy RFC and Moone & District Vintage Working Club, a fine and broad selection of classic and vintage trucks were on display at the County Kildare Rugby Club venue over the May Public Holiday Weekend.
All Coming TogetherCommercial Vehicle Show 2025 – Part II
More than 13,000 visitors and over 250 exhibitors convened in Halls 4 & 5 at the NEC Birmingham for the Commercial Vehicle Show 2025. As the industry tackles the critical challenge of decarbonisation, this year’s event marked a pivotal moment both for the show itself and the future of commercial transport.
Held in partnership with the Society of Motor Traders & Manufacturers (SMMT) and UK’s Road Haulage Association (RHA), this year’s event debuted under new ownership following its acquisition by Nineteen Group. The announcement set a fresh direction for the show, aiming to strengthen its role as a hub for innovation, real-world solutions, and cross-sector collaboration, according to Mike Costain, CV Show Event Director, who said: “This year’s show proved the power of bringing the sector together not just to showcase innovation, but to shape the path to net zero. Under new leadership, the CV Show is
entering an exciting new phase. With new direction and growing momentum, the CV Show remains the UK’s key platform for driving the future of clean, connected commercial transport.”
“Decarbonisation was the core theme throughout, from the return of the Destination Net Zero zone in Hall 4 to headline reveals from leading OEMs. Major truck brands unveiled headline vehicles, including the International Truck of the Year–winning Mercedes-Benz eActros 600, the latest DAF XF Electric, and UK premieres from Electra, FR8 Volta, Terberg, Zenith, Renault Trucks, CoolKit, and Daimler demonstrating real-world advances in electrification, range, and operational viability.
The Decarbonisation Hub, powered by GreenFleet, convened industry leaders to address the challenges of fleet electrification. Panels with experts from DAF Trucks, SMMT, Farizon Auto, and Athlon UK explored topics such as infrastructure, workforce readiness, and the shift to low-emission fleets. Niall Riddell of Paua and Jamie Sands of Welch’s Transport spotlighted smart charging strategies and heavy-duty deployment solutions. The focus remained firmly on collaboration and actionable progress toward the sector’s environmental targets.
Adjacent to the main floor, the EV Café Village provided a vibrant forum for dialogue across the transport and energy
DAF EV
ecosystem. Organisations including National Grid, DRAX Electric Vehicles, and Local Authorities shared transition strategies and practical insights, creating a dynamic space for networking and knowledge exchange.
Manufacturers including Ford, Renault, Isuzu, Kia and Farizon reaffirmed their commitments. Ford UK announced a milestone: 25% of its vans will be electric by 2026, the Renault Group spotlighted its new Flexis platform to support fleet electrification as well as Kia launching its first fully electric van, the PV5.
While momentum is building with increased investment in product development and charging infrastructure challenges remain. Electric vans accounted for just 6.3% of new registrations in 2024, and HGV electrification is still in its early stages. The CV Show reinforced the need for sustained, collaborative efforts among policymakers, manufacturers, operators, and infrastructure providers.”
The next instalment of Commercial Vehicle Show takes place on 21-23 April 2026
Text & Photos: Jarlath Sweeney – editor@fleet.ie
Some vehicle operations can be categorised as high-risk vehicle activities because of the high number of detrimental incidents that have occurred when these activities are being carried out. The aim of this article is to highlight good practice with regard to one of those, i.e., loading and load securing, and to focus on control measures that are necessary to make sure these activities are carried out safely.
Why should loads be secured and restrained?
Every item of cargo has the potential to shift in transit, so every item placed on a vehicle load bed should be stowed, secured and restrained so that it will not move. Load restraint means preventing the movement of the load in any direction in relation to the vehicle load bed.
Apart from the human cost, think about the impact of failing to safely secure loads may have on every aspect of a business.
n Drivers, vehicle occupants, other road users, pedestrians and anyone who may be involved in loading and unloading the vehicle could be injured or killed
n Unrestrained loads or objects may move around on the load bed, changing the dynamics of the moving vehicle which can lead to a crash due to loss of control, jack-knife or rollover.
n Unsecured loads or objects may fall from vehicles and can cause road obstructions, traffic disruptions and collisions especially if drivers swerve to avoid fallen items
n Certain vehicle spillages may cause other vehicles to skid and lose control
n Unrestrained goods may crash into the vehicle cab during emergency braking
n Loads which have shifted may have to be manually removed from the vehicle which may increase the risk of
Safe loading, unloading and load securing
an injury or a fall from the vehicle
n Items falling out of vehicles at delivery sites causing injury and/or property damage
n Failure to secure a load properly can also result in financial losses from:
n Damaged goods and vehicles
n Clean-up costs
n Damage to company reputation
n Increased insurance premiums.
Safe loading procedures should be in place to ensure that loads do not exceed the rated load capacity of the vehicle. Procedures should also be in place to ensure that customer vehicles are loaded safely, with the cooperation of those involved. These procedures should be documented in a loading plan. Workplace procedures should clearly state the role of the driver in loading, securing and unloading operations. If the driver is not involved in loading a vehicle he or she must remain at a safe location away from the activity.
The consignor should give the driver a signed copy of the loading plan detailing how the consignment has been loaded, stowed and secured on the vehicle. If drivers are involved in loading or unloading, or checking the load in transit, they should sign the loading plan. Loading and unloading should only be carried out by trained authorised people. Where practicable, loading and unloading should be carried out in a designated area away from passing traffic, pedestrians and others not involved in loading or unloading vehicles. Where this is not practicable, risks to pedestrians and passing traffic must be minimised. Only trained, authorised persons should be permitted to access the loading area.
Consigners, loaders, supervisors and drivers must ensure that the vehicle is suitable for load to be transported, and they should know the load capacity and configuration of the vehicle being used so that loading and unloading can be done correctly and safely. They must also make sure that vehicles are loaded in a manner so that they are safe for transport. Every item of cargo has the potential to shift in transit, so the load should be stowed, secured and restrained so that it will not move. The load should be placed against the headboard if possible or, if there is a gap, an intermediate bulkhead should
be fitted or blocking or dunnage used to fill the gap to prevent the load moving forward. The headboard should be strong enough to prevent the load from moving. Best practice suggests the strength of the superstructure should meet the requirements laid down in EN 12642 (L-XL). Loading and unloading should be carried out so that, as far as possible, the weight of the load is spread evenly across the vehicle or trailer at all times, to prevent instability. The load should be arranged and secured in a manner that prevents sliding or toppling. Equipment used to restrain the load, such as bars, chains and straps, must be in good condition. Additional measures will be required to secure a load which is to be transported by sea.
When loading is complete, supervisors and those involved in the loading operation should check that the load is properly secured. Supervisors should give signed approval as part of the handover to the driver.
Three-way co-operation between the consignor, the person in control of delivery site and the driver is essential to ensure that loads can be delivered or collected safely and efficiently. In addition, equipment provided for loading unloading and load securing must be compatible with the vehicle. Drivers must familiarise themselves with loading and unloading procedures for their own and for customer or supplier premises. They should report to the person in charge of either site, for any relevant instructions, before loading and unloading the vehicle. Drivers and loaders should wear high-visibility clothing when they work around other moving vehicles, and vehicles should be braked, stabilised and immobilised as appropriate, to prevent unsafe or unexpected movement during loading and unloading.
Further, more detailed information on loading and unloading and the safe securing of loads, can be found by scanning this QR code, or go to the Health and Safety Authority’s website at https:// www.hsa.ie/eng/ vehicles_at_work/ transport_safety_ guidance_ resources/load_ securing/
Onwards and upwards
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Engaging Connectivity
AWARDS 2026
Irish Haulier of the Year 2026 - Celebrating Excellence in the Irish Road Transport & Haulage Industry
Final call for entries for the Fleet Transport Irish Haulier of the Year Awards 2026, which marks another exciting chapter in celebrating excellence, innovation, and professionalism across the Irish road transport and logistics sectors.
Over the past number of years, the Fleet Transport Awards has earned the unwavering support of the transport industry — not just from leading national operators, but also from small, lesser-known firms. This unique dynamic highlights what sets the Fleet Transport Awards apart: companies of all types and sizes are recognised and rewarded for their achievements.
Whether you manage a large-scale fleet or operate a modest, family-run haulage business, your application is welcomed and valued. This is the only awards programme truly supported by every corner of the transport industry.
The Awards ceremony will take place on Thursday 16th October next at the Johnstown Estate Hotel, Enfield, County Meath, where key figures from the industry will come together to celebrate the accomplishments of outstanding individuals and companies.
W HAT C ATEGORIES CAN MY COMPANY ENTER:
National Haulier of the Year
Refrigerated Transport Specialist (International/National)
Operator of the Year
Own Account Transport Operator of the Year
Specialist Haulage Sector Operator of the Year
Regional Transport Operator of the Year
Van Fleet Award
Livery of the Year Award
Safety Practice Award
Innovation Award
Environment & Sustainability Award
Fleet/Transport Manager of the Year
Women in Transport Award
Excellence in Warehousing & Product Handling Award
Customer Service Excellence Award
Express/Home Delivery Service Provider Award
Technician of the Year
Services to the Transport Industry
Entrants are invited to submit applications to as many categories as they wish. A full description of each award category is available online at www.fleet.ie.
Entry is free and open to all qualifying businesses and individuals across the transport and logistics spectrum. Finalists will benefit from national exposure and the opportunity to showcase their achievements on one of the industry’s biggest stages.
After receipt of entry, the company will receive a short number of questions related to the category/categories which they have entered. All information submitted as part of this process is handled in the strictest confidence and is protected under the Data Protection Act.
Once the shortlist is announced, interviews will take place at the Johnstown Estate Hotel, Enfield, County Meath on the 15th/16th July. They can be done in person or by zoom.
For further information please contact John on 086 1451330 / awards@fleet.ie or visit: www.fleet.ie
Let’s celebrate the strength, innovation, and resilience of our industry - together.
NATIONAL HAULIER OF THE YEAR 2026
This category is open to operators that transport goods within Ireland and are registered in the Irish Republic. Companies will need to show the active measures they have taken to improve service levels and to grow the company, in both quality and profitability. The judges will be looking for all-round commitment to good business practice led by a commercially minded individual.
REFRIGERATED TRANSPORT
SPECIALIST (INTERNATIONAL/ NATIONAL) HAULIER OF THE YEAR 2026
Open to Irish registered hauliers that transport goods internationally. Details of vehicle fleet and type of contracts undertaken should be outlined. If there are depots overseas, please state so, and detail measures taken in terms of driver and load security when overseas. Adhering to European/International legislation is also a key consideration within this category.
OWN ACCOUNT TRANSPORT
OPERATOR OF THE YEAR 2026
Entrants must operate their own fleet of vehicles to distribute their own goods. Companies will need to show the active measures they have taken to improve service levels and to grow the company, in both
size and profitability. Judges will focus on investments or improvements made to increase efficiency of the distribution sector of your business/production facility.
REGIONAL TRANSPORT OPERATOR OF THE YEAR 2026
This category is open to operators who transport goods within a specific region of Ireland, operating a specific fleet of vehicles for local distribution. High levels of customer service together with efficiency and reliability are key factors here. If a member of a network, please state. Details of types of vehicles as well as service and maintenance routine should be outlined. Highlight any special areas of service provided.
SPECIALISED HAULAGE SECTOR
OPERATOR OF THE YEAR 2026
This year, Fleet Transport introduces a new category – Specialised Haulage Sector Operator of the Year Award – honouring operators in this specialised transport sector. Applications have the opportunity to highlight and express their expertise in the carriage of specialised haulage in and around Ireland or beyond into Europe. They need to outline the history and evolution of the firm, the type and specification of their truck (and trailer) fleet, repair and maintenance record etc. For those that operate internationally,
are they sourcing backloads that are compatible with their trailers, in order to add to their turnover and maximise load efficiency.
VAN FLEET AWARD
2026
This award sets out to recognise companies which operate a number of light commercial vehicles and consistently demonstrate best practice in their operation. As the van sector includes a large number of companies who are not primarily engaged in transport, there is great scope to include companies who use light commercials to provide services to their customers or end users. Outline any special or specific equipment fitted to the vehicles.
LIVERY AWARD 2026
A good corporate image can be achieved through stylish and modern livery on operators’ vehicles. These mobile advertising billboards can impress both the customer and public alike and do a lot to increase levels of professionalism within the company. Not only are clean, effective graphics and colour schemes required here, but the condition of the vehicle carrying the livery is also up for consideration when the marks are allocated. Details on how the corporate image supports the business objectives/strategy is also key in this category.
SAFETY PRACTICE AWARD 2026
Companies entering this category should show evidence that their company embraces safety as a culture and provides the same resources to it as all other activities in the organisation. An active safety management system which includes Hazard Identification and Risk Assessment must be in operation for all the company’s activities. Investment in safety procedures through implementation of staff training or safety items must be outlined.
INNOVATION AWARD 2026Sponsor TBC
The Innovation category seeks entrants who can demonstrate that their ideas have made a genuine difference to their company resulting for example in either profitability, a new or altered business process within the company or changes in the products and services provided. Companies that have entered new sectors/markets or have introduced a new product should enter this category.
ENVIRONMENT & SUSTAINABILITY AWARD 2026
Road transport operators, in creating efficiencies will need to demonstrate how they have developed their environmental impact and ongoing assessment of same. For this category please provide environmental statements ton how your company meets operational planning, routing, cutting down on empty running. Demonstrate how telematics play an important role in achieving this overall goal. Explain how the data is downloads, assessed and addressed. How is the driver performance rated, how reliable is the truck/van fleet? What is the age profile of the fleet. Mention how vehicles are purchased and if alternative fuels are used. Detail how energy usage is reduced and recycling methods undertaken.
FLEET/TRANSPORT
MANAGER AWARD 2026 –sponsor TBC
Overseeing the efficient and safe operation of a fleet of trucks and their drivers are what the judges will look for here. This person must demonstrate the highest levels of ability, professionalism and knowledge of fleet. Methods of reducing costs as well as knowledge of IT techniques in improving the day to day running of the business must also be detailed. Type of
vehicles used and employment responsibilities should also be outlined.
WOMEN IN TRANSPORT AWARD 2026
This category is designed to recognise women working in all areas of the transport and haulage industry. If you have achieved success in your area of expertise in the road transport industry, the judges will welcome an entry from you, whatever your position. This category aims to recognise wom en who are positive role models in the industry to encourage more women to see the haulage industry as a worthwhile career. The judges will look for innovation, enthusiasm and dedication in what is of ten perceived as an unattractive industry by women.
EXCELLENCE IN WAREHOUSING & PRODUCT HANDLING AWARD 2026
or home delivery specialists, whether in the door to door and or business sectors. Those who can demonstrate high standards of operational customer service and going the extra mile when needed. Applicants must are provide examples of compliance including safe and best practice in vehicle maintenance and driver competence and behaviour. Demonstrate how the business is reducing its carbon footprint though fuel efficiency and general energy savings around the warehouse or depot. Also provide an indication how the business routine makes it easy for customers receiving deliveries remembering those receiving deliveries may not, always be at home, have limited computer skills, and may be nervous about strangers coming to their front door. Please state whether the operation is fully run by the company and/or as with sub contractor. Sub contractors can also apply.
portunity to a broad range of operators in the transport, storage and handling of products. It is open to companies such as hauliers, own account, distribution, freight consolidation, forwarding and logistics specialists. The judging panel will assess policies and procedures covering aspects of this specialist sector including history, customer relationship management, security, Health & Safety, HR & Training and care for the environment.
CUSTOMER SERVICE EXCELLENCE AWARD 2026
The ‘Customer Service Excellence’ award recognizes specific accomplishments in customer service, whether they are achievements by an individual, a team, or a department. The judges will look for evidence of the eff ort and impact of excellent customer service on the customer and business. Training and demonstrable commitment of the company to customer service will be an added bonus in this category. Customer testimonies will also be of benefit.
EXPRESS/HOME DELIVERY SERVICE
PROVIDER AWARD 2026 –sponsor TBC
This new award was created to acknowledge the growing number of express
TECHNICIAN OF THE YEAR 2026
Entrants in this category must have completed an apprenticeship and have a minimum of one years experience. Entrants should be fully competent in the servicing/repair of commercial goods/passenger vehicles to the highest manufacturer standards. As well as technical competence in the mechanics of a vehicle, entrants must have a thorough knowledge of the electrical and electronic components of a vehicle and be comfortable with using the latest diagnostic equipment to identify and rectify faults.
