Local Authority Plant & Vehicles
THE FUTURE IS HERE
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News and events
The latest news on industry, contracts won, and new product developments.
Future Fleet Live
LAPV launches brand new live demo and driving experience days at Brunthingthorpe Proving Ground on June 27 -28, 2018. It is all about helping you making better procurement decisions.
10 Future Fleet Forum 2018
We focus on day one of LAPV's international conference on the future of fleet management held in the Guildhall in London on Jan 24, 2018.
22 Future Fleet Awards
The Future Fleet Awards saw BIFFA, Leeds City Council, and Greenwich Borough Council bag an award. LAPV shows you the movers and shakers.
Editor Ann-Marie Knegt T 01935 374001 E email@example.com Commercial Manager Jason Pidgeon T 020 7973 4645 E firstname.lastname@example.org Production Manager Sue Taylor T 020 7973 6604 E email@example.com Production Tim Malone T 01935 374014 E firstname.lastname@example.org Subscriptions Maggie Spillane T 020 7973 6679 E email@example.com
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Local Authority Plant & Vehicles
Cover: Johnston Sweepers
It's behind you!
RCV trends for 2018
Looking to the future
LAPV reports on the launch of a new reversing device that could save lives and improve driving standards. Refuse Vehicle Solutions has gained workshop accreditations and enhanced its operational capabilities.
Johnston unveils three new alternative fuel options for its sweeper range; the new eActros heavy-duty electric truck from Mercedes-Benz begins operational trials.
A new fully-electric sweeper from AebiSchmidt is hitting the UK's roads.
A leading RCV manufacturer predicts the key trends in waste management vehicles for 2018 and beyond. Implementing the right technology to help deal with aggregate collected by sweepers and other road waste litter could help create new revenue streams for councils. From alternative fuels to automation, big changes are coming to the transport sector in the next few years. LAPV sat down with two suppliers to the sector to find out where they think the industry is heading.
THE FUTURE IS HERE
March 2018 LAPV 3
Introducing Future Fleet LIVE! Hot on the heels of the huge success of Future Fleet Forum, which took place in London in January, I am delighted to announce the launch of Future Fleet LIVE, an innovative two-day driving experience and live demonstration event to take place at the Bruntingthorpe Proving Ground on 27-28 June 2018. Unlike other exhibitions, Future Fleet LIVE is all about giving buyers and procurement teams the most hands-on and up-close demonstrations of new vehicles and technologies, including the opportunity to test drive vehicles on Bruntingthorpe's famous test track, and improve supplier engagement. The concept was developed as a direct result of reader feedback following a joint survey by LAPV and Fire & Rescue magazines, and will
bring together a select group of suppliers to showcase their products to buyers in a more informative, interactive and relaxed way than ever before. Suppliers already signed up to attend this invite-only event include Johnston Sweepers, Geesinknorba, and NRG Fleet Services. Future Fleet LIVE is only possible because of the enormous success of this year's Future Fleet Forum, organised by LAPV and hosted by the City of London, the City of New York, and CILT. Over two days in London in January, an exceptional line-up of speakers addressed the pressing issues of the moment for delegates from the UK and Europe and as far away as the US, Canada, and Dubai. You can read all the highlights in our special report (p10). Future Fleet Forum 2019 will take place on 23-24 January, so put these dates in your diary now. And for more information or an invitation to attend Future Fleet LIVE, please contact me on am. email@example.com. Ann-Marie Knegt, Editor LAPV
Go Plant Fleet Services appointments
smart sensors to combat distracted driving risks
The merger of Go Plant and Essential Fleet Services has been completed, and the combined businesses are now operating under the new name of Go Plant Fleet Services. The new company has customers across the public and private sectors, sales of £80 million, more than 500 employees, and 35 depots and service centres around the UK. A number of appointments have been made to the senior leadership team of the new company. Mandy Brown joined as national business development director in December 2017, bringing with her 15 years’ experience in the public sector and with large corporations, while Philip Quelch was appointed national fleet engineering director in January. Philip made the move from Serco and has 30 years of fleet and plant experience under his belt. Philip will help to ensure that clients have the right specification of vehicle and operational support to ensure the efficient running of their specialist fleets. Another new appointment is Arthur Macklin, who joined the company in November 2017 as bid manager. Arthur has provided commercial and contract management and bid services to organisations such as Highways England, Balfour Beatty, Aggregate Industries, and Go Plant.
Metrodecker EV bus at the Ace Café Optare’s Metrodecker EV bus took part in the first ever electric vehicle owners’ meet up in February at London’s iconic motor café, the Ace Café in northwest London. The meet up was part of a number of events for the café’s 80th anniversary and featured the latest designs in electric cars and motorbikes as well as Optare’s new electric bus. Optare commercial director Robert Drewery said the company was delighted to be asked to take part in the meet-up event to promote electric vehicles and highlight the possibilities of battery electric power. ‘Many were surprised to learn the Optare double-decker is fully electric and interested to hear about the air quality improvements such vehicles can bring.’ The Metrodecker EV is currently taking part in service trials with Go-Ahead London. It has a passenger capacity of 99 and is being trialled on route 36, one of the busiest bus routes in London. Graham Johnson, general manager for Go-Ahead London, New Cross, said. ‘As one of the major bus operators in London, we are committed to finding solutions to reduce air pollution. We are currently monitoring how the Optare Metrodecker EV responds to London traffic and the amount of power used for various duties.’
4 LAPV March 2018
New intelligent driver-assist sensors for the waste and recycling sector can identify risks and intervene with drivers to prevent incidents. Distracted driving is estimated to account for around 10% of all fatal crashes and 17% of collisions that cause injuries, with subsequent costs amounting to billions of pounds a year. However, new intelligent sensors from Smart Drive Systems have been designed to provide more accurate identification of dangerous driving risks and intervene before an incident can occur. The Smart Sense driver-assist sensors combine purpose-built sensor technology with engine computer data, telematics, accelerometer and Smart Drive’s analytics data for more effective risk identification. They come with a reviewed video and training database of more than 200 million risky driving events and can be tuned to optimise triggering efficacy and performance. Smart Sense for Distracted Driving is designed to combat the risks of inattentive and distracted driving. It uses distraction and inattention triggers that detect when a driver’s eyes leave the road for a defined period of time, or if they have exceeded a specific number of distracted incidents. The system provides prioritised review and risk scoring for videos of distraction events as well as integration with the proven Smart Drive video safety programme. When combined with the Smart Drive programme and its extended recording capability, Smart Sense provides fleet operators with the most complete picture of the causes of driver distraction, how it manifested, and the outcome to assist with driver feedback and training. ‘With this launch we are tackling the dangers of distracted driving headon by delivering an intelligent sensor tuned specifically to this risk,’ says Aidan Rowsome, Smart Drive’s vice president for the EMEA region.
CONTRACTS Riverside Truck Rental purchases 16 new RCVs Riverside Truck Rental has purchased 16 Isuzu Forward N75.190 rigids fitted with Geesink RCV-compaction bodies and trailer lifts for its spot-rental fleet. Riverside has a rental fleet of around 2,000 vehicles operating nationwide. It specialises in niche sectors such as waste and recycling trucks and these latest additions will work with the company’s rental fleet for five years for everything from spot rental to long-term hire. ‘We have operated Isuzu trucks for many years now on different applications and we have found that, at 7.5 tonne, they offer a very impressive payload,’ said Chris Snelson, fleet and asset director at Riverside Truck Rental. ‘We also find that the Easyshift automatic transmission option is a really attractive proposition for our customers. We have had excellent customer feedback about the performance and reliability of the Isuzus in service, so the decision to increase the number of Isuzu 7.5 tonners in our fleet was a simple one.’
Devon County Council buys Iveco Daily school buses Iveco Bus has been selected to supply 20 new wheelchair-accessible Iveco Daily 50C15 minibuses to Devon County Council as part of the authority’s upgrade of its community transport fleet. The new vehicles are designed to provide improved passenger comfort as well as lowering fuel costs and reducing emissions thanks to their Euro VI diesel engines. The 17-seat minibuses will be used for school transport. They have a gross vehicle weight of five tonnes and are fitted with tracking for up to six wheelchairs. Wheelchair access is provided via a nearside passenger door with a cut-in triple-step entrance with safety grab rails on both sides. Alternatively, the vehicles can be accessed by use of an on-board tail-lift at the rear doors for wheelchair passengers. The contract was secured through a competitive tender via the YPO framework agreement, which helps local authorities access best value, and the conversions will be carried out by Tiverton-based Courtside Conversions, part of the Iveco Busmaster advocate programme. Each minibus will be built to the council’s precise specification. Daniela Pleiss, senior procurement officer at Devon County Council, said that the Iveco/Courtside Conversions bid offered the best value and was able to meet the council’s exact specifications. The minibuses have been built with on-board LED lighting, a glass emergency lift-up roof vent in the centre of the saloon, and a fuel-burning heater to keep the passenger area warm. Ancillary equipment includes a reversing bleeper with night-time ‘silent’ function, four audio speakers in the saloon, and highlevel rear lights for maximum safety on the road.
