Contributors: Cathal Doyle, Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Johanna Parsons
Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, Newspress, Fabian Calvet - ITOY
Administration: Orla Sweeney
Email: enquiries@fleet.ie
Advertising: Mary Morrissey
Email: mary@fleet.ie
Design: Crackerjack Design House
Printed in Ireland
Kia showcases new LCV with PB5
Interview with senior Kia Executives 62 LAUNCH PAD
Renault is set to revolutionise LCV sectors 66 E-TEST I
In the new Ford Transit Custom (PHEV)
67 E-TEST II
On board the Maxux eDeliver 5
68 eDRIVES
All-electric Ford Pro Van line-up: Driven!
Transition tie at ESB Networks
IFOY Awards 2025 - Test Camp Days
Kingspan Ireland Logistics
The Roller Cruiser from LSM 83 SUPPLY CHAIN
Shipping Lines fly the Green flag 84 PIN PICS From Bauma 2025 85
New Polstar National distributor WEEV in charge at iNUA hotels
With Cristiano Fiorio, Alfa Romeo
88 LAUNCH PAD
Featuring new Opel, Renault & BYD models
89
Driving the new Kia EV3 and Dacia Duster 4x4 90 CONTEMPLATIONS
The new Speed Limits
Turkish manufacturer Ford Trucks, which continues to make an impact across Europe, has expanded its international authorised aftermarket network with new service points in the United Kingdom and Ireland. Offering a broader aftersales programme to its customers with these new locations, Ford Trucks can now provide support on key transportation routes throughout Europe.
Setanta Vehicle Sales North Limited, established in 2007 and headquartered at Ballycoolin, Dublin will cover Ireland, with Rygor Group Limited operating in the United Kingdom. This will mean that Ford Trucks services will be available at seven different locations in the United Kingdom and four locations in Ireland.
These contracts with two key regional operators will further strengthen Ford Trucks’ presence in Western Europe.
The expansion of Ford Trucks’ service network reflects its service concept that optimises the total cost of ownership for its customers. This concept enhances operational efficiency by reducing maintenance and repair times, delivering significant benefits to its customers.
Ford Trucks International Markets Director, Burak Hoşgören stated at the contract signing: “As Ford Trucks, we are very pleased to expand our service network in important markets in United Kingdom and Ireland as part of our growth strategy in Europe. With this step, we will increase the access points of our services to our customers and ensure that Ford Trucks customers reach services faster and more easily in this busy transportation route of Western Europe.”
Harry Nash, Managing Director, Setanta Group added: ‘’ We are delighted to collaborate with Ford Trucks. Setanta Vehicle Sales is fully equipped to provide breakdown assistance, recovery, parts, and service to Ford Trucks customers at four different locations in Ireland. This partnership will enable us to offer more comprehensive and efficient support to Ford Trucks customers.’’
From its Dublin base, Setanta Vehicle Sales will serve the eastern and northeastern regions of the country for Ford Trucks, while Surehaul Commercials
Setanta Vehicle Sales appointed to Ford Trucks European Service Network for Ireland
Representatives Ford Trucks with Harry Nash and Alfie Barker from Setanta Vehicle Sales North Limited (Dublin) at the announcement that Ford Trucks will expand its service operations in Ireland (and the UK).
covers the southeast and south from its Waterford dealership. In addition, Reynolds Commercials, located in Athlone, will provide services to the central and western parts of Ireland.
*Ford Trucks is Ford Motor Company’s only heavy commercial vehicle brand, producing a range of vehicles including tractors, construction trucks, and distribution trucks weighing over 16 tonnes GVW. It produces and manufactures the F-MAX and F-LINE series of long haul tractor-units and distribution and construction rigids. Over the decades, Ford commercial vehicles have attained a proven track record of quality, durability, and efficiency. Combining expertise in market-specific product development with over sixty years’ experience, Ford Trucks design key components for its vehicles, including all-new engines and transmissions. Operating across Europe, the Middle East, Africa, and Eurasia, Ford Trucks continues to grow its international network on three continents. Hundreds of thousands of trucks around the world set out each day with the confidence that Ford provides.
Ballinrobe, County Mayo Peugeot, Renault & Dacia dealer JJ Burke Car Sales has welcomed back Barry Molloy to the team as Fleet and Commercial Sales Specialist. Hailing from Ardagh, County Mayo, Barry previously worked with JJ Burke from 2017 to 2020, and now returns after five successful years in the commercial vehicle sector.
During this time, Barry honed his expertise in both light and heavy commercial sales, earning multiple accolades including Top LCV Salesperson of the Year for three consecutive years. With a wealth of knowledge, a strong
industry reputation, and a genuine passion for customer care, Barry strengthens the sales team at JJ Burke.
Commenting on his return, Barry said: “I’m delighted to be back with the team in Ballinrobe. The experience I’ve gained over the past five years has been invaluable, and I’m excited to bring that knowledge back to and I’m excited to bring that knowledge back to JJ Burkes and working together again with Joseph, Pauline, Karen and their fantastic team. I’m a big believer that people buy from people – for me, nothing is a problem, and I’ll always make sure every customer
leaves happy.”
Dealer Principal Joseph Burke added: “It’s brilliant having Barry back. He’s going to be a huge asset to the business. We’re looking forward to our customers—both old and new—meeting Barry and experiencing his exceptional service and industry flair.”
A proud family man, Barry’s values align perfectly with JJ Burke’s family-run approach, where professionalism, trust, and customer satisfaction are always at the forefront.
Whether you’re in the market for a fleet solution or a commercial vehicle, call into JJ Burke Car Sales and chat with Barry – he’ll be more than happy to assist.
Renault has confirmed that it will be continuing a shared adventure in sound with musician and composer Jean-Michel Jarre that began in 2022. The news was revealed to transport journalists from around the world at a recent visit to the Renault Design Centre, located outside Paris.
In renewing this partnership for a further four years (from 2025 up to and including 2028), the idea is to develop even more immersive sound experiences for users of the French automotive company’s brand vehicles.
Jean-Michel Jarre is a renowned artist and composer, sound engineer and pioneer of electronic music. His expertise and experience in electro-acoustic research and musical creativity is a close fit with the innovation DNA of Renault. Through collaboration with the UX/UI design and engineering departments at the Technocentre, as well as with IRCAM, audio suppliers and other partners, Jean-Michel will continue to design and develop audio systems as well as create new sounds and new musical experiences to consolidate and enrich the Renault sound experience.
The first phase of the partnership created a true sound identity for Renault vehicles, including Dacia, Alpine and Light Commercials, with the development of in-car soundscapes reflecting the type of music, along with a tune to welcome drivers getting into the car. Also included was a VSP (Vehicle Sound for Pedestrians) emitted by Renault E-Tech electric vehicles (Scenic,
Renault and Jean-Michel Jarre extend Sound Alert Audio creation partnership
Megane, Renault 5, etc.) and E-Tech full hybrid vehicles (Rafale, Austral, Symbioz, etc.) at speeds below 30 km/h to warn pedestrians.
The welcome sound exists in three versions, including one for Esprit Alpine models and one for the recent Renault 5 and Renault 4 E-Tech electric, referred to as the ‘Iconic’ version. In the case of the VSP, co-designed with IRCAM, an in-depth analysis was conducted to create a sound that would reflect the identity of the Renault brand, making it recognisable in the urban soundscape, while symbolising a respectful vision of mobility.
Another element in the progression of this specific technology is now centred towards Renault’s newly launched range of light commercial vehicles. A new set of unique sensory sounds have been created for the new Trafic, Estafette and Goelette models.
This new four-year partnership is in line with the product planning timeline of the Renault brand, and the arrival of new models incorporating the creative features and innovations developed with Jean-Michel Jarre.
“We are delighted to be renewing this partnership. The original inspiration came from Luca de Meo, CEO of Renault Group, who wanted Renault vehicles to deliver superior sound quality, creating an exceptional listening environment. The partnership reflects our own spirit of innovation as well as the ground-break-
Within the IRCAM system there are three modules, depending on the actual function; futuristic; high-tech; massive and volume. i.e., warnings for indicator advice, seat-belt warning, safety systems alarms, etc. If the audio alerts continue to be ignored by the driver the sound pitch gets higher.
The renewal of the partnership is also part of a more ambitious longer-term objective: to explore the new areas opened up by AI in order to deliver an exceptional sound experience with an avant-garde audio definition meeting the highest standards of excellence. Drivers and passengers will be able to enjoy the unique and subtle harmony of the “Renault x JMJ” immersive sound environment.
ing approach that has always been part of Jean-Michel Jarre’s work. Our customers will gain a unique, immersive sound experience integrated right from the vehicle design phase in order to be even more avant-garde,” explained Guido Haak, Chief Program Officer, Renault Group
“After three years of exciting and fruitful collaboration, the adventure continues! I am very happy to be working alongside Renault to develop innovative technologies and extraordinary experiences in the fields of audio and sound design. Together with Luca and his teams, we are committed to producing the best sound for everyone and making sound enjoyment a key asset of the Renault brand,” added Jean-Michel Jarre.
One-to-One with Rob Fisher, Chief Executive, UK Material Handling Association
The UK Material Handling Association (UKMHA) represents forklift manufacturers, suppliers, dealers, and operators in the materials handling industry. What are your core objectives?
At its heart, the UK Material Handling Association exists to elevate and advance the entire material handling sector. Our mission is to support every part of the ecosystem — from manufacturers and dealers to service providers, end-users, and the engineers working hands-on with equipment.
We operate across a wide spectrum, offering technical expertise, issuing authoritative guidance, and championing safety standards. One of our key focus areas right now is workforce development. Through a dynamic apprenticeship programme and a suite of industry-accredited technical training courses, we’re helping to futureproof the sector by upskilling the next generation.
We also drive safety standards via CFTS, a UKMHA-owned initiative, which oversees Thorough Examinations — the industry’s equivalent of an MOT for lifting equipment. It ensures that equipment is legally compliant and safe for operation, safeguarding workers and businesses alike.
We’re proud to represent a growing, engaged membership of nearly 300 businesses, and our flagship safety initiative, National Forklift Safety Day, is just around the corner.
What type of services, training, and advice does UKMHA provide?
Our services are tailored to meet the real-world needs of those who maintain and service material handling equipment. In partnership with SMB Group, we deliver accredited training from the Stephenson campus in Leicestershire, with a strong emphasis on technical proficiency and safety compliance. A recent highlight is the launch of our Lithium-Ion Battery Course, designed to equip technicians with the knowledge required to handle the sector’s shift toward electrification. As the industry embraces cleaner, more sustainable power sources, our training ensures teams are ready for the transition. Beyond training, we offer guidance notes, technical bulletins, safety alerts, and legislative updates. All designed to keep our members informed, compliant, and competitive.
Since taking the role of Chief Executive, how has your view of the organisation evolved?
Having led IMHX for over two decades, I already had a solid understanding of UKMHA’s influence and impact. But stepping into the CEO role gave me a front-row seat to the depth of expertise, professionalism, and passion that powers this organisation. We may be a small team, but we punch well above our weight. There’s a strong sense of purpose within UKMHA — a shared ambition to champion innovation, drive excellence, and continually raise the bar across the industry. I’ve been genuinely
impressed, and I’m incredibly excited about what lies ahead.
What does your average working day look like?
I’m still waiting for a “typical” day to come along! The beauty of this role is the variety. One moment I’m engaging with policymakers or members, the next I’m deep into discussions on training initiatives, safety campaigns, or emerging tech trends like autonomous vehicles and automation. What fascinates me most is the invisible role our sector plays in everyday life. Virtually every product you can think of has, at some stage, been moved by a forklift. Our job is to shine a light on the sector’s importance, while helping members adapt to new challenges, like AI integration or sustainability goals. It’s a fast-moving space and I wouldn’t have it any other way.
The extremely popular Archies Awards are making a return. What’s planned for 2025?
The Archies are back, bigger than ever! Taking place on 10th September, right in the heart of IMHX 2025, this year’s ceremony promises to be the most exciting yet. We’ve introduced new categories focused on projects and intralogistics innovation, expanded the judging panel, and rolled out a sophisticated new entry and evaluation platform to streamline the process.
We’ve retained much-loved categories and introduced new ones like Rising Star and Industry Leader, which
align with our commitment to nurturing new talent and recognising trailblazers. The Archies is not just a celebration, they are an industry rallying cry, bringing together the brightest minds and most ambitious companies. It’s an evening of high-profile networking, well-earned recognition, and a proper celebration of all that’s great about this sector.
Are trade shows a big part of your promotional strategy? Which ones are key?
Absolutely, trade shows are a cornerstone of how we engage as an industry. As co-owners of IMHX, we believe passionately in the power of live events to connect businesses, showcase innovation, and drive deals. There’s no substitute for that serendipitous moment when a buyer finds a solution that transforms their operations. IMHX makes that possible.
This year’s show runs from 9–11 September at the NEC, and UKMHA will be front and centre. On Wednesday the
10th, we’re hosting a full programme of seminars, updates, and for the first time ever a Mock Trial, which will dramatise the real-world consequences of poor safety protocols. It’s going to be impactful, thought-provoking, and engaging.
What are the membership criteria, and what types of members do you have?
We have four key membership categories:
1. Manufacturers – the OEMs at the cutting edge of equipment design.
2. Dealers – those supplying equipment and support to end-users.
3. Service & Solution Providers –specialists in training, forklift attachments, financing, motive power and beyond.
4. Safe User Group – made up of businesses that operate forklifts or
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lifting equipment and are committed to maintaining the highest standards of site safety.
Together, these groups form a complete ecosystem and we provide tailored support, resources, and representation to each.
UKMHA already has Irish members. Are you looking to expand that base?
Very much so. While “UK” is in our name, we’ve always had a strong relationship with businesses in Ireland and Northern Ireland — and that’s something we’re keen to grow. Combilift is a brilliant example of a member that’s deeply engaged and a frequent winner at The Archies. We’d love to welcome more Irish-based dealers, manufacturers, and service providers into the fold. Our door is open and our commitment to raising standards, enhancing training, and promoting safety knows no borders.
With Jarlath Sweeney - editor@fleet.ie
Having earned a reputation as strong performers across all sections of the construction sector, Renault Trucks Range C and Range K have built a dedicated following from the owner and driver fraternity, a group known not to suffer poor performance lightly.
ground – the five -axle construction truck. The feasibility of using five axles and the complications of the regulations meant that previously the economics did not really make good sense, and while the regulations have not been changed (yet) advancements in technology and components have certainly made the use of 10x4’s financially more attractive.
5-axle rigids are commonplace in the Netherlands and Scandinavia, where they are permitted to operate at much higher weights. For example, throughout Scandinavia the limit is generally 44 tonnes, while in the Netherlands it can be up to 50 tonnes. Accepting that there are some local and national conditions governing these weight limits they are by and large as stated.
Probably because the Range C and K trucks were designed with a particular focus on the construction sector, the trucks have delivered for operators. This can be supported by the number of repeat orders and the market share that Renault Truck and Setanta Vehicles have achieved and maintained. Repeat business is arguably one critical indicator as to how your product and service is viewed in the eyes of your customer.
Nevertheless, there was one area where Renault Trucks was losing some
Increasing the weights permissible in line with an increase
in the number of axles would seem to make good sense on a few fronts. It arguably reduces the number of vehicles on the road leading to reduced carbon emissions. The argument that heavier trucks will do more damage does not really stand up to scrutiny, as 40 tonnes
Renault Trucks Range C (10x4) Gimme five!
divided by 5 = 8 tonnes, and 32 tonnes divided by 4 = 8 tonnes. Indeed, a 5-axle rigid will provide a more balanced load distribution than would be possible with an 8x4.
Primarily the four or five axle vehicles operate with the same driveline and any increase in fuel consumption due to the extra weight is compensated for by the reduced number of journeys. There is arguably some increase in cost in respect of tyres, brakes and maintenance, though again this is negligible. In addition, due to the nature of the work construction trucks invariably run empty almost 50 percent of the working day.
To fill a gap in their product lineup, the team at Setanta Vehicles put together a proposal and travelled to Lyon to discuss the issue with Renault Trucks and see what could be done. It’s worth bearing in mind that 5-axle construction units do not in reality exist in France or any of the markets where the brand is strong. The designers in Lyon listened to the Setanta team and understood the case they made, and accepted Setanta’s
assurances that there was a market for the product in Ireland. Taking this on-board Renault embarked on the full design project with most of the inputs and guidance coming from Setanta Vehicles who had already worked on the idea for quite some time.
As the project was based on Renault Trucks’ Range C model a great deal about the truck and its capabilities were already known and well proven, meaning some possible issues were taken care of. For example, the high roofed cab with its functional interior is already driver focused, and the exterior styling needed no additional revising. Also, the Range C is a robust construction unit that comes with good ground clearance and good approach and departure angles. In addition, in construction format the 10x4 has the required differential and axle locks in place as standard.
Nevertheless, the result is quite stunning. From first glance the Range C 10x4, with its twin-steer front axle and rear tridem configuration with a steering tag axle, simply exudes quality and clearly comes with all the hallmarks of a factory designed, and factory-built truck. Every major component is correctly fitted and smaller items and components are placed neatly, for example the ‘vertically’ mounted 275 litre plastic fuel tank which is located between the front two axles. To finish, the tipping body with a single Binotto ram from Gleeson Truck Bodies, sits neatly on the Renault Truck chassis, and brings the whole combination together.
We met up with Setanta and the Range C at the Hudson Brothers’ expansive quarry near Baltinglass in County Wicklow to get more information on the 10x4. Setanta chose the Renault Truck 520 hp DTI 13 engine for the Range C. This 12.8 litre 6-cylinder unit certainly delivers enough power and will find favour with drivers. Its 2,250 Nm of torque comes in at a low 990 rpm and stays until 1,400 rpm, meaning it moves promptly in low-speed urban traffic which is so much the curse of the tipper driver’s life. Pulling up out of the quarry the 520 was never troubled and the Optidriver transmission adapted well to the changing terrain. As for the declines the 420 hp Optibrake ensures a smooth and controlled descent.
As standard, the truck is fitted with Renault’s 12-speed Optidriver AMT, and the transmission works well with the 520 hp engine to ensure precise and smooth gear selection. The 10x4 is fitted with a well-chosen rear axle ratio of 3.09:1 and all components combine to form an efficient driveline.
With the driveline so well-matched, driving the twisting road sections from Baltinglass back towards Tallaght on the N81, we found the gear selection either up or down the ratios was flawless. There is no denying that the 5-axle Range C is a big vehicle, yet it reveals itself to be a very gentle and agile truck to drive. The driving position is excellent, and the truck is also very quiet and comfortable, with 2-leaf springs up front and full air on the rear.
Another important aspect of the 10x4 is the attention to detail that has clearly
S PEC C HEC k
been invested in ensuring the optimum performance of the steering. The truck manoeuvres very accurately with no tendency to move crablike on the bends and on turns. In addition thanks to the electro-hydraulic rear steer tag axle the truck has a surprisingly good turning circle of 9094.5 mm (kerb to kerb). This is one issue of greater importance for drivers, with construction sites becoming ever tighter as buildings are now being located on any free area of ground, especially in cities and densely populated areas.
Renault Trucks have done an excellent job with the Range C 10x4, and we feel it is one of the most competent construction trucks available. While there is strong competition in this market segment, the 5-axle Range C now places Renault Trucks in a strong position with a truck that deserves serious consideration.
Text & Photos: Paul White - paul@fleet.ie
Make/Model Renault Trucks - Range C Rigid Tipper
Chassis/Cab 10x4 Twin Steer / Rear Steer Tag / High Roof Sleeper
Engine D13 - 12.8 Litre - Inline Six-cylinder
Rated Power 520 Hp (390 kW) from1,430 to 1,700 rpm
Rated Torque 2,250 Nm from 990 to 1,400 rpm
Euro Rating Euro 6 - DPF and SCR with AdBlue
Transmission Optidriver AT 2612E - 12 Speed AMT
Brakes & Safety Ventilated discs EBS - ABS - ASR - Auto Park Brake
Retardation Optibrake 460 Hp (340 kW) @2,300 rpm
Suspension Front: 2 - Leaf Springs / Rear: Air Suspension
Body/Trailer Gleeson Truck Bodies - Binotto Single Ram
Fuel/AdBlue 275 Litres / 57 Litres
The launch of a new electric truck model may no longer be headline news within the transport industry. However, the application of such a truck for operation within a new specific sector is worth noting. Continuing from the groundbreaking innovations revealed with the eActros 300/400 and 600 models, Daimler Trucks through its Mercedes-Benz brand is now moving to electrify the construction sector with the eArocs 400.
At the launch of the vehicle at the Bauma construction and mining event in Munich, the newly appointed head of Mercedes-Benz Trucks - Achim Puchert said: “With the new eArocs 400 we are now bringing electrification to the construction industry, which is particularly important for our economy and society.”
The eArocs shares similar DNA with the Mercedes-Benz eActros in that it is powered by two lithium iron phosphate (LFP) battery packs with a capacity of 414 kW. The electric motor offers 380 kW continuous and 450 kW peak power, driving through a 3-speed transmission. Mercedes-Benz is making the eArocs
Mercedes-Benz moves to electrify the construction sector with the eArocs 400
“Construction is important for our economy and society”
400 available as a 32 tonne 8x4 with applications for tipper or cement mixer on four wheelbase options. The batteries are located behind the cab keeping the chassis free to allow space for other ancillary equipment. When using a 400 kW CCS2 charging station the two batteries can be replenished from 20 to 80 percent in approximately 45 minutes.
It is thought that the construction sector could readily adapt to electric power as most vehicles operate locally on a return to base cycle, therefore allowing for overnight charging. Daimler’s research has shown that an average daily shift is around 100 kilometres, and therefore is confident that eArocs will be well capable of performing for operators. In mixer and tipper formats eArocs offers up to 200 and 240 kilometres range respectively without intermediate charging. Moreover the silent running eArocs could help facilitate some night-time operations. eArocs will only be offered in the 2.300 mm wide M cab with day or sleeper options. The cab will be fitted out to a high spec and will include the Mercedes-Benz Multimedia Cockpit with 12-inch display, and the latest safety assistance systems such as Active Brake Assist 6, Active Sideguard Assist 2, and Front Guard Assist. Outside, the truck will have a three-part bumper and under-ride guard and headlamp stone guards. A range of PTOs solutions both hydraulic and electric can be selected that also include an all-electric mixing drum. While there is some decrease in payload due to the additional weight of the batteries it is difficult
to quantify, as much depends on the body type chosen. Nevertheless, it is estimated to be around an extra 500 kgs.
Daimler Trucks will produce an initial series of 150 units with sales commencing in the first quarter and delivery expected in the third quarter of 2026. Interestingly the company believes “the eArocs 400 is at least 50 percent more energy efficient than a comparable diesel truck”.
At the Bauma event Head of Marketing, Sales & Services at MercedesBenz Trucks Stina Fagerman, announced that from June 2025 there will be a special limited edition of 100 Arocs trucks designated as the Arocs Extent. This diesel engine limited edition 8x4 tipper will include upgrades to many of the standard fittings and trim and will feature a specially designed ‘Arocs Extent’ livery.
Another special Mercedes-Benz Arocs on display at Bauma was the 8x4 heavy haul Arocs 4463 SLT tractor. This unit generated a great deal of interest, and much debate about its rated pulling capacity of 1,000 tonnes.
In his closing address Mr. Puchert spoke of the need to advance the supports for operators and the transport industry saying, “it is crucial that policymakers promote the development of the charging infrastructure and create the necessary framework conditions for the economic operation of these vehicles”.
Text & Photos: Paul White - paul@fleet.ie
eArocs Extent
eArocs SLT
eArocs Mixer
One of the most versatile commercial vehicles on the market has recently received a number of updates to its diesel and electric models. Arguably the secret to the FUSO Canter’s success has always been its reliability and its ability to adapt to any area of work. The truck has now evolved further to meet the increased demand for electric power with additional variants of eCanter.
FUSO is not only focusing on battery electric (BEV), as from the end of 2025 operators will have the option to run diesel versions on Hydrotreated Vegetable Oil (HVO). Presented at the Bauma Construction and Mining event in Munich, the models on show were naturally aimed at the construction industry, though in reality the light truck has a much wider appeal.