SERVICES TO THE TRANSPORT INDUSTRY AWARD 2026
Any individual who has made a significant contribution to the transport industry can be nominated in this category. Those who have helped to raise standards or are actively involved in campaigns on behalf of the transport industry will be acknowledged with this award. It is open to nominees of all ages not just those who have completed a life time of service.
If you would like to discuss any aspect of the process please contact our Awards Team:
Business associates, clients, partners and friends are all welcome to attend the Fleet Transport Awards and Gala Dinner, which will take place on Thursday 10th October 2024 at the Johnstown Estate Hotel, Enfield, County Meath.
A TABLE OF 10 IS €1600 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation
A SINGLE TICKET IS €170 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation
Please reserve Seats €170 + vat or Table(s) of 10 @ €1600 + vat at the F LEET T RANSPORT AWARDS in the Johnstown Estate Hotel, Enfield, County Meath on Thursday 16th October 2025 commencing at 6.30 p.m.
This Booking Form can be posted to Fleet Transport Awards, D’Alton Street, Claremorris, County Mayo F12E7P2
To book your place now at the Fleet Transport Awards contact Orla: +353 86 2439239 / orla@fleet.ie Mary: +353 87 2178495 / mary@fleet.ie
Based in the West of Ireland, Atlantic Truck Bodies specialise in supplying high quality truck bodies for all leading truck brands and light commercial vehicles, across Ireland and the UK. As proud supplier of Lecapitaine refrigerated bodies, Schmitz Cargobull refrigerated bodies, Dyson, Tevor and the entire Dyson range of recovery bodies, we bring top quality expertise and support to our customers
11th Waterford Truck Show lives up to its ‘Sunny South East’ reputation
Sun, Sand and Shining Trucks. All that and more as the Waterford Truck Show returned to Tramore, County Waterford and its beautiful beach coastline for the 11th running of the two-day event. Held on 11 and 12 May, in association with main sponsors Dungarvan Transport and Cappoquin Logistics, proceeds from the event were in aid of the RnLI Lifeboats.
Once again the show presented a wide selection of pristine working trucks and beautifully restored and maintained vintage, classic and specially prepared show trucks, many travelling from overseas and from other parts of Ireland.
John Armstrong was present for Fleet, combining the show visit with a taste of the sand and the local ice cream while there!
Brian Buggy
Buggy
Dungarvan
Classic Scanias
Cappoquin
Richard Ormond
Keenan Quarries
Ken Thomas
Scania Tippers
The Quiet Man
Gleeson Truck Bodies, Thurles
Classic & Vintage Ford, Albion and MAN trucks
Matthew Kibble
J&S Watson
Iarnród Éireann has placed an initial order with UK based rail wagon manufacturer, W.H. Davis, for 150 flat freight wagons. The total cost of the new fleet, which will replace the wagons currently used on its container rail fleet, is estimated at €44 million. The Semi-State company plans to add a
Iarnród Éireann places order for new wagon fleet
further 250 wagons over the next ten years as it moves to meet the freight volume targets set out in its Railfreight Plan.
The new wagons will have a payload capacity of 62 to 65 tonnes, an increase of 33% on that of the wagons currently in use. This will enable the carriage of two fully laden 20ft containers or ISO
CLdN powers ahead with development of
Irish services
Wim Wigerinck, Commercial Manager at CLdn has confirmed that the company has launched a weekly Zeebrugge/ Cork/Dublin container shipping service. This has been facilitated by the deployment of a third chartered Lo-Lo vessel on the Benelux/Ireland operations. With the delivery during 2027 of CLdn’s newbuild fleet of ten containerships, the charters will be terminated.
The weekly export schedule from Ireland to Continental Europe includes:
n Dublin to Rotterdam: 3 x Ro-Ro plus 3 x Lo-Lo.
n Cork to Rotterdam: 1 x Lo-Lo .
Killybegs Harbour, is scheduled this year to host 24 cruise ships carrying up to 20,000 passengers and 10,000 crew. Killybegs is now the third busiest cruise ship destination in the Irish Republic. The largest vessel to berth there will be Holland America Line, “nieuw Statendam” with an overall length of 297 metres.
Irish Ferries is now fuelling the fast ferry “Dublin Swift” using HVO instead of diesel oil. The low emission fuel supplied by Circle K will reduce carbon emissions by up to 90%. This vessel is currently
n Cork to Zeebrugge: 1 x Lo-Lo plus 2 x Ro-Ro.
n Dublin to Zeebrugge: 1 x Lo-Lo and 2 X Ro-Ro.
n Dublin to Santander: 1 x Ro-Ro.
tanks. They will also be cleared to run at 110 km/h, a running speed that will avoid delaying passenger trains using the same routes.
Speaking about the Iarnród Éireann order, Andy Houghton, Managing Director of W.H. Davis said: “We are delighted to have this opportunity to partner with Iarnrod Eireann on this project and support them to deliver their ambitious freight strategy. I very much look forward to seeing our latest wagon designs in traffic in Ireland.”
Mr. Wigerinck has also confirmed that the service from Cork to Zeebrugge is growing well.
The company has now announced a 25% increase in capacity on its Dublin/ Liverpool services. This is facilitated by the deployment of larger vessels, replacing the former Seatruck fleet. The 24 return sailings a week service now operates between the recently re-developed Brocklebank Dock and Dublin and
Quay Notes
operating two roundtrips a day and runs alongside the Cruise Ferries, “Ulysses” and “James Joyce”.
The recent purchase of the “James Joyce” has enabled Irish Ferries to operate its Dublin/Cherbourg service on a two ships basis, giving six departures from Dublin each week for freight traffic.
Brittany Ferries has reported that, in the 2023/2024 period, freight volumes on the Ireland/France routes rose by 73% with a total of 13,337 units carried. Tourism passenger and car traffic growth was also strong on routes to and from Spain.
Atlantic Container Line vessel “Atlantic Sea” has conducted berthing trials at
is currently carrying more than 200,000 freight units annually.
Following a fire incident aboard the “Delphine” on 16th April the vessel was taken out of service for repairs. It has now returned but is operating at reduced capacity. Meanwhile the first of a pair of upgraded sister ships to the “Delphine” has been delivered from the Mipo Yard in South Korea.
the Cork Harbour Container Terminal in Ringaskiddy. The 100,000 tonnes vessel has capacity for 1,300 vehicles and 3,800 containers and is deployed on the weekly transatlantic service with calls including Halifax and New York. The trial was a reported success. At present the only Transatlantic service calling to and Irish port is the Independent Container Line service.
Introducing The ALL-NEW
Setanta Vehicle Importers are proud to present the first-of-its-kind Renault C 10x4 Tag Axle Tipper, purpose-built for the Irish market. This truck comes with a factory fitted tag axle and is engineered for performance, reliability, and versatility in tough conditions.
Renault Trucks C 10x4 Tag Axle Tipper AND
When you Order one before year-end, you can take advantage of our exclusive 3-year Full Repair & Maintenance package, available for just *€199 per month.
Key Specs:
- Engine: 13L 520 HP
- Gearbox: Optidriver 12-Speed EXTREME with oil cooler
- Rear Suspension: 26T Full Air-Suspended Tridem Bogie
- Front Suspension: 9T with optional 3-leaf configuration
- Rear Axle: Hydraulic Steering with Auto Lift Function
- Hydraulic Back door
- Gleeson halfpipe tipper body
A recent issue of the Fleet Transport weekly newsletter featured a report from the Coastlink 2025 Conference held in Bilbao and my participation in it. This was the second conference of the series at which I spoke and was, as previously, a very interesting and enjoyable event.
The thread throughout the event was on dealing with environmental issues as both shipping lines and ports come under increasing pressure to further reduce the global carbon footprint of this industry from a global two percent of total emissions to considerably less. There was, as it turned out, a very curious coincidence when, on the day before the opening, most of the Spanish electric power networks crashed (as well as those of neighbouring countries). Immediately one could see how vulnerable we all are to such an event, not only with lifts and doors not functioning, but rail signalling, mobile phones, trams and everything else grinding to a halt. In the aftermath there was intense speculation that the overall electricity network could not cope with a power surge from renewables on a sunny and windy day. This must be close to Doomsday for those running our electrically dependent world.
It wasn’t a surprise then, that one theme that came through presentations from ports throughout the Atlantic
Arc Region and the people engaged with them was major frustration with Electric Power Networks that had not foreseen the massive growth of usage. This has lead to projects at ports dropping behind schedules as adequate connections could not be made to the local network. The problem now is that EU rules insist that ports should have power connections to enable vessels alongside to plug in to an electric power source and almost all networks struggle to facilitate this. Add to this is the fact that installation of the connection facilities is extremely costly. For example, Portsmouth Port has to pay a standing charge of £1m a year for a facility that, depending on how ferry companies arrange their schedules, may be used a maximum of fifteen percent of the time. This situation will get worse as ships use battery power to take them in coastal waters, hence they will need to re-charge before leaving.
Just what is needed can be seen from what the Port of Calais has done. On 9 January this year the port connected to the French high voltage power grid and can now recharge the batteries of up to three ferries simultaneously in 45 minutes. Currently only two vessels out the fleets of three ferry companies operating through the port can plug in there. In the Port of Bilbao, the Port Authority itself is installing wind and solar power generation throughout the facility which at present generates over fifty percent of the power that it needs.
There was not a lot of talk about roads and trucks. Somebody said that with an inevitable shortage of drivers, and truck costs rising steeply as manu-
From Where I’m Sitting –Howard Knott
facturers seek to recoup investments in multiple powertrains seeking to make this transport mode environmentally acceptable, use of rail or even, in some cases, coastal shipping might be a better plan. But again, everyone seemed to be hitting a snag, the rail systems are not only being asked to facilitate the carriage of more freight, but they are also being pressurised to accommodate more passenger trains on already very crowded networks.
While most of our ports in Ireland are multimodal this is not the case elsewhere, and several speakers at the Conference spoke about the difficulties of finding new traffic types to displace others. This is most obvious in the case of ports that focus on fuel, the obvious ones like coal and oil, but also biomass for power stations. Several Channel ports have also been impacted where the ferry volumes of passengers and freight have led to vessels being withdrawn and income lost.
Having had the privilege of participating in this event and seeing so many of these problems, it really brings me back to wondering what we will see when the new Irish National Ports Plan is published, hopefully, in the Autumn. I feel a good debate coming on.
Outside the Bilbao Maritime Museum lies one of two chains that had been used in the shipyard that had been on that site to hold vessels floating in dock. The tangled chain very much put the reality of Supply Chains in the minds of attendees attending the Coastlink event.
Towbar Plylining
*Come see, feel and test all things trucks, trailers, applications and ancillaries plus parts and components.
*If you’re involved in managing an HGV fleet, the RTX Knowledge Zone is your go-to destination for expert insight and practical guidance. It features keynote sessions, big-topic panel debates, and expert-led presentations from some of the biggest names in the sector.
Across all three days of this free-to-attend trade show, more than 45 industry experts will cover essential topics including:
n Truck safety
n Fleet decarbonisation
n Emerging vehicle technologies and industry trials
n Latest compliance updates
n And much more....
RTX 2025 – is Go
This year’s Road Transport Expo (RTX) is happening from 24–26 June 2025 at the NAEC Stoneleigh, near Coventry – and it’s packed with unmissable content! Here are some pointers!
*No-filter discussions, informal interviews, and the ever-popular RTX Big Debate with major truck OEMs. With Slido powering live audience interaction, you can ask questions and help shape the conversation in real time.
Scania to power on with new 11-litre Super engine
Scania is to reveal the newest addition to its Super engine line-up at RTX 2025, which promises to bring a new level of performance, reliability and flexibility for operators. The new Super 11-litre engine has been designed for operators who run weight-critical applications. This new lighter, more efficient diesel engine will allow operators to increase their payloads without compromise. Positioned to fit between the established 9- and 13-litre diesel units, the new Super 11-litre engine is up to 85kg lighter than the Super 13-litre and up to 7% more fuel efficient than the 9-litre equivalent.
Available in three power options – 350hp (1800Nm), 390hp (2,000Nm) and 430hp (2,200Nm) – the new Super engine has been designed to perform across a wide range of applications, from urban logistics to regional haulage.
The Super 11-litre features some key
improvements, with up to 85% of its components shared with the Super 13-litre engine. Maintenance intervals are up to 30% longer than its 9-litre counterpart which will appeal to operators as it increases uptime and reduces overall service costs.
Whether you’re looking for insight, inspiration, or straight-talking debate – there’s something for everyone.
The new engine is equipped with Scania’s proprietary cam phaser technology for variable valve timing, which allows for real-time engine thermal management and improved combustion performance.
Combined with new engine software, balance shafts for reduced vibration, and a robust engine braking system, it all adds up to delivering a smoother, more comfortable driving experience. Scania’s patented turbo dosing system also improves AdBlue usage and further enhances engine efficiency.
The new 11-litre engine is compatible with HVO, while the 390hp and 430hp can be prepared for use with FAME, giving operators the opportunity to lower their emissions footprint to support both operational and sustainability goals.
The new compact, lightweight and powerful new Super 11-litre engine is expected to power a range of different vehicles, from tippers, bulk transport and refuse collection trucks, to hook lifts, recovery trucks and fire engines, and general volume goods transport.
Brigade Electronics is inviting RTX 2025 attendees to experience the future of fleet safety and driver behaviour systems at Stand G1, the company’s most interactive exhibition space to date. This newly rebranded stand offers a unique, hands-on journey through the latest in ADAS, AI, and telematics technologies—making it a must-see destination for fleet operators, safety managers and industry innovators.
If you’re attending RTX to find practical innovations that can improve your fleet, manage risk, and boost compliance, here are five compelling reasons to visit Brigade at Stand G1:
1. Get Hands-On with next-Generation Video Telematics and Services
Explore how Brigade Video Telematics and its integration with Geotab can deliver smarter fleet management. Test-drive its virtual 3D platform on an interactive touchscreen – perfect for visualising how services can work in real fleet scenarios.
Brigade Electronics to showcase innovation - Win Big Prizes!
2. Put Your Reflexes to the Test – And Win!
In the centre of the stand, take on the Reaction Time Challenge using fatigue or alcohol simulation goggles. It’s a fun, eye-opening way to understand the very real dangers of impaired driving including fatigue and distraction — and how ADAS technology can make a difference. Top performers will be entered into a competition with premium tech prizes.
3. Explore Real AI Safety Systems You Can Implement Today
Engage with the latest AI-powered solutions such as Advanced Driver Distraction Warning (ADDW), Radar Predict, and Front Radar. These systems
are designed to tackle real-world driving challenges — see how they integrate into your fleet strategy.
4. Connect, Recharge and Learn
Take a break at its relaxed seating area with high tables, sofas, and built-in device chargers—the perfect place for in-depth conversations, product demos or just catching your breath.
5. Get Exclusive Insights from IndustryLeading Research
Don’t miss the seminar hosted by Brigade, where new research on driver behaviour and fleet safety trends will be presented, in collaboration with Asset Alliance Group. Brigade’s James Ashford will take part in the panel, offering actionable insights for operators looking to future-proof their fleets.
- Diesel Technic to launch updated catalogue
Diesel Technic will be launching a brand-new 400-page LCV Parts Catalogue at RTX Expo 2025. Created with technicians and workshop professionals in mind, the new edition features an expanded product range and reflects its commitment to quality, usability, and aftermarket support.
“At this year’s show, we are encouraging visitors to sign up for the Premium Shop, a loyalty and rewards program that allows our customers to earn points on purchases and gain access
to exclusive perks. Every visitor who signs up for the Premium Shop at the stand will be entered into a prize draw to win a LEGO Technic Volvo FMX Truck & EC230 Electric Excavator set - a one-off gift exclusively for RTX visitors,” explained Mark Todd, General Manager,
Practical Use of Budgeting
Requirements by banks for transport firms to produce budgeted profit and loss forecasts and cash flow forecasts for the next twelve and twenty-four months have seen, in many cases over the last five years, projections exceeded. The buoyant economy meant that turnover has increased, finance has become more readily available, customers’ payments have become more regular, and credit risk has reduced. Financial institutions however, cannot and will not fall into the trap of poor lending decisions that are not adequately monitored and controlled, and this is the reason that accurate budgeting is so important.