Ubico takes on Heil Farid for Gloucestershire councils Ubico has purchased 21 dedicated food waste collection vehicles for use in Stroud, Tewkesbury, Cheltenham, and West Oxford. Ubico is a local authority-owned company in which the stakeholders are Cotswold District Council, Tewkesbury Borough Council, West Oxford District Council, Forest of Dean District Council, Cheltenham Borough Council, Stroud District Council and Gloucestershire County Council. It collects household waste for 233,480 households. The vehicles are all Farid Micro L variants from the Farid Hillend Engineering Mini Compactor range. These are fully-sealed, one-piece food-waste collection vehicles with the FAI integral comb bin lifts mounted on Isuzu 7.5t GVW chassis cabs. They were purchased as part of Ubico's development plans for food waste collection. The Farid Micro L vehicles are compact and manoeuvrable and ideal for areas with restricted space. The bin lift can handle all EN standard bins from 120 litres to 1,100 litres plus food waste caddies. Optional side access doors allow hand loading and waste is unloaded by tipping. They also have an enclosed body for waste containment, better packing strength distribution, and top-mounted enclosed compaction blades. Ubico fleet manager Mark Hulbert explained that the company had previously been using food pods fitted to several of its larger recycling and refuse vehicles. ‘However, we found that this method was not as efficient as dedicated vehicles. Hence, we have invested in these new Farid Micro L food waste mini compactors, which are proving extremely successful.’
New Honda Civic diesel hits the road
Improved CO2 emissions and fuel economy are among the benefits offered to fleet buyers by the new Honda Civic 1.6 i-DTEC diesel. According to the new Worldwide Harmonised Light Vehicles Test Procedure, which provides buyers with more realistic data on emissions and fuel economy, the new Honda’s CO2 emissions are just 93g/km. This is an improvement of 1g/km compared to the previous 1.6 i-DTEC engine, which was tested under NEDC (New European Driving Cycle). It also offers better fuel economy, with an MPG of 80.7. According to the latest data from Kee Resources, at 36/60 the new Civic diesel saves a driver £721.26 in fuel costs compared to a VW Golf 1.6 TDI SE Nav Manual. Marc Samuel, fleet sales operations manager at Honda UK, believes the Civic diesel is ideal for fleet customers, due in large part to its emissions performance. ‘The CO2 figures are even more impressive when you consider that the European Automobile Manufacturers’ Association has advised there will be an increase on average of 12g/km between the old NEDC and NEDC equivalent tests for diesel engines. 'The Honda Civic has proved a popular choice for fleet operators to date, and we see the Civic diesel as very much carrying on this trend.’
RVS appoints Andy Collett Refuse Vehicle Solutions has appointed Andy Collett as regional sales manager (west). Andy has 30 years of experience in commercial and municipal vehicles, particularly in refuse vehicle hire and maintenance. He founded Collett Transport Services in 1994, which grew from a mobile vehicle maintenance facility into one of the UK’s leading municipal vehicle hire businesses encompassing maintenance and refurbishment. Andy sold the business in 2012 and has since been working as a consultant on municipal vehicle provision. Spencer Law, RVS managing director, said: ‘Andy’s appointment has come at a pivotal time for us as a company, and we will make full use of his skills and experience. Our new five-bay workshop will soon be up and running, which will enable us to increase our capacity and achieve our growth plans.’ Andy said: ‘I’m really looking forward to working with RVS. I’ve worked with refuse trucks all of my life and RVS has built an excellent reputation for quality vehicles and service.’
March 2018 LAPV 5
VWS appoints trevor Evans Trevor Evans has been appointed as operations director for Reading-based Vehicle Weighing Solutions. Trevor joins VWS from telematics specialist CMS Supatrak where he spent the last 20 years, and he has worked in the transport and logistics sector for more than three decades. In his new role with VWS, Trevor will take operational control for the day-to-day running of the business, working alongside managing director Julian Glasspole and the management team to implement processes, improve the customer experience, streamline inter-company operations and lead technical development throughout the business. He will also act as technical advisor across different parts of the business. Julian Glasspole said: ‘Trevor brings with him a huge amount of knowledge and expertise, which will benefit us in many ways. It’s great to have him on board as we grow and develop the business.’
dennis Olympus body upgrade Dennis Eagle has upgraded its Olympus RCV body to improve its operational performance. The enhancements are mainly focused on hydraulic efficiency, with a new hydraulic tank and redesigned cylinders. In addition, new control valves recirculate existing oil in the system, preventing it travelling to and from the tank. A higher front-of-body plate also helps to reduce the possibility of waste build-up spilling over to the engine bay. Full height front-body netting prevents the risk of foreign objects exiting the body. The upgraded Olympus body also features a hinged electrical junction box door and a seal on the body access door to prevent potential leakage. A front-of-body harness guard deflects obstructions from electrical equipment on the roof, and an underbody plate has been fitted to protect the electrical harness from damage by rodents.
Versalift E6 pick-up platform A Euro 6-compliant pick-up mounted platform has been launched by Versalift. In addition to meeting the requirements of Euro 6, the new LAT135-H E6 comes with LV insulation and has been redesigned and mounted on a Toyota Hilux single cab. It has a stronger, lighter boom structure made of high tensile steel, reducing its weight without compromising structural integrity. The platform has a working height of 13.3m, an outreach of 6.1m, and a 230kg capacity. Its platform features a re-engineering pedestal, double A-frame outriggers for narrow set up and spare payload. It is also National Small Series Approved, which means it can be self-certified and internally audited by Versalift UK, reducing lead times for customers.
6 LAPV March 2018
EVEntS OWL Scotland roadshow returns to Cumbernauld The OWL Scotland Roadshow returns to Cumbernauld, Scotland in March 2018 where it will feature an exhibition of suppliers and vehicle demonstrations as well as a programme of expert speakers covering topics such as driver safety and advances in vehicle design. The Optimised Waste and Logistics roadshow will be held at the Westerwood Hotel & Golf Resort near Glasgow on 22 March. It is aimed at both public and private sector fleet operators and procurement professionals and is designed to provide delegates with an opportunity to learn about the benefits of the latest vehicle technologies aimed at the waste, transport and logistics industries. In addition, the roadshow will cover the latest changes to UK and EU legislation affecting these sectors as well as updates to FORS requirements. Nicki Souter, chair of CIWM’s Scottish Centre will open and chair the event. Speakers include Jason Airey from CMS Supatrak on the benefits of OWL; Ian Bourton from Oxford County Council; Graham Holder from FORS; Glen Davies from Urban Logistics on the future of urban truck design; Andrew Drewary from Broadspire Insurance on the driver safety responsibilities; Russell Markstein from NRG Fleet Services on the new Electra truck; and Kevin Barcroft from Simply Waste talking about e-learning driving interventions for compliance. CILT award CPD hours for attendance at OWL Roadshows. Attendance is free but delegates must register to attend at www.owl-scotland.eventbrite.co.uk. OWL is a partnership initiative that aims to provide fully-integrated technology for waste, transport and logistics.
Sign up for the national refuse Championships 2018 There are just a few spaces remaining for teams to enter the 2018 National Refuse Championships. The event, which sees teams of drivers and loaders from local authorities and private waste contractors from across the UK compete in a series of races, will return to Weston-Super-Mare on 15-16 June 2018, and 29 teams have already signed up to take part. Last year’s winners, Aylesbury Vale District Council, have entered two teams for 2018 – one of which is all women – in a bid to defend its title. Teams so far include Biffa, Amey, Grundon, Cawleys, FCS Cleaning, Swindon County Council, Gullivers Truck Hire, Kier, Devon Contract Waste, Oxford City Council, Aberdeen City Council, Weir Waste, Vehicle Weighing Solutions, Simply Waste, Cartskips, ASL, and Pirtek. Organiser Refuse Vehicle Solutions hopes 2018 will be the biggest event yet and will build on the £12,000 already raised for the Alzheimer’s Society. An exhibition day has been added on Friday 15 June that will feature seminars, presentations and product demonstrations, as well as activities for schools and children. This will be followed by a fundraising drinks reception sponsored by Dennis Eagle. The event itself will take place on Saturday 16 June, followed by a party. The headline sponsor is Indelease while the start and finish lines will be sponsored by Imperial Commercials. Each member of the winning team will receive a voucher for Center Parcs. Second place team members will receive £250 worth of Buy-A-Gift vouchers, and each third place team member will receive £200 worth of Spa Day vouchers. David Clark, transport manager for last year’s winners Aylesbury Vale District Council, said: ‘Since winning the event last year there has been so much positivity across the crews and council departments, which is fantastic. It has been great for team building. Our female crew members are keen to show that they can beat the men.’ More information can be found on the event website www.nationalrefusechampionships.co.uk. To enter a team, or for details of sponsorship and exhibition opportunities, contact Tracy Standing on 07772 500 736 or firstname.lastname@example.org.