The redesigned interior has been further refined. It’s a clean and calm place to operate from, while remaining perfectly functional for the driver and crew. The dashboard, seating and trim is well built and reveals a quality finish with some thoughtful attention to detail. There are some pleasing updates to the exterior styling, and in addition to the 2,300 mm wide Comfort Cab
FUSO Trucks upgrades Canter range
there is a new narrow cab of 1,700 mm. Interestingly, sitting inside this new narrow cab it does feel more spacious than the 1,700 mm would indicate. This smaller size of course helps to make the unit highly manoeuvrable, and for some (unusual) reason it was recommended as the perfect truck to use as a graveyard service vehicle. FUSO also provide the option of a crew cab for eCanter for up to seven persons.
eCanter is available in forty-six variants across four weight classes4.25, 6.0, 7.49, and 8.55 tonnes, and in six wheelbases from 2,500 mm through to 4,750 mm. Relocating the battery packs inside the chassis means the FUSO eCanter can easily accommodate aerial lift platforms, cranes and other ancillary equipment. FUSO will also offer a range of trailer couplings for all Canter models in the near future.
Using Lithium Iron Phosphate (LFP) batteries (400kg each) in a modular format allows operators to choose from three capacities of Small, Medium, and Large, meaning 41.3 kWh, 82.6 kWh, and 123.9 kWh. This, FUSO claims, provides operating ranges of up to 70, 140, and 200 kilometres respectively, with max charging of 22 kW with AC and 104 kW with DC. The Electric Drive Module consists of an eMotor and eAxle is offered in two options of 110 or 129 kW peak and 85 or 110 kW continuous. Charging times using AC vary from approximately 4, 5, and 6 hours for the S,M, L - using a 11 kW for the S, and a 22 kW for the M and L batteries. On a 70 kW continuous DC station a 20% to 80% charge
can be achieved between 24 minutes for the S and 26 for the M and 39 for the L battery. This further enhances the eCanter’s flexibility.
The Next Generation eCanter has been well thought out, notably featuring a ‘Performance Improvement Package’ designed to increase the range. The package includes features such as heated windscreen, steering wheel, and driver’s seat as well as improved cabin insulation. These are important features for cold weather countries and for when the vehicle is not on the move.
While on the move eCanter features a wide range of safety features including Intelligent Speed Assist, Active Brake Assist 6, Moving Off Information System, Blind Spot Information, and Attention Assist. These are just some of the systems available, many of which exceed the requirements of the General Safety Regulations. Nevertheless operators can select which systems provide the most benefit for the nature of their work.
FUSO’s continuous evolution of Canter as shown with this model will equally ensure Canter’s immense popularity will continue throughout the 170 markets where the name Canter is synonymous with practical reliability.
Text & Photos: Paul White - paul@fleet.ie
Recent Renault Trucks Flagship Handovers
Setanta Vehicle Sales, Renault Trucks dealer, Dublin recently sold these new standout T range models to H&E Crilly Livestock, Perennial Freight and McGuinness
H&E Crilly Livestock (County Louth) – An eye-catching Renault Trucks T-High 520 6x2, loaded with premium extras. Full custom paint work by NJS Autos, with decals and design work by Hollywood Signs. Roadoptics fitted the advanced camera system for maximum safety and visibility.
Deal done with Dealer Principal Aaron Clarke.
Perennial Freight (Wexford) – A Conquest customer! Two new Renault T High 480 4x2 tractor-units. Established in 1998 and with offices in Ireland, the UK, France, Belgium, Spain and Poland, Perennial Freight is widely recognised as one of Ireland’s largest transport companies, with a fleet of over 1,000 trailers and a further 130 trucks operating transport services across Europe.
McGuinness (Dublin & UK) – Another milestone conquest deal for Renault Trucks, with 10 new special order and specification T-High 520 4x2 X-Lows along with 10 new Krone Mega Event semi-trailers. Arron Clarke sealed the deal with the Krone trailers sales arranged by Setanta’s Trailer Sales Executive, John McCann. Other suppliers include ABR Signs (graphics and livery), Roadoptics (On-board charger installation) and TTW (bumper colour-coding).
McElvaney conducts new Scania sales with Virginia Transport & Cooper Heavy Haulage
Virginia International Transport
A trio of new Scania trucks for the County Cavan headquartered Virginia International Transport. These three new Scania 560 S Super tractor-units have recently been delivered to the multi-award winning family run company. Worthy additions to an already strong and impressive Scania fleet.
Cooper Heavy Haulage
Cooper Heavy Haulage, Navan, County Meath, which specialises in abnormal load carriage around Europe, has purchased a new Scania 770 S 6x4 with Left Hand Drive. This top-of-the-range V8 glows in the company’s unique livery and comes complete with hub reduction, custom built rear cabinets and catwalks, as well as extra work lights and beacons, factory built pintle hook and 3.5 inch fifth wheel pin.
Over
To
New MAN Truck sales at Dennehy Commercials, Limerick
BCS Crane Hire (Limerick)
New MAN TGM
15.250 15-tonne
GVW, rigid, complete with 23-foot Plant body, sold by Martin Hough, Sales Executive, Dennehy Commercials, Limerick to near neighbour BCS Crane Hire, Dock Road, Limerick.
Perennial Freight has become the first in Ireland to take delivery of the new Mercedes-Benz Actros ProCabin with ‘L’ package. Supplied by Motor Distributors Limited, Dublin, the Taghmon, County Wexford firm is a long-standing customer. The new 4x2 tractor-unit comes factory finished in the company’s cobalt blue livery.
TLI Group (Dublin, Limerick & Kerry)
Utility infrastructure service provider, the TLI Group, has returned to Dennehy’s for repeat business, buying this new MAN TGS 26.440 with Palfinger crane and Thompson plant body,
Taking a Bow! Perennial Freight’s first new Mercedes-Benz Actros ProCabin welcomed!
Aimed at achieving fuel savings of up to three percent, the new Actros ProCabin has been designed specifically for aerodynamic efficiency. Features contributing towards a streamlined airflow include a pre-spoiler before the roof spoiler; A-pillar deflector panels around the side windows; extended side deflectors and new underbody panelling.
New Mercedes-Benz Commercial Sales at MUTEC
Garry Green, General Manager, MUTEC, the Mercedes-Benz Commercial Vehicle dealer on the Naas Road, Dublin has, along with his sales team, conducted a number of new sales of vehicles wearing the ‘triple-star’ logo.
Unique Care Ltd choses MercedesBenz Actros rigid
A new Mercedes-Benz Actros 1827 4x2 rigid is now in operation with new customer, Unique Care Ltd. This model is a
Comfort Cab with 28. ft curtainside body supplied and fitted by Thomas McLean and comes with a 2-tonne Dhollandia underslung tail lift, supplied by Ballinlough.
High Five! 5 new Merc Vans for CD Group
CD Group, a leading automotive parts distribution company, headquartered in Belfast, with branches in Dublin and Cork,
recently received delivery of five new Mercedes-Benz Vans. Three of these are 315.36 low roof RWD Sprinters, with the remaining two light commercials being Vito 110L Base models.
Tank & Boiler Services go for another Sprint(er)!
Gort, County Galway-based family run business, Tank & Boiler Services, has added a new Mercedes-Benz Sprinter 319 L3 Select panel van to its fleet, following the 317 model purchased last year.
Pictured is Cathal Hegarty, with the new addition, which features automatic transmission, rear-step, leatherette seating, rubber mats, and a 3.5-tonne towing hitch.
Tank & Boiler Services offer a seven-day-service for oil leaks and boiler breakdowns. Advice, service and routine repairs are always available.
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.
New Faymonville 3 axle platform extendable, 10m to 16m, ideal for truck mounted crane, Power steered, with locks and post sockets, in stock.
Max trailer 3 axle Lowbed extendable to 13m with travel height of 350mm. On pendle axles, in stock.
Bauma 2025 –Continues to reach for the sky
Every three years the Bauma construction and mining exhibition returns to the Messe Munich, and every three years it is hard to believe that it gets bigger and bigger each edition, covering more ground and allowing close-up hands on interactions with some of the largest mechanical equipment in the world. Bauma 2025 welcomed over 600,000 visitors from over 200 countries who came to see the equipment and services on offer by the 3,601 exhibitors from 57 countries.
It is quite a remarkable event and the effort necessary to bring the machines and vehicles to the site, assemble the machines to operate fully, and then dismantle and clear the venue is quite astonishing. It is a show that really has to be seen to be believed. Here are just a few of the exhibitors who featured prominently.
BPW
The highly regarded manufacturer of vehicle running gear and braking systems had a presentation of its axles and components at the Munich show. While the products are an industry benchmark, BPW also sees the show as a great chance to meet and greet long-standing customers and say welcome to the new ones.
FAYMONVILLE T RAILERS
Faymonville was highly prominent at Bauma, not least because of the Wind Turbine Blade transport trailer it showcased. The transport of Wind Turbines and their components is fast becoming an industry in itself, and Faymonville clearly demonstrated it is at the forefront of the business.
G OLDHOFER
All the major manufacturers were
present at the heavy trailer area of the Showgrounds. Goldhofer like others at Munich, arrived with a number of highly impressive trailers to cater for everything from the smallest to the very largest of heavy hauls.
Hydraulic systems in the construction and mining industries are vital and HYVA showed the complete range of solutions for operators. These ranged from the simple lifting and tipping systems to the more extreme heavy duty loading and product handling solutions.
The Ravasimi GTE Group displayed one of its mobile tank solutions on an impressive high standing Iveco T-Way 470. The 6x4 truck is a true go-anywhere service vehicle that, presented in a brilliant white livery, was certainly catching the eye of the patrons.
kASSBOHRER
A high-profile name in the manufacturer of high-quality trailers that cover a range of sizes and applications. The staff were busy at the show with great interest
HYVA
I VECO
in the products on display and lots of questions to answer.
MAN T RUC k & B US
If anyone was playing at home, it was Munich based MAN which proudly displayed the results of investments in electric solutions for the transport industry. One example on display was this good looking fully electric 6x2 eTGS with Palfinger chassis mounted crane.
M EILLER
While the Meiller stand had many impressive tipping bodies in various formats, one that caught our eye was this light tipping body with a tool cabinet mounted on the same vehicle. An interesting idea from one of the great names in tippers.
N OOTEBOOM
In keeping with the big boys, Nooteboom trailers attended with a
selection of units to cover all manner of transport applications. However, it had an important focus on the machinery transport sector, an area the brand is well regarded in by heavy haul operators.
PALFINGER
The best way to display products is to show them at work. Here Palfinger demonstrated a new FL Electric range, lifting a beautiful Harley Davidson on a frame in and around a tight confirmed area to demonstrate the attributes of the lift truck.
S ANY
An interesting EV from the Chinese manufacturer SANY drew quite a lot of admirers. This e435 with 350 kWh battery has a range of 350 Kilometres and fast charging from 20 to 80% in 1 hour. This truck was presented in addition to the company’s very impressive range of construction machinery.
S CANIA
Of course, the Scania stand attracted many devotees of the brand. On exhibit was a V8 770S running on HVO, a R460 on CBG and a fully electric XT 40R. The shop on the stand was busy throughout
with sales of merchandise and other memorabilia as one would expect from the popular marque.
S CHMIT z C ARGOBULL
The prolific German trailer maker had a some examples of its tippers inside and out. One important offer highlighted was an express ‘Fast Lane’ build of the S.KI Solid trailer within 7 days. The is quite an achievement and if anyone can do it, it’s going to be Schmitz.
If there was a prize for the best livery at Bauma then the Tatra truck brand from the Czech Republic would have walked away with the award. The paintwork of the two Tatra Phoenix tippers in electric blue and red colours was quite stunning.
VOLVO
While the Volvo display was not as large as previous years, the Swedish brand certainly got the message home about advancements in electric power. This applies to both the road going trucks and its impressive range of construction machinery.
TATRA
Power, Protection and Performance: The all-new Performance Optima LS FE E8/E11
As Irish roads heat up this summer, heavy-duty engines face longer hauls, higher loads, and rising maintenance risks. That’s why protection isn’t optional—it’s essential. For truck operators, hauliers, and service centres looking to optimise performance, extend engine life, and reduce costs, Finol Oils’ latest heavy-duty engine oil, Performance Optima LS FE E8/E11 5W-30, is the ultimate game-changer in engine lubrication.
T HE N E x T G ENERATION OF E NGINE O IL
Performance Optima LS FE E8/E11 5W-30 is a low SAPS, fully synthetic heavy-duty engine oil designed to meet and exceed the most recent and stringent European ACEA E8 and E11 specifications, along with API CK-4. It can also be used in most Euro IV, V, and VI diesel engines fitted with advanced after-treatment systems like SCR, DPF, and EGR, this oil is designed for fleets running on low-sulphur diesel fuel — the standard across Europe’s modern heavy-duty sector.
Whether you’re maintaining a national fleet or servicing long-haul trucks, this premium lubricant exceeds the requirements of over 90% of the heavy-duty fleet, including MercedesBenz, MAN, Volvo, Scania, DAF, Cummins, IVECO, Caterpillar, and MTU.
It carries the following specifications:
ACEA E6, E7, E8, E9, E11
API CK-4
Cummins CES 20086
Caterpillar ECF-3
DAF Extended Drain
Detroit Diesel DFS-93K222
Deutz DQC III-18 LA
IVECO 18-1804 TLS E6/E9 18-1809 NG2
Liebherr LH-00-Eng LA/ LH-00-ENG5C-LA
MAN 3677/3691/3775
MB 228.52/228.51
MTU 3.1
Renault RLD-3
Scania LDF-4
Volvo VDS 4.5 and Volvo CNG
W HY I T ’S THE I DEAL C HOICE FOR I RISH F LEETS T HIS S UMMER
As warmer weather places added thermal stress on engines, choosing the right lubricant can mean the difference between smooth operation and costly breakdowns. Here’s what sets Performance Optima LS FE E8/E11 5W-30 apart:
Superior Engine Wear Protection
Advanced additive technology ensures vital engine components are protected, even under high-load summer driving conditions and prolonged idling in urban traffic.
Fuel Economy Boost – Up to 1%
With rising fuel costs, every percentage counts. This oil reduces internal friction and improves thermal efficiency, delivering real-world fuel savings without compromising protection.
Best-in-Class Engine Cleanliness
Exceptional detergency and soot control keep your engine running like new, minimising deposits and maintaining power output even under intense use.
Cold Start Confidence – All Year Round
While ideal for summer, its superior low-temperature flow properties also protect engines during early morning starts or fluctuating Irish weather.
Maximum After-Treatment System Protection
Low SAPS formulation ensures optimal performance and longevity of SCR, DPF, and EGR systems—essential for staying compliant with emissions regulations.
Versatility You Can Trust
Compatible with LNG and CNG engines, this oil suits diverse modern fleets—making it the go-to choice for mixed fuel and mixed-brand operations.
Join hundreds of operators across Ireland already switching to Performance Optima LS FE E8/E11 5W-30 this summer— fast and reliable nationwide delivery, and give your fleet the protection, efficiency, and reliability it deserves. It is now available in 5L, 20L, 200L and Bulk packs to suit all business needs.
If you would like to avail a free technical consultation, get a free quote, or become a customer, you can contact Finol at +353 (0)1 2238842. Finol customers also get access to their flagship online lubricant advisor tool www.whichoil.ie for expert and reliable oil recommendations within seconds.
POWER PROTECTION PERFORMANCE
Experience Maximum Fuel Efficiency and Engine Protection with the all-new Performance Optima LS FE E8/E11 5W-30. Developed for heavy-duty vehicles requiring ACEA E11, E9, E8, E7, E6 & API CK-4 specs.
Available in 5L, 20L, 200L and Bulk to suit all business needs
Learn more
To effectively control workplace transport risks an all-inclusive Safe System approach is required that focuses on all elements of transport operations to successfully improve safety. The Safe System approach recognises that safety education and training alone cannot eliminate adverse incidents, and focus must also be placed on the arrangements in the workplace and the behaviour of operators and other persons in the workplace.
The four areas of intervention of the Safe System approach are:
1. Safe workplace
2. Safe vehicles,
3. Safe operators, and
4. Safe operations
To effectively control workplace transport risks, the vehicle, the driver and the working environment must be appropriately managed, and this article will concentrate on the vehicle. It deals with the keeping of safe vehicles in the workplace and highlights the importance of using vehicles that are safe, suitable and fit for purpose for the tasks and environment in which they are used. It also covers basic vehicle pre-use checks, standards, servicing and vehicle repairs.
Workplace vehicles should be selected based on suitability for intended tasks and suitability for the work environment. They should be safe and comfortable. Safety should be a key priority when choosing a vehicle. Horns, lights, reflectors, reversing lights and other safety features should be provided as required. Seat belts, and other restraints where necessary, should be used in accordance with the manufacturer’s recommendations. Additional visibility aids and audible warning systems may need to be fitted. Devices such as extra mirrors, reversing cameras or parking sensors may help reduce blind spots. Warning devices such as
A vehicle is a workplace –Keep it safe!
horns, rotating beacons or reversing alarms will warn pedestrians of vehicle movement. Safety guards must be provided on dangerous parts of vehicles, such as power take-offs, chain drives and exposed hot exhaust pipes. Service brakes and parking brakes must be in good working order. A system must be in place to ensure regular checking and maintenance.
Workplace vehicles and attachments must be used only for tasks that they are designed for. If applicable, adequate protection for the driver, e.g., from falling objects, must be in place, as well as adequate roll over or tip over protection to protect the driver against injury from vehicle overturn. There must be a safe way of getting into and out of the vehicle cab. Also, there must be a safe way of getting to or from any other parts of the vehicle which need to be accessed by drivers or employees. It may be necessary to provide vehicle equipment and/or personal protective equipment to protect drivers from prevailing weather conditions, or in a challenging environment which might involve extremes of temperature, other weather conditions, dirt, dust, fumes, excessive noise, and excessive vibration.
A vehicle authorisation and key control procedure must be in place to ensure that only appropriately trained, authorised drivers use specific vehicles. Operators must be made aware of vehicle specifications and safety features and how and when to use them, for example, anti-lock braking systems, reversing aids, and flashing beacons. They should have a mature and responsible attitude towards performing assigned tasks safely and meeting their responsibilities. Supervisory procedures should be in place in order to ensure that operators continue to carry out their tasks in a safe manner.
An important aspect of keeping
vehicles safe is having a programme of vehicle checks, maintenance and defect reporting and backing that up with a system for dealing with defects. There should be a system for drivers to carry out and record pre-use basic safety checks. These checks should be done before using vehicles, either on a daily or on a shift basis. A regular preventive maintenance programme must be in place for each vehicle, as per manufacturer’s instructions. An inspection and testing programme must be in place for vehicles that lift people or materials. This programme would include a thorough examination of the lifting equipment itself. A defect reporting system is required to identify and record vehicle defects. If necessary, defective vehicles should be taken out of service until all repairs are complete. Repairs should be done promptly by authorised and qualified people only.
Managers and supervisors are responsible for ensuring that safe vehicles are provided in the workplace. The business owner must have a vehicle management system in place to make sure that checks, servicing and repairs are carried out as required. The system must include a written record of these activities. A system should be in place which makes sure that where serious defects arise, the vehicle is withdrawn and is not used again until the defect has been rectified and the vehicle is safe to use. Supervisors must ensure that vehicles are used in accordance with the procedures and rules, and drivers, employees and contractors must be made aware of the steps to take when damage or defects are noticed such that the servicing and repair system can be implemented.
For further information on this topic go to the Health and Safety Authority’s website at https://www.hsa.ie/eng/Vehicles_at_ Work/.
Volvo FH16 Aero.
heavy transport.
The Volvo FH16 Aero is a truck for heavy transport assignments, shaped and powered for increased productivity. The aerodynamic design, together with the powerful D17 engine boosts your performance whilst saving fuel. The Camera Monitoring System improves your direct vision. Available with the Globetrotter XXL cab for improved driver comfort. Your efficiency. Extended. Contact your local Volvo Trucks dealer or
Over the past 50 years, IVECO has been at the forefront of shaping the future of road and passenger transport. Its commitment to driving change in mobility has directed every step of its journey, pushing to innovate and anticipate the evolving needs of society and customers.
As IVECO celebrates its 50th anniversary, Fleet Transport reflects on its achievements, the milestones and the significant impact made in the world of transportation. As the road ahead is full of new opportunities, IVECO remains dedicated to driving progress, sustainability, and innovation for the next 50 years and beyond.
The History New Beginnings –The Era of Mergers & Acquisitions
1975 - 1984
IVECO (Industrial Vehicles Corporation) was born in 1975 initially from the union of five historical commercial vehicle brands: From Italy came Fiat Veicoli Industriali – which included Officine Meccaniche (OM) and Lancia Veicoli Speciali. French brand Unic and the German Magirus-Deutz were the other two brands that made up the new IVECO company.
Between 1975 and 1979, IVECO’s range consisted of over 200 basic models and more than 600 versions. Following the merger, the newly formed IVECO initiated a process to rationalise its product range, manufacturing plants and sales network to maximise production and create vehicles that carried forward the legacy and know-how of the original brands.
IVECO achieved its first major success in 1978 with the launch of the Daily, a
History of IVECO –Italian Marque Celebrates 50th Anniversary IVECO
50 – 1975-2025
light commercial vehicle synonymous with reliability and still today a brand icon. In 1984, IVECO launched the TurboStar, a heavy duty truck that became a best-seller in Italy and a major player in the European market, reaching the milestone of 50,000 units sold in 7 years.
Expansion through Takeovers and Product Innovation
1985 - 1994
In 1986, IVECO acquired ASTRA and formed IVECO Ford Truck Ltd, a joint venture with Ford’s European truck business. Then in 1990 it acquired the Spanish Pegaso. The takeover trail continued in 1991, with the buying out of the British brand Seddon Atkinson.
In the 1990s, IVECO renewed its product range entirely with the launch of the Eurocargo, EuroTech, EuroTrakker and EuroStar vehicles. They achieved instant recognition, with the Eurocargo and EuroTech being crowned ‘International Truck of the Year’ in 1992 and 1993, respectively. That marked the first time this prestigious title was awarded to the same manufacturer in consecutive years. 1991 marked an important milestone for IVECO in China, where the first TurboDaily production line was inaugurated at the Nanjing Motor factory.
Mission Statement Made –Continuous Evolution
1995 - 2004
In 1995, IVECO established the Light,
and Heavy Business Units to organise its truck product ranges, adopting a more mission-oriented approach. During the same year, the Overland project kicked off, bringing IVECO vehicles across remote areas, overcoming extreme terrain and weather conditions. 1999 saw the launch of the new Daily City S2000, which was awarded the International Van of the Year title.
In 2002, IVECO introduced the Stralis heavy truck which earned the Truck of the Year title in 2003. Prior to that in 2000, the industrial complex in Sete Lagoas, Brazil, was inaugurated.
High Profile Sponsorships and Vision for the Future
2005 - 2014
IVECO’s long-standing relationship with the world of sports began in 2006, when it sponsored the Winter Olympics in Turin. In 2007, IVECO sponsored the almighty All Blacks rugby team from New Zealand, marking this partnership with a specially designed black livery with white Maori tattoos for the Stralis and Trakker vehicles.
A new partnership with Qualcomm in 2008, had IVECO introduce the very first telematics fleet management and driver assistance programme called Blue&Me Fleet.
Turbostar 1984
Historic Line-up
STRALIS - Allied Bakeries UK
A year later, IVECO began its sponsorship of the Moto GP as Truck and Commercial Vehicle Supplier, alongside its ongoing historic partnership with Scuderia Ferrari, providing vehicles for transporting the Formula 1 team’s race cars and equipment to world championship circuits.
National sponsorships included team jersey sponsorship of Watford Football Club in England and the Italian Rugby squad.
In 2012, IVECO won the 33rd Dakar Rally as official sponsor of the Petronas De Rooy team with Dutchman Gerard De Rooy behind the wheel of an IVECO Powerstar. During those years IVECO completed the redesign of its range with
the introduction of the EcoDaily (2009) featuring a new engine and optimised cost-efficiency; of new Stralis Hi-Way, which was crowned ‘International Truck of the Year 2013’, and of the New Daily awarded ‘International Van of the Year 2015’. The year of IVECO’s 40th anniversary saw also the launch of the new Eurocargo, ‘the truck the city likes, ideal partner in urban missions’, that won the ‘Truck of the Year Award 2016’.
IVECO is committed to becoming “net-zero-carbon” by 2040 through a multi-energy strategy that involves multiple technologies based on the company’s ability to meet customer operational needs. These range from diesel and HVO, to natural gas and biomethane, battery-electric and hydrogen. A pioneer in alternative propulsion
solutions, IVECO launched the Stralis NP (Natural Power) in 2016, the first natural gas-powered truck for long-distance haulage. To this day, IVECO remains the European market leader in natural gas commercial vehicles, offering both CNG and LNG technologies, depending on the mission and application.
In 2018, IVECO triumphed at the FIA European Truck Racing Championship, thanks to Jochen Hahn’s great performance driving his IVECO Stralis.