What is the practical use of a budget? Its biggest use is that it allows a business to forecast financially the year ahead and take action on matters now to effect the financial outcome of the next year or two years. Of course setting a budget by the accountant but then not referring to it over the course of the year eliminates any practical use it has. In addition, a useful budget sets targets for the year ahead, is a basis on which a cash flow forecast is produced and is a tool by which to monitor the business month on month. If diesel is forecasted to cost €1.35 a litre and the actual cost is €1.20 a litre this should give rise to a positive variance (difference) of actual costs from budgeted costs. But obviously the vast majority of customers should be on a diesel surcharge mechanism, and properly implemented, the margin should not be effected positively or negatively.
The two biggest costs in operating a transport firm are wages and diesel. If current volumes dictate increased staff numbers and this gives rise to spiralling staff costs because of lack of availability, then, in conjunction with the accountant, the best strategy is to maximise profitability and sustainability. For instance there may be a need to cut back on turnover or use subcontractors with close supervision on the standard of work they provide.
The industry is now in a situation where availability and cost of staff are key budgeting constraints in the development of any transport business.
With regard to diesel purchasing and usage there is now far more control over usage and vehicle monitoring. The majority of fleets have telematics information that gives clear guidelines on how drivers are performing, and a well structured driver incentive scheme should give positive results. Fleets are now specified to be most fuel efficient and drivers tend to migrate for higher wages and better truck and trailer units. The control
and budgeting of this massive cost is keenly scrutinised by banks when they access the business during annual review or applications for additional funding.
Once the budget is completed, the next step is to produce a cash flow forecast. If the budget shows a projected profit and the cash flow forecast shows an increasing overdraft, the accountant will explain from where this apparent disparity arises (e.g. paying for capital items quicker than they are depreciating) and will give a number of options available to remedy this. If the budget is showing losses but the business still has a positive cash flow it means a healthy balance sheet is being eroded (previous years’ hard work going out the door).
Previously budgets were produced purely as a box ticking exercise by banks. Now this process is assessed by credit committees that are highly trained and look at data on a purely arms length basis. From the financial data the banks will access, do the numbers stack up, how accurate are assumptions, what is the level of risk and how well managed is the business? Decisions that are key to the business such as access to low cost capital are all being made by individuals that look only at the bottom line and future potential, not the standard of the fleet.
Text: Donal Dempsey – contributor@fleet.ie
A recent report revealed some startling figures about the number of truck drivers killed annually in accidents in the USA. Last year it equated to one thousand fatalities. It was compiled by John Foy & Associates, an Atlanta based legal firm which specialises in compensation claims, and unfortunately, I only saw a media report, rather than the original document. What may have distorted the figure is the fact that American’s definition of trucks sometimes extends to pick-ups. It is clear though, that they are referring to professional drivers.
But like everywhere else, they are vague on the causes other than the usual pronunciations: speed and drug abuse. It seems to me that the problems State-side are like here: we have all this information but are not using it to reduce fatalities on the roads. If we are serious about reducing deaths here in Ireland we need to dig into the data more deeply.
Last month the Irish Road Haulage Association (IRHA) ran a campaign to highlight the dangers associated with driving as a profession. In several interviews Ger Hyland, IRHA President, made compelling arguments to
re-enforce members fears. As is always the case in these campaigns, an angry response from the public is the normal response as people re-count their experiences, normally exaggerated way beyond the original incident. Of course, some of these responses are perfectly reasonable, as car drivers, cyclists and pedestrians recall their genuine fears and experiences.
Is now not a good time to reset our approach to road safety and responsibility and all that goes with it? One of the big hurdles is that we are influenced mostly by Europe in all things involving the use of the road. That said, the Road Safety Authority (RSA) has most of the control and influence over the roads and licensing regime, with some input from the Gardai. From the Driver Licence theory test to the test itself and the issue of the licences, it’s their brief.
A few years ago, the RSA came up with a very clever slogan “Sharing the road”. A brilliant concept, but not totally embraced by everyone. So, let’s take it a step further, as in, with some level of rights comes responsibility. Here is where at least some of the problems arise, as drivers of cars, trucks, buses and vans, and motorbikes riders seem to carry all the responsibility.
As a driver I fully respect the rules of the road, despite some of my perceptions and opinions. But that should not be a reason for me not to have an opinion, or to make comment on the way road users are treated by the law. Is there a good reason that we give pedestrians and cyclists so much in terms of right of way? Why? More and more, drivers carry all the responsibility when an incident occurs. I realise it would be difficult to make
Sharing the Road
either group legally responsible. But this level of freedom creates dangerous situations for drivers. With an increase in people using bicycles and with additional cycle lanes constructed, there is increased risk for incidents on the road. Many cycle lanes have directional arrows, but there is little respect for these
regulations. At pedestrian crossings some of the behaviour is at odds with the rules of the road. In reality many cyclists and pedestrians may not be aware of the rules of the road and how they should behave. I don’t think that regulating cyclists or pedestrians would be possible or even make sense, but having some type of non-regulatory training could help.
Will there be any changes? I don’t think so, but the carnage will continue on the roads until we start looking at the incidents a little more forensically. Air accident investigators do, and air travel is safer for it. One of the biggest killers on our roads is arrogance. Handlebars or steering wheels do not have a sole franchise on arrogance, it’s rampant on the roads. New drivers coming on the road are aware of the rules of the road, but courtesy and manners are ignored.
Maybe it’s time to go back to the drawing board.
Text: Sean Murtagh – sean@fleet.ie
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Turbulent times and technological transitions: ECG Congress highlights industry uncertainty
A SECTOR UNDER PRESSURE
At a time when global trade faces unprecedented geopolitical shocks and the finished vehicle logistics (FVL) sector is navigating declining volumes, the ECG General Assembly & Spring Congress in Cascais, Portugal struck a sobering, yet forward-looking tone. Hosted by the Association of European Vehicle Logistics (ECG), the event gathered industry leaders, economists, and technologists to unpack the state of play in a sector critical to Europe’s industrial base.
Wolfgang Göbel, President of the ECG, opened the Congress by acknowledging the grim market conditions: “The outlook for the market is flat. The first quarter for all the OEMs has not been promising,” he said. “25/26 will be more or less on the levels we have seen before.” He noted that around 51% of FVL companies are already experiencing a drop in volumes while the willingness to invest decreased by 30% in the past year. “We are facing an uncertain world,” Göbel noted.
With 80 to 85% of Europe’s FVL industry represented among ECG’s 200+ members, the association serves as a bellwether for a €21.3bn sector that employs more than 93,000 Europeans directly and an additional 224,000 indirectly. Göbel warned of increased uncertainty and deteriorating financial performance among client OEMs, and pointed to a need for structural realignment: “Our members will need to adapt… The competitiveness of the European manufacturers in the mass markets is decreasing versus the Chinese.”
G EOPOLITICS AND TRADE:
“T HE ELEPHANT IN THE ROOM”
A stark analysis came from Prof. Dr. Alexander Sandkamp of the Kiel Institute for the World Economy, who
highlighted the fragility of global trade. “Since Trump got into office, US trade policy has shifted to protectionism and high uncertainty,” he said. “This is extremely difficult for the global trading environment.”
With potential tariffs of an additional 25% on automotive imports, Sandkamp warned of retaliatory spirals. “We can hurt the US, but we also hurt ourselves,” he cautioned. “We must be clever with tariffs – target products where the political pain is felt most.”
Sandkamp also tackled EU-China relations, now defined by “de-risking”. Trade dependence on China has waned – exports are down to 8% – but imports remain substantial. “Taiwan is the elephant in the room,” he warned. “If China invades Taiwan, we could stop trading with them entirely. That would be costlier than current US tariffs.”
I NDUSTRY REALIGNMENT: E XPORTS, CAPACITY, AND CONTRACTION
Justin Cox, Director, Global Production at LMC Automotive, contextualised these trade tensions within a fragile European automotive landscape. “About 50% of all Europe’s US-destined light vehicle exports are produced in Germany,” he said. Brands like Porsche and Volvo, heavily reliant on the US, are especially vulnerable.
Cox described a bleak export
Wolfgang Göbel, President of the ECG
Justin Cox, Director, Global Production at LMC Automotive,
Prof. Dr. Alexander Sandkamp of the Kiel Institute for the World Economy,
trajectory to China and a challenging domestic market. “Pan-European vehicle sales are expected to contract by -1.7% year on year,” he said. European OEMs face mounting cost pressures, exacerbated by potential US tariffs. “It may not be financially viable to build C-segment cars in Europe and export them to the US,” he warned.
Even where European brands have US facilities, spare capacity is limited. BMW for instance has just 12% more capacity available, with Mercedes-Benz reporting 21% , and VW 32%. Volvo – at 84% but lacking full-scale BEV plans – is the most likely to move production to the US.
T ECHNOLOGY IN TRANSITION
Yet amid the gloom, innovation provided a measure of optimism. The event featured a strong focus on artificial intelligence (AI), reflecting ECG’s push for long-term efficiency gains.
Göbel noted: “Around 70% of the people here are already using AI in their business.” He stressed AI as an enabling tool, not a threat: “We still think that we need a tool to accompany the transition to a carbon-reduced transport world.”
Federico Avellán Borgmeyer, Chief Partner Officer at efcom, traced AI’s evolution, from Turing’s wartime code breaking to today’s generative models. “AI is already replacing humans in translations, medical diagnostics, and software programming,” he said.
For the logistics industry, the opportunity lies in automating repetitive tasks. Anike Murrenhoff, Deputy Head of Intralogistics and IT Planning, Fraunhofer Institute for Material Flow and Logistics,
showcased how AI-driven digital twins and real-time data from trans-shipment terminals, developed with Dachser Intelligent Logistics, are slashing driving times and increasing asset efficiency with the @ILO terminal. Using AI-powered optical scanning, it creates a real-time digital map of packages and processes within the terminal.
This innovation improves tracking accuracy, speeds up workflows, and reduces manual effort. Already in use at sites near Munich and Heilbronn, the system enhances efficiency, supports load planning, and aims to cut emissions – marking a major step forward in smart, sustainable logistics operations.
T HE HUMAN FACTOR
Yet, the message was clear: AI is not a silver bullet. Jean Christophe (JC) Deville, Vice President of Supply Chain at Toyota Motor Europe, issued a reality check. “We cannot pretend that AI is a reality in Toyota’s business right now,” he said. “AI will reveal areas where we are bad… but we don’t see it as a way to get rid of people.”
Instead, he framed AI as a tool for improving lead times and freeing up humans for higher-value decision-making. “If we can eliminate just one day of lead time, the consequences are vast,” he said.
A CALL FOR COLLABORATION
Despite the tough talk, the ECG Assembly underscored the importance of collaboration. Membership has grown from 120 pre-COVID to over 200 today. “Uncertainty is leading to collaboration,”
noted Frank Schnelle, Executive Director at the association.
Göbel reiterated this theme. “We are an extremely active association,” he said. “We need to align, and talk the same language.”
There was also growing recognition of ECG’s advocacy role. “We will try to address regulators,” said Andreea Maria Serbu, Senior Manager External Affairs at the association, highlighting the burden of compliance, particularly for SMEs. “We’re overwhelmed by requirements and reporting. This doesn’t really help small companies.”
A LL IS NOT LOST
From geopolitics to AI, the 2025 ECG Congress laid bare the volatile forces reshaping vehicle logistics. While short-term prospects remain flat, there was no shortage of resolve.
Göbel summarised the mood: “The general message is we’re expecting a flat market. Exports won’t boom. We don’t see a huge recovery in the domestic markets… But our outreach continues, reflecting the global footprint of the automotive sector.”
With growth in the Middle East, a watching brief on China, and a technology-led reshaping of logistics, the ECG community is leaning into uncertainty. This is nothing new. It has faced enormous challenges before –Covid, for instance. It currently faces a perfect storm of challenges. However, one gets the impression that – with data, diplomacy and digital tools as its resources – it will bounce back once again.
Jean Christophe (JC) Deville, Vice President of Supply Chain at Toyota Motor Europe
Federico Avellán Borgmeyer, Chief Partner Officer at efcom,
Anike Murrenhoff, Deputy Head of Intralogistics and IT Planning, Fraunhofer Institute for Material Flow and Logistics
Text: Charleen Clarke
Schmitz Cargobull at the 2025 transport logistic trade fair
*Sustainable digital solutions for increased transport efficiency
‘Anyone trying to advance the level of digitalisation in their processes will increase the efficiency of their transport business as well as their profitability.’
That’s the inspirational advice from Schmitz Cargobull’s motto: “Delivering Performance”, that focuses on digital, efficient and sustainable solutions from which transport and logistics companies can increase their performance. Together with its partners, the trailer manufacturers BERGERecotrail and Van Hool,
along with AGS Atlantis Global System, Checkturio, Fleetloop, and Heylog, Schmitz Cargobull presented innovative solutions at transport logistic 2025 held in Munich that help to streamline workflows, reduce costs and improve customer relationships. Examples of such solutions include:
n Efficient fleet management with the TrailerConnect platform plus proactive monitoring and maintenance for trailer fleets thanks to features including the new maintenance calendar.
n Connectivity in cool chain management for maximum efficiency with the S.KO COOL box body semi-trailer.
n Maximum vehicle uptime thanks to a strong network of over 1,400 service partners and now: a new fleet of service vans.
n Cost-efficient and zero-emissions refrigerated transport for maximum reliability with the Schmitz Cargobull cooling units S.CU d80 ePTOready and S.CU dc85.
The innovative S.CU d80 ePTOready can be run both electrically via the PTO (electric power take-off) in an e-tractor unit, or conventionally using diesel. This allows for zero-emissions cooling without any additional batteries or e-axles in the trailer. The flexible S.CU d80 ePTOready cooling unit is particularly suited to fleets made up of tractor units with a range of different drive systems.
The S.CU d85 is a high-performance diesel-based cooling unit with up to 16,000 W of cooling power and 12,500 W of heating power. Thanks to the powerful and highly efficient common rail diesel engine, it helps to save fuel and is also ideally suited to multi-temperature transport.
Schmitz Cargobull has restructured its presence in the UK & Ireland, with a stronger focus on meeting the ever evolving needs of local customers with its dedicated product range in these two key markets.
Europe’s leading trailer manufacturer offers three specialised models for its UK & Ireland customers – the S.CS FIXED ROOF curtainsider semi-trailer, the S.CS FREEPOST ‘pillarless’ curtainsider semi-trailer, and the S.BO PACE dry freight box semi-trailer – which are all produced locally at its assembly facility in Manchester.
Schmitz Cargobull targets strong growth in UK & Ireland
In recent weeks, the British plant has been brought more closely into Schmitz Cargobull’s wider European production strategy, a move that underscores the importance of these two markets. This repositioning aims to boost efficiency and sustainability, ensuring the company can swiftly respond to the demands of its customers.
As part of the strategy, Frank Reppenhagen (pictured) has been appointed Managing Director for the UK & Ireland, extending his role as Regional Director for Western Europe. His leadership will support the company’s ambitions and strengthen its focus on customer-centric solutions.
Ralph Kleideiter, CSO of Schmitz Cargobull, says: “Since it opened in 2021, our Manchester plant has enabled
Two top awards for Schmitz Cargobull
*S.KI tipper semi-trailer once again wins Baugewerbe ‘Product of the Year’ Award *2025 elogistics award: noted for digital transformation in the logistics sector
May was a good month for Schmitz Cargobull as Europe’s largest trailer maker was honoured with two major awards.
German construction trade magazine Baugewerbe presented its ‘Product of the Year’ reader vote award for its smart S.KI tipper semi-trailers equipped with telematics systems, at an official ceremony in Munich.
At the 40th annual AKJ Automotive ‘Restart Automotive 2025’ network conference Schmitz Cargobull was acclaimed for its digital transformation in the logistics sector.
Installed as standard ex works, the robust S.KI impressed with its maximum payload and economic efficiency in demanding construction site applications, as well as its standard equipment with the TrailerConnect telematics system. Telematics is becoming increasingly important in the transport of bulk goods thanks to intelligent networking and diagnostics, seamless documentation and centralised display and operation. It offers many advantages for operators, making everyday transport in the construction industry safer, more transparent, efficient and cost-effective.
In addition to increased vehicle safety, various monitoring and control functions are included that can be indi-
vidually adapted to customer requirements. These increase transparency in the fleet and improve planning.
