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PICTON TERMINALS AND PARRISH & HEIMBECKER ANNOUNCE NEW BULK AGRICULTURAL MARINE TERMINAL

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PICTON TERMINALS AND PARRISH & HEIMBECKER ANNOUNCE NEW BULK AGRICULTURAL MARINE TERMINAL

Picton Terminals and Parrish & Heimbecker announce new bulk agricultural marine terminal in Prince Edward County

Picton Terminals by Doornekamp and Parrish & Heimbecker, Limited (P&H) are proud to announce the construction of a new bulk agricultural terminal at Picton Terminals in Prince Edward County. This state-of-the-art facility will provide crucial support to farmers in eastern Ontario by offering a closer, more efficient delivery option for their corn, wheat, and soybean crops.

The new terminal will significantly reduce travel time for local farmers, alleviate truck traffic on Highway 401 and enhance the overall efficiency of the agricultural supply chain. With high throughput and rapid turnover capabilities, this facility is designed to meet the needs of the region’s farmers while expanding P&H’s export capacity, which currently serves customers in 24 countries.

The construction of storage silos and receiving buildings is set to commence this fall, with the terminal expected to be operational by 2026. This development represents a major investment in the future of regional agriculture and the local economy, creating skilled jobs and fostering economic growth in Prince Edward County.

“Our team is excited to partner with the Doornekamp Group, another family-owned business, as we build this new facility at Picton Terminals. P&H is committed to serving Canadian agricultural producers, and the addition of Picton Terminals to our supply chain strategy will make it more economical for local farmers to bring their crops to global markets,” said John Heimbecker, CEO, Parrish & Heimbecker, Limited.

“The Doornekamp Group is honoured to collaborate with the visionary team at Parrish & Heimbecker. As we celebrate our first decade of port operations at Picton Terminals, we are thrilled to work with P&H to bring our shared vision of supporting regional agriculture to life. This project is an investment in the next generation of farmers, and we’re eager to get started,” said Ben Doornekamp, CEO, H. R. Doornekamp Construction Ltd.

For more information on P&H visit parrishandheimbecker.com
For more information on Picton Terminals visit pictonterminals.ca

About Parrish & Heimbecker, Limited
Parrish & Heimbecker, Limited (P&H) is a Canadian, family owned agri-business, with roots in the agriculture industry dating back to 1909. P&H is growth-oriented, diversified and vertically integrated with operations including grain handling and merchandising, flour milling, as well as crop inputs and feed mills. With over 70 locations from coast to coast, and trade links around the globe, P&H leverages its well-established network of assets, strong business relationships with customers and suppliers and ongoing infrastructure development to support Canadian agricultural producers.

About Picton Terminals
Picton Terminals by Doornekamp provides logistics solutions and diverse port services which provide better, more efficient shipping throughout the St. Lawrence Seaway & Great Lakes region. Picton Terminals offers stevedoring and unique storage options, innovative solutions and proximity to large markets. Doornekamp is known for our dedication to our core values: Commitment to customers, team and family; Quality of products and services; Resourcefulness in achieving our mission. H. R. Doornekamp Construction Ltd. celebrates 45 years of Engineering excellence in 2024.

ENABLING MARITIME DECARBONIZATION MEANS NO SHIPPING COMPANIES LEFT BEHIND

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ENABLING MARITIME DECARBONIZATION MEANS NO SHIPPING COMPANIES LEFT BEHIND

Ships that support developing economies are struggling to make the transition, writes Thomas Zaidman, Managing Director, Sagitta Marine SA.

We live in an asymmetric world and nowhere can this be seen more clearly than in national responses to climate change and the energy transition. The shipping industry displays a similarly uneven attitude to the nature of the problem and potential solutions.

The industry’s leading edge are setting an admirable example, with projects embracing new fuels, energy efficiency and even new operating models. It is these leaders that we hear from most often, exhorting the need for change, innovation and collaboration.

Spare a thought though, for the owners and operators that still carry the majority of the world’s cargoes, the raw materials and semi-finished products that construct and sustain the world economy. Broker data puts sub-Panamax vessels at 63% of the global dry bulk fleet.

The energy transition that the world so desperately needs is happening only slowly in this sector. Many developing countries do not have the luxury of choice; they rely on small ships and limited port infrastructure to keep the lights on.

Ask the average small vessel owner or operator – and let’s not forget they are by far the majority – about climate change and the majority will express concern and a desire to do better. But this intent will be tempered by a list of realities that are much less likely to apply to the larger, international trading conglomerates.

Initiatives on green finance and insurance are welcome but for small and medium sized operators they raise costs without delivering a benefit that can be realised on the balance sheet. The exposure that these companies experience in daily business is already high, making the means to finance new, cleaner vessels potentially more expensive does not encourage innovation.

Investors in dry bulk in particular tended to come close to the end of the queue when it comes to shipyard slots for understandable reasons. Higher value vessels, increasingly featuring dual fuel engines and energy saving devices will always be preferred by yards over commodity carriers.

But fail to provide the levers that effect positive change and we cannot be surprised when it doesn’t happen. The same squeeze on demand is happening at repair yards where conversions and retrofits are booming but operators of small ships may have limited options.

Data from Clarksons shows that the number of ships featuring an energy efficiency technology (EET) device is just 8,700 out of the global fleet. That might be 33% in gross tonnage terms but it masks the skew towards larger ships where fuel consumption savings are potentially greater.