Future Fleet goes LIVE! AFTER THE HUGE SUCCESS OF FUTURE FLEET FORUM 2018, LAPV HAS TEAMED UP WITH FIRE & RESCUE MAGAZINE TO LAUNCH FUTURE FLEET LIVE, TWO UNIQUE DRIVING EXPERIENCE AND DEMO DAYS TO TAKE PLACE AT BRUNTINGTHORPE PROVING GROUND IN LEICESTERSHIRE ON 27-28 JUNE 2018.
his invite-only, live-vehicle demonstration exhibition is the only event of its kind in this sector, offering delegates the opportunity to test out the latest vehicles and technologies prior to placing an order, helping organisations make better procurement decisions. Co-located with Seeing is Believing, manufacturers will offer attendees the opportunity to test drive a range of vehicles on the test track over the two days. The event will also feature real-time demonstrations of the latest technologies and interactive technical workshops. So far, three major suppliers have taken up their invitations: Johnston Sweepers, Geesinknorba, and NRG Fleet Services. ‘Future Fleet Forum proved an unrivalled opportunity to showcase our products to the correct level of decision makers,' says Russell Markstein, commercial director for NRG Fleet Services. 'Future Fleet Live builds on this by offering customers the opportunity to test drive our unique range of Electra fully-electric vehicles.’ Future Fleet Live is the result of an overwhelming response to a survey carried out in the autumn of 2017 by LAPV and Fire & Rescue magazines asking readers about their requirements and preferences for a trade event. More than 90% of respondents indicated that they had a need for, and would attend, an event that provides the best opportunity to test out the latest vehicles and technologies. Among the comments from respondents to the survey, many expressed an explicit preference for outdoor events that offer the opportunity to drive vehicles. The importance of an interactive element also came up frequently, with one respondent saying: ‘I want exhibitors to demonstrate the products they are displaying in real-time.’ Another respondent commented: ‘The drivers are the priority for my organisation. If I needed to procure something or invest in technology at the time of the event, I would make myself available to ensure I was making an informed decision to assist with the appraisals that would be carried out.’
The team behind Future Fleet Live have taken all the feedback onboard to create an event that offers both suppliers and buyers the best possible opportunities to present and test products. A group of 20 select organisations will be invited to display and demonstrate their products, either through test drives on the racetrack, technical presentations, or interactive workshops. These will be followed by networking events where services and products can be discussed face-to-face in a relaxed environment. In addition, LAPV and F&R will host a range of other exciting entertainments for attendees, including Ariel Atom racing and off-road driving activities. The extensive site at Bruntingthorpe Proving Ground also offers other facilities for hire such as a conference atrium area, bespoke meeting rooms, prominently located platinum and gold plots, and even aircraft. ‘Making good procurement decisions is essential to delivering high profile services such as public sector fleet management. Driving vehicles, trying out equipment, and having informed conversations with suppliers are all paramount to choosing the right solution for your operation,’ said Ann-Marie Knegt, editor of LAPV and F&R, and organiser of Future Fleet Forum. ‘Our survey revealed that LAPV readers would welcome the opportunity to actually test out relevant products and engage with suppliers. Most events feature a static display and offer no real in-depth contact with the supplier. This is where Future Fleet Live stands out from the crowd. People will really get to see and feel how products works, and that is not something you can find anywhere else.’ How can you take part in this unique experience? Suppliers who would like to discuss taking part in Future Fleet Live can get in touch with Jason Pidgeon (LAPV) on email@example.com or Kelly Francis (F&R) firstname.lastname@example.org. To secure an invitation as a delegate, please contact Ann-Marie Knegt (LAPV & F&R) on email@example.com.
8 LAPV March 2018
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Local Authority Plant and Vehicles_Compact Innovation_B1_297x210.indd 1
future fleet forum 2018
Future Fleet Forum 2018 welcomed an exceptional line-up of speakers to share their expertise on everything from advanced vehicle systems to road safety, air pollution, procurement and innovation. Discover the key insights and international best practice in the first part of a special report by Lotte Debell.
uture Fleet Forum 2018 was held on 24 and 25 January 2018 in the illustrious Guildhall in the City of London and at the City of London Corporation's offices. It was the first time the event was held as a partnership between LAPV, the City of London, the City of New York, and the Chartered Institute of Logistics and Transport. Sponsored by NRG Fleet Services, Geesinknorba, Assetworks, Dennis Eagle and Terberg Matec, day one saw a high profile conference, exhibition, vehicle display, and awards ceremony. This included the highly-anticipated launch of the Electra fully-electric RCV with a Geesink body. Day two consisted of a series of interactive international workshops and networking events. The event was such a success that the dates for next year have already been set. We hope you will join us once again on 23-24 January 2019 at London's Guildhall and the City of London Corporation's offices in Wallbrook Wharf. To whet your appetite, here's a review of some of the most insightful presentations from 2018.
The exhibition that ran alongside the conference offered delegates the chance to network with suppliers and find out about the latest technologies.
Welcome and introduction Alex Williams, Transport for London The Mayor of London is passionate about supporting a growing city but he wants the cleanest, safest vehicles on the roads, smarter fleet operations, and protection for industrial land – that was the message from Alex Williams, director of city planning at Transport for London, who opened Future Fleet Forum by outlining Mayor Sadiq Khan’s priorities for London’s transport sector.
10 LAPV March 2018
London, he said, is a city of perpetual and rapid change. Moreover, London is predicted to become a megacity – a city with a population of 10 million and above – within 15 years. This will strain its infrastructure and transport systems, therefore the Mayor’s Transport Strategy and London Plan are focused on growth, managed in a sustainable and responsible way. A key target is to increase the number of journeys made by sustainable means to 80% by 2041. In terms of fleet, there are four key priorities. Number one is cleanliness, because London has an air quality crisis. To this end, the Ultra Low Emission Zone is coming to central London in 2019 and a consultation is underway to increase the standards for the LEZs and to expand the ULEZ to the north and south circulars. There are also plans for zero emission zones from 2025, and since January 2018 all new licenced black cabs must be zero emissions-capable. The second priority is safety, with a major focus on HGVs, hence the consultations on the Direct Vision standard. This will be introduced in two stages between 2020 and 2024 and will ‘signal to industry that we need only the safest vehicles to work in London’. Thirdly, the mayor wants fleet operators to work more efficiently. Alex highlighted the growing number of vans in the capital and the potential issues this will cause. ‘We need to reduce the number of vans, therefore we need smarter operations, consolidation centres, and a range of initiatives to manage the volume of vehicles.’ Finally, the London Plan is seeking greater protection for industrial land, which is being sold off for residential development. ‘We need some industrial land in London – the city can’t just be residential.’