Standard functions include location tracking, fleet management, data transfer and the tyre pressure monitoring system (TPMS) with an auto location function, whereby Schmitz Cargobull sensors automatically detect the TPMS in the event of a tyre change and assign it to the corresponding wheel position.
Additional optional functions are available, including the onboard weighing system and brake pad wear indicator for preventing breakdowns and accidents, and increasing cost-effectiveness. TrailerConnect telematics thus provides the ideal solution for the requirements of the construction industry.
us to cater specifically to the needs of operators in the UK & Ireland, offering tailored products that have been very well received. We are now aligning the site more closely with our European production strategies to better support our growth and the needs of our customers in these vital markets.”
Mr. Reppenhagen, who began his career at Schmitz Cargobull in 2001, has extensive experience in the region, having previously led the UK & Ireland team from 2012 to 2017. His appointment follows the departure of Paul Avery, Managing Director Operations, and Colin Maher, Managing Director Sales and After Sales, who have left the business by mutual agreement.
During the 40th AKJ Automotive network conference festivities, which were held at Congresshalle Saarbrücken in south Germany, experts from Schmitz Cargobull were recognised for their digital solution offerings: “Integrated process landscape for managing volatile supply chains in an adaptive production network”. According to the citation at the 2025 e-logistics award prize-giving: “this comprehensive digitalisation initiative enables decentralised, flexible, and sustainable management of logistics operations”.
Schmitz Cargobull’s digitalisation partner Heylog was also honoured for its contribution to the solution. As part of the digitalisation of yard management, Heylog’s platform will be responsible for key tasks such as digital driver registration, safety training, arrivals management and the directing of incoming material deliveries. It connects, engages and interacts with existing technology, such as smartphones, QR codes and messaging services like WhatsApp, and integrates those seamlessly with established software solutions like SAP. According to the jury – comprising of a panel of leaders from the automotive industry, digitalisation experts and professors from Saarland University of Applied Sciences – Schmitz Cargobull’s solution was an impressive demonstration of how digitalisation can be used to increase operating agility and boost economic sustainability.
Text : Jarlath Sweeney
Under the Toyota Professional banner, Toyota Ireland offers a broad selection of light commercial vehicles, covering a comprehensive range of applications to meet the needs of business users today and tomorrow.
At one end is the Corolla Commercial Car-Derived-Van (CDV), with the recently introduced Proace Max at the heavier end of the van segment, while the Proace City, Proace and Hilux pick-up service the sectors in between. The complete product line has been refreshed recently to further attract customers to the range, which includes internal combustion and electric powertrains.
Car-Derived-Vans have been a popular choice among the business fraternity for decades. In years gone by there were dedicated purpose built car type panel vans from the likes of Peugeot and Opel such as the 305 Van and Astravan. Then there was the other variants, CDVs based on a three-door hatchback, like the Toyota Auris Van, Ford Fiesta Van and Volkswagen Golf Van, which were most suitable for the urban user. Now most of the CDVs are converted versions of 5-door estate cars with the Toyota Corolla Commercial
K EY ELEMENTS:
Smart entry and keyless start
Dual zone automatic air conditioning
8”” multimedia display with connectivity
Adaptive Cruise Control
Auto headlights
Spacious rubber lined load area
Full height metal mesh bulkhead
16” wheels
3-years warranty/100,000km
5-years hybrid guarantee
Toyota Corolla Commercial Hybrid Van
prominent in this field. Some brands use SUVs converted to business status by using the same regulatory format: extracting the rear seats,
inserting a flat floor and bulkhead and darkening the side window panels.
As diesel drivetrain options are reducing dramatically, petrol-electric hybrids are becoming a more suitable choice for customers who wish to hold-off on switching to full electric. Especially the case for rural operators, where the charging system may not be a good as required. To indicate the progress Toyota has made engineering wise, the Corolla Commercial is powered by the fifth generation hybrid engine, producing 140hp and 142 Nm of torque from the 1.8-litre petrol unit. The partnering technology switches seamlessly between electric energy and petrol performance, with no need to plug in or recharge. At low speeds and while in congested traffic situations, the zero-emission propulsion is beneficial in many ways; low cost motoring, more environmentally friendly etc.
Driving the commercial version of the Corolla is no different to the car in the way it operates and handles. It looks the exact same as the Touring Sport (Estate) model too!
Due to the darkened glazed panels,
S PEC C HECK
there is plenty of scope for sign writing and a selection of standard body colours that may best suit the company scheme.
Thanks to its lower CO2 emissions at 104g/km, the Corolla Hybrid Commercial will benefit from a €2,000 VRT reduction from 1 July, based on the current price of €29,536 ex-VAT.
Make/Model: Toyota Corolla Commercial
Engine: 1.8-litre VVT-1 petrol plus electric hybrid system
Power: 140hp
Torque: 142 Nm
Transmission: Automatic
Dimensions (mm)
Overall Length: 4650
Overall Width: 1790
Overall Height: 1460
Load Length: 1558
Load Width: 1430
Load Height: 1155
Load Volume: 1326 m3
Towing Capacity: 750 kg braked
Payload: 425 kg
Fuel consumption: 4.6l/100 km WLTP
Regulation 2003/59/EC, better known as the Driver Certificate of Professional Competence (DCPC), was introduced in 2008 for bus drivers and in 2009 for truck drivers. It generated great hope for some people and an equal amount of fear and derision in others. During the most recent review of the course material, the Road Safety Authority (RSA) has included a number of changes to the overall programme to update and keep it relevant to course candidates and the industry.
One important change to the DCPC has been the agreed equivalence of a driver’s Accord Dangereux Routier (ADR) Certification as a replacement for sitting CPC Module 2 for one of the five-year cycles. This has been possible due to the nature of the ADR training syllabus and the formal examination, in that the training is prescribed and the examination is certified by a recognised authority. While the change is progressive, it is limited to those who are ADR Certified and can only be used for 1 of the 5-year CPC cycles.
One criticism of the programme has always been that the Modules do not provide up-to-date information. Since its introduction, the six CPC Modules have all been reviewed and updated twice. It is accepted that there was a prolonged delay to the review of Module 2 (Minimising Risks and Managing Emergencies in Transport), as the review began just as the Covid lockdown came into force. This delayed the review for almost two years. However, it is expected that from the current position, the Modules will be reviewed on a more frequent basis and the reviews be
Driver CPC & Smart Tachograph –The Current Position
‘Nothing has changed but everything is different’
completed quickly. One interesting change introduced with the revision of Module 2 was to include a series of QR Codes. Scanning the codes will bring course candidates to the latest and most accurate information on any particular aspect of the syllabus.
It should be noted that the Modules are reviewed by a panel of industry representatives including drivers, and subject matter experts, and the panels are open to anyone who may wish to volunteer. Currently, a review of Module 1 (Control of Vehicle and Eco Driving Techniques) is being finalised and is almost ready for release. ‘Fleet’ has viewed a draft copy, and we can confirm that the new version builds on the previous material and is as up-to-date as possible. The revised text for version 1.4 includes information on vehicles and technologies that few drivers would have experienced yet, including electric and hydrogen powertrains.
It’s worth noting that when a Module is reviewed many expect there to be a complete and major revamp of the Module text. This is unlikely to ever be the case as the text will only ever reflect the most recent updates to the industry since the last time the Module was reviewed.
As an example, Module 4 (Role of the Professional Driver in the Transport Industry) deals primarily with legislation relating to Tachographs, Driving Hours and the Working Time Directive. When this Module is next reviewed to become Version 1.4, it will build on the material that is already there and then add what new regulations have come into force since it was last reviewed. Regarding Tachograph legislation there have been some but not a great deal of new regulations to be included which would probably amount to no more than 2 pages. This will no doubt cause eyes to roll as the Module will look to all intents and purposes the same as the outgoing Version 1.3.
The main updates to be included in the next version of Module 4 will focus on the implementation of the EU Mobility Package I and the Smart Tachograph Version 2. It will also provide an update of the amendments to the Driver’s Hours Regulations, especially for those working in the passenger transport sector.
The EU Mobility Package I sets out the separate requirements and importantly the deadlines for the retrofitting of Smart Tachograph Version 2 to vehicles that operate nationally and internationally. It is important to be aware of these new regulations as some of the deadlines have already passed and the proposed regulation is now in force. There are also differences in the application of the regulations to the goods and passenger transport sectors. In addition, there are different applications of the regulations in respect of Northern Ireland. In simple terms, vehicles travelling within the European Union must comply with the retrofit rules. However, only goods vehicles are required to be retrofitted for movements between Ireland and the UK, and the regulations do not apply to passenger traffic. (See Table A)
Other recent changes in tachograph regulations are focused on driving hours for bus and coach drivers engaged in certain types of work such as what is termed ‘occasional work.’ The implementation of EU Regulation 2024/1258 since May 2024 includes quite a few amendments to Regulation 561/2006 that some may not be fully aware of. It is certainly worth taking some time out of the day to check and see how the
changes may affect your business.
For example, now included in EU 2024/1258 is a provision that can permit additional driving time to reach home and can allow a driver to take 2 consecutive reduced weekly rest periods. One such qualifying condition is the extension of the record-keeping requirement from 28 to 56 days and the need to provide documented proof in either a digital or paper format of the drivers’ activities where applicable. Other changes include an amendment to the use of Ferry Mode during a Weekly Rest period, and the possibility to split a 45-minute break into 2 separate breaks of at least 15 minutes each. For example 25 minutes and 20 minutes. There is also a change that can allow the postponement of both the Daily Rest and Weekly Rest Periods. Some of these changes were lobbied for on behalf of the passenger transport sector. The result of this means that certain provisions only apply to them.
in force. It does not apply to countries under the AETR Agreement – which now includes the UK.
Nevertheless, it is hoped the new measures will enhance flexibility, especially in the tourism sector. In addition, it is hoped that it will also improve enforcement across borders and bring a more harmonised application of the regulations.
While a more flexible approach to driving hours and rest periods is welcome, finding a suitable place to take a break or rest period is not as easy as it seems when you are behind the wheel of a large vehicle. This is especially the case when you are in Dublin City Centre, where even to stop and drop off
There are, as one would expect, qualifying conditions in using any of these provisions and it would be wise to study the regulations to become familiar with the changes to ensure compliance. For example, the changes can only apply in countries where regulation 561/2006 is
passengers and groups to locations can pose significant difficulties. This long-running issue does not appear to be getting better and regarding major events such as concerts, it can on occasions be somewhat chaotic. Strong calls from industry associations have produced little by way of a positive response from the authorities, and it would appear to be an issue for the driver to sort out on a case-by-case basis. Frustrating when the same authorities seem to have little difficulty making changes when dealing with driver’s working hours. As the saying goes - where there is a will….
Text : Paul White – paul@fleet.ie
Table (A)
In the last issue of Fleet Transport we looked at the requirements, and detailed the steps that must be taken to get on the road as a professional truck or bus driver. We began by looking at the requirements to obtain a Learner Permit for the class of vehicle you wish to drive and then looked at the initial training and certification process. Now we will look at the available training opportunities and the most efficient routes for the learner.
With a Learner Permit in hand possibly the first port of call would be the private Schools of Motoring. There are many driving schools throughout the country and a number of these have been delivering driving tuition
for many decades, with some of them established back in the 1960s. Most of these companies can also assist the learner with gaining their Certificate of Professional Competence certification as well as providing the required on-the-road hours.
These companies are highly experienced and use only Approved Driving Instructors (ADI) who are registered with the Road Safety Authority (RSA). All ADIs must hold a Driving Licence for the Category of vehicle for a minimum of 2 years and pass the RSA’s examinations that include theory tests, driving tests and teaching tests before being permitted to instruct in any given category. ADI certification must then be renewed every 2 years with the renewal subject to another examination by an RSA appointed ADI examiner.
Training for Transport Chapter 2
times that suit you, including evening or weekends. This allows a learner to continue to study or work during the week as normal. It also means that they can dictate the pace of learning by taking as many or as few hours as they wish. The learner can also focus on aspects of their driving that they feel needs more attention. This may not always be possible within a formal training environment.
As with most areas of training and education there are various methods of getting a qualification which present various advantages and disadvantages, and your choice will often depend on your personal circumstances. The one great advantage of attending for private tuition with a School of Motoring is flexibility. Driving Schools can offer training at
The one possible disadvantage with taking private lessons is the cost. While it can appear expensive to an individual, we have previously noted that the cost should be viewed as an investment that realises an immediate return once a person begins work. This cost can sometimes be supported by learning support grants from local Social Welfare offices. Also to be fair to the Schools of Motoring, the price per hour is very reasonable when the associated costs and overheads such as ADIs, vehicles, insurance, taxes and fuel are considered.
There are some other options available; one of the most readily available nationwide is through the various Education and Training Boards (ETB). Once enrolled on an ETB funded driving course all driving instruction and CPC certification is covered. The
only disadvantage is that the courses are primarily run during office hours during the week, and in general full-time attendance is a requirement.
The ETB courses will train candidates to obtain a licence for the category. For more specific training with a particular area of the industry, options such as the Commercial Driver Apprenticeships run by the industry representative bodies such as the Freight Transport Association of Ireland (FTAI) or the Irish Road Haulage Association (IRHA) may be the better path. These Apprenticeships are delivered in conjunction with an employer while the person is in full time employment with that company
that allows them to be released as required for the training and education elements of the 2-year programme. Sometimes called ‘Warehouse to Wheels’ programmes, these initiatives offer specific on-the-job training alongside obtaining the appropriate driving licence.
As outlined in the last issue of Fleet Transport, I’ve made the decision to attempt to get my truck and bus driving licenses. Doing so requires a number of steps, the first of which was to obtain a Learner Permit for the relevant categories, in my case C1/C for rigid truck and D1/D for bus. This necessitated making a booking to sit the Driver Theory Test for Truck and/or Bus. The tests can be taken separately but if you’re intending to get licenses for both it makes sense (and is cheaper) to opt for the combined test whereby you have to answer 140 questions instead of 100. To do this RSA-
Both the private driving schools and ETB training providers deliver training for goods and passenger vehicles. However, the demand for drivers is such that the main passenger transport providers in the state also offer considerable training and employment opportunities to new entrants. There are some hurdles to get over, though nothing more than is legally required, and once across the line a successful candidate can look forward to a secure career with good renumeration and a range of opportunities to
personally develop and progress. The Coach Tourism and Transport Council (CTTC) with members across the country can also be a valuable point of contact in this sector. This is particularly the case if a person is seeking a part-time or seasonal working arrangement.
Once a learner is enrolled on one of these courses and gets behind the wheel, they quickly gain a sense of achievement that not too many training courses can provide. They also quickly begin to see the transport industry can provide a long-term interesting career that is highly rewarding.
Text: Rob Van Dieten - rob@fleet.ie
Becoming a Truck Driver….Part II
approved revision material is available to purchase, either books or the Official Driver Theory Test Learning App for smartphones or tablets. Having opted for the latter it offers an interactive learning experience posing questions similar to those you will get in the test, with you having to choose a correct answer from a choice of four options. The Rules of the Road and other useful information is also included within the app. Having passed my car driving test many decades ago I found reading the Rules of the Road a very useful exercise in itself, one that highlights how crazy it is that once you pass your test you never need to revise or update yourself on said rules for the rest of your car driving career.
Having duly sat and passed the Driver Theory Test and passed the requisite Medical checkup, that then entitled me to apply for my new green learner permit via the National Driver Licence Service (NDLS) which allows me to drive rigid trucks and buses on public roads when accompanied by a qualified driver instructor.
The next stage was to get profes-
sional instruction with a Driving School or through one of the many training courses, of which there are a number of choices and training courses as outlined in the article above. I chose to apply through an Education and Training Boards (ETB) scheme and was happy to be accepted. The course itself is a full time one lasting about seven weeks and is run by an independent School of Motoring contracted by the ETB.
In the next issue I’ll be recounting getting on the road and some of the next steps I need to take including CPC training in order to get that valuable truck license.
Text: Cathal Doyle - cathal@fleet.ie
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Contract Hire I Rental I Refrigeration
Fleet Bus & Coach Magazine
D’Alton Street, Claremorris, Co. Mayo, Ireland.