In tankers, more than 50% of VLCCs are said to have an EET fitted, while just 20% of medium range tankers – the workhorses of the tanker fleet – do so. The picture is repeated in the dry bulk sector, where over 45% of Capesize bulkers are fitted with an EST, but little more than 11% of the Handysize fleet feature one.

Even in the container sector, where the demand for fuel efficiency is greatest, while over 80% of 12,000+teu vessels have an EET, for ships under 3,000-teu capacity the level is just over 16%.

Clarksons says that around 70% of ships fitted with some form of EET had the technology installed at the newbuilding stage, a trend that has increased over time. Around 60% of tonnage delivered over the last three years has been EET fitted, up from 25% 10 years ago it said.

Small ship operators are struggling to make similar investments, not least because the commodity cargoes they carry rarely attract the kind of premiums that enable higher costs to be passed on.

As Vasileios Gkikas of class society ABS pointed out on Splash 24/7, from a practical point of view, the design of bulk carriers, particularly smaller ones with deck cranes, presents technical hurdles to conversions for new fuels or large scale EETs.

However, because of the predicted trajectory of the energy transition, with carbon intensive cargoes declining as we pass 2030 and approach 2050, retrofitting will need to overtake fleet renewal if ships are to comply with tightening regulations.

Despite carbon reduction goals and net zero targets, the speed and extent of the decarbonisation process will depend on factors that are to some extent outside of shipping’s control.

The fact that it is coming is not in doubt but we need to accept that not all sectors of the industry are created equal. Their contributions are different and so are their challenges.

The IMO has stated that it wants to achieve a just and equitable transition, designed to be environmentally effective, procedurally fair, socially just, globally equitable and technologically inclusive. This principle should apply equally to all sectors of the shipping industry too.

TIPPING THE SCALES, ONE BAG AT A TIME

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TIPPING THE SCALES, ONE BAG AT A TIME

For millions of families across West Africa, rice isn’t just a staple—it’s a lifeline. Though a single grain might seem small, together, they have the power to feed families, fuel economies, and secure brighter futures. At IMGS Group, we recognize the critical role that rice distribution plays in ensuring food security throughout the region, especially during times of great need.

From Ports to Plates
Côte d’Ivoire is a vital hub in West Africa’s rice supply chain, with its extensive road and railway networks enabling the efficient distribution of rice to landlocked neighbors like Burkina Faso, Mali, and Niger.

Recently, IMGS Group partnered with USAID in a major operation to manage the bulk handling, bagging, and distribution of rice throughout the region. From the initial discharge to on-site bagging and the final delivery to neighboring countries, our team ensured every step was executed precisely and efficiently. This operation highlights our unwavering commitment to enhancing food security throughout West Africa, where the need for reliable and efficient distribution is most urgent.

Fast Tracks to Success
Rice is crucial for West Africa, where food insecurity remains a significant challenge. Yet, logistical hurdles and infrastructure limitations can hinder the availability and affordability of this vital staple. To address these issues, strategic partnerships and government initiatives are actively working to improve trade routes, upgrade infrastructure, and streamline regulations. These efforts are focused on reducing transportation costs and ensuring more reliable access to essential commodities like rice.

During our recent operation, IMGS Group’s high-speed mobile bagging solutions and well-coordinated distribution management were key in overcoming logistical hurdles. By ensuring that rice was efficiently handled and delivered, we minimized delays and reduced costs, demonstrating our value as a reliable partner in regional supply chains.

Sowing the Seeds of a Resilient Future
The impact of rice distribution extends beyond immediate food relief; it contributes to regional stability, economic growth, and sustainable development. Côte d’Ivoire’s strategic role in rice logistics, supported by government investments and IMGS Group’s innovative solutions, ensures that vital agri-commodities are distributed effectively throughout West Africa. By promoting efficient agricultural distribution and fostering economic resilience, we are building a sustainable future for the people, the economy, and the region as a whole.

STRONG DRY BULK GROWTH FOR KLAIPĖDA

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STRONG DRY BULK GROWTH FOR KLAIPĖDA

In the first half of this year, Port of Klaipeda handled 16.4 million tonnes of cargo. Compared to the same period last year, this year’s volume is up by half a percent. The vast majority of these volumes were Lithuanian import and export cargoes, with road transport being the main mode of transport through the Port of Klaipeda.

“The Port of Klaipeda, despite the storms that have been raging in recent years, has set sail and is sailing into calmer waters. Looking at the first half of this year, Klaipeda has a 37% market share among the Baltic ports, and we are experiencing a stabilising situation in cargo handling. We are analysing the figures and the competitive environment and we expect the next six months to be even more successful for the Port of Klaipeda: the new crop of grain starts, the fertiliser sector is also positive, and the “Independence” has already returned from repair. We hope to maintain the container handling rates, to surpass the 1 million TEU container handling barrier and to be a member of the millionaires’ club for the third year in a row,” says Algis Latakas, Director General of Klaipeda State Seaport Authority.