Future Fleet Forum 2018
Large-scale advanced-propulsion systems Michael G Britt, MG Britt Consulting ‘No one is going to go broke going green,’ said Mike Britt, who worked at UPS for 31 years before setting up a consulting business last year, in his presentation on advanced-propulsion systems. But if manufacturers are going to make a profit from sustainable vehicles they need economies of scale, so there need to be changes on the demand side. Mike’s final seven years at UPS were spent as global chief of alternative fuel engineering, and he has worked on projects involving everything from CNG and LPG to propane, electric, fuel cells, and hybridisation. He believes each technology has its place, depending on the application, as a stepping stone to the final goal: zero tail-pipe emissions and an energy system that is renewable in every sense. But how to get there? Firstly, Mike said that it is imperative to understand what it is you do and what you need, and select the APS that works for you. Secondly, don’t wait for government – take the lead and make sustainability a core value of your organisation. Only afterwards focus on ROI. It is also important to understand your customer base, their views and requirements. Mike also called for the sector to become involved in legislative decision-making. This includes funding – ‘municipalities need to push for this to be made available in order for the business community to achieve the economies of scale it needs to move forward on these technologies’ – and regulations. ‘We need to remind the people making the laws that manufacturers need time to develop equipment that actually works.’ Finally, he told delegates that achievements must be shouted about outside the corporate community. Good news stories need to reach the public. There are incentives and opportunities to move forward on emissions reduction. In the EU, 75% of all freight moves by truck. ‘That is a significant reason to make trucks cleaner, more efficient, and more renewable.’ And as the volume and value of freight goes
up, so will ROI. ‘We can’t let that money be absorbed into profitability; we need to invest it back into emissions reduction. Trucking companies will have more money so they need to invest in new technology platforms, automation, APS, etc, to reduce emissions and congestion.’ If the endgame is zero emissions, however, we are a long way off yet. But, says Mike, there are bridging technologies that can help us get there – saving carbon is saving carbon, after all. In the US, the major APS offering significant carbon reduction are CNG and LPG. ‘This is where we need to start to focus. The planet has plenty of renewable natural gas, not only for internal combustion engines but also for fuel cells.’ Equally, propane is much cleaner than petrol or diesel and where it is plentiful, it makes no sense not to use it. Another bridging technology for electric is fuel cell EVs and hybrid EVs, which can run from renewable hydrogen and can work well for larger trucks. Mike gave examples of bridging technologies already in use, from hydrid electric vehicles designed to reduce emissions in congested areas to drone delivery projects and even a drone delivery helicopter. ‘I believe there will be quite a bit of activity around delivery systems. We need to think differently, and congestion mitigation is a big deal that needs attention.’ Mike acknowledged that many current solutions are not yet mainstream enough to move the technology forward. However, he also highlighted the organisations, such as UK Innovate, offering grants and funding that can help finance R&D to overcome engineering challenges and commercialise technology. ‘It’s important for legislators to know these schemes are working, and that we need them until we reach zero emissions. That’s why it is important to publicise our achievements.’ However, it’s also important to create the right conditions within an organisation to support sustainability. Number one is to budget for it, and dedicate expert resources and the proper engineering set up to develop solutions. It is equally important to recognise dead-end projects, learn from them and move on quickly.
March 2018 LAPV 11
future fleet forum 2018
Professor Christopher Bovis outlines the options for UK procurement law after Brexit.
tHe effect of BreXit on fleet management procurement professor christopher Bovis, university of Hull The UK currently has one of the best procurement systems in the world, according to Christopher Bovis, professor of international and European business law at the University of Hull. His presentation focused on the potential disruption to this system from Brexit, and why negotiations for access to the customs union and single market will be so important. Why is the UK system so good? Because the UK has applied EU directives and then gone over and above what is required. This allows municipalities to add extra elements such as environmental protection, innovation, and health and safety into the procurement process. The UK system provides for public-private partnerships, concessions, and a number of other flexibilities. This might not sound that radical until you realise that almost nowhere else in the world does evaluating the whole-life costs of a contract – value for money – have such importance. Elsewhere, lowest cost is usually the driving factor for contract awards. Brexit won’t see any immediate changes, Professor Bovis explained, because the negotiation and transition periods must expire before any replication of any aspect of the single market can be agreed between the UK and the EU. He then outlined what he sees as the three possible scenarios for UK procurement law after Brexit, each of which has its downsides. The first is membership of the European Economic Area, like Norway and Switzerland. This would allow access to the customs union and single market but without a seat at the table – and will depend on contributions to the EU budget. The second is the WTO, specifically the Government Procurement Agreement, which is the part of the WTO that regulates procurement. ‘However, the GPA is a skeleton of the current system and does not include fundamental areas such as services, intellectual property and market access,’ said Professor Bovis. ‘It also regulates the system on a reciprocal basis, and therefore members must reciprocate access to their markets for anyone within the WTO. ‘Up to a point, this is fantastic. But, when it comes to procurement, the WTO put on the emergency brakes because every government knows procurement is strategic as it regulates strategic industries, principles and preferences. Certain industries, such as aviation, transport, energy and infrastructure, need protection and preferences. These are not included under WTO. And memberships of the GPA is only a third of the total WTO membership because many countries do not want to open their markets.’ The third option is something like TTIP, the Transatlantic Trade and Investment Partnership. Professor Bovis described this as ‘WTO+’. The system allows the inclusion of some services and opens markets to some sectors between its members across the EU, US and Canada.
'But it will be a steep learning curve for the UK to learn the tricks of the trade to replicate these trade agreements and it is imperative that the new system is negotiated quickly.’ In particular, Professor Bovis highlighted the need for innovation as a part of the procurement process, and that this can only happen in a system that includes the concept of value for money. This is an element that is difficult to replicate because the life-cycle costing methodology doesn’t exist in any procurement system outside the EU. ‘How will you get all these things into the real market when the real market precludes consideration of them? This is the biggest concern.’
creating an innovation culture richard atkinson, cilt The first email was sent in 1970. Today, there are more than two billion emails sent each day. The pace of change in the modern world is now so fast that innovation within organisations is essential, said Richard Atkinson, director of marketing and communications at CILT. His presentation focused on how to unlock the innovation culture within an organisation and harness the creativity of employees. Innovation, he stressed, is not just about technology. It’s the creativity of children, professors, and thought leaders. It’s about imagination and great thinking, but also simple solutions, sharing ideas, new directions, and putting old next to new. It’s about coming up with ideas and implementing them. ‘Some organisations have forgotten how to do this, but they have invested a lot in technology.’ Don’t wait until the company is failing to innovate, urged Richard. It’s too late by this point. ‘Innovation is a continuum and we need to dedicate resources to it and use the creativity we were all born with. We all have super computers – our brains. How well do we use them?’ Fear of risk, of failure, of being laughed at – all these things stand in the way of innovation, reduce productivity and slow businesses down. For an innovation culture to thrive, a business requires a positive attitude, an environment that fosters creativity, space and time to think, a welcoming and inclusive community – including diversity of thought – and active listening. The first step as an organisation is an aspirational vision. It might take a while to reintroduce these types of behaviours and organisations should expect to encounter different attitudes to the concept of an innovation culture, including resistance. ‘This won’t help. There needs to be room for looking to the future, horizon scanning, and celebrating success.’ There are three steps to innovation, said Richard: create space, resource it, and implement it. ‘We are all on competing timeless and deadlines. But this isn’t how quality work gets done. We all rush around on autopilot brain – part one brain. We learn things by rote
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future fleet forum 2018
Left: NYC chief fleet officer Keith Kerman updated delegates on the city's progress towards it goal of creating the fleet of the future. Right: Nicola Kane from Johnston Sweepers pictured during the exhibition.
so that we can reproduce them, but that’s not the way to come up with new solutions. We need to engage part two brain. ‘We have the power in our communities to unlock people, to get them included. They might not be managers or leaders, but they have ideas and they are in touch with reality, and they all have a super computer.’ It is also important, he added, to examine the quality of leadership within an organisation, and understand what makes a good leader. ‘A transformational leader is welcoming, inclusive and can be challenged. A self-affirming leader is someone who can’t be challenged and that won’t help. Being too hierarchical won’t help. But having good values is a good start.’ Most importantly, organisations should encourage divergent thinking and build an inclusive community. ‘This means respect for all, diversity of thought, and an environment that invites people to challenge ideas.’ And remember, even great innovators faced setbacks. James Dyson went through 5,037 prototypes before he got his hoover to work. The forefather of medical hygiene was carted off to an insane asylum for his ideas. It took seven years to get sliced bread to market. ‘So give ideas a chance. Nine out of ten might fail, but support them, encourage them and learn from them, because the tenth will be fantastic.’