Tel: +353 (0)94 9372819/ 9372826
Email: enquiries@fleet.ie ISSN: 1649-9433
Managing Editor: Jarlath Sweeney
Editor: Sean Murtagh
Contributors: Cathal Doyle
Photography: Jarlath Sweeney, Sean Murtagh, Paul White, Michael Martin Photography
Administration: Orla Sweeney
Advertising: Mary Morrissey
Design: Crackerjack Design House
Bus & Coach - the official Irish journal of the International Bus & Coach of the Year Awards
Contents Summer 2025
CTTC
Iveco Bus facility in Czech Republic
Entries open for the bi-ennial Fleet Bus & Coach Awards
Disclaimer: Fleet Bus & Coach Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Bus & Coach management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.
The Coach Tourism & Transport Council of Ireland (CTTC) commenced 2025 with a renewed focus on national and European advocacy, organisational reform, and intensified lobbying on key policy issues. Under the leadership of newly elected Chairperson David Conway, following the Association’s Annual General Meeting in March this year, the CTTC also appointed a new Executive Committee comprised of representatives from across the passenger transport industry including scheduled services, school bus, coach tourism and private hire. Sub-committees have also been established to address the distinct needs of each operator area, while feeding into the broader policy development agenda of the Association. This has allowed the CTTC to expand its strategic purpose while deepening stakeholder engagement across the transport and tourism industry, among State agencies and in the political and official realm.
L ICE n SI n G, F UEL & FARE R EFORM
Among the CTTC’s key priorities in 2025 is to see legislative movement on the reform of the Public Service Vehicle (PSV) licensing system. Following extensive member advocacy and lobbying by the Association, the Government has commenced drafting a Large Public Service Vehicle Bill, which is aimed at streamlining the licensing regime, while reducing administrative burdens. A first draft of the legislation is expected this Autumn.
As part of the Budget 2026 submission, the CTTC is setting out a series of priority measures to support a fairer, more sustainable, and better-resourced commercial transport sector. Sustainability remains a central pillar of the proposals. In parallel with the submission, the CTTC has issued a paper and press release urging Government support for Hydrotreated Vegetable Oil
CTTC charts active course with new leadership and advocating for key priorities for members
(HVO) as a viable alternative to diesel. “We are calling for fiscal incentivessuch as VAT relief or fuel duty rebates - to address the current cost disparity between HVO and traditional fuels, and to encourage widespread adoption across the sector. These measures are essential if commercial operators are to play a meaningful role in the transition to a greener, cleaner national fleet,” stressed David Conway.
On the fares front, the CTTC has reiterated its long-standing call for commercial operators to be included in all publicly funded fare reduction schemes. A key priority for this year is the extension of the forthcoming ‘Under 9s Travel Free’ initiative to commercial services who are currently excluded. This exclusion, alongside the continued omission of commercial operators from the 20% cost-of-living fare reduction for passengers, creates a distortion in the competitive landscape and disadvantages passengers using our members services.
The submission also highlights the critical need for investment in coach parking infrastructure nationwide. While recent action by the CTTC has yielded improved coach parking at large events, with the NTA reopening the coach park at Croke Park for matches, discussions are ongoing to secure better arrangements for concerts and festivals, including the National Ploughing Championships. In Budget 2026 the CTTC sees an opportunity for further gains and is calling for ring-fenced funding for Local Authorities to ensure the provision of dedicated coach parking for private hire and coach tourism, particularly in urban and tourist hotspots. This infrastructure is essential to support the safe, accessible, and efficient operation of coach services, while also relieving congestion in key areas.
Together, these recommendations form a cohesive approach to strengthening the sector’s contribution to Ireland’s transport system, while addressing environmental targets, equity in fare policy, and operational infrastructure.
S TRE n GTHE n I n G M EMBER
En
GAGEME n T
The CTTC has also made a number of improvements to its member
engagement. David compiles a weekly newsletter which is distributed to all members, outlining the work, campaigning and initiatives that have been undertaken each week.
Improvements have also been made to the digital infrastructure, with website upgrades and enhancements to align with digital accessibility legislation. Sentiment surveys have also been undertaken to gather member feedback and inform future lobbying efforts.
Recent Council and Executive meetings have focused on key sectoral updates, including school transport tenders, VAT refund delays, and preparations for the busy Summer tourism season. The CTTC continues to represent members at high-level meetings with the Department of Transport, the National Transport Authority (NTA), and at cross-agency events like the Passenger Safety Charter Working Group.
A S TRATEGIC F OCUS O n B RUSSELS
One of the CTTC’s key initiatives of this year is the forthcoming delegation trip to Brussels, scheduled for October 6-8, 2025. This visit will serve as a cornerstone of the CTTC’s broader European engagement strategy. The itinerary, includes a visit to the Busworld trade show, along with meetings with key EU stakeholders, transport regulators, and industry bodies to discuss issues such as driver regulations, vehicle standards and the decarbonisation agenda.
This visit also reflects a growing recognition of the role EU-level policy plays in shaping the operational landscape for Irish bus and coach operators. With increased legislative activity surrounding decarbonisation and emission reduction targets, road safety, and employment mobility, the CTTC is positioning itself to ensure that Irish operators have a strong voice in future EU policy dialogues.
LOOKI n G A HEAD
With its sights firmly set on wins in Budget 2026, and participation at European level in Brussels this autumn, complemented by a strong Executive team in place, the CTTC is poised to expand its influence and deliver on key industry priorities.
The Coach Tourism & Transport Council of Ireland (CTTC) has stressed that if operators used Hydrotreated Vegetable Oil (HVO) instead of diesel it could help to substantially slash transport emissions, but a lack of support is holding back progress.
Ireland’s commercial coach and bus industry is calling on the Government to introduce urgent incentives for the deployment of Hydrotreated Vegetable Oil (HVO) in fleets, following new data from the Sustainable Energy Authority of Ireland (SEAI) which shows that transport emissions fell by just 1.2% last year, despite an increased uptake of biofuels and electric vehicles.
The SEAI’s 2024 interim report found that an “over-reliance on private vehicles continues to erode this progress”, highlighting the need for a broader mix of clean transport solutions. Each bus and coach has the capacity remove 40 private cars from the public roads.
CTTC urges Government to incentivise HVO deployment
*National representative body for the bus and coach sector, states that lack of subsidy on HVO deployment is a major barrier to reducing carbon emissions
The Coach Tourism & Transport Council of Ireland, which represents over 100 operators with 2,500 vehicles, argues that HVO is a practical, drop-in solution that enables existing diesel buses and coaches to cut their carbon emissions by up to 90% - with no need for new vehicles or costly charging infrastructure. However, the fuel is currently 20+ cents per litre more expensive than diesel, and unlike diesel it receives no fuel rebate or pricing support.
Commenting on the issues, David Conway, Chair of CTTC, said: “The SEAI’s report confirms what we’ve been saying for years- relying on more cars and slower EV rollout will not deliver transport emissions reductions at scale. We have a clean, cost-effective alternative fuel ready to go, but operators need government support to make the switch.
With Ireland at risk of breaching its 2030 climate limits and facing potential
Volvo and UNVI launch new coach
Volvo Buses has secured signed orders for more than a dozen Volvo B13R UnVI XL 4×2 single-deck coaches, plus customers hold options on a further 10 vehicles in the final stages of specification – just three months after the model’s announcement.
Volvo and UNVI will build the first vehicle, a 53-seat model, over the coming months, ahead of a comprehensive product testing and evaluation phase commencing in late Autumn. Customer deliveries are planned to start during summer 2026, with the B13R chassis being assembled at Volvo Buses’ factory in Boras, Sweden, before bodying at UNVI.
Domenico Bondi, Managing Director at Volvo Bus UK & Ireland, comments: “This order are testament to the long-standing relationships we enjoy with customers already operating UNVI
products in the UK.
“The Volvo B13R chassis offers fantastic fuel efficiency, to enhance the total cost of ownership for operators. When coupled with the UNVI platform, we are confident it will deliver the perfect combination of durability and comfort for long range routes.”
Josef Gisslow, Product Director at Volvo Bus UK & Ireland, explains: “We have been bowled over by the level of interest in our new B13R full-size coach. It’s exceeded all expectations at such an early stage in the project, and it’s exciting to see so many operators sharing in our vision for the new model, and in our partnership with UNVI.”
EU fines, inaction on HVO leaves emissions reductions on the table. We are urging the Government to create a level playing field that empowers operators to decarbonise now - rather than wait for future infrastructure that may not arrive in time.
This is a shovel-ready solution. If we’re serious about cutting emissions quickly, HVO will deliver meaningful reduced emissions in members fleets.”
The CTTC is calling on the Government to:
n Introduce financial incentives, such as a fuel duty rebate or VAT relief, to eliminate the cost gap between HVO and diesel;
n Formally recognise HVO in national policy, including the Climate Action Plan and Sustainable Mobility Policy;
n Incorporate renewable fuels into public procurement scoring, especially for school transport and regional routes.
around 1,800 people and with an annual turnover exceeding €700m. As a long-standing Volvo Group partner, it operates a number of Volvo Truck and Bus dealerships across the Iberian Peninsula.
UNVI is part of the Perez Rumbao Group, founded in 1922, employing
In 2025, UNVI celebrates 30 years in bus and coach bodybuilding and has previously collaborated with Volvo Buses on a number of projects throughout Europe.
Last summer, Heinz Kiess, Head of Product Marketing Bus, MAn Bus & Coach made a statement to the effect that the company would present a fully electric powered coach at Busworld in Brussels in October 2025. Furthermore he claimed that the zero emission full size coach would have a range of 600km with little or no penalty on luggage space.
The statement raised some eyebrows to say the least, but less than 12 months later the said MAN Lion E was presented to the media and some potential buyers at a launch event in Ankara, Turkey. Although the coach revealed there was a prototype, with the final version due to be presented at the forthcoming Busworld show, the new emission free passenger carrier looked and felt impressive, and drove competently.
Orders will be open soon for European markets. Ireland will have to wait a little longer for the RHD (right hand drive) version.
MAN is no stranger to electric technology as there are over 2,500 electric city buses with the Lion badge in operation throughout the world. With over 100 million kms covered by these vehicles, it is a demonstration of the significant experience and knowledge that MAN has in the manufacture and operation of electric vehicles. The MAN Group is investing continuously in electric vehicle technology, with a new plant in Nuremberg, Germany the focus point for battery development.
What is remarkable is that in the last year some of MAN’s customers have confirmed that the TCO (total cost of ownership) of an electric bus is now similar to that of a diesel bus. As the systems and programs improves, so too does the efficiency and cost of operating electric vehicles.
Ankara, in Central Turkey is where the new Lions’ Coach E range will be
manufactured. This plant was opened in 1966 and employs almost 3,000 people. In 2024 3,000 buses were produced and this year that number is expected to be exceeded.
MAN sees the development of electric vehicles as still being in the infancy stage. In order to speed up the pace and quality of product improvement it has teamed up with local universities and colleges. In total 21 partnerships and collaborations have been formed to strengthen their work force and knowledge.
MAN is committed to the climate targets as set out by the European Union and has an objective to reach a manufacturing level of 90% electric city buses by 2030 and 50% electric coaches in the same year.
Of course, this depends on the market being ready for that in terms of purchasing and charging infrastructure. It could be said that MAN is ready for electrification, but it’s now up to administrations to put whatever infrastructure and supports in place that are necessary, be they tax incentives or charging.
MAN has made it clear that it will not produce a new Euro 7 engine for any of its city bus models. However, it will produce one for the coach sector, and is definite that Hydrogen as a fuel cell or internal combustion power source is not part of the plan.
And so, to the coach itself. The MAN Lions Coach 14E is basically the Lions’ Coach as we know it. The electric coach will have 62 seats and will be based on a three axle chassis, but other variants will become available soon after the launch. Although not available in RHD at the moment, versions for the Irish market are expected about one year after serial production begins in late 2026.
MAN sees battery development as the key to success for all manufacturers and is confident that with the new plant
MAN launches all Electric Lions’ Coach
in Nuremberg it will be at the cutting edge of future design and development. Back to the coach. Four batteries can be fitted in the engine bay area while two more can be fitted where the driver’s bunk was. A key part of the design is that the luggage area has remained almost as was in terms of capacity.
Range distance with electric vehicles is always a moveable feast and depends on so many factors, but in testing up to 700 km has been achieved. Being prudent, MAN engineers are saying 650 km is realistic. Another plus is that it can have its batteries fast charged in 45 minutes (obviously depending on the availability of charging points), which fits in with a rest break in driving time.
The MAN Group is offering a 1 million kilometres guarantee on the battery life. Safety as always is of utmost importance, battery safety and the risk from impact damage, fire, etc, has been tested extensively to ensure the safety of passengers and other road users. Battery weight adds to the weight of the coach and in Germany the GVW has been increased to 27,000 kg to allow for this. It is expected that similar latitude will be allowed by other European countries in the coming months.
Fleet Bus & Coach got an opportunity to drive and travel in the new vehicle on the factory test track. Fitted with mirror cams, it drives as all electric vehicle should, being powerful and quiet. Surprisingly there is little road or motor noise inside, while another feature that is very welcome is the smooth movement, no clunking or judders. To date no decision has been made on changing to the use of an e-axle, but it seems likely, the way technology is developing these days.
So, where next for MAN and the electric coach? What happens after its world premiere at Busworld, in Brussels in October? Serial production is expected to start in mid-2026 and customers will receive deliveries in early 2027. At the event in Turkey, some customers were there, and it is believed there were some advance orders placed. Obviously, they share the confidence of the manufacturer. If all goes to plan Irish operators will be able to have one for spring 2028.
Text: Sean Murtagh - sean@fleet.ie
stating preference for AM or PM slot: Thur sday 31st July or Fr iday 1st August. Alter natively, a drop-in vehicle-only presentation will be available 09:00 - 13:00 Saturday 2nd August.
In a small town near Prague, with 13,000 inhabitants, bus manufacturing has been carried out for over 130 years. Almost one third of the population of Vysoké Mýto are in some way employed or supported by the factory, now operated by Iveco Bus.
This bus manufacturing plant can boast a chequered history. First established in 1895 as a manufacturer of agricultural implements and horse drawn carriages, it then entered the coach works business. In 1948, the company was nationalised and became a supplier to many of the other countries in the region. 1999 saw the Iveco Group form a joint venture with Renault VI, creating a new brand, IRISBUS. Iveco became the sole owner of the IRISBUS marque in 2003. Since the first Crossway was built in 2006 over 60,000 buses have been manufactured here, and Iveco has captured 42% of its home market. Last year, 5,000 buses were manufactured, 90% of which were exported. Currently the manufacturing split is 70% diesel, 5% electric and 25% CNG/Hybrid.
Iveco Bus continues to invest in its Vysoké
Mýto plant in The Czech Republic
Assembly and manufacturing is carried out at three different sites around the town and the facilities there are constantly undergoing significant changes and modernisation. From once the makings of a new bus enter the assembly system it takes just over nine days to pass through the lines and emerge as a completed vehicle. Each day 22 buses are completed. The assembly line accommodates all driveline models: electric, diesel and hybrids, though as each vehicle comes towards the end of assembly there is some separation. For example, the wiring process for an electric bus takes more time and these incomplete vehicles go into a type of lay-by for that process. Some of the workstations are more labour intensive. Most of the plant has a two-cycle shift, except where more labour is required whereupon a three-cycle shift is put in place.
Vysoké Mýto is a low entry bus manufacturing facility (low floor buses are manufactured in Annonay, France). All Crossway and Evadys models are built here with some sub-assembly carried out close to the line. Unusually for a manufacturing plant, some of the parts such as seating are built and assembled on site by subcontractors. In some cases, a customer may request seats from a separate supplier. 200 people work in this division, mainly women on a two-cycle shift. The plant works a day in advance of the production line and each set of seats is made to order, with 200,000 seats manufactured last year by this factory. All the wiring looms are made at a facility
close to the plant.
Back at the main production line, quality control is part of the whole process, with each workstation adhering to high standards of fit and finish. At the end and once the bus is ready to drive, it is road tested on a 67km route. The test involves measurement and a big input from the drivers who have specific training, ensuring that the new bus is delivered in perfect condition.
Vysoké Mýto is a town in the Pardubice Region of the Czech Republic, founded by King Ottokar II in 1265. It has a large historic town square, a cultural centre, and an industrial history.