This decade saw IVECO build an “Ecosystem of Partners” with leading, innovation-oriented companies with the aim of driving innovation, economies of scale and technological advancements, and accelerating the transition to sustainable mobility solutions.
To name a few, IVECO has partnered with Amazon Web Services to push the boundaries of onboard connectivity. It has worked with Plus to explore the future of automated driving to reduce driver fatigue, improve road safety, and increase fuel efficiency. In 2024 it teamed up with Hyundai Motor Company to develop electric light commercial vehicles for European markets, while another collaboration has seen IVECO work with Ford Trucks for the development of a new cabin for heavy-duty commercial vehicles.
The new IVECO S-Way from 2019, featured an entirely redesigned cabin to meet the needs of drivers and fleet owners. A 100% connected and smart vehicle that takes customer focus and efficiency to a new level. Two years later IVECO completed the IVECO ‘WAY’ heavy range with the T-WAY, the new off-road truck designed and engineered for the toughest missions in the most extreme conditions, which succeeded the legendary TRAKKER.
2023 was a milestone year for IVECO, with the renewal of its entire product range of light, medium and heavy vehicles – for the first time in its history with a one-billion-euro investment. The best line-up ever in IVECO’s history, developed focusing on business productivity, driver experience, sustainability, and connectivity, was presented to an audience of 1,500 guests at a spectacular launch event in Barcelona.
In this decade IVECO has introduced battery electric technology across its entire portfolio including the eDaily, the electric twin of the iconic Daily (2022), the IVECO eMoovy, born from the partnership with Hyundai, and the IVECO S-eWay, the first battery-electric
heavy-duty truck fully produced by the brand (2023).
During this period, IVECO has also pioneered Hydrogen propulsion and taken an active role in policy discussions relating to H2 development and participating in EU-funded projects with its light and heavy prototypes to test the technology in real-life operations.
In 2024, IVECO further raised the profile of sustainable transport through a partnership with the legendary rock band Metallica, using its multi-energy fleet to deliver low-carbon logistics for the European leg of the band’s M72 World Tour, demonstrating how multi-energy technologies can work alongside the logistics of large-scale events.
Further Steps Forward 2025 & Beyond
A new heavy truck cab featuring outstanding aerodynamic features will go to market. This design and product line will be shared with Ford Trucks.
IVECO will progress with its BEV range, equipping vehicles with second-generation batteries for enhanced efficiency and sustainability, while continuing its pioneering work on the development of hydrogen technologies, investigating the full driveline – from ICE, hybrid to fuel cell solutions - driven by its vision of hydrogen’s vital role in decarbonising long-haulage transport.
It will continue to drive advances in connectivity, with an estimated 700,000 vehicles expected to be connected on the road by 2030.
This decade will see further progress in autonomous driving. The extensive data collected from testing the driver-assist solution developed with Plus in real-life customer operations is paving the way for the industrialisation of automated trucks.
IVECO will continue to explore possible synergies with like-minded partners across the globe to drive innovation, foster growth, and advance technology and sustainability for its customers.
Text: Jarlath Sweeney – editor@fleet.ie
TRAKKER - Hanson UK
Dakar DeRooy Iveco Powerstar
IVECO S-Way - Metallica Special Edition
Kenworth W900L 605HP
International Transtar II Cabover
Showoff Graham & Son
MACK Tipper
Livestock Trailer
Cool Interior
Interior – New Testament
Scania R770
Peterbilt
Photos: Fabian Calvet - ITOY
Minister for Rural & Community Development and the Gaeltacht, Dara Calleary T.D. was the keynote speaker at the Smart Move Business and Connectivity event, which was held at The Great National Hotel, Ballina on Friday 28 March.
The event was jointly organised by Iarnród Éireann, The Irish Exporters Association and Fleet Transport Magazine. Chaired by Vicki Caplin from the Irish Exporters Association, it brought stakeholders together from across the worlds of business, local government, interest groups and regulatory authorities in Mayo. It provided a platform to create a bond between attendees in the area, who are striving to grow their operations and get their names out there as key players in Irish and international markets. It also enabled engaging discussions on necessary improvements and future business opportunities for the county.
Among the presenters on the busy agenda were Iarnród Éireann CEO Jim Meade, and experts and executives associated with freight transport and logistics; Howard Knott, Patrick Daly,
Smart Move - Mayo Business & Connectivity focuses on the merits of Rail Freight
Susan McAleer; the RSA’s Aidan
McGinty, along with John Magee, Local Enterprise Office, Ger O’Neill; Vantive and Vicki Caplin. There was also a visit to the nearby Iarnród Éireann freight yard to see a freight train depart and learn about rail freight operations.
Minister Calleary began by stating that the Government is serious about connectivity with investment in road and rail infrastructure a priority. For Mayo-based exporting industries, transporting their products to the ports by rail is the most eco-friendly solution, and the reopening of the Western Rail Corridor is happening and ties in with the all island rail review programme. The next phase, after the Foynes Port rail line development, will be on the reopening of the Claremorris to Athenry line, to be followed by the Claremorris to Sligo refurbishment. “We’re going to make it happen, for both passenger and freight,” said Minister Calleary. “This shared island fund aims to deliver all island infrastructure projects, with various programmes directed towards green initiatives, such as improving and upgrading railways. Never more relevant than now.”
He mentioned that with these foundations established, further green infrastructure investments with focus on renewable and off-shore energy are likely to follow as the requirement for emission free electromobility increases.
Jim Meade, CEO, Irish Rail, outlined the vast resources being invested in the rail network and services. Announcing that additional freight services are now being offered on the Ballina, lines to Dublin and Waterford with XPO and IWT, he said that the overall plan is to increase the percentage of rail freight to the ‘mid-teen’ (from a lowly 1% base) over the next decade. “We need an alternative to the very busy Dublin Port and the now almost congested M50 motorway.”
He added that the company is proud of the good work done in laying down a new rail line from Foynes Port to Limerick, and also mentioned another
highlight - that is the major improvements ongoing at Rosslare Europort, to improve ferry services. Two other areas of priority include the development of a network of inland ports and the need to address rolling stock requirements, which are being worked on.
A new inland port is being created in Castlebar, and a substantial order for new locomotives and wagons has been completed in recent weeks. Over half will be electric powered. Double tracks will be newly laid on a selection of lines over time also.
Aidan McGinty, Senior Engineer, Vehicle Standards at the Road Safety Authority covered the many technical advances introduced in the automotive industry to add not only to driver and passenger comfort, but more importantly, safety. He described the numerous Advanced Driving Assistance Systems (ADAC) now featured in cars, vans, trucks and buses, many of which are mandatory such as Lane Detection, Over-speed alerts, Driver fatigue alarm, Emergency Brake assist, Blind spot warning, and tyre pressure monitoring, to name a few.
He concluded by mentioning the advantages of connected vehicles: with wireless connected technologies that provide hazard alerts, collision avoidance and emergency response.
Vicki Caplin, COO at the Irish Exporters Association, who also acted as Master of Ceremonies began by giving an historical background to the formation of the national organisation that offers so many services to exporting companies and international trade in general. Based in Dublin city centre, the IEA has long held business relation-
Minister for Rural & Community Development and the Gaeltacht, Dara Calleary T.D.
Irish Rail CEO Jim Meade
Aidan McGinty RSA
ships with all of Ireland’s Embassies and Ambassadors worldwide. During the pandemic period, a series of regional webinars were held, which offered assurance to members who were going through tough times back then. In addition, varied training courses are hosted and organised covering compliance and regulatory issues. Recently, the Budding Trade Services Hub, an online portal, was established to help businesses grow and prosper when operating abroad. She informed and invited the attendees about the IEA’s annual Exporters Awards, held this year in Dublin on 3 October.
John Magee, Head of Enterprise at Mayo County Council was glowing in his praise for all things that the western county has to offer from highly qualified people, technical acumen, facilities and services and above all, affordability and high quality of life. “Alongside which,” he added, “the infrastructure in terms of transport and travel has improved significantly”. The Local Enterprise Board has a strong track record over the years in assisting companies to progress in various aspects of their business from start-up to expansion. A number of high profile Mayo-based companies competing in the global marketplace were further endorsed. He gave special relevance to the Innovation Hub and the restoration of the former Military Barracks in Ballina which offer dedicated services and provisions for individuals and businesses alike.
Susan McAleer, Transport & Logistics Manager, at CPC Coca-Cola, Ballina, which is one of the key stakeholders of rail freight in the West of Ireland, detailed the significant benefit that
the train service offers in terms of the reduced overall carbon footprint of the company, established 25 years ago this year. This mega plant covers 150 acres and with 850,000 sq.ft. of production and warehouse facilities, features a fully automated warehouse management system with robotics carrying out the materials handling duties, all in an efficient manner. With the reopening of the Western Rail Corridor to southern ports, more rail freight capacity can be achieved from the plant.
Ger O’Neill, Site Lead, Vantive detailed the history of the long established American owned pharmaceutical plant in Castlebar and Swinford, formerly known as Travenol and more recently Baxter. “Over 1,400 employees support 5,000 additional jobs in the region,” he said. Like CPS, the company sees rail freight as the most sustainable mode of transportation for its container exports. Up to 200 container movements are underway each week at the factory. With the creation of the Inland Hub nearby in Castlebar, Vantive will be one of the main beneficiaries of its location and logistics operations there. Ger fully supports the Western Rail Corridor links and the investment at Foynes Port.
rail freight from the west of Ireland in 2008, after the sector had practically closed down years earlier. In his past and present day account of various incidents and political intervention such as Covid, the Red Sea and Holyhead debacles, the wars in Ukraine and Middle East, he also mentioned the initiatives undertaken by the big shipping corporations in increasing load capacity while reducing carbon emissions through use of alternative fuels. In conclusion, he gave a stark warning that happenings across the Atlantic in North America will lead to higher costs for exports and imports accordingly.
The final speaker was Patrick
Daly of Alba Logistics Consultancy, who stressed the significance of the revenue generated each year by Irish exporting firms - almost €190 Billion in 2022. “Ireland plays a key role in the International Supply Chain and more manufacturers are seeking an end to end sustainable transport system”. In fully endorsing rail freight and its expansion across Ireland, he said that carriage by train is 80% more carbon friendly than by road transport.
“Ireland as part of the European Union, should view its own rail network as an extension of this EU model, creating a seamless sustainable end to end transport system. The EU’s Green Deal, calls for a 90% reduction in transport emissions by 2050 and an increase in rail freight can help t9 achieve that goal,” he concluded.
Howard Knott, an expert in Maritime & Logistics issues and happenings was high in praise of the re-emergence of
Jarlath Sweeney Group Editor of Fleet Transport Magazine in his closing remarks said: “On behalf of the organising team, we are very grateful to Minister Calleary for taking time out from his busy agenda to attend and address delegates at this event. The attendees enjoyed plenty of engagement, discussions and networking. It is imperative that the products manufactured in Mayo are transported and exported in the most sustainable way. Solutions to reduce freight movements’ carbon footprint were outlined in a very interesting manner today.”
Text & Photos: Jarlath Sweeney & Rob Van Dieten
Vicki Caplin Irish Exporters Association
Susan McAleer, CPC Coca-Cola, Ballina
Ger O’Neill, Vantive
Howard Knott
John Magee, Head of Enterprise, Mayo County Council
I was fortunate enough to have been given the opportunity to speak at the recent “Smart Move – Mayo Business & Connectivity” Conference, organised by the Irish Exporters Association and Iarnrod Eireann Freight in association with Fleet Transport. My contribution to the discussion was a presentation on the current state of Supply Chains globally and closer to home affecting both importers and exporters of goods, particularly those based in the NorthWest.
As I sat down I realised that I had put up a picture of the Ukrainian designed and built Antonov AN-124 Ruslan aircraft, the largest cargo aircraft in operation, built almost fifty years ago and still flying throughout the world carrying very large cargo pieces. However I had omitted to mention that the Ukrainian operated freighter has had at least two Irish calls of particular interest to a group sitting in Ballina. In June 1994 an Antonov-124 landed at Dublin Airport and discharged the first of Irish Rail’s fleet of Series 201 locomotives built in Canada. Appropriately the conference attendees had, earlier in the morning, watched one of these locomotives hauling a heavily laden freight train out of the Ballina Inland Port, headed for
‘From Where I’m Sitting’ –Howard Knott And I meant to say..
Dublin. The second link to the huge freighter with a capacity of 150 tonnes was its emergency use by Coca Cola to ship concentrate from the Ballina plant to the US when a West Indies-based concentrate plant suffered fire damage.
Though, as reported elsewhere in this issue, the Ballina Conference covered a broad range of topics related to business in the region and its further development potential, a focus particularly pertinent in the run-up ahead of the planned imposition of US import tariffs, logistics and supply chain took up the lion’s share of the discussion. Naturally the fact that, firstly about a dozen freight trains leave Mayo weekly for the ports of Dublin and Waterford, secondly that forwarder XPO will add a further weekly rotation to and from Waterford shortly, and thirdly that Irish Rail will sign an order within weeks for the first 150 of a series of 400 wagons, pushed the focus towards further regional development of rail freight services.
was taken up with a Connacht bound passenger train waiting to access the single track. It seemed to me that there is simply no room for more trains on a lot of this route, in particular the Athlone to Portarlington stretch. Therefore the Western Corridor re-build cannot come soon enough if there is to be any chance of freight development ambitions being achieved.
That rail freight development is a valid objective was clearly demonstrated by the contributions to the conference from representatives of both Ballina Beverages which, it was pointed out is
There is some excitement about the re-opening of the Foynes Port connection in less than a year’s time and the conference heard Government and Company promises to re-open the Claremorris/Athenry link. Just how necessary this latter development is has become clear to me as I travelled the line between Dublin and Ballina. On the way to Ballina I passed three freight trains, two of them in sidings awaiting a gap between passenger trains. On the way back to Dublin we met no freight trains, but almost every passing loop
double the size of any other Coca-Cola Concentrate plant, and of Vantive (formerly Baxter Healthcare), which is based in Castlebar and ships about 30 containers a day out of that location. Also encouraging was a document that I received some weeks before from a representative of the Department of Transport, writing about their recommendations for rail freight development. It included the development of a sustainable solution for first-mile, last-mile rail access for Dublin Port, a reduction in Track Access Charges for freight, strengthening rail connectivity to the island’s busiest ports and the development of a network of inland terminals close to major cities on the rail network.
Real development of rail freight seems to be underway, now there is the small matter of ports, airports and roads.
Text: Howard Knott - contributor@fleet.ie
Smart Tachograph Retrofit Requirements
Smart Tachograph Retrofit Requirements
Smart Tachograph Retrofit Requirements
As part of the EU Mobility Package I, the new Smart Tachograph Version 2 is required to be retrofitted to vehicles operating internationally from:
As part of the EU Mobility Package I, the new Smart Tachograph Version 2 is required to be retrofitted to vehicles operating internationally from:
As part of the EU Mobility Package I, the new Smart Tachograph Version 2 is required to be retrofitted to vehicles operating internationally from:
• 31 December 2024 for vehicles equipped with an analogue or digital non-smart tachograph (vehicles typically first registered prior to 14th June 2019).
• 31 December 2024 for vehicles equipped with an analogue or digital non-smart tachograph (vehicles typically first registered prior to 14th June 2019).
• 31 December 2024 for vehicles equipped with an analogue or digital non-smart tachograph (vehicles typically first registered prior to 14th June 2019).
• 18 August 2025 for vehicles equipped with a Smart Tachograph Version 1 (vehicles typically first registered between 15th June 2019 and 20th August 2023).
• 18 August 2025 for vehicles equipped with a Smart Tachograph Version 1 (vehicles typically first registered between 15th June 2019 and 20th August 2023).
• 18 August 2025 for vehicles equipped with a Smart Tachograph Version 1 (vehicles typically first registered between 15th June 2019 and 20th August 2023).
• 1 July 2026 for vehicles where the maximum permissible mass of the vehicle, including any trailer, or semi-trailer, exceeds 2.5 tonnes (LCV’s) engaged in the international transport of goods or in cabotage operations for hire or reward.
• 1 July 2026 for vehicles where the maximum permissible mass of the vehicle, including any trailer, or semi-trailer, exceeds 2.5 tonnes (LCV’s).
• 1 July 2026 for vehicles where the maximum permissible mass of the vehicle, including any trailer, or semi-trailer, exceeds 2.5 tonnes (LCV’s).
Vehicles operating internationally within the EU, including those travelling to, through or from the United Kingdom are required to comply with the tachograph retrofit requirements from the specified dates above.
Vehicles operating internationally within the EU, including those travelling to, through or from the United Kingdom are required to comply with the tachograph retrofit requirements from the specified dates above.
As there are significant numbers of vehicles in Ireland that will require a Smart Tachograph Version 2 to be retrofitted by the dates specified above, the Road Safety Authority is encouraging all a ected operators to book their vehicles into an Approved Tachograph Workshop as soon as possible to have the retrofit work carried out.
Vehicles operating internationally within the EU are required to comply with the tachograph retrofit requirements from the specified dates above. However, the retrofit requirements for vehicles travelling to the UK differ, depending on whether the vehicle is transporting goods or passengers. Goods vehicles transporting a load between the UK and Ireland (and vice versa), are required to comply with the tachograph retrofit requirements from the specified dates above. Passenger vehicles travelling to the UK are not required to be fitted with a Smart Tachograph Version 2.
As there are significant numbers of vehicles in Ireland that will require a Smart Tachograph Version 2 to be retrofitted by the dates specified above, the Road Safety Authority is encouraging all a ected operators to book their vehicles into an Approved Tachograph Workshop as soon as possible to have the retrofit work carried out.
As there are significant numbers of vehicles in Ireland that will require a Smart Tachograph Version 2 to be retrofitted by the dates specified above, the Road Safety Authority is encouraging all affected operators to book their vehicles into an Approved Tachograph Workshop as soon as possible to have the retrofit work carried out.
Please visit www.rsa.ie for more information on these new requirements, including a list of Frequently Asked Questions.
Please visit www.rsa.ie for more information on these new requirements, including a list of Frequently Asked Questions.
Please visit www.rsa.ie for more information on these new requirements, including a list of Frequently Asked Questions.
Please visit www.nsai.ie to find your nearest Approved Tachograph Workshops in order to have your new Smart Tachograph Version 2 installed and calibrated.
Please visit www.nsai.ie to find your nearest Approved Tachograph Workshops in order to have your new Smart Tachograph Version 2 installed and calibrated.
Please visit www.nsai.ie to find your nearest Approved Tachograph Workshops in order to have your new Smart Tachograph Version 2 installed and calibrated.
ACT NOW
FLEET MARITIME
S HIPPING & F REIGHT N EWSLETTER – Compiled
by Howard Knott – howard@fleet.ie
In February of this year Irish Ferries returned the cruise ferry James Joyce to owners Tallink, having completed the charter period of 20 months. Prior to the Holyhead port disruption at the end of 2024 which had forced all Irish Sea ferry operators to re-deploy their fleets to operate to alternative ports, James Joyce had shared the Dublin/Holyhead schedule with Ulysses. She switched to the Dublin/Cherbourg route in freight
Cruise Ferry James Joyce returns to Irish Ferries
ferry mode at weekends. On her return to Baltic waters her schedule was taken over by the Ro-Pax Isle of Inisheer. Owners Tallink returned the vessel to her original name, Star I operating on the route running between the ports of Paldiski and Kapellskar.
However, the return of its cruise ferry Superfast IX from a long-term charter in Newfoundland gave Tallink the opportunity to put Star I on the market. She was purchased by Irish Ferries, which plans to re-introduce her as the
Stena Ferry sale leads to vessel re-shuffle on Irish Sea and elsewhere
New Zealand-based FerryStraitNZ Bluebridge has announced the purchase of the Ro-pax Stena Livia from Stena Line, and intends to deploy her on the Cook Strait service linking the North and South islands of New Zealand. She will replace Strait Feronia, which had served on the Dublin/ Liverpool corridor from her time of building in 1997 before being sold to Stena Line in 2011. Five years later she was bought by the New Zealand based line.
The Stena Livia is a sister ship of the former Brittany Ferries Connemara which has sailed for FerryStraitNZ Bluebridge since 2022, and the new owners hope that the use of two almost
identical ferries will enhance their customer service. The Stena Livia first sailed for LD Lines and Celtic Link Ferries on the Rosslare/Cherbourg route in 2008. On delivery of the Celtic Horizon in 2011 she reverted to LD Lines service in the English Channel, before coming into Stena Line ownership.
To maintain service on the Travemunde, Germany, to Liepaja, Latvia route when the Stena Livia is handed over, Stena will re-deploy the Stena Horizon on the route. The Rosslare/
James Joyce on the Dublin/Holyhead route ahead of the summer tourist traffic season. While having a similar freight capacity to the Isle of Inisheer, the James Joyce can accommodate up to 2,000 passengers, over three times as many as the Isle of Inisheer. Both Ulysses and James Joyce were built by the Helsinki based Aker Finnyards.
Summer capacity on the Dublin/ Holyhead route is further enhanced by the return to service of the Dublin Swift fast ferry.
Cherbourg service will be maintained by re-introducing the Stena Vision cruise ferry. This switch will enable the line to offer significantly improved passenger facilities onto its service, matching those offered by Cherbourg route competitors Brittany Ferries and Irish Ferries.
Following the complete integration of the Seatruck business into CLdN and the completion of the terminal enhancement works in Liverpool, the company has now sold three of its four P-Class vessels. These 2,000 lane-meter freight ferries were originally built in 2007/8 to operate within the limited
As a footnote, in New Zealand the Government there has announced that it does not intend to introduce new vessels on its Interislander service, which competes with Bluebridge, until 2029. This means that its flagship vessel Kaitaki, the former Irish Ferries Isle of Innisfree of 1995 will remain in service until then.
CLdN offloads former Seatruck vessels
space within Heysham Harbour. The Seatruck Pace and the Seatruck Pennant have been sold to Arab Bridge Maritime for operation in the Gulf of Aqaba, while the Seatruck Panorama has been re-named the M/F Santa Rita by new owners, Transportacion Maritima de California. The remaining sister-ship, Seatruck Point, remains on the Heysham/ Warrenpoint service. The introduction of the Seatruck Power to the six-times weekly Dublin/Heysham route increases capacity for that service by 20%.
CLdN has now also taken delivery of
Freight ferry Chaumine. This is the first of a pair of vessels with a similar capacity to the earlier “Brexit-Busters” Celine and Delphine and can transport 510 trailers and 920 passenger cars simultaneously. The line claims that the new vessel, along with her sister-ship Leonine which will be delivered later in 2025, will operate with up to 40% lower levels of carbon dioxide emissions than the earlier vessels. Both vessels will be able to work in port using shore power and vessel generated electricity.
Mirroring the experience of other operators including DFDS and Finnlines, Brittany Ferries has reported strong operational results for 2024, confirming its stabilised return to growth. Excluding Condor Ferries, in which the company has a minority interest and operates several Channel Island services, the company’s consolidated revenue reached €516 million, a 6.5% increase on the 2023 figures.
The company reported that its passenger sector continues its steady recovery following the Covid dip, with nearly 2 million passengers transported, a 6.5% rise compared to the previous year. Growth was particularly strong on the Channel routes, where Brittany Ferries outperformed its competitors.
Brittany Ferries announce a Return to Growth in 2024
Freight volumes also increased by 4%, with the Spanish and Irish routes leading the way at +8.3%.
Despite the introduction of the EU Emissions Trading Scheme (ETS), which added an €8 million cost in 2024, Brittany Ferries maintains solid operational profitability, while strategic decisions taken over the past decade, particularly the development of long-haul routes to Spain and Ireland, now contribute nearly half of Brittany Ferries’ total revenue. These results reinforce the company’s leadership in sustainable maritime transport, as it continues investing in fleet decarbonisation and innovation.
Brittany Ferries’ resilience is further reflected in the confidence of new private investors and the unwavering support of its historical shareholders. With the introduction of Europe’s two largest E-Flexer hybrid ferries in 2024, the company remains at the forefront of
Brittany Ferries introduces rail services out of Cherbourg
Brittany Ferries has, in co-operation with the Port of Cherbourg, introduced a rail service for unaccompanied trailers linking the Ferry Terminals in Cherbourg Port with a freight depot at Mouguerre, close to the Basque Border. The service, which commenced on 13 May with three rotations weekly, will shortly increase to five departures in each direction.
Initially the trains are made up of eighteen Lohr wagons, each with a capacity for two trailers. Brittany Ferries expects that, following the completion of yard works at Mouguerre in 2026, train size will be increased to twenty-one
wagons and a capacity of forty-two trailers. At that point, depending on demand, service level could be increased to a daily train in each direction.
innovation in the maritime sector.