responsible procurement strategies Christopher Bell, City of London Putting an innovation culture into action, Christopher Bell, commercial director for City of London, told delegates how he transformed a poorly performing procurement operation and successfully implemented a responsible procurement strategy. ‘We wanted to change the game. Innovation was key, and we had big ideas to take things forward quickly.’ Responsible procurement, said Chris, is the foundation for the whole operation. It needs dedicated resources and therefore buy-in at a senior level. This can be justified through legislation, risk, industry benchmarking and added value – CoL has 30 targeted objectives and pieces of documentation underpinning its three strategic pillar of social value, environmental sustainability and ethical sourcing. Then it needs to be prioritised and tied into overall business values and objectives. The 30 objectives were prioritised over three
14 LAPV March 2018
years. Finally, a responsible procurement strategy requires internal collaboration. People from all sides of the business need to get on board, exchange best practice and lessons learned. To implement any responsible sourcing strategy successfully requires governance and accountability. The City of London included objectives in appraisals, for example, to make it part of the day job. They also prioritised focus areas. ‘Pick quick wins, do good things, and get good new stories,’ said Chris. ‘This makes people want to get involved. To succeed you need engagement, collaboration, and crossdepartment buy in.’ Transparency and the sharing of ideas is also essential. ‘We were honest and said we were not good at this when we started, but we created roadmaps of where we wanted to go and delivered on that.’ Examples of City’s collaborative approach include the London Responsible Procurement Network. This is a group of 40 public sector organisations that started out as a way of sharing tips online and has evolved into an effort to harmonise all things to do with responsible procurement. Another is the establishment of a Social Value Panel. ‘This was our response to the Social Value Act. We take every contract to this panel to hear from the people of the community about what’s important to them. We have had some great ideas to take forward. If you ask for help, the response is incredible.’ For low level procurement between £10,000 and £100,000, CoL can seek three quotes. One of these has to be from either a UK SME, a social enterprise, or a local supplier. ‘For more strategic procurement above this level we have mechanisms for the complete procurement life cycle, and 10% of the evaluation criteria on every tender focus on responsible procurement.’ Pre-procurement is critical, said Chris. ‘You have to know your market. We do everything from desk-based studies to market engagement and speaking to experts. We trial ideas so we understand what is achievable because sometimes our aspirations are ahead of time. We also have an ongoing dialogue with industry. Outcomes include vehicle trials that have resulted in us embedding them in the supply chain.’ Then comes specification. ‘We try not to fully specify anything as we are not the experts. Instead we provide a menu of options, six or seven themes that give suppliers guidance about what it important to us but doesn’t put them off through an inflexible approach.’ Supplier selection is a two-stage process and CoL has some
Future Fleet Forum 2018
mandated requirements, such as FORS Bronze within three months because of road safety targets. For supplier evaluation, however, CoL does not mandate specific accreditation. ‘We focus instead on what a business can do for us. For instance, we provide examples of environmental management systems and ask suppliers to explain how they will manage this. And we use the menu idea here to provide examples of social value options such as creating apprenticeships.’ Mobilisation is about ensuring that responsible procurement is embedded into every contract. This is really about managing relationships with suppliers and encouraging them to do more to build on responsible procurement objectives. Finally, in terms of contract management, CoL is launching a corporate procurement score card and all suppliers will be measured against ten criteria. Three of these will fall under responsible procurement, and suppliers will be assessed every three months.
urban air pollution from road transport Dr Gary Fuller, King's College London It is estimated that particle pollution is responsible for 29,000 early deaths in the UK each year, of which around 3,500 are in London, said Dr Gary Fuller, air pollution scientist at King’s College London. Pollution shortens the lives of all Londoners by 16-18 months on average. Like many European cities, London does indeed have an air quality crisis.
Just how bad is London’s air? Well, the city isn’t yet meeting 2010 targets for NO2 (nitrogen dioxide), and is unlikely to for the next 10-15 years, said Dr Fuller. 2016 data reveals that fewer than half of the sites where measurements were taken achieved their annual mean objective for NO2. Eleven sites recorded twice the legal limit and 24 exceeded the hourly limit. The main source of NO2 pollution is vehicles, especially diesel. The news is more positive for particle pollution, with all sites below 2020 EU target for PM 2.5. However, only one site achieved the World Health Organisation target. Why is London failing to control its air pollution? ‘Because there is a disparity between the real-world performance of vehicles and the tests they have to pass,’ said Dr Fuller. He explained that while petrol cars largely follow their lab test performance, this is not the case for diesel. In the worst cases, diesels can emit 14 to 15 times more NOx on the road than in a test. ‘The permitted levels have been reduced, but real-world performance hasn’t really changed. That is why we have made so little progress.’ Euro 6 diesel cars are better, but not good enough. The exception is Euro VI for HGVs, which has delivered a real difference in NOx emissions compared with the Euro 6 vehicle. And one third of London’s roads are actually seeing an increase in NOx. A key issue highlighted by Dr Fuller is the changing source of particle pollution. While particles from exhaust are generally decreasing, this is offset by an increase of particles from wear and tear on brakes, tyres and roads. The increased use of open disc
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future fleet forum 2018
Left: Mike Britt discussed the deployment of advancedpropulsion systems and the road to a zero emissions future.
rather than sealed-drum braking technology is partly responsible, but also heavier vehicles, including electric vehicles, which cause more wear and tear. ‘We are seeing increased pollution from wear particles but there are no policies in place to deal with this,’ said Dr Fuller. Identifying the most effective strategies for curbing air pollution is difficult. In European cities, the LEZ is the weapon of choice because it restricts access to vehicles on the basis of age. London’s LEZ is Europe’s largest and began in 2008. A comparison of data for HGVs in London and Paris, which is only now introducing an LEZ, shows that these zones do deter older vehicles and therefore work as a traffic measure. However, they are not so effective in terms of air pollution because the newer vehicles – with the exception of Euro VI HGVs – aren’t much better than the older ones that are excluded. 'London’s ULEZ for 2019 is a bold proposal,' said Dr Fuller, but he stressed it should not be viewed as a tax. ‘This is often framed in terms of charging vehicles, but actually it is about discouraging them. We don’t want to tax these older vehicles because that doesn’t help air pollution, we just don’t want them in the zone.’ Given that the age of vehicles is no true indicator of real-world performance, how can fleet operators choose vehicles that positively contribute to the air pollution crisis? Dr Fuller highlighted an index of real-world test data that is being compiled by a company called Emissions Analytics. ‘Procurement departments should look at this and choose vehicles that perform best in the real world. Purchasing habits can help to drive up standards with manufacturers because emissions reduction depends on manufacturers.’
vision zero Professor Claes Tingvall, AF Consulting 'Stop focusing on individual road users and start changing behaviour at a cultural level to improve road safety,' said Professor Claes Tingvall, former head of traffic safety at the Swedish Traffic Administration, who discussed the development of Vision Zero in Sweden in the 1990s. Professor Tingvall explained that ‘going downstream’ – focusing enforcement on the road user who made the wrong decision in the critical moment – is a counterproductive way to approach road safety. 'The legal system won’t solve the problem, neither will training drivers, or teaching children the rules of the road.
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‘We used to have around 200 child deaths in traffic a year. Since we stopped training them in traffic rules, we have two or three. What did we do? We went upstream.’ Vision Zero, he explained, is about systemic prevention. It means understanding that it is impossible to change people’s behaviour on a one-by-one basis, that people instinctively copy the behaviour of those around them in traffic, and that the only way to change behaviours is to identify where decisions are made in the community about how the system functions. ‘What we find is that there are a few people and organisations making decisions that impact all of us.’ Seat belt use, drink driving – these are examples of behaviour change on a cultural level. Professor Tingvall stressed that there are two key things to consider when designing transport systems – that people will make mistakes, and therefore the system needs to be able to cope with these, and that it must also take account of the human tolerance for kinetic energy. ‘If we hit or are hit by something over that threshold, we will be hurt or killed.’ What does it mean to go upstream in practice? If a truck driver is breaking the speed limit, try to understand why this is happening. Is the driver time pressured? Who can change this? Talk to the CEO of the company and tell them they have a problem rather than punish the driver. How does this relate to fleets? In many countries, the majority of new cars are bought by fleets for either public or private use. So to change the behaviour of car buyers, talk to fleets, not individuals. To illustrate this point, Professor Tingvall explained how the Swedish Government, which buys less than 1% of fleet vehicles in the country, influenced the take up of electronic stability control technology from 15% to 90% of all new car sales within 40 months. ‘We called all the car importers and told them that we would not be purchasing or renting any vehicles that did not have this technology. It would have been impossible to do this through regulation, but by sending the right message to importers, they changed very quickly. It’s not regulations that change things.’ He also cited Volvo’s target that no one will be killed or seriously injured in a Volvo of 2020 model or later. Already Volvo has improved the safety of its vehicles by 80-90% over 1995 models. ‘These differences in safety are mainly driven by demand from consumers and fleet managers.’