P ROTOTYPE D EVELOPME n T & T ESTI n G FACILITY OPE n ED
As part of the 130 year anniversary celebrations at the Vysoké Mýto factory, Iveco inaugurated a new Prototype and Testing Centre on site which was officially opened by the Czech Republic Transport Minister, Martin Kupka and the Local Mayor. Over 50 people, mostly engineers are employed on this 4,000 sq.m site. Having taken 18 months to build it has the capacity to accommodate new buses up to 18m in length. David Kriz, CEO of Iveco Bus stated at the event that the new centre will play an important part in the greater Iveco Group. It will create synergies and benefit from other Iveco company’s research and development facilities. To ensure that the team at the new centre stay up to
date with emerging technologies, 25% of all employees time will be devoted to continuous professional development (CPD).
Text: Sean Murtagh - sean@fleet.ie
T HREE
MA n UFACTURI n G P LA n TS
MUTEC TRUCK & VAN CENTRE
Bus & Coach
AWARDS
--- TIT LE S PONSOR ---
SPECIALISTS IN BUS & COACH INSURANCE
We are thrilled to announce the return of the Fleet Bus & Coach Awards!
This prestigious event will once again take place at the Johnstown Estate Hotel, Enfield, County Meath, on Thursday 13th November 2025. We are equally pleased to welcome back JF Dunne Insurance as the Title Sponsor for this year’s awards.
For many years, the Fleet Bus & Coach Awards have recognised and celebrated best practices within Ireland’s passenger transport industry. This event provides a positive platform that honours excellence, fosters valuable networking opportunities, and brings together key players and deci sion-makers across the sector.
Entry is completely free and now open!
With a variety of categories available, we encourage you to submit your entry and be part of an evening dedicated to recognising the best in the industry.
What catEgory can my company EntEr?
You may enter as many category as you wish. Applications are open to companies/individuals to enter or be nominated by a customer, or supplier.
A full description of the category is set out below.
Applications are open to companies/individuals to enter or be nominated by a customer, or supplier.
coach operator award - town/city Service & Local Link provider
Open to operators operating a scheduled local service in an urban or rural area.
coach operator award – Intercity/airport Service
For operators running cross-country city to city and or longdistance Airport service
coach operator award – tours
For operators providing extended tour service to national and international agents
coach operator award – tour organiser & coach provider
Aimed at operators which arrange and organise their own touring itineraries for both national and international visitors
For the typical small fleet operator, providing various services in
Operators are all too aware of the risks associated with business, companies that have specific safety plans above the statutory requirements are invited to present their programmes and training structures in place.
Livery & corporate Identity
Livery is the opportunity for an operator to catch the public eye and promote their services. Operators in this category are invited to share their thoughts and strategies behind their logo and design.
care for the Environment and Sustainability
How operators are reducing their carbon footprint throughout day-to-day activities and at facilities. Proven methods of energy reduction accepted
Investment in Innovation
Innovation can be the difference between success and failure. Entrants to demonstrate how innovation has saved money and improved their efficiency
Women in public transport award
This category recognise the sometimes overlooked and forgotten contribution made by woman in the bus and coach sector.
Together with the awards programme for Bus & Coach operators, the event will also honour the latest buses and coaches in the passenger transport business, sponsored by Close Brothers. There will be three main categories: Minibus, Midi-coach and Coach (full size), both diesel and electric power options will be accepted for appraisal.
JOHNSTOWN ESTATE HOTEL, ENFIELD, COUNTY MEATH
THURSDAY 13TH NOVEMBER 2025
Business associates, clients, partners and friends are all welcome to attend the Fleet Bus & Coach Awards and Gala Dinner, which will take place on THURSDAY 13TH NOVEMBER 2024 AT THE JOHNSTOWN ESTATE HOTEL, ENFIELD, COUNTY MEATH. A TABLE OF 10 IS €1500 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation A SINGLE TICKET IS €160 + VAT
Price includes pre-drinks, 4 course dinner, wine and Awards presentation
Please reserve Seats €160 + vat or Table(s) of 10 @ €1500 + vat at the FLEET
BUS & COACH AWARDS in the Johnstown Estate Hotel, Enfield, County Meath on Thursday 13th November 2025 commencing at 6.30 p.m Name of Company: Invoice Address:
Dress Code: Gentlemen – Lounge Suit. Ladies – Cocktail Dress This Booking Form can be posted to Fleet Bus & Coach Awards, D’Alton Street, Claremorris, County Mayo F12E7P2 To book your place now at the Fleet Bus & Coach Awards contact Orla: +353 86 2439239 / orla@fleet.ie Mary: +353 87 2178495 / mary@fleet.ie
Collins Coaches acquires three new Scania Irizar i6SE
Collins Coaches, Carrickmacross, County Monaghan recently collected three new Scania Irizar i6SE coaches from Westward Scania, Strokestown, County Roscommon.
Both the two-axle and the tri-axle units purchased are based on Scania’s new generation chassis incorporating the latest GSR safety regulations.
The 14m (63 seats + guide) and the 12.9m (59 seats + guide) vehicles are customised with detailed specification and special corporate livery.
Pictured alongside the new coaches are L-R: Edwina Rose McKenna, Branch Lead at PTSB Monaghan, Danny Collins, Managing Director at Collins Coaches, and Fergal Mullen, Commercial Relationship Manager North West Territory at PTSB Asset Finance
Brace of Volvo B8R MCV eVoTors for Furey’s Coaches
A pair of new Volvo B8R MCV eVoTors 12.6m coaches have recently been sold to Aidan Furey, Furey’s Coaches, based at Drumcliffe, County Sligo.
Power comes from the Volvo Group’s versatile D8K 7.7-litre engine, producing up to 350 hp and a peak torque of 1,585 Nm.
Diarmaid Thompson, Volvo’s Retail Bus & Coach Sales Manager for Ireland, supplied the vehicles.
New Neoplans headed to
Kildare and
Kerry
Bartons Transport, based in Maynooth, County Kildare, has taken delivery of fourteen new MAn neoplan Tourliner coaches, further enhancing its reputation as an operator of one of Ireland’s most modern and reliable coach fleets.
Of the fourteen new vehicles, five will join Bartons’ own fleet, reinforcing its commitment to delivering premium travel experiences across Ireland and beyond, while Kerry Coaches has acquired eight of these Tourliners to expand its 2025 large coach touring fleet. Additionally Seamus Nolan Coach Hire is adding the first Neoplan to its growing fleet — a significant milestone for the company.
The MAN Neoplan Tourliner is a preferred choice among leading coach operators and can be specified with 53 seats, or 49 seats and toilet.
New Noones Turas 900 S for Martins of Limerick
Martins of Limerick has invested in a new noone’s Turas 900 S midi-coach. Based on the DAF LF 4.5 litre PX-5K3 driveline and chassis, the 24-seater midi-coach is specified with two tables, configured with 37 seats, plus driver and Guide.
For additional passenger comfort it features a full surround sound system, including TV / Video, Air Con, Full Leather Seats, with charging points.
New Volvo B8R for Kennedy Coaches
New Volvo B8R 41-seat coach purchased by Patrick Kennedy (left) from Kennedy Coaches, Tralee, in celebration of the firm’s 75th anniversary. To significantly mark this milestone in
‘providing luxury transport since 1950’, this long standing Volvo
Bus customer collected the vehicle from local Volvo Truck & Bus dealer – Murphy Commercials (Galway). It was handed over by Diarmaid Thompson, Volvo Bus National Accounts Manager for Ireland.
Recent deliveries from EVM Ireland
Galvins Coaches, has taken delivery of a new EVM MercedesBenz Sprinter Grand Tourer 19 Seater plus guide and driver from EVM IRL.
School transport operator, Galvins Coaches, founded in 1966 with ownership spanning three generations, has grown into a twenty four unit strong fleet renowned for modern reliable coaches.
The new Sprinter is based on the Euro 6 519 CDI extra-long wheel base with Common Rail Direct Injection diesel engine. The transmission is a 9 Speed G Tronic Automatic and the exterior is finished in Selenit Grey.
Hennessy
Coaches, Moate, County Westmeath, established in 2008, has purchased a new model MercedesBenz Sprinter 517 VS30 EVM VIP X-Clusive 15 seater plus guide and driver from EVM IRL.
This new Sprinter is based on the extra-long wheel base version with Common Rail Direct Injection diesel engine. Transmission is a 9-speed G-Tronic gear box, and the exterior is finished in Mercedes-Benz Obsidian Black.
Hennessy Coaches has been redefining passenger transport across Ireland, the UK, and Europe. Founded with a vision of premium service and modern luxury, the firm has built lasting partnerships with leading tour operators, ensuring excellence in every journey—whether it’s a local school trip or a European tour.
Pictured at the handover with David Hennessy is Aiden Heavin, Area Sales Manager at EVM IRL
Lynch Coach Hire recently took delivery of their new model Iveco Daily Ferqui Sunrise 33 seater plus driver, from EVM IRL.
With 25 years experience, Lynch Coach Tours will help customers get the most from their tours. Having recently taken delivery of their new model Iveco Daily Ferqui Sunrise 33 seater, passengers can sit back, unwind and enjoy their travel. The Iveco is based on the 70C18 chassis with a diesel engine. Transmission is an 8-Speed Hi Matic automatic gear box, and the exterior is finished in Artic White.
Additional recent Noone Turas Sales
Irish Blood Transfusion Service (IBTS) Dublin has purchased six new DAF Turas 800 S
Jerry Ryan Jnr Coaches, Thurles, County Tipperary are pictured collecting their new DAF Turas 900 S & MercedesBenz Turas 500 S
Annonay: The Capital of French Coaches & Buses Since 1925 –
From Irisbus to Iveco
Bus
This year marks the centenary of the Annonay factory in France, a key player in its sector since its founding in 1925. This anniversary is an opportunity to highlight 100 years of excellence and pioneering innovations introduced by its founder, Joseph Besset, and his successors in the passenger transport industry. Today, under the banner of IVECO BUS, the historic site of Annonay remains a leading manufacturer of collective mobility solutions in Europe.
opportunity to look back on the pioneering innovations introduced by Joseph Besset and his successors. These original technical solutions led to the launch of new vehicle ranges, some of which have gained global recognition and have transported passengers for decades.
This special Fleet Bus & Coach feature take a retrospective look at 100 years of history and iconic models produced at the Annonay factory located north of Marseille:
J OSEPH BESSET (1890-1959)T HE F OUNDER
Since its founding in 1925, the Annonay factory has established itself as a key player in the passenger transport industry. With more than 1,200 employees and 118,000 m² of covered space dedicated to the production of mobility solutions, it remains at the forefront of bus and coach production, continuously innovating to meet today’s mobility needs.
This 100th anniversary is also an
Joseph Besset, born in 1890 in Vanosc, Ardèche, was an industrial coach-builder recognised as a pioneer and the father of modern French coaches. In 1925, he purchased a large plot of land on the outskirts of Annonay and founded the Société Anonyme des Etablissements Besset, succeeding the Carrosserie Automobile Besset previously established in the town centre. The company specialised in coach bodywork built on the chassis of major truck brands of the time. In 1938, he revolutionised the industry by presenting the first European coach with a self-supporting structure and rear engine, named Isobloc. Joseph Besset passed away in 1959. Today, his legacy lives on, with his Annonay factory remaining a symbol of innovation and excellence in bus manufacturing.
F ROM F LOIRAT TO IVECO BUS
Over its century-long existence, the Annonay factory has undergone several changes in ownership and structure. In 1951, Sylvain Floirat acquired the plant and established SACA (Société d’Automobiles et Carrosseries d’Annonay). Five years later, in 1956, SACA was sold to Saviem (Société Anonyme de Véhicules Industriels et d’Equipements Mécaniques, the heavy truck subsidiary of Régie Renault). In 1978, Renault Véhicules Industriels (R.V.I.) was created following the merger of Saviem and Berliet. In 1999, IVECO and RENAULT V.I. joined forces to develop their coach and
From left to right: Rochet-Schneider car bodied by J. Besset in 1927, Isobloc W 947 DP 2 (1947), Iliade RTX (1999). (Photo credit: Nicolas Tellier).
From left to right: The first Magelys (2007) and Isobloc 648 DP 102 (1955). (Photo credit: Muriel & Serge Bonijoly).
1951 Besset Annonay(Photo credit: Muriel
From left to right:
Citroën P32 bodied by Besset coachwork in 1935, Isobloc 648 DP 102 (1955), Saviem S 45 GT (1972), and Magelys (2011). (Photo credit: Archives du Musée du Car).
bus operations, resulting in IRISBUS, the second-largest European manufacturer, which became fully owned by IVECO in 2003. In 2013, IVECO BUS, replacing the IVECO-IRISBUS name, became the new brand dedicated to passenger transport, marking the beginning of a new phase of development within IVECO’s other international activities.
T HE A NNONAY S ITE TODAY
Under the banner of IVECO BUS, the historic Annonay factory, dedicated to sustainable mobility, is one of Iveco Group’s two industrial sites in France. Building on its heritage and unique expertise, IVECO BUS in Annonay remains a national leader in the French bus industry and a leading manufac-
turer of passenger transport in Europe. Committed to energy transition, the factory produces low- and zero-emission buses and also assembles batteries. As the largest employer in the French Ardèche region, IVECO BUS positions itself as a true industrial ecosystem, generating both direct and indirect employment and contributing significantly to France’s industrial excellence.
E IGHT K EY T ECHNOLOGICAL M ILESTONES OF A P IONEERING FACTORY
1. 1934, a new manufacturing technique: steel replaces wood
Long before many of his peers, Joseph Besset moved away from wooden frames inherited from horse-drawn carriage bodywork in favour of fully metal bodies made from steel profiles assembled through arc welding. The coaches manufactured in Annonay therefore became more robust (enhancing safety) while also being lighter (increasing transport capacity and ensuring greater profitability).
2. 1938: A revolution; Bodywork without a chassis and a rear engine.
By abandoning the traditional ‘heavyduty’ chassis and positioning the engine at the rear, Joseph Besset developed, based on the American Garwood license, a vehicle specifically for passenger transport – the Isobloc – that definitively moved away from the ‘truck’ design. This self-supporting structure would go on to be adopted by all European manufacturers.
3. 1947: A significant contribution to French mobility
Having escaped destruction during World War II, the Annonay factory became the first national site specialising in the construction of public transport vehicles. It employed 1,220 people and produced 1,628 coaches (of which 1,037 were bodied vehicles and 591 Isobloc), providing an essential means of transport in post-war France as it recovered from its ruins. This production level had never been achieved before.
4. 1983: Coaches & Buses immersed in a cataphoresis dip bath
With the launch of the FR 1, Annonay inaugurated the world’s first cataphoresis dip anti-corrosion protection procedure for coaches and buses, ensuring unprecedented durability and high resale value.
5. 1997: Natural Gas; An alternative environmentally-friendly energy
The factory embraced this new clean
alternative fuel by mass-producing the Agora CNG. The first deliveries went to Lille, where biogas produced by the local wastewater treatment plant was used to produce methane fuel for the city’s bus network. The benefits: clean running (fewer pollutants), quiet operation (reduced noise, no odours, no smoke), and environmental sustainability (local renewable energy).
6. 2005: BRT; An innovative concept developed by Irisbus
Produced in Annonay under the name Crealis (based on the Citelis technical platform), the Bus Rapid Transit (BRT) combines an attractive vehicle design with customisable features, easy city integration (dedicated lanes), perfect accessibility, high comfort, and effective passenger information/ communication. Its interior provides a pleasant, functional, colourful, and bright environment (optimised station docking with optical guidance available as an option). This represented an industrial challenge to accommodate the multitude of possible ‘design/equipment’ combinations.
7. 2025: Electromobility for fully decarbonised transport
A pioneer in alternative solutions, the factory integrates electric propulsion technologies and battery assembly on its production lines. The urban ranges E-WAY/GX ELEC and E-WAY H2/GX 337 H2 with fuel cells, as well as chassis destined for another of the group’s plants, are manufactured on-site. These models offer innovative and efficient solutions to accelerate the urban transition towards carbon neutrality, striking the best balance between autonomy and passenger capacity.
8. Overview of Vehicles Produced in Annonay
The Annonay factory has a rich history of manufacturing coaches and buses bearing monograms such as Besset, Isobloc, Saviem, IRISBUS, and IVECO: well-known brands that represent different periods in the factory’s existence, reflecting the various owners and shareholders who have succeeded one another until today under the IVECO banner.
Text: Rob Van Dieten - rob@fleet.ie
Ferqui on queue
At a recent event in the idyllic grounds of Wooton House nestled in the Surrey Hills near Dorking, Irish owned bus and coach distributor EVM displayed a large selection of the mini/ midi bus range it currently offers.