Discussing the results Christophe Mathieu, Chairman of the Brittany Ferries Board of Directors said: “These figures largely confirm the relevance of the strategic directions taken since 2010 with our development of long-distance routes, Spain and Ireland, which now represent almost 50% of our revenue. Furthermore, we continue to optimise our passenger and freight pricing to successfully offset the sluggish cross-Channel market since 2019. These results strengthen our confidence and allow us to successfully pursue the gradual decarbonisation of our fleet, thus undeniably taking the lead in the French merchant marine sector.”
Brittany Ferries currently operates five weekly Rosslare/Cherbourg rotations using a mix of Cruise and Ro-Pax Ferries, along with twice weekly Rosslare/Bilbao and Cork/Roscoff sailings.
The service wagons operate the Modalhor system which allow trailers to be rolled onto and off the wagons rather than being craned, as has been the case with earlier systems. Brittany says that this modalhor system allows them to accept a wider variety of semi-trailers. The gauge limitations are four metres high and 2.60 metres wide.
Along with Brittany Ferries, Ports de Normandie, which includes Cherbourg
Will the full re-opening of Holyhead Port take place on 1 July?
Several bodies have expressed concern that the planned completion date for works to reinstate the second berth at Holyhead Port by 1 July will be missed. There is also concern that the dolphin and pier re-construction works, essential to facilitate the replacement of the mooring dolphins, could impact the smooth operation of the movement of vessels to and from the one
operational berth. At present up to ten vessels arrive and leave the terminal each day, each with turnarounds of three hours or under.
Following the accident on 6 December last, the Welsh Government has established a Task Force to look at the whole question of maritime access to and through Wales. The Task Force meets at least quarterly and includes
along with several smaller Channel and river ports, has expressed an enthusiasm to further develop the rail linkages from its ports to the French interior and Spain, as well as central and southern Europe. While Brittany Ferries is the main driver of the new service and can see it as a significant service addition to its Irish and English Channel services, it will operate it on an independent basis, accepting traffic shipped through Cherbourg by other operators including Irish Ferries and Stena Line.
representation from hauliers, the Irish Exporters Association and port bodies on either side of the Irish Sea. The total closure of Holyhead for over a month showed not only how dependent the North Wales economy is on the Port but also how vulnerable freight and tourist traffic is to the risk of port problems, in the absence of other effective ports.
Independent of the immediate structural problems at Holyhead, the operator of the Port of Holyhead, Stena Line Ports, has launched the tender process for contractors seeking to bid for the £150m-plus contract to secure the future of breakwater protecting the Port.
This will be a significant investment for the UK’s second busiest ferry port, with improvements to the breakwater part of a strategic plan to secure the sustainable future of the North Wales port.
In addition, repairs at the Anglesey port will be supported by a £40m funding package made up of a £20m Welsh Government loan and, as announced in October 2023, a £20m grant from the UK Government.
Green corridor project between Dublin and Holyhead
Maynooth University, along with Dublin and Holyhead Ports has launched a six-month research project under the title of “Greening the Irish Sea – The Central Corridor”. The initiative is designed to explore the feasibility of a green shipping corridor between Dublin Port and the Port of Holyhead. Detailed assessments of existing landside and vessel infrastructure will be conducted, accompanied by economic and environmental impact analyses. The initial focus will be on vessels operated by Irish Ferries and Stena Line and the potential of e-methanol as an alternative fuel, along with that that of other carbon
Longer term project for Holyhead launched
The 1.7-mile breakwater is the longest in the UK, and provides essential protection to the Port of Holyhead, sheltering the infrastructure and allowing ships to berth safely. In addition, the 19th-century Grade II listed breakwater provides shelter for the town seafront in the outer harbour.
Since its construction, which was completed in 1873, it has gradually been eroded by the Irish Sea. The stability of the breakwater, which is close to Holyhead Mountain, is now under threat, with an increasing probability of a breach in the structure occurring during storm conditions.
Stena Line has also announced the opening of the Anglesey Freeport which is located on the site of the former aluminium smelting plant. This is one of
a number of freeports that have been under development since Brexit came into play, and the developers hope that the unique Customs regime will facilitate the development of projects bringing thousands of jobs into the region.
reduction initiatives. Funding for the project is coming from the Irish and Welsh Government Agencies.
Speaking at the launch of the project, Ken Rooney, Head of Engineering and Sustainability at Dublin Port Company said: “One of the major challenges for critical infrastructure providers such as Dublin Port is the emergence of multiple alternative fuel options, each with different requirements in relation to land use, electricity supply and other
factors. This techno-economic study will compare e-methanol to other candidate fuels and will give us some essential insights as we plan ahead. This funding, along with the partnership approach is very welcome and an important step as we look at the alternative fuels’ infrastructure needed to reach zero.”
Completion of the project has been delayed until the end of Q2, mainly due to the need to deal with problems arising from the Holyhead berth issue.
On 9 April, Rosslare Europort opened its 100-trailer capacity import parking area. This new facility, which offers secure parking for trailers on a 24/7 basis, is located within the Port but some distance away from a similar export trailer parking area, and enables traffic to flow more freely through the port. There is, however, some
discussion locally that the parking areas are not large enough to accommodate the steady growth in the number of trailers being shipped through the port. While driver-accompanied units normally drive straight through the port following customs and other checks, the unaccompanied trailers are taken to the yard to await collection. In
the case of the Finnlines vessel which calls twice weekly, up to 170 units, almost all unaccompanied, can come off the vessel at one time. Several of the trailers are mafi-trailers with ECS containers on them and these are taken to a separate area where the containers are discharged from the trailers using reach stackers operated by IWT.
Within the last year Rosslare Europort owner and operator, Irish Rail, has increased staff numbers there from 90 to 140, with many of the new positions being filled by specialist Tugmaster tractor drivers to man the increased number of these units in service in order to meet increased need for rapid vessel handling at the port.
Major progress is also being made in meeting the “Digitalisation” pillar of the Terminal 7 project. As the new paper-free systems settle down for Port and hauliers alike, the level of communication between the Port, hauliers and cargo owners through smart-phones and other devices has improved substantially, meeting the shared objective of enabling both freight and passenger traffic to move seamlessly through the port.
Further elements of the Terminal 7 project include the development of a trade car storage facility, new road
Rosslare
Development project powers ahead
access, and berth extensions up to 330 metres to enable the Port to handle the largest Ro-Ro vessels currently in service or contemplated over the next ten years. At the seaward side of the current port area work is underway to develop a 50-acre Offshore Renewable Energy (ORE) servicing facility. The location of Rosslare is close to the planned wind turbine sites off Ireland’s East and South coasts. It is envisaged that the facility will enable the assembly of wind turbines prior to deployment as well as the ongoing maintenance and servicing of the units when deployed.
Vessels operating there will use a newly developed deepwater quayside away from the Ro-Ro berths and, should there be a need to develop a Lo-Lo terminal there, it could be done using the same berth. The Irish Rail rail freight development strategy document does envisage the re-opening the Waterford/ Rosslare link to freight traffic and this could facilitate the further development of container traffic through the developed Rosslare Europort.
Stena Line Heysham route vessel will be part-sail powered
Stena Line has announced that the first of the pair of new vessels currently under construction at the Weihai Shipyard in China will feature two Rotor Sails, each measuring 28 metres high and 4 metres wide, manufactured by specialist
manufacturer, Norsepower. These are projected to deliver up to 9% fuel savings on the Belfast/Heysham route. The Stena Connecta is expected to take up service in Q4, 2025. Her sister ship, currently under construction is expected to be delivered some months later and will be delivered Rotor Sail ready.
Recently I was talking with a truck driver and the subject of electric vehicles and the greening of the environment came into the conversation. He was talking about some of the initiatives that transport companies take in the name of reducing their carbon footprint. He then went on to tell a story about a delivery made, and you can decide for yourself once you have read this, as to how some operators are doing on the carbon footprint front.
He collected a load in Germany, but because of the way the consignment was packed, three pallets at the front needed to be double stacked. At the loading stage he pointed out that the people receiving the delivery might refuse to offload it, such is the “way things have gone” He was assured at
Ironically, both facilities, those of the loading and the delivery warehouses have their roofs carpeted with solar panels. One of the companies involved had been actively asking their suppliers to reduce their carbon footprint and that failure to engage would jeopardise their relationship with them as a supplier.
Drivers, truck owners and some of the more efficient freight forwarders are continually frustrated with the way some collection and delivery points are becoming more cumbersome and tedious to access. Inefficient movement of product has consequences for the environment as well as adding cost. If drivers and truck operators were as rigid and procedural - dare I said it even arrogant about the way they go about their business, can you imagine what would have happened last Christmas when we had the crisis in Holyhead? It doesn’t bear thinking about; we would only be getting our Christmas cake now.
While there are some excellent production facilities around that efficiently receive and dispatch freight and product, most could do with another look at their operating models.
Text: Sean Murtagh - sean@fleet.ie
Road transport operators need to review what controls are in place both financially and operationally so that delegation can succeed without opening the door to internal or external loss.
Having a basic understanding of how a transport business operates from an operational point of view is required to install financial controls. Obviously control over cash and bank accounts are basic mandatory requirements. How payments are made? Who authorises them? Who inputs details to accounts packages? How often are bank accounts reconciled and by whom? What levels of internal and external checking take place? These are all basic issues to be addressed. When it comes to financial control the rule must be zero tolerance for any wrong doing and lead by example.
Most controls in transport rely on operational understanding to fully ascertain if slippage is occurring. There are a number of questions to be asked in this regards. For example, who checks that all work is invoiced? Is cash work being done by employees using company assets? In other words, has the company Key Performance Indicators that monitor those that supervise and cost work to avoid back handers? While it is wise to trust no one, a much simpler solution is to recruit correctly and have proper controls in place. The result is to have a business to be proud of, more easily managed, and ultimately more profitable.
What are the main cost drivers in transport? Diesel, drivers’s wages, company assets or even subcontractor costs? What controls are in place over diesel use or misuse? There is a common belief by employers that staff are less intelligent than themselves so they will not be able to devise ways to exploit weaknesses in the business. Lack of drive in an individual does not mean they are slow in seeing weaknesses in business
Monitoring and Mentoring the Business
against business risk of non-compliance. Fatal accidents where drivers are not properly supervised ultimately lands back on your lap.
controls. The quarterly input of essential user rebate claim on diesel purchases highlights the requirements for every litre of diesel to be monitored and reconciled.
With all the technology linked to vehicles and relayed back to base, what controls are in place to link and analyse all this information? Usage of vehicles, the time actually worked, the level of diesel in tanks, the actual routes taken by the vehicles – data for all of these is readily available but very possibly not controlled properly. Another common belief by employers is that a good dose of mistrust goes a long way to control within business. Again a false belief because without proper controls and reporting the owner cannot be omnipresent. The employer who uses the long pause technique to gain insight into inconsistencies in the business has a lot to learn. The Master on the bridge of a
M ONTHLY B USINESS CONTROLS
Controls in business can have a positive effect on performance. Having clear rewards for compliance with standards, and achievement of goals such as productivity, fuel economy, communication and attention to detail mean that employees gain from fair monitoring of their activities.
Common sense dictates that controls are enacted to monitor major cost items, as well as access to cash or bank funds, access to equipment and especially access to fuel for personal use. There are four simple rules to remember. 1) Have controls in place 2) Monitor and check these controls 3) Lead by example and 4) Insist on standards of employees, fair remuneration, and respect for employees.
Remember no system is fool proof and also errors and inconsistency will always come to light. If there is a culture of monitoring and checking employees that are not honest, it will gravitate away to other opportunities and other less organised employers
1) All Bank Reconciliations – Review print of payments and receipts 2) Debtors Control Debtors Listing Review
Creditors Control 4) Wages Control Review Expenses plus backup data 5) Revenue Position VAT/PAYE/PRSI 6) Update Fixed Assets Register (Monthly Depreciation Journals)
8) Monthly Management Accounts plus Projections 9) Monthly and Annual Cash Flow Forecast 10) Monthly KPIs Diesel % Turnover Litres per €1000 turnover Wages as % Turnover Depreciation/Interest/Maintenance. as % Turnover Overheads as % Turnover
11) Analysis Customer Turnover and Profitability
ship cannot be present 24/7 but controls and procedures are in place to operate to a standard when he/she is not at the helm.
Operational controls in transport have a financial benefit but equally important is that they cover the owners
At the end of the day all businesses are susceptible to fraud both from internal or external sources, having the right controls in place and monitoring it regularly avoids costly and embarrassing issues coming to light.
Text: Donal Dempsey - contributor@fleet.ie
LOW RUNNING COSTS FOR YOU. HIGH COMFORT FOR YOUR DRIVERS.
THE NEXT GENERATION eCANTER. I’LL SWITCH TO E. WHAT ABOUT YOU?
Silver Lining for CV Show 2025 as event celebrates 25th anniversary
The opening day of The CV Show
2025 saw France lead China, South Korea and Japan in order of appearance as the country of origin for new commercial vehicle launches in Hall 5 at the National Exhibition Centre (NEC) in Birmingham. Celebrating its 25th Anniversary, the landmark occasion has also marked a new beginning, as the Nineteen Group, a global exhibition organiser contracted to run this year’s event, has now announced its acquisition of the
Commercial Vehicle Show from the hosts, the Road Haulage Association (RHA) and the Society of Motor Manufacturers & Traders (SMMT), both of whom will continue to provide ongoing support for the show in the years ahead.
From 9 am the stage was set for the introduction of the new Renault Estafette, Goelette and Trafic, (and their originators from Flexis), followed by the new Farizon SV. Then the new Kia PV5 took the limelight, followed by the premiere of the Isuzu D-Max EV electric pick-up.
Renault’s trio of new electric LCVs
Renault Group, in association with start-up company Flexis which is backed by Volvo Group and CMA CGM Group, has created three new electric light commercials with three strong personalities that are distinctive but complementary. Building on the new “skateboard” platform and Software Defined Vehicle (SDV) architecture, these compact, spacious and adaptable vans, respectively a Step-in Van, Cargo Van and Panel Van, pave the way for tailored solutions that will support customers in their energy and technology transitions, according to Heinz-Jurgen Löw, Head of Renault Vans, at the launch.
Trafic E-Tech electric: modern and functional
With this fourth-generation model, Trafic is writing a new chapter in the story that began in 1980. With over 2.5 million units built since its launch, new Trafic E-Tech electric features a one-box design for a clean, sleek profile. It has a short front overhang and extended wheelbase, with wheels positioned at the corners to maximise interior space while maintaining a turning circle equivalent to that of a Renault Clio. It is less than 1.90m tall for easy access to underground car parks.
Goelette E-Tech electric: Historic Renault LCV name returns Goelette was a familiar name on French roads for ten years from 1956. Tough, robust and easy to convert, it was one of the most popular vans for fleets or small business owners with specific requirements.
Designed to meet a wide range of needs, new Goelette E-Tech electric is available in three versions: chassis cab, box body and tipper. As a chassis-cab/ platform commercial, Goelette E-Tech
electric is particularly well proportioned at the front through to the B-pillar, in the same way as the Trafic E-Tech electric.
Estafette E-Tech electric: Purpose built design for the urban environment
Estafette E-Tech electric recalls Renault’s iconic 1960s van, but is tailored to the demands of modern urban logistics.
More than half a million vehicles carried the name Estafette between 1959 and 1980. Estafette E-Tech design is largely inspired by Renault Estafette Concept presented last September. Just 5.27m long and 1.92m wide, it is a compact vehicle, easy to handle in the city or town. It stands 2.60m high, with up to 1.90m of interior space between the cockpit and cargo area.
Like Trafic E-Tech electric, it is exceptionally easy to handle, allowing it to navigate narrow streets and busy urban areas.
Estafette E-Tech electric includes features designed for business users in the city, such as a sliding side door with running boards on both sides that make it easier to get in and out of the vehicle. At the rear, a single-piece roller shutter door optimises the load space, and comes fitted with a stainless steel running board.
This new vehicle range will be built in France, at the Sandouville plant, and is set to arrive on the market from 2026.
The Flexis product line will be sold separately and independently through its own sales teams as explained by Philippe Divry, CEO of Flexis at the Show: “Our mission at Flexis is to support and accelerate the electrification of the urban logistics industry, which is looking to operate more sustainably,
improve profitability and improve the operations security and safety for drivers in a sector that continues to grow. Since the creation of Flexis, we have worked with customers and logistics players to co-create the services to meet operational needs and improve the B2B offer on the market with a solution that is 100% electric, 100% connected, 100% customisable and 100% designed for cities.” Earlier Philippe had announced that Flexis has signed ten letters of intent with logistics providers in France, the UK and Germany, with a potential vehicle demand of up to 15,000 vehicles over 3 years. Three of those logistics providers
are Colis Privé (France), HIVED (UK) and DB Schenker (Germany) who will work with Flexis to co-create solutions to meet their operational needs and those of their sub-contractors.
Kia UK launched the first of a series of new electric light commercials, heralding the arrival of the PV5 medium sized panel van. First seen at the Consumer Electronics Show (CES) in 2024, Kia announced its new commercial vehicle business with the acronym, PBV, a naming strategy referring to ‘Purpose Built Vehicle’ and ‘Platform Beyond Vehicle’, technology.
The PV5 electric-only van is built on a dedicated EV platform and designed for applications such as delivery, utilities and passenger transport. It will be available in three main forms; a panel van, a
PV5 – The first in a family of new electric vans from Kia
chassis cab and a passenger variant.
Every Kia PBV product will come with an industry-leading seven-year/100,000mile warranty as standard. Kia’s partnership with Geotab for on-board technology will ensure that fleets can benefit from the latest software solutions.
Paul Philpott, President & CEO of Kia UK said at the launch: “This is an incredibly exciting time for Kia, as we build an entirely new commercial business to deliver world-class electric vans to UK customers. Our first electric van, the PV5, arrives at an important time, amid an unprecedented transition towards electric power across both the car and van markets. Our strategy is to approach the market confidently but
Farizon makes its mark with unique SV van offering
Designed by renowned creator Herve Bertrand, the Farizon SV made its public debut showcasing a number of versions featuring a host of advanced innovations. These include drive-bywire technology, a unique B-pillarless design and cell-to-pack battery packaging, which combine to deliver market-leading cargo capacity, payload, range and a ultra-low loading height. A single highly-specified trim level includes several premium features as standard, including a payload monitoring system, heated seats, heated multifunction steering wheel, heated windscreen, 360-degree surround view, and a com-
The award-winning D-Max double cab pick-up platform, now re-engineered with a state-of-the-art electric drivetrain, offers full-time 4x4, over 1-tonne payload, and maximum 3.5-tonne towing capacity. It’s therefore hardly compromised compared to the traditional combustion engine version.
prehensive suite of ADAS safety systems. In addition, the SV has earned the top Platinum rating from Euro NCAP.
The model line-up includes the option of a 67 kWh or an 83 kWh lithium iron phosphate (LFP) battery, with a 106 kWh nickel manganese cobalt (NMC) battery available for the L3 H3 model. One efficient, all-electric powertrain is available which produces 170 kW (231 PS) of power and 336 Nm of torque. The SV is rated to tow up to two tonnes with a braked trailer.
Established in 2016, Farizon is the commercial vehicle division of Geely, China’s largest private vehicle manufac-
responsibly, launching in a phased and progressive manner to ensure each element of our commercial vehicle business is exacted with the same industry-leading standards we’re known for in the passenger car industry. This will cover dealer sales excellence, customer care, service and experience. Together with our industry-leading seven-year warranty that will apply to all our vans, we are confident that our new LCV range will help businesses across the country achieve their carbon reduction goals while importantly never compromising logistical requirements.”
For the Irish market Kia Ireland will market the PV5 through nine selected dealers across the country, as and from late Summer.
turer, which also has Volvo Cars, Polestar and Lotus in its portfolio.
At the launch, Tom Carney, Managing Director, Jameel Motors UK said: “Introducing the Farizon SV at the Commercial Vehicle Show was a milestone as we look to establish the brand in the market and the van itself as a new benchmark.
New Isuzu D-Max EV - Fully capable electric commercial pick-up truck
Powered by a 66.9 kWh lithium-ion battery, the EV version boasts a WLTP range of 263km, with dual motors producing a total output of 140 kW (43 kW front / 97 kW rear) and 325 Nm of torque (108 Nm front / 217 Nm rear). The result is a powerful, composed driving experience with 0-62mph acceleration in just 10.1 seconds.
Full-time 4x4 with multi-level regenerative braking and Eco Mode, which extends the vehicle range, provide a perfect balance of power and efficiency, while water wading capability of up to
600mm, ground clearance of 210mm, and impressive off-road approach and departure angles (30.5° and 24.2° respectively) ensure the D-Max EV is ready for any terrain.
To improve refinement, the D-Max EV features an all-new De-Dion rear suspension, replacing the traditional leaf spring setup, which delivers improved handling. With various other improvements within the zero-emissions model, drivers and passengers can enjoy up to a 10% reduction in cabin noise and vibration level under full acceleration.
FORD PRO
Ford Pro returned to its usual spot on the left side corner near the entrance to highlight 60 years of the Transit. Along the walls of its stand featured a decade by decade history of the best-selling van range which these days extends to a number of models. Among the highlights of the display was the world’s fastest van, Supervan 4.2, as well as the fastest production van, the
ETRUX
An Ulster-based commercial vehicle conversion specialist with a focus on Electric Vehicles (EV), ETRUX designs and converts commercial vehicles that deliver enhanced payload and improve efficiency, without compromising on comfort, building on its experience in lightweight composites and advanced
MSRT- E-Transit Custom. Along with these iconic models from Ford’s rich history, the latest electrified models were showcased as well.
The current Ranger line-up featured too, now also zero-emission capable with the introduction of a new plug-in Hybrid (a first for the segment), which is playing a starring role in Ford’s partnership with the RNLI.
INEOS
Built for business! Apparently customers asked for it. So it was built. INEOS modified the original Utility Wagon to create the Grenadier Commercial. Two variants were on show, including one with RNLI livery. The Grenadier Commercial comes
materials,. Its 100,000 sq.ft. state-of-theart facility located in Antrim houses the entire process from design to conversion, testing and delivery. A company at the forefront of design and technology, it has also formed partnerships within the commercial vehicle network that enables customers to avail of a full 360° vehicle solution.
with two seats. A flat floor can take over 2,000 litres of load-space, enough to carry a standard Euro pallet. It can also tow up to 3.5 tonnes. INEOS not only exhibits in its home territory as Fleet spotted the Grenadier at the Seoul Mobility Show recently.
Korean Genuinely Made: KGM – the South Korean automotive company established in 1954 and known previously as SsangYong - is continuing its confidence building exercise with new brand awareness campaigns and the appointment of new dealers. The brand is renowned as a manufacturer of
good value SUVs and 4x4 vehicles. Being promoted here were the roomy Rexton Commercial and most under-rated Musso pick-up truck.
Renault Trucks Red Editions
Renault Trucks does vans too? Yes it does…..and very successfully too. Branded Red Editions, Renault Truck dealers sell and service a wide range of diesel and electric vans, as well as specialist multi-stage builds on Chassis cabs and Platform cabs based on the
Renault Master and Trafic vans. As of next year, the Red Edition portfolio will extend to include the new Estafette and Goelette launched here at the show. Vertellus, the Renault Trucks UK rental, contract hire and leasing division had an example displayed in Hall 4.
Tranzaura
Founded in Limerick, Tranzaura has become a prominent Fleet Intelligence & Management Software Company, transforming fleet operations today and tomorrow. Its platform ‘FleetNow’ delivers Fleet Intelligence and Software Solutions to help fleets and transport operators power up decision-making
CameraMatics
Another well established Irish company with an international presence, CameraMatics’s mission is simple: to prevent accidents before they happen. Its solutions include AI-powered 360-degree camera coverage, advanced driver monitoring systems, collision
and operational efficiency while lowering costs and risk. A quick look at its stand surround revealed the large number of major fleet operator names in the passenger and road transport business that use its products.
System Edström
The Swedish based supplier of van racking and accessories is coming to Ireland! At the CV Show it announced the acquisition of Malcolm’s Towbar Services, Rathcoole, County Dunlin, a trusted name in the motor industry for 65 years. This strategic partnership marks System Edström’s business expansion
avoidance technology, and detailed data analysis, all integrated into one unified platform. Plus, these systems, which are scalable and customisable to suit any vehicle type, are fully Direct Vision Standard (DVS) compliant ensuring safety and keeping operators regulated.