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biofuels and a zero carbon fleet Norman Harding Norman Harding from the London Borough of Hackney promised delegates a ‘warts and all’ insight into fleet management as he addressed the borough’s work with biofuels and electric vehicle technology in its aspiration to create a zero carbon fleet. Hackney’s environmental strategy covers vehicle specifications, driver behaviour, routes and alternative fuels. For the last eight years, the focus has been on renewable Fame biodiesel. ‘But we see the future as electric and whilst we’ve introduced many electric cars and LCVs, we’re just not there yet for the heavy bus and truck side. Until EV is available for heavy-duty vehicles, we are looking to use a third generation renewable biofuel during the transition period.’ Fame biodiesel, explained Norman, is an alternative fuel derived from feed stocks such as rapeseed or soya bean, and uses methanol as a catalyst. Hackney uses waste cooking oil instead of virgin feed stocks, specified to EN16709 for B20/30 and EN 14214 for 100% biodiesel. ‘I also specify that it should be free of tallow and animal fats because this is what can cause it to solidify in cold weather.’ Hackney has operated on biodiesel successfully for many years. In the last financial year (2016/17), all Euro IV and V trucks ran on a 100% blend, saving 850t of CO2. Fame biodiesel is cost effective, robust, requires minimal modification to vehicles and saves over 80% of CO2. Potentially more interesting, however, is HVO – hydro-treated vegetable oil. This is a third generation renewable biodiesel sometimes called synthetic biofuel that uses much the same feed stocks. It uses hydrogen as the catalyst and its chemical composition is virtually identical to fossil diesels, which means no vehicle modifications or extra maintenance. There are also no storage or warranty issues, it is widely accepted in the EU and US and delivers significant savings in CO2, particulate matter and up to 70% NOx, depending on drive cycle. The downside is cost. HVO costs up to 30p per litre more than diesel. ‘However, if we can prove its emissions potential, it could be subsidised to make it comparable in cost to conventional diesel until it becomes established in the UK market.’ As good as HVO is, however, Norman believes the future for Hackney is electric, which is ideal for Hackney’s dense, localised traffic. The borough has received funding to improve its electric
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future fleet forum 2018
Above left: 'Particle pollution is the cause of around 29,000 early deaths in the UK each year,' said Dr Gary Fuller. Right: A product demo at the exhibition.
Below left: Christopher Bell from the City of London on responsible procurement. Right: Talking business on the Faun Zoeller stand.
vehicle fleet and charging infrastructure. Electric vehicles – cars and small vans – currently account for 9% of Hackney’s fleet. However, electric has not been without its issues. From a vehicle perspective these include mileage and load limitations, more expensive upfront costs and other unexpected costs, and a longer charging time than anticipated. From a charging infrastructure perspective, back office data remains the main obstacle. With no facility for mileage capture, back office data is almost useless for fleet purposes. And, as with all software systems, there are support and airtime charges. Additionally, intelligent charging points require a phone signal to communicate with the back office. If this is lost, vehicles can’t be connected or disconnected. If it is down long enough the units require rebooting, which could require attendance by a qualified electrician. ‘Another issue is where fleet management and facilities start to overlap,’ said Norman. ‘I assumed I would be responsible for our EV infrastructure, but because the chargers take power from buildings, facilities see it as their responsibility. This causes internal issues that could lead to an element of work being missed.’ Furthermore, technology is advancing at such a pace that it is hard to keep up with the knowledge required to install infrastructure. And, once installed, this will eventually become obsolete because vehicle and charging points need to communicate. 'If you replace your fleet two or three times during the life of the infrastructure, the
18 LAPV March 2018
vehicles could be too advanced for the charging points, so you may have to renew the software underpinning the infrastructure.’ Then there’s power. Hackney is already at the limits of its power supply at its main operating depot so more EVs would mean investing in a substation, which is very expensive. Despite all this, however, Norman believes in electric and thinks that future developments will solve many of the current issues around battery size and weight, vehicle range, energy cost and storage. ‘We’ll get more from solar, recycled batteries from EVs could be used as household storage devices, and we will see the benefits of supply chain convergence. Even now, energy companies are talking to vehicle manufacturers about energy storage and the twoway transfer of energy from buildings to vehicle.’
the future of new york city's fleet Keith Kerman, City of New York New York City already operates the largest municipal fleet in the world with 30,457 vehicles, and the largest alternative fuels fleet. Now it is vying for a new title – the fleet of the future. What does that fleet look like? ‘We want the fleet of the future to be green, safe, shared, transparent, responsive, partnered, prepared and diverse,’ said NYC chief fleet officer Keith Kerman, who gave an overview of New York’s progress. ‘Fleet is an important thing that
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future fleet forum 2018
Left: The exhibition offered delegates the chance to chat to speakers in a relaxed setting. Right: Richard Atkinson gave a lively and inspiring presentation about fostering innovation.
Keith Kerman takes questions at Future Fleet Forum. Right: Romaquip's Kerbsort vehicle on display in the Guildhall's courtyard.
drives an enormous amount of what happens in our daily lives and industry, and it doesn’t get the attention it deserves.’ On safety, NYC has adopted Vision Zero and the city has seen the lowest number of fatalities on its streets in 100 years for the second year running. Its Safe Fleet Transition Plan is a comprehensive effort to develop a future for fleet in which vehicles are designed and specified to be as safe as possible at all times. ‘Every one of our 160 vehicle types will go through this process in a collaborative way to ensure we buy the safest products,’ said Keith. This includes the addition of truck side guards, a concept that came from the UK and is only seen on vehicles in NYC and a few other US cities. Mobiles have been banned, including hands-free use and texting while driving. ‘We don’t believe the safety issue is the movement of the arms, it is the distraction of the conversation. ‘We also want to bring virtual reality into our driver training programme. On-road training is very expensive and we want to see if VR can help bridge that gap.’ On environmental performance, NYC is going electric as fast as it viably can, said Keith. The city currently has around 1,200 on-road EVs and is no longer buying any sedans that don’t have plug-in capability. It is also looking into the issue of energy sourcing. ‘If you look at the sourcing pathway for electricity, you don’t necessarily have a clean vehicle. So we are looking to solar car ports that can power up to three EVs a day. They are not cheap yet, but they will probably become more commercial over time. Every high school student who learns to drive through NYC’s department of education learns in a fleet EV and, starting at Thomas Edison High School in Queens, the car is also powered by the sun.’ The city is also a big user of biodiesel. All its trucks use 20% biodiesel and 80% sulfur diesel, mostly from excess soy oil. ‘This year we will conduct a US$1 billion trial with renewable biodiesel. We think it could be a long-term alternative to regular diesel in trucks. By 2025 we will stop using regular diesel in our trucks altogether.’ 'Shared resources is another area NYC is pursuing, and this is a critical concept at retail and fleet level,' said Keith. ‘We are pushing car share and we are the largest user of Zip Car in the US. We have a scheme whereby we can share our city-owned fleet vehicles as though using Zip Car. Reporting through this programme has found
20 LAPV March 2018
incredible opportunity to improve efficiency.’ The sharing of fleet resources has led to major consolidation. For example, the police department fixes 2,000 vehicles for other agencies. ‘We are breaking silos among fleet operators to find economies of scale.’ There have also been changes in the way the city handles data. Its reporting is all made public on its website, while telematics data is sent to Columbia University and others for analysis. Upgrades to telematics include real-time tracking for all vehicles and automated collision reporting and the establishment of a real-time command centre – the fort – where everything is monitored 24/7. NYC is also looking outside for inspiration to tackle the challenges of the future, said Keith. ‘We organised a Climate Action Challenge and asked the world to submit ideas for the future of EVs, and we are going to find the best ideas and bring them to life. And we understand the importance of procurement. We want the most competition in our contracts and to be the quickest to new ideas.’ Keith added that sustainability isn’t just about the future of the environment. Climate change is a current reality not just a future threat and preparing for and managing emergencies is all part of sustainability. ‘We had a fuel crisis in January, a heating oil shortage during a cold spell. Vendors couldn’t supply it and suddenly fleet had to bridge the gap. We need to be ready for things like this.’ Readying for the future also extends to skills. NYC fleet has partnered with the city’s high schools to bring in the next generation of mechanics and train those interested in transport trades in electric vehicles before internal combustion engines. Keith finished by announcing plans for the City of London, NYC, CILT and LAPV to formalise their fleet partnership and continue the principles of sharing best practice and collaborative improvement started by Future Fleet Forum. 'We will work together to advance fleet sustainability, Vision Zero, and procurement innovation and implement schemes such as CLOCS and FORS under the Future Fleet Partnership. We will extend the invitation far and wide for other fleets to partner with us.' Anyone interested in joining the Future Fleet Partnership should email Ann-Marie Knegt, the editor of LAPV, at email@example.com.