The Euro Bus Expo at the NEC, Birmingham last November saw EVM announce that it was to take over the Connaught business in the UK and with it the agency to distribute and market Ferqui minibuses. They had expected to sell 70 units this year, but this is seen as a conservative figure. To date, there are more than 200 Ferqui buses on Irish roads.
Since its foundation in the 1950s in Spain, Ferqui has stood out for its craftsmanship and experience in coach-building bodies for buses, minibuses and other transport vehicles. Its product line is well known for durability, reliability and safety.
EVM, based at Kilbeggan, County Westmeath, is Ferqui’s sales and service agent in Ireland since 2019. With already healthy sales to Irish operators, Danny McGee, CEO of EVM is pleased with the continued growing interest in the Ferqui range and is confident that this interest will turn into increased sales.
One of the key advantages EVM has is the availability of stock. New buses are readily available and even if there is some special requirement or personalised interior fit out required, lead delivery times are short.
Ever since Iveco confirmed its backing of the Ferqui product line with a manufacturer’s three years warranty, EVM has seen an uplift in demand for the product across UK and Ireland.
Here in Ireland there are two models available - the Ferqui Suset, built on the Mercedes-Benz Sprinter chassis and driveline, and the Ferqui Sunrise, based on the Iveco Daily chassis/ driveline. Soon an electric powered option will be available in Ireland, based on the Iveco eDaily. It is available already in the UK and is proving popular.
F ER q UI S UNRISE
Based on the Iveco Daily running gear, and FPT powertrain, the Sunrise is available in versions up to 8.5m in length with a total GVW of 7.2 tonnes. The four-cylinder 3.0-litre, 210hp diesel engine is mated to an ZF eight-speed auto box (or 6 speed manual). Its suspension features conventional leaf springs on the front with air-bags on the rear. Luggage space is generous at 4.3 cubic metres, and the standard seat lay-out is 33 passengers plus driver. A Guide seat can be introduced, but the penalty is a loss of four seats. It is fitted with a Webasto air-condition unit, assisted by the standard and latest Iveco Daily dashboard
system. There are many optional extras in the seating and interior designs. All the usual ADAS safety features are fitted as standard, such as ABS /EBS. In terms of cost, the starting price is €166,000.
F ER q UI S UNSET
Based on the well proven and trusted Mercedes-Benz Sprinter 519 light commercial chassis, the Sunset is 8m long and has gross weight of 5,000kg. The Mercedes 9 speed auto box is the preferred choice of transmission but there is a 6-speed manual option. The standard seating is 22 plus driver, but there are more options when a Guide seat is being added. Depending
on the spacing opted for, the seating configuration is from 16 to 19 seats. To add to the 3.75 cubic metre luggage space underneath, there are interior overhead racks. Many optional extras can be added to the interior, including a fridge. MercedesBenz factory built air-con and dash heater are fitted. The cost price starts at €160,000
Also at the event, EVM highlighted the Composite Mobility bus. Not yet available in Ireland, this mobility friendly bus will prove popular with local operators requiring wheelchair capacity. The wheelchair lift is fitted at the rear and has a standard seating for 33 passengers, which can be reduced to 23 depending on the wheelchair requirements. It can be powered by electric or diesel power sources. The electric uses an Elinta electric motor and a 115-kW battery (with plans for a 126-kW battery next year). The diesel versions are powered by Iveco Group affiliate FPT (Fiat Powertrain Technologies). The lightweight body is achieved because of the use of composite materials in its structure. The composite panels are formed at the company’s Kilbeggan facility, then transported to the Ferqui plant in Spain where they are assembled. One of the advantages of the composite design is its long life span as these bodies can last for 40 years. Pricing wise, the Electric model is €230,000 while the diesel version will be €165,000.
EVM OFFERS A BROAD SELECTION OF BUSES, MIDI - COACHES AND COACHES
F ER q UI: Available in Ireland since 2019, with 200 units in service now. EVM has stock available on both the Mercedes-Benz Sprinter and Iveco Daily chassis/drivetrain.
I SU z U: Supplying the Turkish built Anadolu Isuzu coach range
K ARSAN: EVM signed a distribution agreement with Turkish coachbuilder Karsan for the E Jest and E Atak for UK and Irish markets. The E Jest was exhibited at last year’s Euro Bus Expo (NEC, GB) and the E-Atak will be ready in right-handdrive drive form for the UK and Ireland markets soon.
T REMONIA: Known previously as the Mercedes-Benz Minibus, which has now been supplied to UK and Irish market by EVM since April 2024. To date 50 units have been sold and the expectation is that sales numbers will grow for this model yearon-year. Two models are currently available – Transfer 23 and Transfer 45.
A LTAS: Continues to be a growing part of the EVM UK business. Altas is now the sole producer of the firm’s Cityline, E Cityline and Tourline range of midi-coaches.
C AR B US: Another success story with more than 200 of the Spanish built, Mercedes-Benz Sprinter LWB based Grand Tourer vehicles running on Irish roads.
Text: Sean Murtagh - sean@fleet.ie
A top secret Vision V event, held somewhere in Stuttgart was described ‘as the dawn of a new era for Mercedes-Benz Vans. Inside the unmarked, unassuming building were two prototypes demonstrating what to expect when the new generation V-Class and Vito van ranges appear on roads across Europe and beyond next year.
Sharing over seventy percent common parts and components built on a new modular Electric and Internal Combustion Van.EA platform, the design expressions on both models are, safe to say…..dynamic. While futuristic in looks and shape, both models undoubtedly share the triple star marque’s heritage and pedigree but with far more sleekness and sharp aerodynamics than any model hitherto.
As seen, there seems to be no compromise on pushing boundaries on elegance, high tech, safety and space, with the Vision V passenger concept causing an instant jaw dropping reaction as it was revealed. Features include luxury furniture and fittings, such as reclining seats all round, nappa leather,
Mercedes-Benz Vision V lays foundation for next V-Class and Vito
burr wood panels, a sliding horizontal partition to separate the front from the rear passengers, an automatic ejecting electric entrance step, a large 65” entertainment screen and even a drinks cabinet and chandelier (at the rear) with a Dolby Atmos 42 speaker system and remarkably no slide rail on the side door panel. Dimensions wise it measures 5.486 m long, around 2m wide and 1.9m in height from its 3.53 m wheelbase.
Many of these design elements are also to be seen on the Vito Show Car as it was called. Starting with the much larger and illuminated front grille and elongated lighting strip, the rear tailgate extends right down to the lowest point of the platform. The driver benefits from more space, comport and safety elements as well, as all of the safety assistance systems available these days and into the next.
Even the long wheelbase version displayed looked neat but with superior interior space than that of the current variant. Similarly, the rear section gets the full LED lens treatment also.
New Vito never looked so sporty!
V ISIO n V MARKS THE n EXT STEP I n THE FURTHER DEVELOPME n T OF THE n EW M ERCEDES -B E n Z DESIG n LA n GUAGE
n Overall appearance featuring highest standards of aerodynamics
n Overhangs and the front end are markedly short
n The sides have a particularly narrow waistline
n Stretched roofline flows into the smoothly rounded rear
D ESIG n: F ROM THE FRO n T: Traditional styling elements in a new light
The striking front section is characterised by a new chrome radiator grille, which has three horizontal illuminated glass panel strips, almost 200 of these surrounding the chrome frame. They frame the headlights on the sides, which include the iconic shape of the three-pointed Mercedes star. To crown it all, a brightly illuminated MercedesBenz star is fitted on the bonnet, another traditional and recognised aspect. The light elements under the headlights also function as indicators.
D ESIG n: F ROM THE SIDE: A flowing, powerful stance
A combination of anthracite-coloured, metallic alubeam paintwork with the chrome-plated window surrounds creates a unique design style, while the welcome screen integrated into each of the chrome-plated B-pillars leads into an exclusive, digital world of experience in the interior.
The large, automatically opening ‘portal’ door on the right-hand side and the illuminated, retractable running board ensures easy access to the luxurious rear lounge area. The two front doors also open automatically. Large wheel arches with 24-inch wheels/tyres are also stand out elements.
T HE REAR DESIG n:
Three-dimensional LED lights on the rear panel continue the frontal style theme. The large rear window is framed by over 450 three-dimensional illuminated strip lights which serve as tail-lamps and brake lights.
V ISIO n V - D IME n SIO n S: Long wheelbase version
Length: 5,486 mm; width: 2,100 mm; height: 1,892 mm
Wheelbase: 3,530 mm
Track width: 1,820 mm front; 1,860 mm rear
Turning circle: 14.5 m
T HE S OLAR R OOF: More range distance thanks to self-generated electricity Mercedes-Benz’ exterior designer Gregory Blanche reveaWWled that the 22kW solar panel on the roof can add 29 km to the EVs range distance.
In BRIEF: T HE D IGITAL USER EXPERIE n CE I n THE V ISIO n V Seven interactive worlds of experience for a new level of personalised luxur
n Entertainment: sit back and enjoy the ride, either with a movie from the video carousel or with music from a favourite artist. In audio mode, a digital soundbar provides an immersive music experience. The cinema screen can also be only partially extended to provide a digital interface to the soundbar.
n Relax: after a stressful day, recline the seats to relax mode and unwind. A calming landscape moves gently across the cinema screen. This is accompanied by soft music.
n Gaming: for gaming fans, the MPV transforms into a gaming hub and offers,
n A total of 168 IBC full cells (interdigitated back contact) are installed in the roof area, which is fully equipped with solar modules.
n The cells have an efficiency of 24.3% and are therefore highly effective. The module output is 539 watts. The solar energy generated is used for driving or is fed directly into the high-voltage battery.
n On an annual average, the solar roof can generate around 2.08 kWh of energy per day.
n The yield depends on shade, sun intensity and geographical location. In sunny Madrid, for example, the solar roof could generate an average of around 3.44 kWh of electricity per day in the summer. With an estimated consumption of 15.5 kWh/100 km, this results in an average daily range of around 22 km. This means that part of the daily journey could be covered by solar energy.
for example, racing games that can be controlled with a separate included controller.
n Work: the “Private Lounge” becomes a mobile office; the cinema screen a virtual desk.
n Shopping: whether buying tickets for a golf tournament or a tennis event while travelling, or taking time to choose a new ring or perfume, the interactive shop presents the products as they would be in a real store.
n Discovery: get to know the area during the journey. Surround navigation is transmitted to the 65-inch cinema screen and realistically depicts the vehicle’s surroundings using 3D game-engine graphics. Additional information is projected onto the camera image using augmented reality.
n Karaoke: While driving, sing your favourite song and feel like you’re in a karaoke bar? This is possible at any time in the Vision V.
S UPERSCREE n WITH THREE SCREE n S FOR THE FRO n T OCCUPA n TS
The Vision V’s cockpit also offers a top-level digital experience. The Superscreen with three screens extends from pillar to pillar. The user interface and user experience are tailored to individual preferences. Real-time graphics provide all essential information – from the dynamic virtual instrument cluster to surround navigation, which displays the vehicle’s surroundings on the map in real time and in conjunction with the assistance systems.
Text: Jarlath Sweeney - editor@fleet.ie
What kind of Coaches will we see in the next twenty years?
It often said that one of the best ways to try and predict the future is to look back and get yourself into a frame of mind that focuses on change. That may release your imagination from the shackles of the present and broaden your thoughts. Let’s see if it works for the bus and coach industry!
Try to reflect back to 2005. Remember the type of coaches that were operating then, maybe there are not too many differences to what’s currently offered, but there are some. For starters, a new coach will be more expensive today than in 2005. There are far more safety features on it, most likely it will have Wi-Fi and of course the engine will be a lot more environmentally friendly. However, one significant issue at present is the shortage of new coaches. Consequently this has increased the value of pre-owned coaches. So, there are two uncertainties to consider, firstly how long will the current situation of expensive coaches last, secondly will it change and what will the next 20 years bring?
Some significant changes within the industry have created a shortage of new coaches. Last year the closure of Vanhool and the current uncertainties about its future within the VDL Group brought,
at the very least, unease for Vanhool customers. A recent announcement by Sunsundegui to cease trading saw 300 people lose their jobs. Like Vanhool, Sunsundegui had full order books and seemed to be trading normally. In this case it seems a new collaboration partnership with Volvo Bus which would have been the saviour of the company did not get final agreement. While there was no official statement at the time, it is understood that there were concerns about cost and the potential Volvo production is largely gone to Mexico. Is it just not possible to manufacture coaches in Western Europe from a cost point of view? VDL is the only one, producing in Belgium, however with its acquisition of Vanhool which manufacturers the majority of its vehicles at its plant in North Macedonia, that is now not strictly true. Most OEMs are moving east with their production but will that be far enough to compete with Chinese manufacturers? Chinese products were in the past looked at with some suspicion. Not anymore. Improvements in styling, quality and competitive pricing have brought them well into the game. So it will be interesting to see how the delivery orders go in the next few years.
In May, MAN launched its all electric coach, the Lions E Coach which is due to premiere to the public at Busworld in Brussels this October. It was unveiled to the press at an event in Turkey recently where there was an opportunity to drive it. During the exercise I was reminded of an interview with MAN’s Sebastian
Lindner by TV3 news in Limerick when he attended the IBOY (International Bus of the Year) Euro Bus Test. He was standing in front of the Lion’s City E L Electric bus, having driven it from Germany and said: “We have the buses to deliver zero emissions, it’s up to the various administrations around Europe to deliver the charging infrastructure”. Some progress has been made, but not enough. Now, with MAN having a full size electric coach which will be ready to enter service in 2027, will there be sufficient charging facilities to make it a feasible purchase? That’s the question.
Already Busword 2025 in Brussels is garnering great anticipation, as all bus and coach manufacturers will have to put a marker down as to how they intend to develop their business, what products will be unveiled, and what kind of lead times are likely for deliveries. To date, they have been quite vocal about the stringent targets being set by the EU Commission. Their concerns are valid. While it is difficult to argue with the urgency of a need to reduce our carbon footprint, legislation steamrolled through could threaten the future of European industry and ultimately jobs. There is also uncertainty in the world economy. Self-righteousness and putting high standards may require a revisit on the part of political leaders and the administration.
That’s just a short look into the future, I dread to think what we would see if we looked much further.
Text: Sean Murtagh - sean@fleet.ie
Edited by Cathal Doyle - cathal@fleet.ie
The influx of new car brands to the Irish market continues apace with two of the country’s largest independent importers announcing new additions to their line-ups in recent weeks.
Gowan Auto, a member of the Gowan Group of companies, has been appointed National Importer for Chinese manufacturer Leapmotor. Established in 2015, Leapmotor is a joint venture partnership between the global giant Stellantis and Leapmotor China, Gowan Auto is already the importer and distributor for Stellantis brands in Ireland including Alfa Romeo, Citroën, DS, Fiat, Fiat Professional, Jeep, Opel, and Peugeot. It also imports and distributes Honda vehicles.
Leapmotor will launch in Ireland in September with two models, the T03,
Two new brands enter Irish Market
a compact B-segment hatchback, and the C10, a D-segment SUV. Cars will be marketed through the existing network of Gowan Auto Retail Partners.
Separately Cedar Motors Distribution, the importer and distributor of Nissan, Renault and Dacia cars, has announced the official launch of the Alpine brand in Ireland.
Two models will be on sale to Irish customers - the Alpine A110 2-seater sports car and the all-electric A290, a sporty variation of the Renault 5 E-Tech with which it was jointly voted European Car of the Year 2025 .
Alpine boasts a strong motorsport heritage dating back to 1955 and today represents the wider Renault Group’s activities in Formula 1 and the World Sportscar Championship.
Mark Woods is new President of SIMI
At the recent AGM of the Society of the Irish Motor Industry (SIMI) held in Killashee Hotel, naas, Co. Kildare, Mark Woods of The Maxol Group, was elected President for the coming year.
Speaking at the event, the newly appointed President remarked on the importance of industry diversity and collaboration, emphasising the Society’s commitment to supporting members from different sectors. He also highlighted the challenges facing the industry, including climate change objectives and promoting road safety.
Working as Chief Supply Chain Officer with The Maxol Group, and reporting to the main board, Mark is responsible for the effective management of all aspects of operations, logistics, storage, and safe
transportation of products, together with the significant capital and operational spend associated with these activities.