The most significant influence on the stable cargo performance at the Port of Klaipeda in recent months was the growing cargo of ro-ro (+22% or 539 thousand tonnes), construction materials (+59% or 272 thousand tonnes), scrap metal (+25% or 149 thousand tonnes), timber and forestry products (+40% or 113 thousand tonnes), and fertilisers (+32% or 198 thousand tonnes) transported by ferries. Due to the sanctions in force against Russia and Belarus, the Port of Klaipeda is no longer used for the transhipment of fertilisers, but the fertilisers produced by the Lithuanian fertiliser manufacturers – “AB Achema” and “AB Lifosa” – are loaded here. In January–Junethis year, the volume of this cargo, both in liquid, bulk and packaged form, was 32% higher than in the same period last year. The largest shipments of fertilisers in the first half of the year were to and from the United Kingdom, Germany and Denmark. The number of ships increased, with 2,638 ships (dry bulk carriers, tankers, ferries, cruise ships, small ships, etc.) calling at the port, or 3% more than in the same period last year.

In the first half of this year, compared to the same period last year, container TEU cargo (-7% or 38,213 thousand tonnes), grain (-13% or -262 thousand tonnes), oil products (-7% or -152 thousand tonnes), LNG cargo (-34% or -400 thousand tonnes) dropped, which was mainly due to the departure of the LNG terminal “Independence” for a month-long inspection and repair in the dry dock in Denmark. In May, Port of Klaipeda did not handle any LNG gas at all. The largest LNG cargoes were imported from Norway, the USA and Finland. This year, the number of passengers using the port’s services was 7% lower than last year, with more than 136,000 passengers.

This year’s 7% drop in TEU container cargo was due to several factors: a decline in transit of Ukrainian containers with used cars from the US, the end of car shipments to Belarus due to the new sanctions, and a contraction in Lithuanian industrial exports.

Of the 16.4 million tonnes of cargo handled in the Port of Klaipeda in the first half of this year, the majority of cargo was transported by road (67%), while 23% was transported by rail. The remainder consisted of LNG transported by pipeline and ship-to-ship cargo.

In the first half of this year, the Port of Klaipeda had trade relations with 47 foreign countries. The main shipments were to and from the following countries: Germany (2.8 million tonnes), Sweden (2.6 million tonnes), Poland (1.9 million tonnes), the Netherlands (1.1 million tonnes) and Belgium (0.8 million tonnes). Cargo flows to and from these five countries accounted for 56% of the port’s cargo volumes handled in the first half of this year. The main shipments to and from Germany were ro-ro cargo, containers and agricultural products, while the main shipments to and from Sweden were ro-ro cargo, building materials and containers. With Poland, the largest cargo flows were recorded in containers, petroleum products and fertilisers.

The vast majority (95%) of the cargo handled in the first half of this year in the Port of Klaipeda was Lithuanian import and export goods. Transit accounted for only 5% of freight.

In the first half of this year, “AB Vakaru laivu gamykla” repaired 47 ships, 5 of which were modernisation projects, and “UAB Klaipedos laivu remontas” carried out repairs on 11 medium tonnage ships.

HOLIDAYS CONTINUE TO IMPACT SHIPPING MARKET

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HOLIDAYS CONTINUE TO IMPACT SHIPPING MARKET

The capesize market showed a steady positive trend throughout most of the week, with the BCI 5TC starting at $19,499 on Monday and peaking at $20,509 on Wednesday. Each day saw slight gains, driven by positive sentiment and increasing activity in the Pacific where the major miners became more active midweek, leading to a surge in fixtures and an uplift in sentiment, resulting in the C5 index peaking at $9.885. The Atlantic market, although quieter, maintained a positive tone with steady improvements in the C3 index, which started the week at $23.67 and by Friday settled at $24.695, which was driven by demand from South Brazil and West Africa to China. Late in the week, the market saw a flurry of activity, with a major securing a handful of vessels at varying rates across mid-August to early September dates. The week wrapped up on a quieter note as anticipated due to the holiday in Singapore, with the BCI 5TC ending relatively flat at $20,213.

Panamax
The Panamax market had a negative return this week. With limited activity emerging, the North Atlantic drifted further as the week progressed, with a few signs of better fronthaul rates midweek failing to materialise into much. EC South America returned an underwhelming level of demand as rates receded throughout the week, $18,500 + $850,000 concluded a couple of times delivery Aps load port Mid-August dates for trips to Far East. From Asia, a smattering of NoPac fixtures emerged mid-week, with rates ranging between the $12,000 and $14,000 mark, whilst trips via Australia to India were discounted to standard Pacific rounds with some preferring the reposition angle. Rates overall were pegged down as demand ex Indonesia was mostly absorbed up by the smaller and older tonnage with rates now in single digits. Limited period talk this week however reports early part of an 82,000-dwt delivery China fixed basis one-year at $18,250.

Ultramax/Supramax
As the summer holiday season continued, it was a very lacklustre week. The Atlantic generally saw further weakening, although as the week came to a close some felt there might me a slight upturn from the US Gulf. The South Atlantic remained finely balanced, with a 63,500-dwt fixing a trip from Santos to the Far East in the mid $17,000s plus mid $700,000 ballast bonus. The Continent-Mediterranean remained fairly uneventful, although it surfaced 56,000-dwt fixed delivery West Mediterranean trip via Suez redelivery Arabian Gulf at $20,000. The Singapore holiday on Friday did not help a rather flat week as brokers spoke of little fresh enquiry entering into play both north and south. However, a 52,000-dwt fixed delivery North China for a trip to WC India-Pakistan at around $11,000. Whilst a 65,000-dwt fixed delivery South Korea for a NoPac round in the mid $13,000s. Period activity remained slow, with a 53,000-dwt open East Africa fixing 4/6 months trading at $14,000.