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Future Fleet Awards
FUTURE FLEET AWARDS
THE FIRST FUTURE FLEET AWARDS WERE HELD AT THE GUILDHALL IN LONDON ON 24 JANUARY 2018. THE EVENING DINNER WAS SPONSORED BY NRG FLEET SERVICES, WHILE THE DRINKS RECEPTION WAS MADE POSSIBLE BY DENNIS EAGLE/TERBERG MATEC. SIR RICHARD NOBLE OF THE BLOODHOUND PROJECT AND FORMER LANDSPEED RECORD HOLDER PROVIDED THE ENTERTAINMENT, AFTER WHICH THREE PRIZES WERE AWARDED TO BIFFA, THE ROYAL BOROUGH OF GREENWICH, AND LEEDS CITY COUNCIL.
Royal Borough of Greenwich bagged the award for the most sustainable fleet management department.
Sir Richard Noble handed out the best fleet and road safety initiative award to BIFFA.
Leeds City Council received the accolade for the most innovative fleet management strategy.
Vince Dignam, City of London, was part of the judging panel and also celebrated his birthday on January 24.
22 LAPV March 2018
See me Save me, founded by Kate Cairns, was the event's chosen cause.
The fleet management department from the Vale of Glamorgan was also nominated for a Future Fleet Award.
L-R: Mick Friend, Dennis Eagle; Julian Glasspole, VWS; and Sid Sadique, NRG Fleet Services.
FUTURE FLEET AWARDS
L-R: Urbaser's Jose Ramon Sanchez and Jon Siviter from NRG Fleet Services.
Keynote speakers Mike Britt, MG. Britt Consulting, and NYC's Keith Kerman.
Eric Richardson, City of New York, Ann-Marie Knegt, LAPV, and Arend Mouton, City of London Police, were all judges for the Future Fleet Awards.
L-R: Monica Guise, University of Birmingham, Phil Clifford, freelance consultant, and Nicola Kane, Johnston Sweepers.
L-R: Kevin Murton, Epic Media; Nathan Carr, Hills Waste; Paul Brown and Kirsty Hillsden, RVS.
March 2018 LAPV 23
It's behind you
reaclear from Innovative Safety Systems aims to eliminate reversing accidents. Steve Banner attended the launch at Duncefold Park racetrack in february to see the system in action.
eversing a refuse collection vehicle is potentially fraught with danger. Even if a camera and sensors are fitted, there is always the risk that the driver will end up hitting a vulnerable road user, and in doing so suffer a lifetime of remorse. A reversing assistant should minimise this risk, but if it is freezing cold and pouring with rain, he or she might not want to get out of that nice warm cab. How best to prevent reversing accidents is a challenge that Worcestershire-based Innovative Safety Systems has been working on for the last seven years. Managing director Gavin Thoday believes he has found the answer, and a growing number of local authorities and public service providers have already shown in interest in the new system. The solution is called Reaclear. At its heart this is a waterproof, tough-looking two-way push-to-talk communications device held by the reversing assistant. Pushing the transmit button tells the driver that it is safe to back up. If an attempt is made to reverse the truck without first receiving the signal, an alarm sounds in the cab, lights flash, and an immediate alert is sent to the transport manager. If a hazard appears, a button on the handset is released and the in-cab alarm is triggered to warn the driver to stop. The assistant can then use the
24 LAPV March 2018
device to tell whoever is at the wheel what's happening. Reaclear works at a distance of up to 30m within a 180-degree arc behind the vehicle, and LEDs ensure that it glows when the light is poor. This makes it easier for the driver to see the assistant via a rear-mounted camera or in the truck's exterior rear-view mirrors. The battery-operated handset takes four to five hours to charge up and will not work if the user is standing at the vehicle's sides. Nor will it function if the assistant tries to press the transmit button while still sitting in the cab. As Gavin puts it, Reaclear forces reversing assistants to do their job. Gavin believes that Reaclear is the only solution of its kind. The concept was first introduced to the industry at the 2016 RWM exhibition, where the company gathered feedback. ‘We made several changes to the handset as a consequence of the feedback we got from potential customers,’ says Gavin. ‘These included making the handset more robust and integrating the lights.’ Half a dozen Reaclears have been undergoing field trials, and Serco has three fitted to its vehicles. Bournemouth Borough Council has also been testing one for the past two years. ‘It's working very well and we're happy with it,’ says Bournemouth waste manager, Paul Hancock. ‘Our vehicles have to reverse down some narrow
streets and Reaclear makes things safer for the reversing assistant as well as for the public.’ ‘The system is standing up well to what can be a tough working environment,’ confirms Gavin. ‘We're seeing a failure rate of less than 1%.’ The order book officially opened at Duncefold Park racetrack near Guildford in Surrey, one of a series of similar exercises scheduled to be held countrywide. Attendees had the opportunity to see Reaclear demonstrated in conjunction with one of Bournemouth's 32-tonne refuse vehicles. The event also featured a small display of vehicles and services from Geesinknorba, NTM, Refuse Vehicle Solutions, and Stock Sweepers. Faun, Epic and Iveco Retail also provided support. A city council in the Midlands has already placed an order for two Reaclears, while a Welsh council looks set to order 30. A reversing radar can be installed in addition to Reaclear. The former helps protect the vehicle from damage while the latter helps protects vulnerable people. So how much does Reaclear cost? ‘It's comparable with the current price of a quality reversing radar, which ranges from £1,500 to £2,200,’ says ISS sales director, Oliver Hoadley. ‘The comment we're getting from people is that they'd like to try it, and if it does what we say it does, then they'll fit it to everything.’
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CMS SupaTrak manage the OWL Partnership on behalf of the OWL partners.
For more information or to register, please visit our Eventbrite pages: owl-scotland.eventbrite.co.uk Wales Roadshow
St Davidâ€™s Hotel, Cardiff
Wroxall Abbey, Warwick
owl-wales.eventbrite.co.uk owl-midlands.eventbrite.co.uk ni-waste-expo.eventbrite.co.uk
roadshows (Optimised Waste & Logistics) are fast becoming the go-to events for both public sector and private fleet operators. The popular events are designed to help operators learn about the benefits of the latest vehicle technology thatâ€™s available specifically for the waste, transport and logistics industries. The individual OWL partners are all specialists in their fields and already successfully supply stand-alone products. but by working in partnership with each other, and with professional organisations such as FOrS, CILT and CIWM, OWL is leading the way in both the development of fully-integrated solutions and driving up standards of safety and compliance.
Reduce your costs
Maximise your resources
Reduce your carbon footprint
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Process, procedures and people
Good workshop management isn’t just about costs and savings. Spencer Law, MD of Refuse Vehicle Solutions, tells LAPV how to create and maintain an efficient workshop and a happy, productive workforce.
The benefit of accreditation is that it requires a procedure for every eventuality, says RVS MD Spencer Law (pictured right).