As well as his role as Chief Supply Chain Officer, Mark is very active in the area of Future Fuels and is responsible for developing the Group’s thinking on the emergence of alternatives such as Biofuels, electric and hydrogen powered vehicles.
In his speech to members of SIMI he reaffirmed the Industry’s commitment to working with the government to achieve climate change objectives for a sustainable future, but called for a coordinated national strategy to support the adoption of electric vehicles and to embrace biofuels, like Hydrotreated Vegetable Oil (HVO), particularly in the heavy vehicle sector, which will play an important role in reducing
“This expansion reflects Cedar Motors’ commitment to broadening the Irish automotive landscape with brands that offer not only quality and reliability, but also character, excitement, and innovation,” said Seamus Morgan, Managing Director, Cedar Motors.
Vehicle sales will be available through Windsor Motormall in North Dublin, Alpine’s official retail and service partner in Ireland. From the 1st of July, the Alpine range will also be on display in the Alpine Store at Dundrum Town Centre.
emissions.
“There needs to be a coordinated national strategy- one that combines infrastructure, policy reform, and cultural change. The existing incentives for Battery Electric Vehicles have been vital in shifting behaviour and must be maintained, while the diesel rebate scheme for commercial vehicles should be extended to cover HVO. Without that investment now, the cost to the State— both financial and environmental—will only grow,” he said.
Leapmotor C10
Alpine A290
Mark Woods - President, SIMI
Dacia is entering new territory with the launch of its latest model, the Bigster. Competing in the ultra-competitive C-SUV segment, it is hoping the competitive pricing for which the brand is renowned will woe customers looking for a well equipped, larger family-friendly vehicle.
Coming in at a length of 4.57m, space in the Bigster is generous thanks to a wheelbase length of 2.7m. The very capacious boot offers up to 667 litres of load volume, with further practicality offer ed via the 40:20:40 rear folding seats. However despite being the largest vehicle in Dacia’s line-up, the Bigster comes with 5 seats only, with the Jogger continuing to be the brand’s sole 7 seater offering.
Offered with two or four wheel drive, two wheel drive models get the option of a TCe 140 3 cylinder 1.2 litre petrol
5 good USPs for new MGS5
Another value-for-money electric SUV from China has entered the marketplace with MG Motor Ireland adding the MGS5 EV to its ever expanding line-up.
The number five is significant, explained Andrew Johnson, National Sales Manager, as the new MGS5 has five KPIs – generous cabin space, intelligent/intuitive driver controls, dynamic driving experience, rapid charging and numerous safety features as standard.
“The rear wheel drive MGS5 EV utilises the modular scalable platform (MSP) created for the award-winning MG4 hatchback, ensuring excellent dynamic performance whether in the city or open road as well as superb range, while providing the enhanced space, comfort and practicality offered by an SUV.”
Dacia goes Big … and causes a Ster!
engine with 48V mild hybrid technology and a six speed manual gearbox, or a new 4 cylinder 1.8 litre full hybrid 155 engine with auto gearbox which Dacia says can remain in all-electric mode up to 80% of the time in the city. All wheel drive versions get a 130hp version of the 1.2 mild hybrid petrol unit, also with manual gearbox.
Four trim levels of Essential, Expression, Journey and Extreme, are offered with all models getting a 10.1-inch central touchscreen with Android Auto and Apple CarPlay, air conditioning, 17” alloy wheels and a parking camera as well as rear parking sensors as standard. Higher trims add features such as keyless entry, Multiview camera, front and rear parking sensors, dual zone climate control, alloy wheels; automatic wipers and Hill Start Assist.
The Bigster features a higher proportion of sustainable materials than is the case on many competitors, with Dacia using its Starkle material which contains up to 20% of recycled polypropylene on its lower body and wheel arch protections as well as on parts of the bumpers.
Prices start at under €29,990 for the TCe 140 in Essential trim. Full Hybrid models start from €35,140 in Expression trim, with the range topping out at €39,690 for the TCe 130 4x4 Extreme model.
Cathal Doyle
There’s 1026mm of headroom for front seat occupants and 967mm for passengers in the rear, with a 60:40 split fold as standard. The boot offers 453 litres of standard space but this increases to 1,441 litres with the rear seats folded.
A centrally positioned 12.8” HD touchscreen is partnered with a 10.25” HD digital drivers display, while physical buttons –requested by many MG customers – are available to control main functions such as Audio Control, HVAC, Hazard Warning lights and de-misting. Another bus is that the MGS5 has achieved a creditable 5 Stars in recent Euro NCAP tests.
A high-performance electric drive system delivers maximum power of 170kW while maximum torque is 350Nm. MG’s new SUV is equipped with two battery options, a 49kWh and 64kWh for Long Range versions. There are four energy recovery modes to choose from while driving.
The MGS5 comes with a starting price of just under €30,000 (inclusive of Govt grant), for the Excite (49kW) entry model, extending to €35,995 for the Exclusive Long Range trim level where up to 480km range distance can be achieved. It slots in as a B-segment car bit with a C-segment footprint thanks to its interior spaciousness.
Jarlath
Sweeney
Driven: Peugeot E-3008 Dual Motor and E-5008 Dual Motor
All Wheel Drive brings extra appeal for Peugeot Crossover duo
In a crowded market it’s hard to stand out from the crowd, so every extra option you can offer can pay dividends in increasing share of the spoils. Few segments of the car market are more competitive than the mid-sized family crossover category, accounting for over one third of all Irish sales so far in 2025.
Peugeot’s offerings in the segment, the five seater 3008 and seven seater 5008 are strong performers for the brand, with new versions of both models having being freshly launched in the last 18 months. Offered in both hybrid and fully electric versions, competitive pricing for the electric models is attracting more buyers to this form of propulsion.
Currently offered with a 73kWh battery, a larger 98kWh capacity version promising ranges of up to 700km is coming down the line, which should certainly eliminate any residual range concerns of the most long distance fleet drivers. Ahead of that though, and due here towards the end of the year is another take on the electric powertrain, which should appeal to a different range of customers.
The Peugeot E-3008 and E-5008 Dual Motor add an additional electric motor to the rear axles of each car, offering all-wheel-drive and providing for a total power output of 325HP. Not only that, the Dual Motor versions offer revisions to the suspension and steering set-ups, promising to add extra driving appeal to the family crossovers. Fleet Car went
to France and Germany to check if the promise converts into reality.
The Dual Motor versions of the E-3008 and E-5008 take the standard electric motor developing 210hp which powers the front axle and add an additional 112hp electric motor for the rear wheels to give a combined output of 325 hp and a maximum torque of 509 Nm. 0-100km/h times drop from 8.8 seconds to 6.0 seconds for the E-3008 and 9.7 to 6.5 seconds for the E-5008. Using the same 73kWh battery, there’s a slight drop in range figures compared to the 210hp single motor, down from a maximum 526km on the mixed WLTP cycle to 480km on the E-3008 and from 500km to 467km on the E-5008, not surprising as the AWD versions weigh around 150kg more than their FWD counterparts. That said, despite some reasonably enthusiastic driving, we averaged around 18.5kWh/100km on our test drive through Germany’s Black Forest, which bodes well for more gentle progressions.
Boot capacity is the other casualty of installing an electric motor on the rear axle, with a drop from 520 litres to 470 for the E-3008 and from 259/748 litres to 201/690 litres in the E-5008 (5 seater / 7 seater modes). Otherwise there is little to distinguish the AWD models which isn’t a bad thing….the outside styling of the E-3008 in particular is among the more appealingly distinctive on sale at present, while the cabins continue to be a highlight, proving that you don’t need to boast a premium brand badge to create a desirable top quality interior environment.
What was perhaps surprising was the difference the adjustments
to the steering and suspension have made to the E-3008 Dual Motor. More rigid anti-roll bars, springs, and shock absorbers, and a more sportingly calibrated steering have transformed the E-3008 from offering a pleasant but neutral drive to one that rewards the keen driver. It might ride a little harder but that’s a compromise most will be happy to concede. Driving over some twisty mountain roads the E-3008 impressed with its tenacious grip and the way it provided feedback to the driver. Unlike the regular car you’ll be inclined to leave this one in Sport Mode most of the time.
In another nod to the dual nature of the benefits of all-wheel-drive, in Sport mode power is split 60/40 between the front and rear axles, whereas in 4WD mode, which is more likely to be used in low grip situations, the power is distributed 50/50. In Normal and Eco modes where efficiency is key, the front motor provides the power most of the time.
Although the E-5008 also benefits from the enhanced suspension and steering the feedback is less pronounced, as is perhaps fitting for a people carrier where enthusiastic driving is less likely to be on the agenda.
Prices have yet to be finalised before the Dual Motor versions of the E-3008 and E-5008 arrive in Ireland. While they are likely to remain relatively niche models, they certainly broaden the appeal of both models, and for the E-3008 in particular, should now be on the radar of keen drivers looking for a rewarding family car.
Text: Cathal Doyle - cathal@fleet.ie
If EVs to date have largely been lacking in sporty driving enjoyment, there is hope that manufacturers haven’t totally forgotten the appeal of hot hatch motoring. Hyundai’s Ioniq 5 n shows that good handling is not anathema to electric cars, while the just launched Alpine A290 is another that looks set to deserve the hot hatch moniker.
At the warmer rather than hot end of the market, Cupra’s Born VZ is a car that enthusiasts can hanker after. More Focus ST than Focus RS perhaps, it offers sprightly performance and rides and feels like a hot hatch should.
The Explorer Discovered Long Term Test: Ford Explorer
With Ford ceasing production of the likes of the Galaxy, S-Max, Mondeo, Fiesta and Focus in recent times, replacing these landmark models was never going to be an easy task. But as it proceeds with investing in an all electric line-up, a totally new range is taking shape, using new and shared platforms.
The Mustang Mach E, got the ball rolling, followed by the all-electric new Explorer, Capri and Puma Electric, as well as hybrid versions of the Puma and the Kuga PHEV.
Having got to know the Explorer in recent months over a long practical test period, it’s a welcome addition, fitting in between the Puma and Kuga.
Designed and developed in Europe, (with a shared platform from Volkswagen) it is Ford’s second all-electric passenger vehicle and the first to be
A Hot Hatch for the EV Generation Tested: Cupra Born VZ
produces 40% more power (326hp) and 75% more torque than regular Borns. Incidentally with rapid DC charging at speeds of up to 185kW it should also be quick passing through recharging stations.
Indeed the fact that power is to the rear wheels makes this perhaps closer to a performance BMW than a traditional front wheel drive hot hatch.
While Cupra itself was originally a sporty sub-brand of Seat, the VZ (standing for ‘veloz’ or fast in Spanish) badge is now being rolled out on selected Cupra models. Visually the Born VZ isn’t hugely different to regular models on the outside, while comfortable sports seats are the biggest differentiator inside. However it gets revisions to its steering, suspension and brakes, while the single electric motor
The revisions add up to a car that is is, whisper it, fun to drive. It’s quick0-100km/h comes up in 5.4 seconds, but since all EVs are rapid off the line that’s not where the appeal lies. Instead it’s the enjoyment of responsive steering and a well poised and agile chassis that doesn’t feel too deadened by the weight of the batteries on the floor. Granted there’s no aural soundtrack to accompany it, but this is still a practical four seater family car that you would choose to drive just for the sake of it. Which isn’t something you would say about too many electric cars today.
Cathal Doyle
assembled at the Ford Cologne EV Centre following a $2 billion dollar investment. It can achieve a driving range of more than 520 kilometres on a single charge and will reboot the battery pack from 10-80 per cent in approximately 26 minutes using DC charging.
From a daily usage viewpoint, it’s a stylish 5-seater Sports Utility that’s so economical to run. We reckon that it’s offering savings of more than €165 per month on fuel, based on public charging, covering an average 1,000 km compared to a diesel pick up. Add that to a superb driving position, a very smooth driving experience, and high levels of
equipment that are in some cases top of its class. Worth a mention here are the 14.6” touchscreen, the wireless phone connection and 7 speaker surround sound system. Not forgetting the back message mechanism on the driver’s seat which is well received.
To emphasise its size in relation to boot capacity, Explorer comes in at 450 litres expandable to 1,422 litres with the rear seats down, a figure which is comparable with the Kuga PHEV’s boot which is just a little larger at 464/1,517 litres. The Ford Explorer is priced from €46,490.
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The greatest endurance race of all time?
70 years ago this spring, a victory in a motorsport event took place that even today seems scarcely believable. Such was the magnitude of the achievement and the circumstances in which it occurred, it has gone down in motorsport annals as one of the greatest wins of all times.
The Mille Miglia was a race of its time, one that could never take place in the modern world. First run in 1927, it was an open road endurance event in Italy that ran on partially closed roads between the city of Brescia in the north down to Rome and back up again. At a distance of about 1,000 miles without breaks, it marked one of the severest possible tests of stamina and reliability for drivers and machines.
By the 1950s the Mille Miglia had become part of the World Sports Car Championship which meant increasing manufacturer interest from some of the biggest and most successful teams around. None were bigger than Mercedes-Benz, which, having rebounded back from the ruins of World War II, was quickly reasserting its pre-war dominance in Formula 1 and Sports Car racing.
For 1955 the German manufacturer committed to an all-out assault on the Mille Miglia. This meant not only using some of the best drivers in the world at that time - renowned competitors Juan Manuel Fangio, Stirling Moss, Hans Herrmann and Karl Kling piloted the four entries, but the car it chose was pretty formidable too. The all-new 300 SLR was in essence a two seater version with bodywork of the dominant W196 Formula 1 car of that era, with its 3 litre engine putting out a peak horsepower figure of 310PS. Surprisingly though, at a time when disc brakes were becoming common, the 300 SLR ran on conventional drum brakes.
Up against rivals from Ferrari, Maserati and Aston Martin, the Mercedes-Benz team tackled the event with typical thoroughness, carrying out multiple recces in the months beforehand. While most drivers preferred to race on their own, figuring that the weight saved from not carrying a co-driver outweighed any potential advantages, Stirling Moss realised that no matter how many times he practiced the route he would never be able to put all of the 1,000 miles to memory.
Step forward one Denis ‘Jenks’ Jenkinson, a diminutive motoring journalist of some note, who, together with Moss came up with what can be considered the precursor to today’s pace notes used by rally co-drivers. Over six practice runs the pair made course notes on a toilet roll style scroll of paper 18 ft long. This being long before helmets with in-ear communication systems, they found that at high speeds Moss was unable to hear the shouted notes from Jenks; hence they resorted to communicating by hand signals.
With cars starting at one minute intervals and the slowest cars starting first, an entry list of 534 saw the earliest competitors leave the start ramp in Brescia at around 9pm on the evening of April 30, 1955, with the number on each car signifying its start time. At 7:22 am the following morning the #722 Mercedes-Benz of Moss and Jenks left the start, one of the last of the enormous field.
As you’ve no doubt already guessed even if you haven’t previously known about this race, victory went to the English duo, over half an hour ahead of their nearest rival Fangio in a sister car. But it’s the hard facts about the win that still seem scarcely credible seventy years later.
To put it into context once again, this was a race held on public roads running through narrow towns and villages as well as open countryside. While police did make an effort to clear the route of regular traffic, competitors had to be always aware of the risk of other road users, while the latter runners would be constantly catching and overtaking slower cars that had started ahead of them.
Against that background Moss and Jenks completed the 992 mile distance in a time of just 10 hours, 7 minutes and 48 seconds. That works out at a barely believable average speed of just under 99 mph (158 km/h) including times stopped for refuelling and time control checks. Speeds of up to 170 mph were regularly recorded, with Moss putting complete faith in the pace notes called by his co-driver - all of this in a car with drum brakes - and no seat belts for the crew!
Food and drink were taken on the fly, with Jenks recording Moss leaping out of the car at one refuelling halt for a toilet break. Otherwise it was flat out all the way. Incredibly the front tyres sufficed for the entire race, with the driven rear wheels getting just one set of new rubber.
Unsurprisingly Moss considered this the greatest win of his storied career, while an epic 10,000 word account of the race by Jenks in the following issue of Motor Sport magazine ensured its posterity forever. Three years later the Mille Miglia as it existed was no more. Always a dangerous event, twelve deaths including nine spectators on the 1957 event brought about its demise, meaning Moss’s and Jenks’s record as the fastest men to cover 1,000 miles on public roads is unlikely ever to be beaten.
Text: Cathal Doyle - cathal@fleet.ie
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