Handysize
Like its larger sisters, brokers said that, with many players away on vacation, it was a rather dull week. The Continent-Mediterranean lacked much fresh impetus and brokers said that rates had eased, with a 34,000-dwt fixing delivery Greece for a trip to the Continent in the low $8,000s. A little more activity was seen from the South Atlantic and rates from here remained rather flat. However, a well-described 40,000-dwt fixed a trip delivery Recalada for a trip to the Continent at $20,750 (scrubber benefit for owners). From Asia, following on from last week fundamentals varied little, with a 31,000-dwt fixing delivery China for a steels run to the Philippines at $11,250. Whilst a 37,000-dwt open North China fixed a backhaul to the Continent in the upper $17,000s. Period activity remained rather thin on the ground, with a 38,000-dwt open Thailand fixing a short period redelivery worldwide in the upper $15,000s.

Climate-neutral trucking: electric trailers, hydrogen-powered retail HCVs, e-trucks and green compliance

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Climate-neutral trucking: electric trailers, hydrogen-powered retail HCVs, e-trucks and green compliance

Green Trucking around the world

Achieving a zero-emissions global trucking industry by 2050 may seem daunting today but several partnerships between truck OEMs and other logistics stakeholders are currently underway to help transporters achieve green compliance affordably, including electric trailer technologies for long-haul applications and hydrogen-powered trucks for medium-haul distribution.

There is a universal understanding within the logistics industry that truck transport’s transition to zero emissions will be an incremental process as fleets weigh capital investment in green technologies against current business profitability. In essence, what commercial truck fleets require to remain in the game is scalable solutions that work in unison with diesel trucks, eventually leading to zero-emissions operations.

In this article, FleetWatch correspondent Paul Collings takes a look at what some leading OEMs and their partners in Europe and North America are doing in the quest for ‘clean trucking’.

JOST joins Trailer Dynamics in the development of e-trailer technology
Imagine an electric drivetrain housed in the truck-trailer which makes the e-trailer compatible with any truck-tractor unit. JOST (JOST Werke SE) is investing EUR15-million (R298-million) in start-up Trailer Dynamics GmbH to strengthen its activities in e-trailer development.

According to Joachim Dürr, CEO of JOST: “Trailer Dynamics has developed a comprehensive and unique solution for reducing diesel consumption for long-haul diesel trucks or, increasing the range of battery-electric truck-tractor units (BEV), by installing an electric drivetrain in its ‘eTrailer’.

“The electric drive permanently supports the tractor unit’s diesel drive over the entire route including when starts and inclines are negotiated. The eTrailer’s electric-assist drive significantly reduces CO2 emissions from diesel truck-tractors and boosts the operational range of battery-electric trucks, adapting dynamically to the cargo weight and route topography.

“Trailer dynamics’ eTrailer also provides significant savings in diesel consumption and greenhouse gas emissions in combination with conventional towing vehicles. This dual approach provides a versatile solution to greener transportation, aligning with global sustainability goals.”

After many international test drives in real-life operation, over 6 000 customer reservations have already been made for the eTrailer.

Michael W. Nimtsch co-founder and CFO of Trailer Dynamics states: “Combining our ground-breaking e-trailer technology with the expertise of an established industry leader like JOST is a significant step to further develop our products and systems and increase our contribution to zero-emissions transport.”

For Dürr, “the transport and logistics industry needs innovative solutions to become climate-neutral while further increasing the economic efficiency of the industry. The strategic investment in Trailer Dynamics offers JOST attractive cooperation opportunities to jointly develop new products and solutions to drive the decarbonisation of our society.”

Thermo King and Range Energy collaborate on electric refrigerated trailers
No component in the truck and trailer combination slips past achieving ‘climate neutral’ status, including reefers and their cooling units. Thermo King and Range Energy have announced a strategic collaboration to integrate an electric trailer platform with hybrid and electric trailer refrigeration units to advance the commercial adoption of electric refrigerated trailers in the Americas.

“Accelerating the commercial adoption of electric trailers is essential to helping fleet owners and operators meet emerging emissions reduction goals and mandates,” says Ali Javidan, CEO and founder of Range Energy (Range).

Thermo King and Range Energy are collaborating on advancing electric refrigerated trailers which will help fleet owners and operators meet emerging emissions reduction goals and mandates.
Thermo King and Range Energy are collaborating on advancing electric refrigerated trailers which will help fleet owners and operators meet emerging emissions reduction goals and mandates.
“Working with Thermo King to advance electric refrigerated trailers marks significant progress in the electrification of commercial trucking, providing a near-term and pragmatic solution for fleets of today and tomorrow,” he states.

The integration process will include extensive testing, customer pilots and the public demonstration of an electric refrigerated trailer, adds Javidan.

For Chris Tanaka, vice president product management at Thermo King Americas, the collaboration with Range promises benefits for cold-chain fleet customers and the environment: “Integrating our products with innovative technologies like Range’s electric trailer platform can help us deliver more efficient and reliable transportation solutions while keeping transported food and perishables safe and fresh.

“Range is also an early mover in trailer electrification and we believe this partnership has the potential to contribute significantly to the acceleration of our industry’s decarbonisation efforts.”