The German company is Europe’s largest vehicle convertor, manufacturer and installer of light commercial racking and shelving systems. It collaborates with LCV manufacturers to
produce a smart blend of equipment designed to be light, durable, sustainable and cost effective. Sortimo also supplies racking, roof racks, livery and mobile equipment and has a strong presence in the Irish market. Kia is about to use its systems in its new PV5 electric van.
into new markets, highlighting its confidence in the sector’s future and its commitment to delivering exceptional solutions to customers across Europe. Pictured at the event were Andy Malcolm, Ireland MD, and company CEO, Steffen Karlsson.
Sortimo Transaid
The London headquartered international development organisation that transforms lives through safe, available, and sustainable transport is embarking on an extraordinary adventure with its next European cycle challenge. A 3-day, 328km cycle through the scenic roads of
Ireland will take place from 24 to 28 September 2025. The challenge begins in Cork, before heading northeast towards Dublin.
Pictured at the show to explain the challenge to interested parties were Maddy Matheson and Anna Giavedoni from Transaid’s events department.
Text & Photos: Jarlath Sweeney – editor@fleet.ie
The Conti Hybrid HS5 & HD5. German engineered high-mileage tyres.
Look forward to exceptional high mileage thanks to the compound formula developed for regional operations.
Benefit from impressive traction in all weathers due to an extra-robust tread pattern including full-width 3D matrix sipes.
Enjoy high casing protection and a great tread integrity by minimised stone-trapping enabled by void generating grooves and stone bumpers.
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30th Anniversary Seoul Mobility Show 2025 -
4-13 April 2025, Kintex, South Korea
“The Seoul Mobility Show is a platform that encapsulates the ecosystem of Korea’s mobility industry,” began the press statement promoting the Seoul Mobility Show. “Korea is the 5th largest automobile manufacturing country in the world and we are home to global automotive manufacturers and parts suppliers, as well as the world’s leading battery, semiconductor, and display companies.
Our goal now is to transcend the automobile industry and become the hub of the global mobility industry.”
The South Korea showcase event began in 1995. Back then it was known simply as the Seoul Motor Show, but as the automotive industry continues to evolve, it was renamed the Seoul Mobility Show, and celebrated its 30th anniversary this year.
“In this year’s event, we would like to present a vision for an inclusive, more innovative, and sustainable future of mobility.”
Fleet Transport was present and here’s a flavour of the happenings.
KIA TASMAN
KIA PV5 CARGO & PC
TATA DAEWOO MAXEN
INEOS GRENADIER
TREEZE AUTONOMOUS TU
MULE
DPECO MICRO EV CV
WOOJIN AUTONOMUS EV BUS LOTTE
www.fleet.ie
Engaging Connectivity
H OW DO YOU ENTER ?
Simple 1-2-3 steps in the entire process to complete your submission.
STEP 1 - ENTER ONLINE
The easiest way to enter is on line at www.fleet.ie which takes approximately 5 minutes.
STEP 2 - SUBMISSION
After receipt of your entry you will receive a short number of questions related to the category/categories which your company has entered. All information submitted as part of this process is handled in the strictest confidence and is protected under the Data Protection Act.
STEP 3 - IMPORTANT DATES FOR YOUR DIARY
Once the Shortlist is announced, interviews will take place at the Johnstown Estate Hotel, Enfield, County Meath on the 15TH/16TH J ULY . They can be done in person or by Zoom. Contact John on 086 1451330 - awards@fleet.ie for more details
16 TH O CTOBER 2025 F LEET T RANSPORT AWARDS & N ETWOR k ING E VENT, J OHNSTOWN E STATE H OTEL , E NFIELD, COUNTY M EATH .
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 TIC k ET 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.
Name of Company: Invoice Address: ________________________________________________________________
The last twenty years or so have seen many changes within the transport sector. These have included a lot more training requirements and expenses for new drivers to obtain and retain driving licences for trucks and buses, a possible factor in the current global shortage of professional drivers worldwide.
Becoming a driver is now arguably more expensive than it has been in previous times. It currently costs approximately €396.00 to arrive at the stage of submitting a driving test application. This does not include any driving lessons which must be taken, the cost of hiring a vehicle for the test, obtaining the digital tachograph card, and ongoing Driver Certificate of Professional Competence (CPC) requirements.
But while obtaining those required C and D class licences is by no means cheap, it should be viewed as an investment. Qualified drivers are much sought after these days and any such driver who is successful in gaining employment will quickly realise the return on investment.
What can be bewildering for any person interested in obtaining their truck or bus licences are the steps involved, where to go to obtain the necessary training and qualifications, and what is needed to ensure their licence remains valid and up to date.
Starting in this edition of Fleet Transport and continuing in forthcoming
Training for TransportHow to become a professional commercial vehicle driver
In the first of a series of articles, we take an in-depth look at how to obtain truck and bus licences and become a professional CV driver
issues, we will take an in-depth look at the various stages involved in becoming a commercial vehicle driver. This series of features will examine all aspects, from the types of training available and who offers them, to who the various authorities are and what they do. From how one goes about getting the initial Learner Permit to Health & Safety requirements and the specialist training required for operations like ADR transportation, all with be covered in this in-depth series of features, as will areas like Transport Managers CPC and further training and upskilling opportunities.
So, I want to get a truck or bus licence - what do I do?
To move from a car (Category B) licence to any of the commercial licences for a truck or bus requires that a driver first apply for a Learner Permit for the category of vehicle they wish to drive. To obtain a Learner Permit the candidate must first pass the Driver Theory Test (DTT) which is a similar but more advanced version of the Driver Theory Test for a car. This test process is managed by the Prometric company which has online test centres in most major cities throughout the country.
not always obvious to applicants when making the application. A driver can choose to sit either the bus or the truck theory test – or they can sit both at the same time. To sit for either bus or truck will cost €72.00 - and comprises of 100 questions. Whereas if you opt to sit for both exams at the same time the cost is €84.00 - and comprises of 140 questions. The time allowed for the exam is two hours which most people find ample.
It is now a requirement that during the process a driver must register with the Road Safety Authority (RSA) through a web portal called ‘MyRoadSafety’. They must enter their personal and licence details to register their intention to become a licensed truck or bus driver and whether they intend to work professionally and be Driver CPC compliant.
Once a candidate has successfully passed the DTT for truck, bus or both, they can apply for a Learner Permit for either or both categories. This application must be made to the National Driver Licensing Service (NDLS) who have several public offices throughout the country. As the candidate is applying for a commercial vehicle Learner Permit, the application must be accompanied by a Medical Certificate signed and stamped
Applications can be made online, and a candidate then chooses when and where they wish to sit the test. There is a point here worth highlighting that is
by a registered Doctor and possibly by a registered Optician. It is important to note that the Certificate must be submitted to the NDLS within one month of the Medical Practitioner signing
the document. The fee for the medical certificate is at the discretion of the medical professional and is not covered by any schemes or medical cards. The fee for a Learner Permit is €35.00 so again it makes good sense to apply for both C and D categories at the same time as both will be valid for two years.
D RIVER CPC
M INIMUM AGE R EQUIREMENTS
The steps taken to obtain a Learner Permit are required for all drivers who wish to drive any commercial vehicle from C1 and D1 through to C+E and D+E, but it should be noted that there are also minimum age restrictions that apply. To drive a truck or bus a person must be 21 years or 24 years old respectively. However, if a candidate completes the RSA’s Driver Certificate of Competence (CPC) programme they are permitted to begin driving a truck or bus at 18 or 21 years respectively. The DTT for truck and/ or bus is Step 1 of 4 steps required to complete become certified.
An observation made by some in the industry is that the age factor, especially for passenger transport of 21/24 years, is a significant factor in the failure to attract young people into a career as a professional bus driver. By the time they have reached that age many possible candidates have chosen alternative occupations, thereby reducing the pool of potential employees for what can be a rewarding career.
O N - ROAD TRAINING
Once in possession of a Learner Permit a person can now engage in on the road training. This should only be done under the guidance of an instructor who is registered with the RSA as an Approved Driving Instructor (ADI) for that particular category of vehicle. The number of hours will depend on the previous experience and a person’s individual aptitude for driving.
The next element of the process to becoming a professional driver is to undertake Stage 2 of the Driver CPC - the Case Studies. This is where an applicant must choose to drive either truck or bus because for this stage there are two different examinations. A candidate is asked questions on a series of Case Studies that refer to different aspects of commercial vehicle driving. Each candidate is asked 45 questions that are based on three Case Studies. For the bus the questions are randomly selected from 6 Case Studies, and for the truck the questions are randomly selected from 9 Case Studies. To pass a person must achieve 28 correct answers from the 45 questions, however they must get a minimum of 5 correct in each of the three studies.
Once successful the final two stages of CPC - the Practical Test and Driving Test can be completed and generally taken on the same day at the chosen driving test centre. The Practical Test comprises of a series of questions in a show and tell format, where the examiner asks questions about for example emergency procedures or conducting a walkaround. The test lasts approximately 20 to 30 minutes and allows the driver to express in their own words the answers. The final stage is the Driving Test itself. The duration of the test depends on the vehicle category, though on average it lasts for approximately 90 minutes.
I want to get my professional licence but the cost is off-putting. What can I do?
driver training programmes throughout the country where a person can begin with no licence and enrol on a Delivery Driver (Category B) course and progress through to Rigid Truck, Bus/Coach, and Articulated Truck – (C, D, and C+E) – with no cost other than acquiring a Learner Permit for the vehicle category.
The courses are open to all who qualify and the costs of all training, lessons, CPC tests and Driving Tests are covered by the various state bodies and/ or the Education and Training Boards (ETB). In addition to the courses provided by the ETBs, organisations such as Bus Éireann, Dublin Bus, and others provide appropriate training at no cost to the person. There are also schemes where an individual can be funded with grants issued by Social Welfare to pursue driver training privately with a registered driving school of their choice.
T RAINING FOR SPECIFIC DRIVING JOBS
One other issue often cited by industry is that although a person may have obtained a licence, they still have little or no training in the practical aspects of working as a driver. While this is correct to an extent as most of these courses are simply designed to help a person get on the road, the reality is that it is incumbent on future employers to work with the new driver to up-skill them with the specific training for the type of work they will be doing. Essentially it is not possible in a short few weeks to train candidates in every possible aspect of
It is regularly stated by many in the industry that the high cost of obtaining a licence prevents many younger people from becoming professional drivers. However, there are many courses and
the industry nor would employers want them to be so trained. There is little point in training someone to work as a liquid tank driver if they end up driving a car transporter; equally there is no benefit in training a bus driver for international tours and they then opt to drive a school
bus. The onus to deliver this type of training must remain with the company and be specific to the nature of the work. For a person to gain experience in the workplace opportunities are available with some of the trade associations such as the Irish Road Haulage Association and the Freight Transport Association of Ireland. Both associations in conjunction with further education colleges have developed Commercial Driver Apprenticeships that are delivered over a much longer duration and will include aspects of the industry other than driving and will also incorporate specific on the job training with their employer. Again, these are funded programmes and once enrolled the financial outlay for the candidate is minimal.
This is an outline of the initial steps to getting on the road. Once completed the door opens to many other training courses and opportunities that are both legally required and for continuous professional development which we will cover in future issues. Many of these programmes can support and enhance a long-term rewarding, and interesting career in the transport industry.
Text and Photos: Rob Van Dieten - rob@fleet.ie
So, it’s time to learn to drive!
How difficult is it to become a truck or bus driver? One of the reasons regularly put forward for the shortage of professionally qualified drivers is the challenge in obtaining and maintaining such licences. Well I’m about to find out. After nigh on twenty years of contributing to this commercial vehicle publication, I’ve made the long overdue decision to attempt to obtain my truck and bus licences this summer, and will be endeavouring to outline my experiences here in the coming issues.
DRIVING LICENCE CATEGORIES
Class Vehicle Type
A Motorbike
B Car or Van Less than 3.5 T
BE Car and Trailer
C1 Light Truck Over 3.5 – less than 7.5 T
D1 Light passenger vehicle Over 9 seats less than 16 seats
C Rigid Truck Over 7.5 T
D Bus / Coach Over 16 seats
C1E Light Truck & Trailer/Semi Trailer Not greater than 12 T
CE Heavy Truck & Trailer/Semi Trailer Combination Greater than 12 T
D1E Light Articulated Passenger 16 Seats & Trailer less than 750 kgs
DE Articulated or Heavy Bus & Trailer More than 16 seats and Trailer APPLICABLE COSTS IN
Pre-Test expenses
Total
Truck technology has moved on significantly since the heyday of the Scammell Routeman
There are various reasons why I haven’t attempted to obtain these licences earlier. Partly because my primary focus within these pages has been within the car and LCV sectors, but equally part of me has always felt that without having worked professionally as a bus or truck driver I wouldn’t feel particularly comfortable test driving vehicles without having the experience that comes with driving for work on a day to day basis. That hasn’t changed, so I have no immediate aspirations to present myself as an expert truck reviewer even if I do get my licence, but who know what experience one may gain in the coming years.
Not that I’m going into this as a total neophyte: a summer driving asphalt laden tippers around Gatwick Airport in the summer of 1988 remains one of my more enjoyable and memorable jobs, while over the years I’ve had the opportunity to try out various HGVs on off-road locations. Hopefully like riding a bicycle the actual driving part will all come back to me, though undoubtedly truck technology has moved on considerably from the mid-Seventies vintage Scammell Routemans with crash gearboxes that were already old school back in 1988. Certainly things like digital tachographs and CPCs were far from our thoughts back in those days.
Right now I’m busy revising my Rules of the Road knowledge ahead of sitting a Driver Theory Test - an interesting refreshment exercise in itself for anyone who has held a car licence for more than a few years. Success in that test plus obtaining a Medical Cert from my doctor that I’m fit to drive Group 2 class vehicles will allow me to apply for a Learner Permit from the National Driver Licence Service (NDLS), at which point I can start taking lessons.
Watch this space!
Text: Cathal Doyle -
cathal@fleet.ie
Kia showcases innovative Mobility Life at the 2025 Seoul Mobility Show
Seoul, Soul and Sole, three words, sound similar but with different meanings, yet somewhat connected. Seoul, the capital of South Korea, is the home of Kia, while soul is the sensation or emotional and intellectual energy surrounding the brand. The other sole being an owner driver, one element of the customer base that will be targeted with the introduction of the new PBV range of electric light commercial vehicles.
As the abbreviation PBV means Platform Beyond Vehicles, this new venture into the van world by Kia is not just about vehicles. It’s a new concept with new ideas, new solutions and services. Inclusion and accessibility for moving people and goods in a different and sustainable manner, is its way forward.
The whole project, three years in development, is a big investment by the Hyundai Group owned brand and sees the PBV enter a very competitive global commercial vehicle market that turns out over 4 million units per year.
in the next few years. A totally new multi-story, eco-friendly factory has been built near Seoul, and the first prototypes of the PV5, a midsize van and passenger carrier have been produced. This July will see the manufacturing facility in full swing. Partnerships with big fleet operators such as express logistics specialists DHL and Korean electronics giant LG are already in place.
Product development is centred around the foundation stone, the group’s E-GMP.S platform upon which all variants, (up to fourteen small, medium and large versions including body conversions) will be constructed. There will be three cargo vans, the PV5, PV7 & PV9, four people carriers and seven conversions, all available to order from the factory when fully up and running.
Kia’s objective is to reach an annual sales target of 250,000 units annually, based on a seven model range to be introduced
Such is the confidence in the new PBV ideal, Kia is offering an extendable warranty from 7 years/160,00 km to 10 years/200,000 km as an add-on peace of mind package. Among the other services provided, which were mentioned during an exclusive International Van of the Year jury event in Seoul, these include the provision of electric vehicle charging stations, an eLife Business package, fleet management and software systems and an aftermarket call centre. Retail sales will be conducted through Kia’s dealer network, many of which are multi franchise holders with light commercial vehicle sales and service expertise. Ireland will have six appointed dealers nationwide initially.
According to Akshit Khosla, Manager Advanced Planning + PBV, design of the
PBV has many merits including a smooth driving experience, quick charging, connectivity including over-the-air upgrades, best in class low loading height, 3-piece front bumper and extended warranty. He mentioned that the PV5 is a C segment van, with a 2/3 seat option, competing with the likes of the Peugeot Partner and Volkswagen Caddy, but due to its larger 4m3 load volume it can take on the challengers in the B segment. Classified as N1 in EU homologation terms, the cargo version is set to achieve 75% of its sales, with 25% directed towards the M1 MPV people carrier, which can offer 5/6 or 7 seats with different configurations inside.
I NSPIRING AND A SPIRING AT S EOUL M OBILITY S HOW 2025
At the Seoul Mobility Show 2025, Kia had a special exhibition theme: ‘Innovative Mobility Life provided by Kia’, where its large stand was divided into themed zones, including the PV5 Zone, Tasman Zone, EV Lineup Zone, and Kia Connect Zone. These zones offer visitors a hands-on experience of Kia’s next-generation vehicles and mobility innovations. The PV5 Zone featured the Cargo, Passenger and its innovative WAV (Wheelchair Accessible Vehicle) –enabling inclusive mobility for all To further illustrate its vision, Kia created the PV5 Town in collaboration with global toy brand Playmobil, visualising real-life mobility use cases including logistics and accessible transport. Also featured were PV5 concept models co-developed with LG Electronics, including:
n Spielraum Studio: a mobile office equipped with LG’s AI-powered appliances
n Spielraum Glow Cabin: designed for outdoor leisure, featuring built-in refrigerator, microwave oven, and wine cooler
Kia also presented its Kia AddGear platform, for customisable in-vehicle modules, and Kia e-Life Package Biz, a suite of tailored EV solutions for corporate customers, including infrastructure consulting and charging services.
Among the show stoppers was the all-new Kia Tasman WKNDR Concept, with the tag line “Built for Adventure”. Based on its upcoming Tasman pickup it’s designed for adventure seekers and outdoor lifestyles, and features 35-inch all-terrain tyres, wider wings, integrated accessory rails, and enhanced cargo solutions. The Tasman Zone also included the ‘standard’ model, the off-road-focused X-Pro variant, with lifestyle gear displays showcasing Kia Genuine Accessories and Tasman Collection merchandise, including 1:10 scale models. Tasman is not on sale in Europe…as of yet.
“Kia demonstrated its vision for future sustainable mobility through innovative solutions such as the PV5 and Tasman,” said a show spokesperson at Kia. “We are committed to creating and delivering differentiated technologies, cutting-edge designs and flexible features that cater to our customers’ diverse lifestyles and business needs.”
FACTORY V ISIT
Lots of facts and figures were outlined during the executive factory tour. Of the factory visited - one of four main plants near Seoul, almost 520,000 units are assembled, with 60% of these models exported to 170 countries around the world. A further 3.68 million units are produced from Kia’s other five plants globally. This July will see the ramp up of production of the new PV5 and Tasman in a totally new multipurpose, highly advanced manufacturing facility.
facility impressed, from the Stamping area where the body panels are pressed to Welding, where 280 robots are engaged. Other sections include Painting, again automised, Assembly, where near to 2,000 parts are put together, and finally Inspection, which includes quality controls and random test drives on its vast Proving Ground nearby.
E IGHT DECADES OF INNOVATION
From bicycles to the T600 three wheel pick up mopeds to the fully electric, connected PV5 van, Kia has
come a long way in the past eighty years. Progressing from initial producing bikes and scooters saw the fledgling company assemble cars and commercials under licence from other manufacturers, Kia Industries began to venture into light commercials in 1952 with the Bongo van and minibus. There was also the Brisa and Ceres wearing the Kiamaster badge. Actually its first electric van was produced back in 1993. It had a 100km range and even had solar panels on the roof, which added 16km to the emission free distance.
On a walk around tour involving numerous lanes and elevated floors, the scale of the
In1987 Kia launched its first car, the Pride, a compact car which went on to sell over 1 million units. A stronger vote of confidence in its products was promoted with the introduction of the landmark 7-year warranty, which has remained as a major selling point ever since.
A brief inaugural drive in the PV5 on the Proving Ground was worthwhile to get an insight to how this new entry into the light commercial vehicle market may fare. Very well, is our considered opinion. Certainly it augers well for Kia’s future in the eLCV market. We look forward to a full test drive experience somewhere in Europe in due course.
Are you pleased with the progress of, and reaction to Kia’s entry into the Light Commercial Vehicle market with new electric vans?
Yes, we are very pleased. Our return to the LCV market was shaped by stricter environmental regulations, digitalisation, and advancements in software technologies, like AI. Despite these changes, we saw this as the right time to introduce Platform Beyond Vehicles (PBVs). Our dedicated EV platform is built and tested for B2B usability. This is our USP in combination with the ecosystem of dedicated connected services, FMS, conversions, and so on.
Businesses today need tailored mobility solutions but face common challenges like compromised quality and safety in low-cost models, limited electrification options, inefficiencies in vehicle conversion, and a lack of digital compatibility. Kia is taking a fresh approach to meet the evolving demands of business customers by offering connected services that enhance efficiency and customisation.
When will we see production models on sale?
The PV5 is set to go on sale in Korea and Europe in the second half of this year, with pre-orders expected to begin in the first half of the year for these markets. Sales in other global markets, including the ASEAN and MEA regions, in 2026. To support a diverse range of business applications, conversion models will enter production sequentially between 2025 and 2026.
What is your immediate sales strategy? We anticipate commencing pre-orders for the Korean and European markets in the first half of this year. More than 60% of Kia dealers already have experience in LCV sales, so we are selecting dealers mainly within the Kia network. However, we are also looking at specific LCV Centres.
We will establish dedicated PBV Centres to provide professional and high-quality services specifically tailored for PBV customers. We wish to build long-term relationships based on trust in Kia
Interview with Kia Senior Executives
- Ho Sung Song; President & CEO Kia, Marc
Hedrich;
President & CEO, Kia Europe, with Jarlath Sweeney, Chairman, International Van of the Year jury.
products and the brand. We aim to establish 640 PBV dealerships in Europe by 2025 and also recruit external dealers to expand coverage and expertise.
We will offer various versions of the PV5, including the Cargo Van and Passenger Van. Additionally, conversion models for specialised business applications will enter production between 2025 and 2026. The indicative pricing for the PV5 Cargo Van entry model is expected to be €35,000 (€30,000 excluding VAT), and €40,000 for the Passenger Van. We have identified this as the right price range to compete in TCO with the entire C-segment while still bringing the novelty of a dedicated EV platform and connectivity.
Do you think it will be challenging to convert new customers who are loyal to current brands?
Yes, we anticipate that it will likely be challenging to convert new customers who are loyal to other brands. However, we aim to convince new customers by positioning our PBVs as business platforms.
Our PBVs offer USPs like a dedicated EV platform with up to 20% more cargo and loading capacity compared to traditional models, flexible space configurations through modularisation, V2X connectivity, an optimised TCO, a comprehensive and reliable PBV ecosystem, ultra-fast charging (10 to 80% in <30 minutes), versatility in B2B applications. For business customers, a low TCO will be attractive, and on top of that, minimum downtime, efficient fleet operation, and more value. We have been incorporating this into our PBV line-up since day one. Customers exercise dealer loyalty, and they look, first of all, for what’s important to them: uptime and ease. So, if we have the right network and the right quality, they can make the switch seamlessly. Will you initially target Kia car customers who operate vans?
We are targeting all B2B customers. To introduce PBVs, we plan to leverage our existing global sales and service network, which includes dealerships that already serve Kia owners. We are in the process of developing a specialised
PBV Customer Experience Journey (CXJ) tailored to B2B customers. This will not be limited to Kia owners.
Our main goal is to establish a strong presence in the overall LCV market and specifically target B2B customers with our PBVs.
How will you market and promote the Kia PBV range in Europe?
Kia will market its PBV range by emphasising its USPs: dedicated EV platform, offering greater cargo capacity, flexibility, and advanced tech like AI and V2X connectivity. We will highlight competitive TCO, targeting B2B sectors such as logistics and mobility services, with partnerships like Uber showcasing real-world applications.
We can reassure businesses with our strong service network, including PBV Centres and fast parts delivery. We will also position the PV5 with competitive pricing and promote its modular design for versatile commercial use. On top of that, we will also join trade associations and attend roadshows for even more reach.
Regarding trade shows and exhibitions, you will have a presence at the CV Show in Britain and also at Solutrans in Lyon. What else is planned? In our eyes, Solutrans will remain the most important event of the year. We will definitely be attending the CV Show for our PBV launch in the U.K. For the remainder of the year, we plan to attend 19 events, including the Convertors Show, the PBV Conference, and IAA. Additionally, we will be present at several local events, such as the Poznan Motor Show, which is important not only for Poland but also for all of central Europe. We will continue to exhibit the PV5 wherever possible, whether at dealer events or trade fairs.
With a factory output capacity of 250,000 units, how long do you think it will take to reach this figure? By 2030, we will have already launched the PV7 and the PV9. Within those five years, our goal is to achieve 250,000-unit sales of our entire PBV line-up.