Lidl France gets its first hydrogen-powered heavy-duty food delivery truck
Leading European retail chain Lidl has partnered with green hydrogen supplier Lhyfe and transport operator Jacky Perrenot Group to deploy the first clean hydrogen-powered heavy-duty food delivery vehicle in France. The truck is a Hyundai Xcient FuelCell 6×2 rigid with a refrigerated body.

The green Lidl truck has been operating since the beginning of 2024. It is managed by fleet operator Jacky Perrenot at Europe’s first green hydrogen-powered logistics platform (distribution hub) in Carquefou.

The hydrogen-powered truck delivers to Lidl supermarkets in the Nantes region, marking a first in the French haulage landscape, says Xavier Pierre, head of Transport and Environment at Lidl: “This first new-generation 26-tonne truck is fitted with a 180kW fuel cell system and has a range of 400 kilometres. It will refuel at the multi-energy station in La Roche-sur-Yon, which opened in December 2021 and will be supplied with 100% renewable green hydrogen by Lhyfe.”

The Lidl green hydrogen fuel cell delivery truck has a payload potential of 16 tons, a range of 400 kilometres and takes under 15 minutes to refill.
The Lidl green hydrogen fuel cell delivery truck has a payload potential of 16 tons, a range of 400 kilometres and takes under 15 minutes to refill.
The environmental collaboration between Lidl and Jacky Perrenot has resulted in the annual renewal of part of the supermarket chain’s fleet with alternative energy vehicles. The first all-electric deliveries began in 2021. The green hydrogen-powered Hyundai Xcient FuelCell marks a new stage in the commitment between the two players, adds Pierre.

In 2021, Lhyfe inaugurated the first industrial-scale green hydrogen production plant in the world to be interconnected with a wind farm. In 2022, the company launched the first offshore green hydrogen production pilot platform in the world. In 2023, it opened its second and third sites and currently has several sites under construction or expansion across Europe.

“We’re proud to have put this first green hydrogen vehicle on the road. It represents a significant step forward in our commitment to energy transition. Lidl’s collaboration with Lhyfe and the Jacky Perrenot Group is a concrete example of our desire to work with partners who share our values and ambition,” Pierre concludes.

Green fleet transition insights from Mercedes-Benz Trucks and Große-Vehne
The transition of a large truck fleet to alternative-drive vehicles will necessarily take place in stages due to the need of the operator to first gather experience before taking the next steps. So says Christoph Forcher, eConsultant at Mercedes-Benz Trucks, who is assisting customer Große-Vehne integrate eActros derivatives into its fleet of over 1 000 trucks.

According to René Große-Vehne, managing director of GV Management: “The success of the fleet transition to alternative-drive trucks depends on numerous conditions being fulfilled. Alongside a suitable range of vehicles, appropriate grid capacity and charging infrastructure are imperative. And, deployment of electric vehicles must be worthwhile; there must be cost parity with diesel trucks.

Collaboration on green trucking pilot projects – A Große-Vehne eActros 300 delivers parts to a Mercedes-Benz production line.
Collaboration on green trucking pilot projects – A Große-Vehne eActros 300 delivers parts to a Mercedes-Benz production line. Mercedes-Benz Trucks customer Große-Vehne is actively pushing the drive transition forward
“It is essential to trial several alternative technologies – not only batteries but also hydrogen drives, for example. One characteristic of electromobility is that it not only depends on the right vehicle for the purpose but also on the charging infrastructure as well as energy generation and storage.”

Große-Vehne currently fields two eActros 300 battery-electric trucks to service its automotive customers (including Mercedes-Benz production plants) and plans to add the eActros 600 and the hydrogen-powered GenH2 Truck from Mercedes-Benz for long-distance applications.

“We’re experiencing growing interest in environmentally-friendly logistics services on the part of our customers who are, or will be, subject to reporting obligations under the new Corporate Sustainability Reporting Directive (CSRD) rules. They will need to document the measures they intend to take to reduce their CO2 emissions. In this context, they are also paying greater attention to logistics,” explains Große-Vehne.

Große-Vehne, under the operating banner of GV Trucknet, has been fully CO2-neutral since 2018. To compensate for the CO2 emissions that have been unavoidable to date, the corporate group will have planted a million trees by the end of 2024, says René Große-Vehne.

“We would like more federal support for the transportation and logistics sector on the way to climate neutrality. One aspect would be the building up of a nationwide charging and filling infrastructure. If we are promoting electrification it will also be necessary to build up the infrastructure, otherwise it won’t work,” concludes Große-Vehne.

From FleetWatch’s perspective, there’s no stopping the wheels of progress when it comes to clean energy, green transport and climate compliance. Corporate enterprises with deep pockets may be investing in clean trucking in Europe, the Americas and South Africa, but their success will depend on the full support of their respective governments to not only help create the necessary green energy infrastructures, but also to regulate net-zero policies in a manner that enables operator-friendly fleet transition and equitable compliance processes.

Serco boosts payload productivity for Midlands Eggs with ultra-lightweight truck bodies

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Serco boosts payload productivity for Midlands Eggs with ultra-lightweight truck bodies

The quest for greater payload potential is a perennial challenge for truck transporters. Fittingly, South Africa’s trailer fabrication industry invariably rises to the challenge with great success. Serco proved this recently by providing Midlands Eggs with two rigid freight carriers equipped with ultra-lightweight truck bodies.

Midlands Eggs, based in KwaZulu-Natal, collects, grades, packs and distributes 320 000 eggs a day in the province. Serco has been a Midlands Eggs truck body supplier for several years and enthusiastically tackled the customer brief for a lighter vehicle with optimum payload capacity and a rust-resistant sub-frame and doorframe.

According to Midlands Eggs co-owner, Derek Ross: “We ordered two 3.8m-long rigid trucks equipped with ultra-lightweight dry freight bodies to accommodate an increased number of egg crates. We opted for a fully galvanised sub-frame and door assembly to give extended service life and ensure that the trucks continue to look great many years down the line.”

Both trucks have been delivered and have each clocked more than 20 000km. “I am very happy with them. They look great and are built to last. I must say team Serco gives us excellent service and we have had good results with their products,” he says.

“We have dealt with Serco for about ten years and for the past six or seven of those we have used Serco exclusively to build our truck bodies – all of which have held up very well. Rust is a challenge for us as we deliver to the coast which is why we decided to go with fully galvanised sub-frames on our most recent units.”

Built to handle more – Serco bodies will help deliver over 320 000 eggs per day in KZN.
Built to handle more – Serco bodies will help deliver over 320 000 eggs per day in KZN.
Ross, impressed with Serco’s service levels and innovation, concludes: “Serco has really looked after us over the years, investing a lot of time in finding the right vehicles for our applications and working closely with us to design bodies that help us to achieve our goals.

“From an innovation perspective, Serco can accommodate our needs, from fully insulated bodies to bespoke lightweight dry freight bodies depending on the application. We will soon need to replace some of our vehicles and look forward to working with Serco on these units.”
FleetWatch loves stories like this that highlight the positive effects generated by long-standing, collaborative relationships between customers and suppliers. Well done Serco, and ‘keep on crushing it’ Midlands Eggs!

Mercedes-Benz eSprinter electric vans debut in South Africa promising longer range and enhanced efficiencies

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Mercedes-Benz eSprinter electric vans debut in South Africa promising longer range and enhanced efficiencies

It’s early days for battery-electric commercial vehicles in South Africa but once a nationwide charging infrastructure is established, their future in several transport applications is certain. The van fleet sector has been an early adopter particularly in the last mile delivery arena which spells good news for the Mercedes-Benz eSprinter, now available in South Africa with two body lengths, two battery sizes, advanced on-board technologies and high payload potential.

According to Marinus Venter, head of Product, Marketing and Customer Services for Mercedes-Benz Vans South Africa, the new eSprinter combines cutting-edge technology with the iconic versatility of the Sprinter range.

“Designed to meet the demands of modern urban businesses, the eSprinter delivers exceptional efficiency, impressive range and ample load capacity, making it a game-changer for businesses looking to eliminate tailpipe emissions and transition to a lower carbon economy, says Venter.

Although no South African performance testing of the eSprinter has been undertaken as yet, European test results bode well for a successful migration to local applications, Venter adds, highlighting the extensive list of features and benefits the eSprinter has to offer.

Key features and technical innovations

Much about the eSprinter is generous, states Venter, alluding to the load compartment volume, battery capacity and range. “Available as a panel van in two body lengths, with two battery size options and a high payload, it is the ideal vehicle for a wide range of applications.”

“The new eSprinter is a versatile all-rounder built on a tri-modular concept. This design comprises three key modules: a uniformly designed front module housing all high-voltage components, a space-saving underbody battery module and a rear module containing the powerful electric motor. Thanks to this design, the eSprinter has ensured optimal storage of the high-voltage battery, allowing for greater space saving and a low centre of gravity, which has a positive influence on handling,” explains Venter.

The eSprinter battery has the potential to charge in less than 45 minutes at a fast-charging station to deliver a range potential from 475-530km.
The eSprinter battery has the potential to charge in less than 45 minutes at a fast-charging station to deliver a range potential from 475-530km.
Impressive range

The new van demonstrated its efficiency during a recent test drive in which a pre-production vehicle of the new eSprinter panel van with a battery size of 113 kWh completed a route length of 475 kilometres on a single battery charge, without recharging.

“According to simulations based on the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) City cycle, a range of up to 530 kilometres is possible for journeys in urban areas. With these ranges, the vehicle could also be ideal for longer journeys,” says Venter.

Electric powertrain

The electrically driven rear axle offers advantages in terms of vehicle lengths, maximum gross vehicle weight (up to 4.25 tonnes) as well as towing capacities (up to 2 tonnes) and load volume (up to 14 m³).

This new eSprinter is available in two lengths in South Africa. The standard wheelbase is available with a 100kW Permanent magnet Synchronous Motor (PSM), and an 81 kWh battery. Furthermore, the long wheelbase is available with either a 100kW or 150 kW PSM, and an 81 kWh battery or 113 kWh battery, respectively.

“The two different battery sizes give customers flexibility depending on their individual requirements in terms of range and payload,” adds Venter.

All battery modules contain a specially-developed crash-proof cover. The temperature of the batteries is controlled by an enhanced active thermal-management system with a heat pump as standard. This ensures, among other things, an optimised range and life cycle of the high-voltage batteries.

The battery cells are made of lithium iron phosphate and all batteries are free of cobalt and nickel thanks to a new and modified cell chemistry.