Renault goes back and forward to introduce new Van line-up: Trafic, Estafette and the Goélette
Van model names such as the Estafette and the Goélette may not immediately roll off the tongue, but they soon will, as the Renault Group has just reintroduced these badges from yesteryear commercial vehicles into a new range of vans.
The Commercial Vehicle Show 2025 provided the stage setting for the launch of the French brand’s latest arrivals, but with a difference.
What difference? Well, the new Estafette and Goélette, along with the new generation Trafic are based on what has been created by a start-up company. Flexis was formed to design, develop and manufacture a new generation of all-electric commercial vans and to deliver fleet management solutions, based on software defined vehicle (SDV) architecture. An independent company, Flexis was formed through a joint venture between Renault Group, Volvo
Group and CMA-CGM Group.
Earlier this Spring, at a special launch event in Paris, Flexis revealed the prototype vehicle series, namely the Panel Van, Cargo Van and Step-in Van, which in turn will be marketed, sold and serviced by Renault Pro+ as the Trafic, Goélette and Estafette. In addition to the Renault Pro+ products, the Renault Trucks’ network will also sell the new range under the Red Edition banner.
As the trio of new vehicles highlights, the Flexis-developed all-electric skateboard platform is adaptable to a variety of body styles. The aim is to deliver a broad capacity for customisation to meet all the needs of business users.
For the record, the Estafette was a Renault van from the 1950s, while the
Goélette wore both the Saviem and Renault badges from the 1950s -1980s.
An early pioneer of 100% electric commercial vehicles with the Kangoo Zero Emission (ZE) 15 years ago, Renault has always maintained an innovative, business-oriented approach to its range dedicated to professionals. In fact, the Kangoo Z.E. was the first electric van to win the coveted International Van of the Year Award (IVOTY) in 2011.
More recently, the latest Renault Master also claimed the IVOTY honour for 2025, thanks to its sleek, aerodynamic “Aerovan” design concept, and this model will continue to be sold alongside the new family of electric vans.
The design concepts behind the body shapes and styling of the new Trafic, Goélette and Estafette are aimed at optimising load capacity in relation to footprint. Hence they have minimal
Visuel – FlexEVan Ampere_SDV
Renault Estafette concept and original model
front overhangs and rear-mounted powertrains, with the battery packs located underneath. In fact, all three vehicles have a turning diameter similar to that of the Clio (10.3 metres).
For greater operational usage, the Trafic, Goélette and Estafette E-Tech offer a choice of two battery options: standard range and long range. For high-mileage drivers, the long range battery with NMC (nickel manganese cobalt) technology is said to deliver the highest energy density, providing for a maximum range of around 450 km WLTP (Trafic). For business users working primarily in urban areas, the standard range battery uses LFP (lithium Iron phosphate) technology, free of rare metals such as cobalt and nickel for a competitive offer in terms of price and autonomy. With nearly 350 km WLTP range available (on Trafic), this battery will meet the needs of most operations.
Available with 800V technology for the first time, these vehicles can power-up from 15 to 80% in under
Building on this pedigree, the fourth generation all-electric model, based on the Flexis Panel Van marks a revolutionary change.
Built on an EV skateboard platform, with an underfloor battery and rear-mounted powertrain, the L1 Trafic van has a load capacity of 5.1 cubic metres from a length of 4.87m and a width of 1.92m (identical on all three vehicles). The L2 van has a load capacity of 5.8 m3 from a length of 5.27m, with a wheelbase that is 40 cm longer. At the same time, overall height has been reduced to 1.90m, ensuring access is possible to all underground car parks.
20 minutes with DC fast-charging technology. With 150 kW and 345 Nm, the new electric motor, designed in Europe, stands out for its high efficiency: 95% of the electrical energy is transformed into mechanical energy.
4TH G ENERATION T RAFIC
Originally launched in 1980, the Renault Trafic can be termed as a ‘great all-rounder’. Over 2.5 million units across three generations have been built and sold. Its name has become synonymous with success in the medium LCV market segment.
What is noteworthy about the Trafic IV’s frontal design is that the front light strip incorporates the brand’s identity. As a result, it marks the end of the Renault diamond emblem in chrome. Indeed, new Trafic is also the first Renault to receive a rear light signature, sculpted in 3D. A trend for the future?
Yannick Bignon, is the LCV Design Director at Renault, and has adopted a refreshing and different approach to the interior design. It features a tube-shaped dashboard running from one side of the cabin to the other, with two screens: a 10” instrument cluster and a 12” central screen facing the driver in between.
Storage is a key part of the everyday experience for business users, and
Trafic meets this need with an array of generously sized compartments. As well as a closed glovebox, there are a number of open but suitably partitioned compartments: three cupholders and a document holder under the central screen. Additionally there are three storage areas behind the instrument cluster, two small cubbies on either side of the steering wheel, a deep shelf under the ‘tube’ on the passenger side, and two levels of storage in the doors, the highest for small items and the lowest for bulky objects, such as bottles of water. Behind the dashboard, between the ‘tube’ and the base of the windscreen, a vast area is provided for the secure storage of all sorts of objects, such as a notebook, a jacket or a pad.
G OELETTE E-T ECH C HASSIS
Sharing the same platform and cab as the Trafic E-Tech, the Goélette E-Tech stands out for its load capacity and cargo space. Thanks to its reinforced axles, it can carry loads of up to 1.4 tonnes, enabling it to be customised, with conversions carried out in the factory and by Qstomize or its network of certified bodybuilders.
In the past the Renault Goélette LCV was tough, robust and easy to convert. It was one of the most versatile vans for self-employed people or small businesses with specific requirements. Directly derived from the Trafic van, from which it takes its dimensions and cab design (exterior and interior), Goélette takes full advantage of the flexibility of the “skateboard” platform to offer several different ‘factory’ versions, such as, for example, a chassis cab, a high-volume box or an extended cab.
New Renault Goelette and Trafic
New Renault Estafette
The chassis can be fitted with a large-volume box body that can exceed 10 m3, while the deep cab, which combines transport for up to 6 people with ample loading space, will also be assembled on the main production line, like the other conversions.
E STAFETTE E-T ECH –P ERFECTING THE L AST M ILE D ELIVERY
Estafette E-Tech closely resembles the concept panel van of the same name unveiled last September, at the IAA Transportation Show in Hannover. It is what the express/last mile delivery specialists have been waiting for. Its name is a tribute to the Renault van that revolutionised its market segment in 1959, adopting a front-wheel-drive layout at a time when passenger cars were still rear-wheel-drive. Over half a million Renault Estafette vans were built between 1959 and 1980.
Although its height sets it apart from Trafic, Estafette nevertheless shares the same skateboard platform. Estafette is tall at 2.60m, allowing a delivery driver to stand upright inside the vehicle.. Available in one length of 5.27m, Estafette features a load capacity of 9.2 m3.
A unique feature of the Estafette compared to the other two variants is that it comes with sliding side doors
and a rear roller shutter. Additionally it is possible to walk through from the cabin to the load area, and to make the work of delivery drivers even easier, the outside handles are designed to be opened with the elbow alone, so drivers can keep a firm grip on parcels. The tube-shaped dashboard running the width of the cab is the same as on Trafic and Goélette. The only difference is that it is 20 cm higher with a simplified lower layout, mainly in order to create additional storage space to the right of the driver. At a delivery stop, when the driver presses a button on the lower dash, the interior door opens automatically, and the exterior hazard lights come on.
According to Antoine Vuillaume, SDV Programme Director at Ampere, the SDV (or Software Defined Vehicle), is a technological breakthrough. Software is no longer limited to certain functions, but is central to the entire vehicle. This centralised software architecture can be updated throughout the life of the vehicle, in the same way as a phone or a laptop.
“The vehicle is equipped with supercomputers, operating in the same way as a brain with two hemispheres. The right hemisphere manages the interfaces with the driver, i.e. infotainment, apps, voice control, 3d browsing and sign recognition. The left hemisphere is the vehicle’s nervous system, controlling all the actuators for the various functions, from braking to locking, as well as storing the data supplied by the sensors.”
Vehicles with specific functions, such as refrigerated vehicles, ambulances or other converted versions will also be able to make full use of the intelligent SDV architecture. On refrigerated vehicles, for example, the cold chain will be maintained as part of a predictive approach, based on highly detailed, real-time information such as the outside temperature and actual electricity consumption of the vehicle. If necessary, an additional charge will be scheduled to maintain the cold chain.
The central software is cloud-connected and can be updated remotely and in real time. Just like on their computer or smartphone, professional customers will be able to “upgrade” their vehicle by adding new functions such as vehicle and driver performance in real time. Already available on existing vehicles,
predictive maintenance is becoming even more important and precise, thanks to SDV. For instance, it will be possible to track the wear of some parts and to identify failures in real time. Diagnostics will be carried out remotely. This will make it possible to plan for repairs or correct faults directly. This feature will be particularly useful for fleet managers, allowing them to optimise costs, as well as vehicle uptime and availability.
Supported by SDV technology, the Trafic, Estafette and Goélette also house a new-generation openR multimedia system equipped with a 12-inch screen and evolved for light commercial vehicles. Featuring the largest screen in the Renault LCV range, for example route planning will take into account particulars such as the vehicle’s dimensions and load to avoid unsuitable
routes. In this way, the on-board electric route planner provides the best itineraries, suggesting recharging stops thanks to enhanced consumption accuracy. Google Automotive services, including Google Assistant and Google Play, will also be available, enabling drivers to interact intuitively with their vehicle to manage the temperature, take notes, control the radio or request the latest news or weather.
Trafic, Goélette and Estafette will all be built at the Renault Group plant in Sandouville, France. They will be built alongside the Trafic ICE, which is continuing in production.
The Kia PV5 Cargo.
Moving your business. Coming soon.
We can at this stage say that electric vehicles work well overall for the social and domestic user. When going on a longer journey you simply have to factor in leaving earlier and allowing time to charge on the way. That luxury however is not readily available for the commercial van user, because when the customer calls the van needs to deliver without delay.
One solution offered by Ford Pro as a bridge between the internal combustion engine and the full battery electric is the Transit Custom - Plug-in Hybrid Electric Vehicle (PHEV). The great advantage of the Custom PHEV lies in its versatility and that it will work for just about any type of application, while the extended
electric driving range of the PHEV when compared to a regular Hybrid helps to save fuel and therefore emissions. The Transit Custom PHEV uses Ford’s 2.5 litre Duratec petrol engine that primarily charges the 11.8 kWh lithium-ion battery to power the single electric motor, giving a total power output of 233 PS and 209 Nm of torque.
The PHEV Custom is the same well known and well-regarded front wheel drive light commercial that is hugely popular in diesel form, and comes with the same dimensions - all that has changed is the powertrain. Arguably this new driveline makes the van more pleasing to drive, as it is smoother, quieter on electric mode and more responsive to moving off. The quiet
operation is also well suited to low noise and silent operation zones, and electric only propulsion can be selected using the ‘Now’ driving mode. Pure electric running is possible for up to approximately 57 kms. In addition there is a ‘Later’ mode - this uses the combustion engine and keeps the battery power to use later, while in the ‘Auto’ mode the vehicle switches between electric and petrol as it sees best fit.
Ride and handling are comfortable, and the steering is accurate with a good turning circle - a feature always helpful with urban deliveries. Braking is well balanced and nicely progressive, and the regenerative braking is easy to manage and quickly becomes part of the driving style, helping to maximise the possible efficiencies from the vehicle. The regenerative braking is especially powerful when the ‘L-Mode’ is activated. L-Mode dramatically increases braking force and therefore regeneration, and when used to its full potential it is possible to engage in a one-pedal driving style. This can be seen in the on-board display that clearly shows what mode the Custom is operating in at any moment. The on-board display also helps to promote a good driving style with some ongoing ‘Coaching Tips’ that are useful especially at the start.
The cabin is perfectly functional with good visibility for the driver and is comfortable. It has evolved to become far more car like than previous, and is
Ford Transit Custom (PHEV)
fully equipped with the required features for a modern day’s work. These features include charging ports, cup holders and an impressive 13” infotainment display with Apple/Android Car Play. There is a good range of adjustment from both the heated seat and steering column ensuring just about every size of driver can get comfortable, and we feel everyone will become quickly accustomed to the slightly square steering wheel.
It can be hard to find serious fault with Ford’s Transit Custom in this PHEV model, and what we are simply looking at here is the application of an electric driveline to an already highly popular van that has widespread appeal. It can certainly bridge the gap between combustion engines and a full electric,
especially where an operator may be hesitant to make the move to a full BEV. There are few areas of operation where the PHEV will not perform well.
The eDeliver 5 is the fourth model in Maxus’s family of eDeliver electric vans, slotting in between the eDeliver 3 and eDeliver 7. As such it falls somewhat between what would be considered the traditional compact and medium sized van categories, a flexibility that can make it appealing to customers of either.
Externally it’s quite visually distinctive with its high mounted headlights and separate lozenge-shaped brake and reversing lights at the rear. It’s fairly clear that Maxus sees the Volkswagen ID. Buzz as one of its main rivals and certainly it attracted more glances from other road users than you would normally get in a white van.
Offered in two variants with differing body heights, the eDeliver 5 comes with the same payload capabilities of 1200kg as that offered by the eDeliver 7 (the eDeliver 3 can carry 1045kg). On the load volume side it slots in between the other two, its 6.6 cubic metres for the L1H1 version and 7.6m3 for the L1H2 model comparing to the 4.8m3 of the eDeliver 3 and the 8.7m3 of the eDeliver 7. That 6.6m3 compares well with the ID. Buzz Cargo’s 3.9m3, and is similar to that available on Ford’s e-Transit Custom L2H1 model.
The cargo area is 2,654mm long and 1,704mm wide, with respective heights for the H1 and H2 bodies of 1,455mm and 1,675mm. The rear barn doors open in a one third / two thirds split, while the eDeliver 5 comes with sliding doors on each sides as standard. Inside there are four tie-down points. A useful 1.5 tonne towing capacity adds to its appeal.
Power comes from a 120kW / 163PS electric motor that develops 240Nm of torque. Electric energy is stored via a 64kWh battery that Maxus says will deliver up to 335km on a combined cycle (305km from the high roof model). As with all EVs expect real life running to be somewhat lower, but this figure is similar to that promised by the Ford
Maxus eDeliver 5: An affordable and practical electric LCV
e-Transit Custom for example, and will be adequate to meet the needs of many operators or owners. Maximum accepted DC charging speed is 120kW. First impressions climbing inside are of a spacious and - for a van- rather stylish cabin. It’s a three seater with the middle seat offering reasonable space for an LCV of this size - provided you aren’t needing to use the foldout cupholders that open into the space where the passenger’s legs go. However spend a little time here and it becomes clear that it’s more form than function. Firstly there’s a dearth of physical controls with most, including heating controls being incorporated into the centre mounted 12.3” central display. A lack of storage space is the biggest issue though. There’s an overhead compartment and a netted areas in the doors that will hold a few small items. But there’s no glove compartment and other than the aforementioned cupholders that’s pretty much it.
Driving information is provided via a smaller screen in front of the driver, and equipment wise it’s not lacking with the likes of Apple CarPlay, adaptive cruise control, heated seat, rear parking sensors and 360 around-view system. It also comes with all the latest ADAS safety equipment fitted, enough to earn the eDeliver 5 a Platinum rating from Euro NCAP.
On the road the eDeliver 5 feels quite lively. Its speed is limited to 120km/h but it accelerates rapidly up to that speed, provided you’re not worried about
battery life. Ride is a little clunky over less well surfaced roads, but the steering is nicely weighted. There are three power regeneration settings controlled from the steering wheel, with the maximum setting giving almost one pedal operation. Visibility is quite good, but getting a comfortable driving position was a challenge for this driver at least, as the bulkhead meant the seat setting was too upright relative to the needed legroom.
CONCLUSION
With every model launched, Maxus has been drawing ever closer to the best the European van brands can offer and the eDeliver 5 is arguably its most complete product to date. Priced from €38,750 (ex-VAT and VRT), it offers an appealing price point for individuals or businesses looking for mid-sized electric LCVs. While the cabin is let down by a lack of storage space, it’s a pleasant space in which to spend time. The eDeliver 5 can compete with the best electric vans currently available for load carrying space and towing capabilities, while offering a decent range and rapid charging.
Text & Photos: Cathal Doyle - cathal@fleet.ie
Ford Pro presented the latest models in the electric powered Transit family at a test drive event recently in Barcelona. The commercial vehicle division of the Ford Motor Company has added the E-Transit Courier and the Transit Connect PHEV to its line-up, alongside the award winning E-Transit Custom (Electric & PHEV) and E-Transit, with extended range distance. The occasion, while looking to the future, also reminisced about the past, as examples of original Ford Transit models were on display, marking 60 years of the iconic van.
But it’s not all about producing hardware these days at Ford Pro, which, by the way stands for Ford Productivity, as the Transit team have created a number of connectivity software packages, designed to get the best and the most out of the vehicle, thereby maximising uptime and providing useful feedback to the driver and owner.
As well as the driving experiences, attendees had the opportunity to hear how some Ford E-Transit customers are progressing with the new zero emission technologies, and also chat with Ford Pro’s fleet management specialists about these extended services.
A LL -E LECTRIC COURIER
E-Transit Courier, based on the second generation of the compact van which is larger than the original version, shares its platform and electrical developments with that of the Ford Puma Gen-E electric, also just launched.
A 100kW e-motor produces 136hp and 290Nm of torque, and combined with a 43kWh battery pack, up to 300 kms can be achieved, aided by a 120km/h speed limiter. Behind the driver, there is no real compromise either as it has a 700kg payload and can tow up to 750kg. The load area or load volume is not affected either, as in theory two Europallets can be carried, although the bulkhead does protrude a bit into that space. Long items can be slotted in through a flap in the bulkhead, which is handy.
Electric Vans - Powered by Ford Pro - E-Transit Courier & Transit Connect PHEV launched
It was interesting to discover that findings from a survey taken from Ford Pro connected vehicle data reveal that the E-Transit Courier’s 300km EV range meets the needs of 86% of its compact van users, who cover less than 200km daily.
A good two and half hour drive out in the Catalonian countryside provided a stern test for the electric Courier. No issues on the open road, as it sailed on smoothly but there was a little understeer when encountering the mountain passes towards La Finka. On average E-Transit Courier is said to return 17.1 kWh/100km.
Charging time varies whether it’s the fast (DC) or domestic (AC) systems used. With the 100kW DC, it takes just 23 minutes to bring the battery from 10% to 80%, while it’s an overnight job for the 7.4kW household charger.
T RANSIT CONNECT GOES HYBRID
Two versions of the new Transit Connect PHEV were driven next, the first the standard panel van, the other being what’s called the Flex cab, which effectively is a 5-seater crew cab that comes with an ingenious fold up rear bench seat, to allow for more load space when needed. What also is on offer with this version, specified in either SWB or LWB is a petrol-electric plug in hybrid, that has a low carbon footprint, electric power range of up to 117km, a 760kg payload and can tow up to 1,500kg. As this model is based on the Volkswagen Caddy, all of the features are akin to the German product except for the badging, of course. The 1.5-litre petrol engine, combined with the 19.7kWh battery and the automatic box works seamlessly, effortless in fact. As with the electric Courier, an 8-year/100,000 km warranty is offered. The Connect is the next Ford LCV due for electrification but that development is down to VWCV, all in due course.
E NHANCED E-T RANSIT OFFERS MORE RANGE
The (2-tonne) E-Transit is the standard bearer and best-selling large electric van, with 46% market share in Europe last year. Andrew Mottran, E-Transit Chief Programme Engineer, provided further details of the ‘enhanced’ version which now
Connect PHEV
E-Transit
offers up to available from the 89kWh battery pack. Fast charging can be done in 28 minutes and it now comes fitted with an integrated heat pump which saves energy. Also standard is a 2.3kW Pro Power outlet. There are almost twenty different model types available, covering different applications with varying payloads.
Hans Shep, General Manager, Ford Pro Europe, emphasised the holistic, eco-system offered by Ford Pro through its broad connectivity system. This includes fleet management, preventative and predictive maintenance, over the air updates, and a very responsive Call Centre. Every customer case is carefully monitored and reacted upon, and provides an invaluable database from which to pinpoint and resolve issues if and when they arise.
Those that take up the telematics package, for instance, benefit from improved overall operational efficiency and compliance. That goes for all the drivetrains available under the Ford Transit banner. For existing customers that are considering the move towards electric, Ford Pro’s EV Assist package brings them on the journey to zero emission transport. All business cases are catered for, from the tradesperson to the fleet owner.
A PROUD HERITAGE
Leading into the customer demonstration area were two fine examples of the first Transits from 1965, pristinely restored and ready to go on tour to commemorate six successful decades of the model. Inside the building a selection of vans from key fleet
customers from around Europe were gathered to highlight how they have adapted to daily electromobility. There was a Welsh honey producer and retailer with a number of E-Transit Customs, while a Spanish converter IndusAuto has supplied an Ambulance to Transvia Med, which manages well with this zero emission application. Spanish coffee supply company Eboca, was another one, confidently singing the praises of the 2-tonne electric Ford van, as was German roofing specialist Hunhold. Even a number of Ford Transit Centres Mobile Service units are E-Transits. In Ireland and across Europe, the DPD Group is one of the biggest operators of the E-Transit.
S PEC C HEC k
Honey
It has now been a number of months since Storm Éowyn, and there was a sense of calm at the ESB Networks Branch Headquarters in Athlone when Fleet Transport visited. The National Emergency during that major event and its aftermath was dealt with in the most efficient way possible, with ESB Networks employees working all hours to rebuild and reconnect power lines throughout the affected areas. All available hands were on deck from the Semi-State electricity network operator, with welcome assistance also provided by experienced network technicians from Austria, Finland, France, Germany, Northern Ireland, Norway, UK and Irish contract partners. Additional commercial vehicles, equipment and forestry specialists had to be drafted in to meet the huge demand to reconnect power to industrial, commercial and household premises.
While storms of this nature and extent are rare occurrences, the consequences are severe and even dangerous, requiring a rapid response. That entails having a large selection of purpose built vehicles on hand, together with fully trained drivers and operatives and a broad range of equipment and fittings. Ensuring that response teams are properly equipped and fit for purpose means that a constant vehicle renewal programme is in place. That ranges from regular upgrading and refurbish-
ESB Networks connecting to electric powered transport fleet
L-R: James Jones, National Fleet Service Manager, ESB Networks; Martin Convey, Fleet Asset Manager, ESB Networks and Neil McGuinness, Fleet & Equipment National Services Manager, ESB Networks.
ment of the fleet to keeping up to date with regulation changes and training schedules, not to mention ensuring that safety is paramount in all operations and applications.
As well as all these aspects involved in the day-to-day running of the nationwide division within the ESB Group, the team of fleet engineers and managers at ESB Networks are also looking towards the future. In the short term that includes an ongoing transition towards zero-emission transport. For state companies like ESB under the Government’s Climate Action Plan there is a target of 38.5% of all new light goods vehicles purchased to be zero emission, however ESB Networks has set a more ambitious target to achieve 80% of all new light goods vehicles purchased to be zero emissions by 2030.
Currently, ESB Networks has over 2,300 vehicles in its fleet of which 2,000 are light commercials/Off-road 4x4s, with the remaining 500 units comprising of heavy duty vehicles.
While in Athlone, Fleet met with James Jones, National Fleet Service Manager and Martin Convey, Fleet Asset Manager, who are based in the Dublin and Athlone branches respectively. These two centres are part of a ten strong facility network strategically located around the country, housing secure vehicle parking, workshops, mobile service vans, training and meeting rooms, offices and staff amenities. These facilities feed into 52 depots dotted around each province.
As James Jones explained, the whole
fleet has to adhere to the ESB Networks Business Requirements standards. “Our fleet function is to enable our staff deliver work programs nationwide, safely and efficiently.”
Notable amongst the array of light and heavy duty vehicles parked around the yard in Athlone was one standout utility, a new Unimog U530 4x4 that is about to enter service. It’s the last of an order of 22 similar units ordered from Mercedes-Benz Ireland, replacements for a fleet of older Mercedes-Benz Ategos that provided loyal and reliable service over the years.
Looking at the make-up of ESB Networks’s fleet, at the heavy end Mercedes-Benz is the dominant brand with various Unimog, Atego and Arocs trucks all fully kitted out with the necessary specialist equipment. MAN TGM, Volvo FE, Fuso Canter and Iveco Daily 4x4s, together with vans from Volkswagen, Ford, Opel, Fiat, Peugeot and Nissan are also prominent.