The tri-modular design of the eSprinter provides optimal storage of the high-voltage battery, allowing for more load space and effecting a low centre of gravity for improved handling.
The tri-modular design of the eSprinter provides optimal storage of the high-voltage battery, allowing for more load space and effecting a low centre of gravity for improved handling.
Advanced recuperation system

“Recuperation in the eSprinter, also known as regenerative braking, is a process that allows energy recovery during overrun and braking. This means that when the eSprinter slows down, the electric motor acts as a generator, converting kinetic energy back into electrical energy to recharge the battery,” Venter explains.

“This intuitive process promotes optimised and efficient driving. The intensity of the recuperation can be adjusted individually via shift paddles behind the steering wheel. A particularly efficient and comfortable driving style is made possible by the new DAUTO automatic recuperation system in the eSprinter.

“According to the maxim ‘drive with foresight and save energy’, information from the radar, camera and navigation data is networked and the strength of the recuperation is adapted to the situation automatically in real time,” says Venter.

In addition, the ECO Assist can support anticipatory driving. “Depending on the equipment, the system analyses if there is a vehicle ahead, what the speed limit is, or whether the vehicle is approaching an incline, and indicates in the instrument cluster when one should decelerate. Depending on the situation, it selects the appropriate recuperation strength. Moreover, three drive modes help you choose between maximum comfort or maximum range.”

The new eSprinter comes to South Africa to continue the legacy set by its diesel and petrol-powered sibling, albeit with zero tailpipe emissions.
The new eSprinter comes to South Africa to continue the legacy set by its diesel and petrol-powered sibling, albeit with zero tailpipe emissions.
Charging capabilities

The new eSprinter is capable of both alternating current (AC) and direct current (DC) charging. The on-board batteries can be charged with direct current at up to 115 kilowatts at a fast-charging station.

“This means that at the maximum charge rate of 115 kW, the eSprinter’s battery with a usable capacity of 81 kWh can be charged to 80% in around 32 minutes, and the battery with a usable capacity of 113 kWh needs approximately 42 minutes to charge to 80%,” states Venter.

Safety and assistance systems

The eSprinter is fitted with numerous safety assistance systems, many of which are included in the standard equipment. Some of the safety features always on board are: Active Brake Assist, Cross Wind Assist, Adaptive Brake Lights and Intelligent Speed Assist with cruise control. Optional equipment includes, among others, a reversing camera, which allows for convenient and fast parking, LED high performance headlamps and active lane assist.

“By launching the premium eSprinter in the South African market, we aim to transform the industry by reaffirming our commitment to delivering cutting-edge, sustainable solutions that meet the diverse needs of our esteemed customers,” Venter concludes.

As FleetWatch sees it, there’s a palpable sense of urgency amongst leading truck and van OEMs to get their international customers on board the battery-electric fleet transformation ‘bus’. It’s well known that Southern African commercial vehicle fleet operators are both cautious and prudent, getting on with the job using the tools at hand before investing in locally-proven new technologies. That said, there’s no denying the solid credentials of Mercedes-Benz Vans South Africa and the sterling track record of the market-leading Sprinter. With a platform of this nature from which to launch, the eSprinter could well become a household name in the near future.

Adding more trucks to a fleet is no longer enough for a competitive advantage says Scania MD

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Adding more trucks to a fleet is no longer enough for a competitive advantage says Scania MD

In light of SA Transport Minister Barbara Creecy’s recent description of the new supply chain and logistics operating model as being one of ‘hyper-globalisation’, it is clear that for ‘net-zero’ to be achieved, truck fleets will have to run green trucks and advanced business data processing tools; not only for fleet sustainability but for compliance purposes too writes FleetWatch correspondent Paul Collings.

The ‘green’ trucks available now (and in future) are a knowable quantity in terms of emissions but the UN and multinational consignors and consignees are also seeking compliance with those unpredictable quantities to do with ‘human behaviour’, hence ESG (environmental, social, governance) protocols, which are now a prerequisite for fleets servicing global and corporate supply chains.

The data required for enterprise ESG performance reporting demands advanced cloud-based services to deliver data, metrics and business intelligence (BI) on a multitude of nodes within typical fleet operations. Essentially, beyond the green lorry and telematics data, AI, IoT, and big data analytics will play an increasingly important role in best-practice fleet management.

Early adopters will lead
Tapping into this thought process, Scania Southern Africa MD Erik Bergvall says the factors that will determine the leading transport operators in the near future are very different to those that have traditionally been accepted as benchmarks for success.

“Historically, transport businesses have been considered easy to replicate. Transport operators had access to the same trucks, trailers and routes. Today, the transport industry is on the brink of a significant transformation driven by technological advancements, sustainability measures and evolving consumer demands. The operators who lead this shift will gain a competitive advantage that slow adopters will find difficult to match,” says Bergvall, adding that simply adding more trucks to a fleet is no longer enough. Transport operators need to increase efficiencies too.

“The adoption of innovative capabilities is allowing progressive operators to move faster than competitors, introduce differentiated services and adopt new systems. Increasingly, the ability to collect, understand and apply data intelligence, from vehicles and other assets, will mean the difference between operations as usual and operational transformation.

“Technology is playing a pivotal role in supporting transport companies to adapt and thrive. The potential for fleets to harness intelligent insights from diverse data sources is revolutionising fleet management. Real-time tracking, data analytics and predictive modeling are enabling transport operators to respond efficiently to disruptions, while staying ahead of the curve.”

Scania Southern Africa MD Erik Bergvall: “Historically, transport businesses have been considered easy to replicate. Transport operators had access to the same trucks, trailers and routes. Today, the transport industry is on the brink of a significant transformation driven by technological advancements, sustainability measures and evolving consumer demands.”
Scania Southern Africa MD Erik Bergvall: “Historically, transport businesses have been considered easy to replicate. Transport operators had access to the same trucks, trailers and routes. Today, the transport industry is on the brink of a significant transformation driven by technological advancements, sustainability measures and evolving consumer demands.”
Data sourced from sensors and cameras is enabling significant cost efficiencies. By tracking factors such as vehicle idling, route planning and driving styles, fuel saving improvements can be made. Data-led predictive maintenance supports cost savings by identifying issues before they cause downtime. Long-term data tracking can measure these improvements, so operators can accelerate their efforts. Transport operators who win at cost efficiencies will be successful,” Bergvall explains.

Beyond green trucks
“Data is also playing a significant role in helping transport operators to reach their sustainability goals. Sustainability is no longer a fringe concern. It is a driving force. To reduce the environmental impacts of transport operations, real-time data insights are key. Data can support operators to decide how and where to start their transition to sustainable vehicle solutions. Metrics include lifetime usage and average daily utilisation rates.

“Sustainable vehicles are designed to maximise fuel economy and total cost of ownership, while reducing harmful emissions. They have a significant role to play in assisting transport companies to optimise efficiencies that will deliver a competitive advantage,” Bergvall concludes.

Scania is a pioneer of smart truck development and alternative energy truck driveline development and fittingly, Bergvall’s insights on how local fleet operators can build enterprise sustainability are spot on.

Returning to Minister Creecy’s heads-up on world-wide transport entering an era of hyper-globalisation, the message is clear: if a truck fleet wants global/blue-chip business, it has to have Big Data reporting power to improve operational efficiencies, fleet profitability and enterprise marketability.
The picture may look a bit grim for small fleets that possibly can’t afford green trucks and hi-tech software services but it’s FleetWatch’s opinion that any Southern African trucking operation can survive and thrive in this David & Goliath arena by investing in skills development and savvy procurements that satisfy the new ‘green/data/ESG’ global business paradigm. More power to you!

Crossroads Distribution Namibia goes green with seven Euro 5 Scania 6x4s

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Crossroads Distribution Namibia goes green with seven Euro 5 Scania 6x4s

Much has hampered the introduction of Euro 5 trucks into the Southern African trucking industry over the last decade, from the almost-stagnant regional Euro 2 legislation to the scarcity of 10ppm diesel and AdBlue on long-haul routes. Despite these obstacles, several forward-thinking transport operators are surmounting these challenges and successfully greening their fleets, the latest being Crossroads Distribution Namibia with the purchase of seven Euro 5 Scania G450 6×4 truck-tractors.

Crossroads Namibia, a majority-owned subsidiary of Crossroads Distribution, purchased the new Euro 5 Scania trucks for almost R20-million. The trucks will be used primarily to transport fuel for Total Energy throughout Namibia.

According to Johan Van Zyl, Crossroads Namibia depot manager: “The switch to new Euro 5 trucks from Scania forms part of our carbon emission reduction process in Namibia.”

He adds that Crossroads and Total have a longstanding relationship: “Crossroads has been working with Total in Namibia for more than 20 years and in 2019, we invested R55-million in tamper-proof tankers to transport Total fuel.”

The procurement of the Euro 5 Scania trucks ties in with Crossroads’ broader environmental responsibility policy, which is currently being implemented across all of its operating regions, including South Africa and Botswana, Van Zyl explains.

Leading the environmental crusade by example
Crossroads Namibia’s focus on reducing its environmental impact is central to the operation’s current and future operational plans, says Van Zyl. “The transportation sector is a major source of carbon emissions and we should therefore lead by example to play a key role in this transition,” he says.

The new Scania trucks are equipped with advanced emissions control technologies that significantly reduce pollutant emissions into the atmosphere compared to older models.

Van Zyl points out that Scania was the first heavy vehicle manufacturer to produce engines that meet the European Union’s emission standards, acquiring selective catalytic reduction (SCR) after-treatment to comply with Euro 5 in 2005.

SCR is a system installed on diesel vehicles to reduce harmful nitrogen oxide (NOx) emissions by injecting an automotive-grade fluid (aka AdBlue) through a specially designed catalyst into the exhaust stream of a diesel engine.

“We’re not just paying lip service to local and global concerns about climate change; we’re directly investing in changes to curtail our carbon footprint and make a meaningful contribution in this regard,” concludes Van Zyl.
FleetWatch gives Crossroads Distribution and Crossroads Namibia and solid ‘high five!’ for taking the green imperative to the highways of Namibia. Apart from cutting NOx, CO2 and particulate matter (PM) emissions, Euro 5 trucks also save fuel, thus reducing operating costs. And, with multinational consignors and consignees increasingly guided by ESG (environmental, social and governance) policies, it’s those best-practice fleets running Euro 5 trucks that will secure the lucrative transport contracts. It’s called ‘leading by example’ for a reason!

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