Ancillary suppliers such as Altec, Versalift, Palfinger and Hiab provide bespoke vehicle mounted lifting equipment fittings on the heavier vehicles, while on the van side, partnerships with the likes of van racking specialist Sortimo ensures lightweight shelving has replaced the timber systems traditionally used. Then for the 4x4 pick-up type vehicles, a Single Cab chassis/cab version of the Ford Ranger is optimised via the fitment of a unique body, co-designed in partnership with Mooretown Precision Engineering, Rathoath, County Meath. Other body-
builders that ESB Networks has partnered with include Fitzgeralds (Cork), Cahill Truck Bodies (Graignamanagh), Sidheán Teo (Spiddal) and Westwood trailers. Noteworthy sightings in the depot too were a few last remaining MercedesBenz Varios and Land Rover Defenders, vehicles that can no longer be replaced with like for like.
To ensure vehicles are capable of carrying the extra equipment in what is often challenging terrain, additional strengthening of chassis are undertaken where required. Where possible galvanised subframes are preferred to extend the long first life of the easily identifiable ‘yellow machines’.
Before any new vehicle heads out on duty, working group meetings are held to ensure all elements included in the specification meets their operational needs and safety requirements. Driver induction and training is usually provided in-house at centralised branches. A crew of over 40 technicians work at the in-house workshops along with some apprentices at various levels. Applications are currently open for more recruits, for both male and female trainees.
ESB Networks has long been to the fore in the transition towards electric vehicles. As far back as 2012 the first set of electric powered vans were put into operation, namely Ford Transit Edisons converted by English specialists Smith Electric. Since then around 75 Nissan eNV200 have been used successfully at each depot. Up to 200 electric vans have replaced diesel powered versions, with 75 kW Opel, Fiat, Peugeot models
spotted in the compound on the day of the visit. These medium size vans provide up to 300km in range and offer a 1,000kg payload, which is sufficient, according to Martin Convey. There are 150 more electric vans on order at present.
Also on order are more MercedesBenz and Volvo 4x4 rigid trucks, but these are diesel powered as the electric technology available at HGV levelmeans such vehicles do not currently meet ESB Networks’ particular speciality needs.
“Our electric vehicles (EVs) are used mainly by depot-based stores staff plus some metering NTs and predominantly by station staff where the range and payload requirements are suitable,” explained James. “To implement EVs on a more widespread basis will require us to address many challenges to ensure that ESB Networks can continue to serve its customers in the same manner.”
James further outlined these challenges which range from:
n Driver behaviour and driver adoption.
n Utilisation of Verizon telematics data.
n Range matching to ICE vehicle.
n Payload.
n Fitout.
n Smart Charging solutions.
Martin Convey (who, as an aside was a former winner of the Technician of the Year prize at the Fleet Transport Awards), outlined the company’s overall strategy, which primarily covers vehicles and charging. “A threefold strategic approach is required to successfully decarbonise our fleet,” he explained. “This includes the following areas:
Vehicles
n We rely on the market to have a selection of suitable electric or other zero emission vehicles available.
n Our strategy here is to maximise early availability of suitable vehicles by engaging with vehicle manufacturers, identify suitable OEM produced electric vehicles or other zero emission vehicles that can be used in trials as early as possible.
n We will continually test the market with electric vehicle framework tenders which will enable us to buy EVs in larger numbers.
n We will work with the business and manufacturers to develop lightweight fit-outs that will maximise range, reduce payload and improve overall
energy efficiency of the vehicle.
n We will also look for opportunities to reduce the weight of equipment being carried in the vehicle.
Charging
n To successfully accommodate a large number of EVs on our fleet we will look at a number of options around the battery charging infrastructure. These include:
n Depot Charging – Roll out of fast charging (50kW DC) across most depots.
n Mobile on-site charging.
n Home Charging – Availability of home charging service for some staff that park ESB vehicles at their premises.
n Third Party Charging – Access to public charging infrastructure including fast charging for ESB Networks fleet. (1,350 e-Cars charge points across 750 locations).”
Martin explained that a number of these installations are already in situ, as seen at the Athlone facility. Solar panels to generate some naturally sourced electricity is also being considered.
A BOUT ESB N ETWOR k S
ESB Networks is the licensed operator of the electricity distribution system in Ireland, including all distribution stations, overhead electricity lines, poles and underground cables, and is responsible for building, operating, and maintaining these to serve 2.3 million electricity customers across the country. ESB Networks also installs and maintains its own metering system. Over the past decade, more than €6 billion has been invested to ensure a reliable service, meeting the needs of communities and businesses in Ireland.
OPEL LCV RANGE
CARRIER OF POSSIBILITIES
The International Forklift & Intralogistics Awards (IFOY) continues to evolve, keeping pace alongside ongoing developments in the transport, logistics and warehousing sectors. What began as an initiative to honour the best in materials handling has spread its wings to include IT, warehouse management systems and automation.
For this year’s awards eighteen products, solutions and services from a total of forty nine submissions were nominated from fifteen companies spread across six mainly European and Asian countries. The nominated companies were aluco, Blickfeld, ecoro, enabl, EP Equipment Germany, Exotec, Filics, Geekplus Europe, Hubtex, Interroll, Jungheinrich, Logitrans, Plancise, Still, and Verity.
IFOY AWARDs 2025: The Best in IntralogisticsTested!
As part of the adjudication process, each finalist had to go through a three stage audit, with the final stage held during the IFOY Test Days at Messe Dortmund, Germany. At this now regular venue, the shortlist of candidates were accessed from scientific, technical, theoretical, physical and operational points of view, with the judging panel consisting of 25 trade experts and specialist journalists from all over the world. Fleet Transport/Handling Network represents Ireland.
“The nominated innovations are never directly compared with each other but are evaluated in the context of comparable market solutions. This ensures an objective assessment of performance and degree of innovation. The equipment undergoes the comprehensive IFOY test protocol with around 80 criteria, evaluating aspects such as cost-effectiveness, sustainability, energy efficiency, safety, and ergonomics,” explained Anita Wűrmser, Chair, IFOY Awards.
This year’s nominations were entered into eight categories, with all the shortlisted contenders listed and described below:
COUNTER B ALANCE T RUC k
EP Equipment
EFL 10t EV
Heavy duty electric forklift (10-tonne+), from the Chinese brand, that is priced similar to the diesel variant. Operational indoors and outdoors. Battery management is enhanced by an accompanying large power bank system. Not very comfortable to drive on long shifts. On sale at around €100k.
Jungheinrich
EFG 425
A new compact 3.5-tonne electric forklift that ticks many boxes for efficient manoeuvrability, in an economical way. Has five settings, with number three best suited for most operators. Entry and exit is convenient with great visibility all around. An ideal replacement for conventional ICE powered trucks.
Hubtex Flux 30
Similar to an already successful electric multi-directional forklift truck that’s made in Monaghan, Flux 30 from the Dutch manufacturer Hubtex copes with any indoor or outdoor tasks, combining usual load lifting and loading with side loading capabilities. Iron cast for better counterbalance, the Flux 30 is one of 3 models in the range.
WAREHOUSE T RUC k
EP Equipment
x Mover ExP 15
An automated version of EP’s pallet truck, it’s based on a successful model with over one million sold worldwide. Simple to set, engage and put into work, the EPX 1,500 kg version tested cuts out mundane ground floor warehouse pallet movements in one go. A one person operation for multiple units. On sale at €12k.
Jungheinrich ETV 214i
The ETV 214i is designed for those who need a high performance compact electric 1.5t forklift truck that also comes with a low entry cab and offers excellent visibility. Sets a benchmark for the industry. Energy consumption is also extremely low. Developed based on customer feedback and recommendations. A long day’s shift is no bother.
R OBOT WAREHOUSE S YSTEM
Exotec SkyPod system
New degrees of innovation with a new generation of conveyer type load box movers that are more ergonomic for hand pickers. The system can be extended to whatever height is required within the warehouse. Sequencing is possible at different points. Certainly an eye catcher at the event!
Geek + SkyCube
Combining two systems: a classic mobile robotic fulfilment system, and a pallet warehouse with 3D shuttles, allowing pallet based storage to be directly linked to the system used for picking. Chinese company Geek is expanding its broad range of product lines and services across the EU, including Ireland. More to follow.
I NTRALOGISTICS S OFTWARE
Plancise Workforce Management for Logistics
Designed to make warehouse management, resource forecasting and seasonal fluctuations easier. The software package, which takes 3-4 weeks to install and train up warehouse personnel, deals with one of the biggest issues: lack of transparency throughout the supply chain with regards to staffing and return on investment.
Geek + G-Plan
These software functions are directed towards the technical sales processes of the Geek+ robotic systems. Interactive 3D visualisation, real time simulation and feasibility assessment are all involved here. Strong market relevance as the G-Plan systems and solutions are multi adaptable, as each business case differs.
S PECIAL OF THE YEAR
Aluco Strix
A unique system that measures freight of any size or quantity from different load carriers, with measurements taken as it passes through on a towing vehicle or forklift. The 2D/3D input results are then processed to further increase efficiencies for both route scheduling and planning. Aluce was established in Germany in 2022, with an owl in its branding.
I NTERROLL MCP P LAY
With high market relevance, this variable and modular conveying platform from the Swiss company offers high throughput as its planning, commissioning and operational software systems are very useful. For objects up to 50kg, 100% more throughput is achievable, with up to 30% energy savings and smoother operations.
I NTEGRATED C USTOMER S OLUTION
From scalability to fast response to flexible prioritisation for fast output, Geek + offers a broad range of storage and robotic solutions with zero picking errors at a competitive price. Innovations and systems installed in Dr. Max’ pharma warehouse in Italy were presented as an example of where productively has doubled with 80% less space required.
Geek + Roboshuttle + P40 Tote to Person solution with Dr. Max
Jungheinrich
Jungheinrich & MHP @wildeboer
To cater for a mixed fleet of tote and pallet AGVs for Wildeboer Bauteile, a medium sized production company, Jungheinrich and MHP came up with a software system to create the shortest load movements and coordinate the six ERC 213a mobile robots on the shared traffic areas within the warehouse.
Verity
Verity Inventory Tracking System at Ingka Group
The advent and progress of drone technology into everyday industry is to be seen here with Verity, offering inventory calculations and controls. Barcode reading and case counting is also included. Autonomous operation and battery charging as well. Easy integration into WMS systems.
S TART - UP OF THE YEAR
Blickfield QbProtect
Securing valuable assets within Warehouse and Logistics centres, with 3D scanner technology, which features evaluation software and hardware directly on the sensor. Its LiDaR system does not require the complex use of a rotating mirror system and operates in all weathers. The on-screen demonstration was most interesting.
Ecoro
Ecoro Px2
Fast, simple, efficient and a low cost system of moving pallets within a compound. A two pallet transporter was on display for evaluation and there is also a four pallet carrier (2.4t) in the offing. Quicker movements than AGVs. Further potential is evident as labour costs are reduced. Certainly an eye catcher at Messe Dortmund.
Enabl
Forklift Remote Automation
The focus is on companies seeking flexible, cost-saving alternatives for their internal material handling or who are unable to adopt fully automated solutions This system combines remote forklift control with AI-supported automation as a service and can either operate autonomously or be remotely controlled. It’s a pay-per-use business model .
Filics
Filics Unit
Multidirectional, autonomous double skids or forks that move pallets in and around warehouse and storage units. Alternative to hand pallet trucks. Can provide direct access to trucks and bodies at loading bays. Maximum payload is 1 tonne at 1.6 metres per second. Simple to set up, engage and easily charged.
F ESTIVE AWARDS C EREMONY IN J ULY
The winners of the coveted IFOY AWARD trophies, also known as the “Oscars of Intralogistics”, will be unveiled at the IFOY AWARD Night on July 3, 2025, in Dortmund’s Phoenix des Lumières, Germany.
Masterlift: Supplying forklifts across Ireland for almost four decades
It is nearly 40 years since Masterlift opened its doors in Dublin, offering forklift trucks for sale and hire. In 1995 it opened its Galway site and to this day it is still 100% Irish owned and supplying a full range of material handling equipment to some 2,500 customers across Ireland.
Masterlift has a hire fleet of over 400 machines, from electric, diesel and LPG forklifts, to pallet stackers, reach trucks, pallet trucks, Combilift side-loaders, and narrow aisle articulated forklifts. It supplies brands such as Hyundai, Combilift, JCB Teletruk, Aisle Master, Bravi Platforms, Midac Batteries and more.
The company has a staff of 30 people, including 12 engineers on the road, two driving training instructors, a sales team, and several apprentices. Engineers based at the workshops in Dublin and Galway service and refurbish machines for sale as well as handling customer maintenance and repairs.
Three years ago the original founders Dermot and Anne Carroll passed the firm into the capable hands of MD John Forde and General Manager Yvonne Gillick via a
management buy-out.
Yvonne explains that after analysing each business’ needs to offer the optimum solution, the Masterlift team works together to ensure customers have 24 hour cover for repairs as well as regular maintenance and refurbishments.
This is all made possible with 11 fully stocked mobile service vehicles which carry a range of diagnostic equipment, all despatched via Masterflift’s Protean field service management software which plans maintenance works along with fleet and parts inventory, invoicing, and daily schedules for drivers.
But the relationships built with customers are perhaps more important than any IT system, says Yvonne. She explains how this comes into play when prioritising emergencies. “A lot of smaller companies would only have one machine, where they might actually be a one and a half truck application, but they won’t get two machines… So when a truck breaks down, we know that’s critical. The whole thing is we have a personal relationship that’s key to the service we provide.”
Relationships depend on the right people. Yvonne herself started at the firm in 1991 as a receptionist and worked her way through practically every role in the place before taking on the mantle of GM. Three Masterlift engineers have clocked up over 20 years each with the company, and
at least one – a service manager – began his career with the firm as an apprentice.
In terms of apprentices, Yvonne says it’s been a case of quality over quantity recently, and she reckons it’s something like a vocation that calls a chosen few into the fold.
“It’s a passion. It’s a hobby that they have from when they’re younger, they’re fixing cars or fixing motorbikes with their dad or their uncle in the farm, that becomes a hobby that they’re getting paid for… A lot of our engineers have a background that means they’re getting paid for the passion, paid for the hobby.”
And she is hopeful that the benefits of a practical career are winning over the right candidates. “Young people are starting to look back into the industry of getting their hands dirty and more hands on roles… It’s all about job satisfaction, and I get a great satisfaction from what I do.”
Looking to the future, Yvonne reveals that Masterlift plans to open a new driver training centre. But in its 40th year, she says customer relationships remain at the heart of the business.
Text: Johanna Parsons - contributor@fleet.ie
CBRE and Kingspan, in conjunction with specialist sector research agency Analytiqa, and supported by the Freight Transport Association Ireland (FTAI) has published the tenth in a series of annual surveys to assess confidence and expectations in the Irish logistics and supply chain sector.
Launching the report, Garrett McClean Executive Director, Head of Industrial & Logistics CBRE, said: “Little did we know following our first edition in early 2016, that the UK’s referendum that Summer and its subsequent decision to leave the European Union would begin nine years of geo-political uncertainty, heightened by conflicts around the world. This was exacerbated by the challenges and disruption caused by the Covid-19 global pandemic that began in early 2020, with its shock waves impacting global supply chains in subsequent years.”
For the 2025 report, senior decision makers have once again expressed their views and insights to facilitate this important industry research. Respondents included CEOs, Managing Directors and senior management of some of the largest logistics providers and buyers of supply chain services across the island of Ireland.
“As we celebrate a decade of the Confidence Index report in Ireland, we continue to be grateful for the support of our loyal respondent base that provides us with really valuable consistency of participation,” continued Garrett.
“The resulting report examines key performance indicators for businesses operating within the logistics and supply chain sector. It provides insights from both logistics buyer and service provider perspectives giving us a 360-degree view of sentiment.”
This survey mirrors similar analysis that is undertaken by Analytiqa in other countries on this specialist sector of the economy. Respondents were asked about current business conditions and forecasts for the future. They expressed their views on growth plans of their companies in terms of anticipated changes in turnover, profitability, logistics and supply chain related capital expenditures and expected changes to employment.
“Our report also focuses on the most important trends and issues facing logistics and supply chain operations, such as skills shortages, property requirements, managing e-commerce growth and sustainability. As geo-political and economic uncertainty continues to shape decision making around the globe, we identify the most important opportunities for growth and ask our respondents how Government policy can support these objectives,” explained Garrett.
This year’s survey reports a marginal increase in confidence amongst supply chain professionals across the island of Ireland and, unusually, reports on a more positive outlook for both logistics providers and manufacturers/retailers at the same time. Most importantly, though sentiment strikes a note of
caution for the year ahead, overall the sector continues to retain optimism in its outlook, with strong intentions amongst companies to invest in their businesses in 2025.
A global surge in demand for industrial and logistics (I&L) facilities in Ireland including distribution hubs, warehouses and storage facilities accelerated from 2018 and 2019 onwards. This growth in demand was underpinned by the increasing use of e-commerce in the retail sector, combined with the near-shoring of global supply chains. Furthermore, in Ireland increased demand has been due to other variables, including Brexit, data centre development and domestic economic growth.
All of these demand drivers remain in place today, both in Ireland and globally, and these factors will continue to drive demand for industrial and logistics facilities over the long term. The Irish market is currently characterised by an extremely low vacancy rate, just 2% in Dublin and a similar level in Cork.
O CCUPIER P ROFILE
A broad mix of occupier types have been active in the Dublin I&L leasing market over recent years. Demand has been driven by retailers and related supply chain services, e.g., shipping groups and third-party logistics providers.
While pharmaceutical manufacturing is a huge contributor to the Irish economy, the larger pharma groups in Ireland tend to own buildings as opposed to leasing them, particularly in regional areas.
The prevalence of international corporate occupiers who are active in Dublin is particularly noteworthy. Examples include Amazon, DHL, DSV, FedEx, IKEA/Wincanton, Maersk, Rhenus Logistics and Smurfit Westrock; all blue-chip international groups with strong covenants who have signed long-term leases in Dublin since 2019.
L EASING ACTIVITY & D EMANDS
Over the last 10 years, take-up in the Dublin market has averaged nearly 306,000 sq.m. (3.3 million sq.ft.) per annum. The current total of modern logistics stock in Dublin which CBRE tracks is approximately 3.97 million sq.m. (42 million sq.ft.). Turnover of stock can range from 7.5% to 10% per annum.
The record year for take-up activity was in 2015 (426,000 sq.m.), but since 2018, annual take-up has exceeded 300,000 sq.m. in four separate years (the years 2018 to 2020 and in 2022). Several quarters since 2018 also set all-time highs for quarterly levels of take-up. In 2024, annual take-up in Dublin
fell by 50% to just under 150,000 sq.m., the lowest level since 2011. Increased levels of near-shoring and Ireland’s strong economic performance should be positive catalysts for Dublin to see improved activity in 2025. Retail-led expansion has been prevalent in the last year, with Sports Direct and JYSK involved in the two largest Dublin occupational transactions of 2024. Ireland’s strong consumer spend should underpin continued retail-led take-up in 2025.
At the end of Q1 2025, demand requirements for Dublin industrial and logistics stock totalled 176,000 sq.m. (1.9 million sq.ft.). There is strong demand evident across all unit sizes. Logistics and storage occupiers are the tenant group that account for the highest proportion of demand at 46% of all requirements. This is followed by light industrial occupiers at 20%.
R ENTS
In the last 10 years, prime Dublin industrial and logistics property rents have more than doubled, with annual growth averaging over 8%. Assuming a unit size of 4,645 sq.m. (50,000 sq.ft.), prime stock is defined as a property that has a 12-15 m eaves height, a minimum LEED ‘Silver’ accreditation, and is located in a prime M50 Logistics Park.
In 2024, despite a slower leasing market, prime rents rose by 4% to €145.30 per square metre (psm) (€13.50 per square foot (psf)), with higher build costs associated with new building fire safety regulations. CBRE is expecting strong rental growth in 2025 in response to both improved demand and inflation in build costs driven by enhanced fire regulation in new buildings. “We are forecasting prime rents to grow to €14.50 psf (€156 psm) in 2025,” added Garrett.
S USTAINABILITY
In recent years there has been an increased focus on sustainable development in the I&L sector. Developers are particularly focused on delivering the requisite sustainability credentials to enhance the investment value of the subject property. The delta for sustainable building valuations to a non-sustainable building is 10-15% and growing.
“We are seeing an increase in the number of developers now targeting a minimum of LEED Gold credential along with a minimum BER rating of A3,” said Garrett. “Currently, there are no new buildings under construction in Dublin
that aren’t targeting a minimum LEED ‘Gold’ and BER A3.”
Similarly to the office sector, investors and global corporate occupiers have sustainability requirements that are set out under corporate governance objectives.
“We are seeing more examples of occupiers coming to the end of leases in older buildings, and company corporate governance is dictating either a refurbishment of the current older space or a move to a more sustainable building.”
‘Prime Rental values in the Dublin market are currently at €145.30 per square metre’
I NVESTMENT & VALUATIONS
Of the traditional core investment sectors in the Irish market, the industrial and logistics sector currently displays the strongest occupational fundamentals, with strong demand and little supply. As such, it continues to enjoy increased focus from investors. Prime logistics buildings with Tier-1 covenants remain one of the most attractive investment propositions for long-income core money in the Irish market, and a limited number of prime investable opportunities arise each year.
In 2024, I&L investment declined to €258m (-50% year-on-year). Deka made its debut Irish logistics acquisition, buying Primeline Group’s Ashbourne Business Park distribution units, the largest investment transaction of the year. Should the occupational market improve, at least one institutional-grade portfolio is likely to come to market in 2025, which will attract sustainability-focused investors.
Excluding 2023, when it was the most invested sector for the first time on record, investment in the I&L sector has historically accounted for 10-15% of Irish investment, and this is again likely in 2025.
Prime yields will hold at 5% in 2025, while secondary Dublin yields are priced at 6% and are also stable.
Text: Howard Knott - howard@fleet.ie
At the LSM Innovative Waste Solutions event held last year in Portlaoise, the new LSM Roller Crush was introduced, and is already making its mark in the industry.
Eoin Brislane, National Sales Manager at LSM describes the Roller Crush as “a high-performance pallet crushing machine designed to efficiently reduce bulky waste, including timber pallets, wood recycling materials, and large-scale industrial waste. Engineered with a robust steel-welded design and an electro-mechanical drive, the Roller Crush helps businesses optimise wood waste management by significantly reducing the volume of waste transported, cutting down on logistics costs and environmental impact”.
A recent report highlighted a significant uplift in wooden pallet reuse, emphasising the growing need for efficient timber and wood waste recycling solutions. The LSM Roller Crush aligns perfectly with this need, enabling businesses to compact and ready timber and wood waste for reuse and recycling.
S UITABLE SECTORS FOR THE LSM T IMBER R OLLER C RUSH
The LSM Roller Crush is particularly beneficial for industries that generate large volumes of bulky waste, including:
n Manufacturing (timber processing, kitchen manufacturers, packaging facilities)
n Logistics & Distribution Centres
n Construction & Demolition Sites
n Retail & Warehousing
With reduced waste movement and increased container load capacity, businesses can cut down on operational costs while improving sustainability efforts. The Roller Crush can process up to 40 CBM containers, achieving weight capacities of 5 to 7 tonnes, making it a
LSM Roller CrushOne Mean Crushing Machine!
valuable solution for heavy wood waste management and timber disposal.
K EY F EATURES
Rugged & Reliable construction
n Built with a durable steel-welded frame to withstand heavy-duty industrial applications.
n Epoxy-coated finish (RAL 6018 Green) for corrosion resistance and longevity.
n Equipped with a powerful hydraulic system for smooth and efficient operation.
Advanced electro-mechanical drive system
n The machine operates via an electro-mechanical drive with a 400V/50Hz, 5.5 kW motor.
n User-friendly control panel with multiple functions, including:
n Start/Stop buttons
n Up/Down movement control
n Operating time adjustment via PLC
n Emergency stop feature for enhanced safety
n Oil level and container fill indicators
Compatibility with standard containers
n The Roller Crush can be used with all standard roll-on-off containers (maximum height: 2,700 mm).
n Minimum waste level inside container: 500 mm to ensure efficient compaction.
n The container is precisely centred and guided by steel tracks for secure alignment during operation.
HYDRAULIC S YSTEM O VERVIEW
The LSM Roller Crush is powered by an advanced hydraulic system, designed for optimal performance and longevity.
Key components include:
n Hydraulic pumps and motors connected via coupling to an electrical motor.
n Valve unit directing oil flow to hydraulic cylinders and motors.
n 150-litre hydraulic oil reservoir with an optical level indicator.
n Temperature control system: The installed sensor automatically turns off the machine if the oil temperature exceeds 70°C.
n Filtration system: Equipped with an oil return filter to protect pumps and system components, reducing
downtime and increasing operational lifespan.
O PERATIONAL E FFICIENCY & B ENEFITS
n High Compaction Efficiency: Reduces bulky waste by 3 to 5 times, significantly decreasing the number of required waste collections.
n Consistent, Even Compaction: The toothed roller moves in a reciprocating motion, effectively compressing materials like wooden pallets, timber waste, cartons, tins, and even household waste.
n Versatile & Easy to Operate: Functions in both manual and automatic modes for flexible operation.
n Cost & Space Savings: Minimises logistics costs and storage requirements by maximising waste density.
n Enhanced Safety Features: Includes automatic shutdown for overheating or low oil levels, ensuring safe operation at all times.
I N B RIEF
LSM’s Roller Crush Machine offers a robust solution for efficiently compacting bulky and tough materials like timber pallets, layer by layer. Compatible with all standard containers up to 2700 mm in height and able to handle waste levels as low as 500 mm. Containers are centred and guided by steel tracks attached to the machine, ensuring precise alignment. A variety of roller-teeth options ensures even compaction for effective waste management.
K EY B ENEFITS:
n Efficiently compacts bulky waste, layer by layer.
n Achieves high container loads with even compaction.
n Simple operation and maintenance.
n Rollway extends up to 7 metres.
n Multiple roller-teeth options available.
n Designed for containers up to 3.1 metres in overall height.
Effective from 1 May 2025, the Mediterranean Sea has been added to the locations defined as being Emission Control Areas. The International Maritime Organisation (IMO) has introduced new environmental regulations and controls planned to limit sulphur emissions from ships operating in the region. Similar regulations have already been implemented in other regions where there is significant marine traffic. Several lines operating throughout the region have accordingly introduced a Low Sulphur Surcharge which is being applied to vessels entering, exiting or transiting though the Mediterranean ECA zone. The revenue from the surcharge is applied by the carrier to meet the additional cost of using alternatives to the heavy fuel oil traditionally used to power ships. At present Very Low Sulphur Fuel Oil (VLSFO) costs approximately $50 per tonne more than the standard Heavy Fuel Oil.
Cargo owners should keep a close eye on the trends in these fuel prices. In the fortnight 26 March to 8 April the cost of VLSFO dropped from $510 to $440 at Rotterdam. In a time of political uncertainty these prices can vary very considerably.
CONTAINER S HIPPING R ATES
REMAIN VOLATILE
Maritime Consultant, Drewry, has calculated that the average freight rate for containers coming out of Asia and destined for Europe has almost
halved in the period from January to the beginning of April 2025. The startof-year figure was $4,000 and the 22 March figure $2,200. Rates elsewhere, particularly in the North Atlantic have varied greatly during the period with westbound rates being a multiple of four times those for containers laden with Europe bound US manufactures. While US trade policy, along with disruption caused by the Russian invasion of Ukraine and the Isreal/Gaza conflict, has disrupted the normal flows of global freight traffic and caused rates to spike and plummet, there is an underlying trend of long-distance seafreight rates dropping. Cargo owners reviewing their annual freight contracts with the Shipping Lines or Large Forwarders should begin to see a slippage in the rates and surcharges on their traffic, due mainly to an economic slowdown in most major markets as well as the delivery of the very large number of vessels ordered during the Covid boom times to customers. These vessels are coming into a marketplace in which there is a low level of demand for older ships and scrapping rates are low.
The introduction of the new tonnage does, however, enable shipowners to improve the environmental credentials of their fleets.
IAG C ARGO UPS ITS GAME WITH NEW S UMMER S CHEDULE
Aer Lingus, along with partners in the IAG Group, British Airways, Iberia and Vueling, has substantially increased the capacity on its cargo services over Summer 2025. In a statement Camilo Garcia Cervera, Chief Sales & Marketing Officer at IAG Cargo, said that IAG Cargo continues to offer extensive capacity across six continents via its primary hubs in London, Madrid, Dublin and Barcelona. IAG Cargo offers capacity aboard over
Lines introduce Low Sulphur surcharges
600 wide-body aircraft services out of London alone. Dublin serves as a key transatlantic gateway, boasting over 80 weekly wide-body rotations. In addition to using the underfloor capacity on wide-body aircraft which can be up to 25 tonnes, IAG also uses underfloor capacity on narrow-body aircraft which can be up to 5 tonnes.
N EW T ERMINAL T RACTORS F LEETS SPEED THROUGHPUT AT R OSSLARE AND H OLYHEAD P ORTS
Both Holyhead and Rosslare Europort have, in recent months, made significant investments in the provision of additional Terminal Tractors and drivers to facilitate the faster loading and discharge of unaccompanied trailers at the Ports.
The reduction of the Holyhead Ro-Ro facility to a single berth giving a turnaround time for each vessel of under three hours has meant that, while self-drive trucks and cars can be accommodated, Stena and Irish Ferries have had to restrict the number of unaccompanied trailers that could be handled with the existing resources. This meant that a higher proportion of cargo would have to be driver accompanied and this has driven up costs for the cargo owners. Short vessel turnaround times and increased ferry capacity along with tighter schedules led to similar issues at Rosslare. Both ports now have significantly more tractors and drivers, and the situation has become easier allowing better utilisation of equipment and cost reduction.
Text: Howard Knott - howard@fleet.ie
FASSI 60TH ANNIVERSARY.
SERMAC
S ENNEBOGEN
Photos: Paul White - paul@fleet.ie
Edited by Cathal Doyle - cathal@fleet.ie
Polestar, the Chinese owned, Swedish premium electric performance car brand has announced a partnership with the Dublin based OHM Group to sell and distribute its products in Ireland. Hitherto the Geely owned brand had sold directly to customers without using direct dealers, with servicing and vehicle maintenance requirements provided though a range of service partners
Scott Dicken, Commercial Director Europe at Polestar, said: “Spirit Motor Group has been our committed partner from the start in Ireland. We believe that the best way to develop our presence is to deepen our collaboration with OHM Group taking direct responsibility for the distribution of Polestar cars in Ireland.
OHM Group is one of Ireland’s largest
distributors and retailers, distributing Jaguar and Land vehicles as well as being the official distributor for DAF and MAN trucks and bus brands such as Neoplan, VDL and TAM. In addition its retail arm, Spirit Motor Group, is one of Ireland’s largest dealership networks.
Originally a sporting arm of Volvo, Polestar spun off to become a separate brand in 2017 focused on producing executive sporty electric models. Having launched in Ireland in 2022 with the Polestar 2, the brand has delivered over 750 cars to date. It added the Polestar 3 and Polestar 4 models to its range last year, and this year is set to add an F-segment electric performance 4-door GT, the Polestar 5 to the family.
Spirit Motor Group will develop a new permanent Polestar Space in
OHM Group becomes distributor for Polestar in Ireland
Sandyford, Dublin. The new state-ofthe-art Polestar facility, which will open during Q2 2025, will feature a seven-car showroom and customer handover bays. It will be located on Polestar’s current site in Sandyford, providing the brand with a permanent home.
Aftermarket support will continue to be offered by Spirit Motor Group while Polestar’s other five service partners in Ireland will continue to offer aftersales support.
Gerard O’Farrell, Managing Director of OHM Group’s Car Division said: “ We see a bright future for this distinctive, premium brand in Ireland and are delighted to play a key role in its continued development at a pivotal stage in Ireland’s transition to electric vehicles. With the expanded model range, this competitively priced premium brand is poised for growth in Ireland.”
Weev expands EV network in partnership with iNUA Collection hotels
EV charging network Weev is set to double its public EV network locations across Ireland with the announcement that it has partnered with Ireland’s largest hotel group, iNUA Collection to install public charging facilities at thirteen hotel locations around the country.
Hotels where the fast chargers will be installed include Radisson Sligo, Athlone, Limerick & Cork, Muckross Park Hotel, Hillgrove Hotel, and Tullamore Court Hotel and will be available for
use by both hotel guests and the wider EV-driving public. Other locations include Ballinahinch Castle, The Springfield Hotel, Dundrum House, Fork and Wheel Restaurant, Radisson Blu Royal Hotel Dublin, and The Fairways Dundalk.
Weev is also rolling out rapid chargers through partnerships with local authorities in Limerick and Roscommon, improving public access to EV infrastructure. Thomas O’Hagan, Chief Commercial Officer and Co-founder of Weev, said: “This partnership with
the iNUA Collection is a major step in bringing high-quality EV charging infrastructure to where people live, work, and travel. By working with one of Ireland’s leading hospitality brands, we’re ensuring EV drivers have reliable and accessible charging options at premium locations throughout the island. It’s about convenience, sustainability, and supporting Ireland’s journey toward widespread EV adoption.”
One-to-One with Cristiano Fiorio, Head of Marketing & Communications, Alfa Romeo
With Jarlath Sweeney, Fleet Car
On the Junior name, there were complications with regards to using the original name Milano, hence the change to Junior, which is also a badge resonant with Alfa Romeo, being a former model name. What was that key element in bringing back the Junior name to this particular model?
Alfa has a huge history and our history is a differentiator from many other brands when you are able to translate history into the present. For sure, naming is just a little part of it, because now we can continue give the contents the look and feel of an Alfa Romeo. We try to find some links with the past, but not always. Sometimes it doesn’t happen for some new models like the Stelvio SUV, for example. In today’s world, to have a real link with the past helps to tell a good story and that’s why we do it.
It worked with the latest Giulietta, for example.
Absolutely, yes. Which is by the way, like the Junior is a great name. Those are names that we welcome back at a certain point in time.
Will you continue to use an actual model name rather than a number, like the 133, 146, 147, 159, 166 from previous decades?
It’s a good question. So I tell you that as of today, we are more into names than numbers. I believe it’s also a question of, that maybe for some decades some auto brands go for numbers but can switch. When you have a long history it brings the possibility of picking from the past. It’s a good option to have.
This Junior model is termed a global
car, but as there’s so much differentiation with world markets, will this be an issue for you. In Europe the Alfa Romeo brand is deemed as more premium. What about Japan and Mexico, and other countries that may not see it in the same way. Is it a challenge to elevate the Alfa Romeo brand to the level that you wish?
Well, I think that in the majority of countries, our position is pretty clear. We do not play a game against others. We play our game, which is a game of being sharp, being true to our positioning and having the affordability. I don’t like the word, but the possibility to have an offering that appeals to young generations, as well to people my age. The Junior is an example of the extension of our potential to attract newer clients. And yes, we are targeting more 30 to 40 year olds. Younger clients compared to Giulia and Stelvio. So, I believe that the positioning for the Junior is pretty clear, and the marketing programme we are undertaking in countries outside Europe is even sharper than here because of the position of Alfa Romeo elsewhere. Japan is is a perfect example; Japanese love Alfa Romeo.
Within the Stellantis family do you consider that the Alfa Romeo brand is unique and still stands out from Peugeot, Citroën Fiat, Opel, etc., What is the main differentiation between the Stellantis brands and Alfa Romeo?
I always like
to speak about Alfa Romeo rather than the other brands, and am telling you what I believe is what I see. And I see that Alfa Romeo is probably one of the most unique brands in the galaxy of car brands. So wherever I speak as an Alfa Romeo representative, the positioning is very, very clear and it still stands out. Alfa Romeo has a sharpness, has sportiness as a part of its DNA, has a driving dynamic centred around the pleasure of driving. This is one of our key pillars of our cars.
I believe that there are not many brands with such a strong, fixed, clear positioning. And for Stellantis this is a good strength.
But do you see also that you could maybe conquest some of the current Stellantis brand owners to Alfa Romeo as their next step? You mentioned the target age profile, and that this could be the entry level maybe for other age groups to Alfa Romeo, a stepping stone perhaps, but also move on into other levels and models in due course?
When I look at competition, I prefer to look at outside competition first. So, I would like to attract people from other brands to Stellantis rather than
swapping. While we always compete with the outside market first, we are in competition with our brothers and sisters inside the Stellantis galaxy, which is normal. So I don’t see any issue in a person stepping up from another brand to an Alfa Romeo. It happens and has it happened that an Alfa Romeo owner could buy a Fiat Topolino or a 500. Yeah. I mean we are a family, we compete against each other of course, but first of all, we compete against the people outside in the market.
I would say that I don’t see issues in that happening, but my focus is to conquer people from outside the Stellantis Group first.
It was mentioned earlier about the success of the Junior Elettrica model, but for the Junior Ibrida [Mild Hybrid] version, is this model better placed presently because many countries are not fully up to pace yet with the infrastructure required for fully electric?Yes, a good observation because at the end of the day, what I really believe is the
facts. And the facts are that in these years we have been a little bit biased, [as in] do what they (the EU) told us to do instead of what the clients want us to do.
You just said what would you want? You want an hybrid and that is exactly what we have to do. We have to respond to client needs.
And this is why also we selected the multi-energy platform back then. Because we knew that the world could change, rules could change, of course this platform could be adapted to what the client wants. This is exactly what we’re doing. Trying to be responsive and quick and agile in order to meet all the needs of the clients in the different parts of the world.
So will we see a plug-in hybrid (PHEV) in the Junior in due course? Is that part of the plan?
Well, we have a plug-in hybrid today in Tonale. I do not foresee a plug-in hybrid in Junior. We have various engines and I think a very good offering with the Junior offering. We might see PHEV in other models or not, because we know for sure that we will launch the Giulia and Stelvio as electric. But we also know that we will have other propulsion. At the moment, we are at the final stage of saying A or B or C, And it mainly is dependent on what is better for the client at the end.
Text & Photos: Jarlath Sweeney - editor@fleet.ie
Opel is launching a face-lifted version of its popular compact Crossover, the Mokka, and ahead of its arrival in Ireland, Fleet Car drove the latest model abroad.
As facelifts go, this is a fairly mild one with the Mokka getting new front and rear bumpers, a revised Opel ‘lightening’ badge, some new air intakes and new paint colours options including Grafik Grey, Kolibri Blue and Tropikal
First Drive: Opel Mokka Model Year 2025
Green. Inside, the cabin materials have been updated and the Mokka boasts new software for the touchscreen. Most significant is the addition of ChatGPT AI software which in theory at least allows you to communicate with the car for a host of interactions, not just basic car functions.
The Mokka is being offered in petrol (1.2i - 136PS), Hybrid (1.2 PureTech 136PS) or full electric (155PS) variants, with the electric version offering a range of up to 403 km. It uses a 51kWh battery and can charge at up to 100kW on DC charging.
Return of an icon as Renault 5 E-Tech Electric goes on sale in Ireland
Announced as European Car of the Year 2025 at the start of the year, the Renault 5 E-Tech Electric is now on sale in Ireland. More than just the relaunch of an historic brand name, the all-electric supermini draws heavily on styling cues from the original Renault 5 of the seventies and eighties to create a distinctive and attractive retroyet-modern design.
Competitively priced from €25,995 to €32,995, the Renault 5 E-Tech is being offered with either 40kWh or 53kWh
batteries. The former, matched to a 120bhp electric motor has a driving range of up to 310km, while the 52kWh version combines with a 150kWh motor to give a range of up to 410km. Smaller battery versions are offered in three trims of evolution, techno and iconic, while customers opting for the bigger battery can choose between techno and iconic trims.
A choice of five colours include vibrant Pop Yellow! and Pop Green! options that recall the more colourful
Chinese brand BYD is continuing to roll out new products in Europe. The latest model to go on sale in Ireland is the Sealion 7 - an all-electric SUV. It brings to five the number of cars BYD now offers here.
Priced from €45,435, the Sealion 7 is available with a single-motor, rear-wheeldrive ‘Comfort’ edition, or a choice of two all-wheel-drive models designated ‘Design’ and ‘Excellence’. Using BYD’s
We drove the hybrid version aboard which uses a 21PS electric motor combined with the familiar Stellantis 1.2 litre 3-cylinder petrol engine. The two motors work well in partnership, with a peppy feel to performance. Even though the underlying car is a few years old it feels fresh and well able to take on the latest new rivals in this competitive category.
Customers can choose from three trims of SC, Elegance and GS. Prices are from €29,995 for SC 1.2 models with GS versions from €34,495. The petrol and hybrid models are now on sale with the electric version due later in 2025.
choices on cars of the seventies when the original 5 made its debut. Specification is generous, with all models getting Apple Carplay / Android Auto, auto climate control and auto LED lights. Opt for the top trim and you get niceties like hands free parking, heated seats and intelligent adaptive cruise control.
BYD range offering expands with new Sealion 7
82.5 kWh cobalt free Blade Battery, Comfort and Design versions offer ranges of 482km and 456km (WLTP) respectively, while the Excellence version comes with a larger 91.3 kWh battery that promises a range of up to 502km (WLTP) range, can be charged from 10% to 80% in 24 minutes. AC charging at up to 11kW can be accepted. 160mm taller and 30mm longer than the regular Seal model already on sale, a 2,930 mm wheelbase provides for generous passenger space, while luggage capacity is 520 litres increasing to 1,789 litres with the seats down. There’s also a 58 litre ‘frunk’ while the
cabin boasts up to 20 separate storage spaces.
Standard equipment and safety features include front and rear parking sensors, 360-degree camera, adaptive cruise control, traffic-sign recognition and intelligent speed-limit control, while features such as ventilated and heated front seats, double-layered laminated glass in the front doors and a large panoramic sunroof bring luxury refinement
A six-year manufacturer’s warranty and an eight year battery and electric motor warranty applies to all BYD Sealion 7 models.
Text: Cathal Doyle - cathal@fleet.ie
Kia has been producing impressive electric vehicles for a few years now, notably recording back to back Irish Car of the Year in association with Continental Tyres titles in 2020 and 2021 with the e-Soul and EV6 respectively. The launch of the EV3 is its first purpose built contender in the compact market where it will compete against the likes of the Hyundai Kona Electric, Skoda Elroq, Cupra Born, Volkswagen ID.3 and Renault Megane E-Tech.
Measured against rivals in that class the EV3 is the widest, and indeed a long wheelbase which is the same length as the bigger Sportage maximises interior space for passengers. It feels like a car from a bigger class given its dimensions.
Offered with a choice of 58.3kWh or 81.4kWh batteries, both of which are matched to an electric motor outputting 204hp with power to the front wheels, tested here is the Long Range version which promises a WLTP range of 605km fully charged. In real world conditions over 500km range should be easily achievable, making this one of the best performing cars in its class for range capability. Moreover, unlike some EVs, the stated
Tested: Dacia Duster 4x4
The merits of the Dacia Duster are well documented, a competent, practical crossover that offers unparalleled value for money. The third generation model has gone on sale and promises more of the same with added refinement, toughness, sustainability and a hybrid powered version.
There’s also a 4x4 version, and if most crossovers look the part but fail to deliver, this one can talk the talk as well. Granted, it’s not designed for heavy duty off-roading - there’s no low ratio gearbox, but with a ground clearance of 217mm and five Terrain Control settings depending on conditions, it will certainly go places most crossovers fear to tread. Downhill speed control and OEM-fitted all-season tyres further add to driver security in winter driving conditions, while the exterior gets extra heavy duty shielding and skid plates, with the inside getting washable TEP MicroCloud upholstery, and rubber mats in the front, rear and boot.
The 4x4 version is only available with a 3 cylinder 1.2 litre 130hp TCe petrol engine with a 48V mild hybrid motor matched to a six speed manual gearbox. A new engine for Dacia, it’s lively enough on the move, but a lack of torque can make starting off a little jerky if you don’t apply sufficient revs, something you feel would be detrimental when manoeuvring in tricky off-road conditions. But it’s frugal - we returned an average of 5.6l/100km during a week with it.
Overall the new Duster has moved upmarket, something that is reflected in the price which now starts from €25,990 but is still definitely at the bargain end of today’s car market. Inside, while hard plastics still abound, they come in textures and colours
Tested: Kia EV3
range generally runs true, giving you the confidence that you can get to your destination without running out of juice.
Driven here in range topping GT Line trim, the EV3 rides nicely, a little firm like most EVs, but it’s well damped and passengers won’t feel they are been bounced around on poorly surfaced roads. Noticeable too is that this is a well insulated car - it can be surprising just how much road noise some EVs generate, but the EV3 cabin is an oasis of calm even at motorway speeds.
Indeed that cabin is one of the more pleasant places in which to spend longer periods of time. It majors on recycled materials - a bonus reason for purchasing in itself, but the quality of the finishings is top notch. The seats are very comfortable over longer distances it’s very well laid out with a triple screen layout that’s easy to read and operate.
Overall one of the best EVs I have driven to date.
Model Tested kIA EV3 GT-Line Long Distance
Price as tested €47,190 (prices from €36,790)
Battery 81.4kWh
Range Up to 605km
Electric motor output 204hp (FWD)
DC Charging time 10-80% 31 minutes
0-100km/h 7.7 seconds
that make them visually appealing. Passenger room is generous as is boot space, and the seats, which are clad from a neoprene like material made from re-cycled plastic, are comfortable over long distances. You still notice where money is saved, such as the cheap clang when closing the doors, and relatively high road noise levels. But for anyone looking for a budget priced crossover with off-road ability, there’s little to match this latest Duster 4x4.
Model Tested Dacia Duster 4x4 Extreme
Price as tested €34,840 (prices from €25,990)
Engine 1.2 litre 3 cylinder TCe petrol mild hybrid
Power / Torque 130 PS / 230 Nm
Emissions 135 g/km (WLTP)
Stated fuel economy 5.6l/100km (50.4 mpg) tested
Text: Cathal Doyle - cathal@fleet.ie
The new speed limits reducing the speed on ‘L’ designated rural secondary roads have been in place a few months now, with what was previously an 80km/h speed limit now reduced to 60km/h. While this has resulted in plenty of robust feedback from both sides of the argument, what’s coming down the line is likely to be much more impactful, as the Government is also planning, probably later this year, to introduce new limits on urban and national secondary routes. These will see speed limits in urban cores, which include built-up areas as well as housing estates and town centres, being brought down from 50km/h to 30km/h, while the speed limit on national secondary roads will also be reduced from 100km/h to 80km/h.
The New Speed Limits -
are they working?
So are the new limits having any impact? As somebody who lives on a road that is now limited to 60km/h, I welcome the new reduced limit. It’s a typical country road that for the most part isn’t wide enough to accommodate two vehicles without having to slow down, something that has become more noticeable over the years as cars have got progressively larger and wider.
Unfortunately this road has also become something of a rat run in recent years as it offers a shorter distance between towns than going by the ‘main road’, meaning that particularly during morning and evening rush hours the volume of traffic far exceeds what the road is capable of taking.
It’s been interesting to observe driver behaviour since the new limits came into effect. Certainly initially there had definitely been a decrease in speed with a majority of drivers at least conscious of the reduced limits. That said there were always still a hardcore group, particularly during rush hours, who have continued to travel at whatever speed they feel is appropriate - and to be clear those same drivers weren’t bothered by the previous 80km/h limit either. They’re also the kind of drivers who tend to hold forth on a road, forcing the driver coming the other way to keep in or take evasive action.
Sadly, if not surprisingly, in the subsequent weeks since the new limits have been in effect, the number of drivers clearly adhering to the limits seems to be decreasing. One interesting phenomenon is how often two cars close together go past, both clearly speeding. Is it a case that the driver in front feels pressurised to not hold up the car behind while the second driver is happy to go however fast the first car is going, meaning they both end up going faster than they would on their own, in the first place?
The obvious charge is that unless there is regular enforcement, people will see speed limits as advisories rather than something to rigidly stick to. However in fairness to An Garda Síochána, any time they do set up a speed control, local social media sites are quickly alive with warnings about where to find them.
Ultimately I feel that, much as the attempt to improve road safety is to be lauded, we are missing an opportunity by not putting in place properly appropriate speed limits for specific sections of road. My road is typical - while for a lot of it 60km/h an hour is more than fast enough, there are sections where that speed feels desperately slow. So of course, drivers will feel they can safely go faster if they feel they won’t be caught.
Our road network is largely developed from paths and walkways, and how roads are designated are by and large decided by their importance in connecting towns and villages, rather than their quality. There are plenty of ‘L’ roads that are wider and safer than ‘R’ ones, so why apply a lower speed limit? Equally why should a poorly maintained or twisty National road be given a 100km/h default speed limit?
What should be done is what happens in other countries - speed limits vary depending on the quality of the road, not its designation. Is it beyond our capabilities to decide one twisty section of road should be, say, 50km/h, but where the same road widens later the speed should be increased to 80km/h?
A major step towards reducing accidents is having appropriate speed limits for the road being driven. The new blanket designations do not achieve that.
Text: Cathal Doyle - cathal@fleet.ie
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