efuse Vehicle Solutions has achieved three major accreditations for its workshop in the last six months: ISO9001 for Quality Management; ISO 14001 for Environmental Management; and OHSAS 18001 for Occupational Health and Safety Management. The choice to go down the accreditation route was not simply about processes, procedures and ensuring the workshop runs smoothing and efficiently. 'As much as anything,' says MD Spencer Law, 'it was about ensuring the safety of the company’s staff, identifying training needs and helping to create a career path for every team member. ‘It’s all about the people,’ says Spencer. ‘We’ve always tried to invest in our people. In practice, this means that we want everyone to feel they are listened to and that their opinion is worth as much as the next person's, irrespective of age or seniority. We believe that if you pay people what they are worth and value them, they will stay.’ Health and safety is of the utmost importance to RVS, and the company put all of its management team through the IOSH Managing Safely course. It is also compulsory for workshop-based staff to attend the IOSH Working Safely course. ‘We don’t want to pay lip service to this issue; we want our staff to know that we take their safety seriously.’ Spencer explains that a benefit of going through the accreditation process is that it requires the creation of a procedure for every possible eventuality. By doing this, companies can automatically deal with anything that comes their way, quickly and effectively. Using the same processes across every area of the business creates a consistency of service and also means that staff can move more easily from one job to another. ‘We like to swap people around and rotate their skill sets so that each person can do another person’s job. It provides variety, keeps things interesting, and removes the “single point of failure” situation. For example, a service controller can step into the shoes of the service administrator and vice versa.’ He adds that going through the ISO9001 accreditation process helped RVS to ensure a consistency of quality that reaches every corner of the business. The company makes sure that all field service engineers receive exactly the same training, and offer the same standard of service and experience to every customer. That includes
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always requesting that customers inspect vehicles on completion and asking if there is anything else they can help with. Similarly, the office always follows up with the customer the next day to make sure they are happy with the service they received. ‘Of course, as you go through the accreditation process and create these new systems and protocols, you inevitably identify weak areas. It’s a snowball effect and we are now on a seemingly neverending path of continual improvement.’ Accelerator software was brought into the business about four years ago and has been very successful. This creates a virtual card for every job that is managed by the software, which keeps a tally of all costs associated with that job. Every job is tracked at all times, providing a continuous live view of the business and the ability to see how many vehicles are on the road and how many are waiting for parts or maintenance. ‘A particular benefit is that we are able to demonstrate to customers exactly much time has been spent on their vehicle,’ says Spencer. ‘The software enables us to calculate the labour efficiency of different jobs, the effectiveness of each team member and the productivity of the workshop as a whole, as well as identify areas where we might improve. If productivity dips we can dig into the data and find out why. It could be seasonality or the type of work, or it could be that more training is required.’ He adds that another invaluable feature is the automatic scheduling of routine maintenance and servicing, LOLER testing and MOTs for customers’ vehicles and RVS’s own hire fleet. This is all managed to minimise disruption and vehicle downtime. ‘We can produce internal paperwork and get quotes out faster, and everything we have in stock is on the system so if an item reaches the pre-programmed minimum we are sent a reorder alert. RVS has also just rolled hand-held PDAs to the engineering team to enable the company to more fully utilise the software. ‘Our field service engineers use the PDAs to plan their day. They clock on when they leave their house and clock off after each job. Customers sign for the job and all the information is there to see, including the invoice amount, so everything is transparent.’ In April this year, RVS will complete its plans to double the size of
its workshop operation with five new bays. This will enable the company to increase its productivity further by organising the bays into specific areas of activity. Some bays will serve as welding and fabrication areas, others will be dedicated to repair work and body refurbishments, and others to finishing, valeting and polishing vehicles before they are delivered. ‘Our aim is to keep as much as possible in-house so we use the Delphi system for diagnosing engine and chassis repairs,’ explains Spencer. ‘The new bay fit-out will include an inspection pit and a brake tester, and we already have a Summers mobile lift. We fit all ancillary equipment, such as radar, cameras, and specialist lighting on site as well as sign-writing. The only service we don’t currently provide on our premises is vehicle painting, but ultimately the aim is to bring that in-house too.’ Looking to the future, Spencer believes that the return of apprenticeship schemes is good news for the industry, and RVS has apprentices throughout the business. ‘We have developed a good relationship with a local school and currently, have four apprentices who are ex-pupils. We visit careers fairs, take a refuse truck and talk to the students about what’s involved. The students love the handson, practical nature of what we do, and they are surprised by the level of engineering, design technology, and maths that goes into building and operating bin lorries.’ The company is also planning to continue its accreditation journey and drive to improve and by the end of April 2018 hopes to have achieved IRTA Workshop Accreditation. ‘This will rubber-stamp our
efforts to maintain best practice across our workshops as well as across our field engineer maintenance and repair services. ‘In terms of adhering to best practice, we have also applied for Van Excellence certification from the FTA. The Van Excellence Code covers everything from driver licensing, competence and behaviour, to vehicle equipment and maintenance, vehicle standards and safe working environment.’ Spencer believes that getting all these processes and procedures in place is crucial for RVS to fulfil its future plans. 'It has given us a solid foundation and framework from which we can expand our operations, while still maintaining the high standards that our customers are accustomed to. Ultimately, we would like to open satellite depots in North London and Exeter to provide enhanced regional coverage for our preventative maintenance and field service customers. The Gloucestershire premises will then serve as a super centre and a base for truck sales, administration, and a hub for training.'
We do hire too March 2018 LAPV 27
Sweepers go green Three alternative fuel choices are now available to customers of Johnston Sweepers as part of the company’s programme of research into new environmentally-friendly fuel technologies.
The CityCat zero emissions 2m3 sweeper uses a lithium ion battery, which supplies enough power for eight hours in drivemode.
he green alternative fuel line-up from Johnston Sweepers includes the CityCat 2020ev electrically-powered compact sweeper, a brand new VS651 CNG truck-mounted sweeper powered by compressed natural gas, and the very latest HVO (hydrotreated vegetable oil) drop-in fuel. ‘Each fuel option has been developed as a result of careful investigation, clever engineering, and close collaboration between Johnston engineers and engine and chassis manufacturers to find the best solution for each class of sweeper,’ says Graham Howlett, sales and marketing director. ‘In addition, in another new initiative, Johnston is also developing what we believe to be the world’s first autonomous, driverless sweeper, the Autosweep.’ Graham explains that the Autosweep is being designed for city centre pedestrian area sweeping. It will also be suitable for removing foreign objects from the aprons and runways at airports, replacing
diesel-powered machines with all-electric, quiet, clean-technology driverless sweepers. ‘The electric option is generally accepted as the way forward for small vehicles, and the CityCat 2020ev all-electric sweeper has been well-received throughout Europe,’ says Graham. ‘This zero emissions 2m3 machine uses a lithium ion battery, which supplies enough power for eight hours in drive-mode, and it is many times quieter and cheaper to run than a diesel-powered sweeper, with almost the same payload.’
Savings on energy and maintenance Over the long term, Graham says customers should see significant savings on energy costs and maintenance, service and repair costs. ‘With its surprisingly low total cost of ownership and beneficial impact on the environment, this is a serious contender for any customer wanting to switch from diesel.’ However, Graham acknowledges that the electric options isn’t as viable for larger vehicles because of the size of the batteries that would be required. Therefore Johnston has worked closely with Iveco to develop its new CNG-powered VS651 CNG hydrostatic truck sweeper, mounted on a 16T Iveco chassis and driven by a single 210Hp engine.
CNG Compressed natural gas is drawn straight from the natural gas pipeline grid, compressed and dispensed at 250 bar. Alternatively it can originate from methane producing waste sites, which turn rubbish into fuel. ‘Natural gas contains less carbon than any fossil fuel and so produces less carbon dioxide emissions when burned, as
28 LAPV March 2018
well as far less NOx (nitrogen oxide) and particulate matter than diesel engines,’ says Graham. ‘When drawn from the high pressure gas grid, CNG is the cheapest and cleanest fossil-based natural gas fuel. It costs around 60% of the price of diesel, thanks to its low processing, electricity and transportation costs and generous fuel duty levels set by the Government.’ Johnston believes that compressed natural gas is the fuel of the
Graham Howlett is sales and marketing manager for Johnston Sweepers.
future for truck sweepers and many fleet operators and local authorities are already looking to make the switch from diesel. ‘At Johnston we firmly believe that CNG is by far the best “well-towheel” fuel solution going forward because it causes the least allround damage to the environment and is in plentiful supply.’
Hydrotreated vegetable oil However, those companies looking for an immediate fix in the search for alternative fuels should consider HVO, says Graham. HVO (hydrotreated vegetable oil) is a colourless liquid that has the same chemical composition and productive output as diesel but with none of the harmful properties, burning more cleanly and reducing NOx emissions by 28%, hydrocarbon emissions by 27% and CO2 emissions by 13%. In addition, the use of HVO requires no vehicle modifications, making it the ideal solution for operators looking to move away from diesel quickly. In the UK it is approved for use in the CN101, CX401 and entire V Range of truck-mounted sweepers, which Graham says is a first for the sweeper industry. ‘The main advantage of HVO is that it is a drop-in fuel that can be added to existing fuel tanks without any modifications or loss of warranty, and with no need to clean out storage tanks. You can just fill and go,’ explains Graham. ‘It can be mixed with diesel if required, and is fully interchangable from fill to fill. ‘This is Johnston‘s most environmentally-responsible alternative fuel range yet, and we believe it is the future for sweeping,’ Graham concludes. ‘These options are helping customers do their bit in terms of saving the planet as well as assisting local authorities in saving money and meeting their clean air targets.’
Mercedes-Benz launches eActros The world’s first heavy-duty electric truck from Mercedes-Benz is set to hit the road.
Developed in 2016, the eActros heavy-duty electric distribution truck from Mercedes-Benz is designed for emission-free, quiet operation in urban areas. Ten vehicles in two size variants – 18 and 25 tonnes – will now go out on the road with customers to tests their feasibility for everyday operations and the economic efficiency of the vehicles in real-world conditions.
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The vehicles will initially be used for inner city goods transport and delivery services across Germany and Switzerland that would otherwise be undertaken by conventional diesel-fuelled vehicles. The first round of testing will last 12 months. Once this is completed, the trucks will go out with a second group of customers for a further year. ‘Our aim is to achieve series-production and market maturity for a range of economically competitive electric trucks for use in heavy-duty transport operations with effect from 2021,’ said Stefan Buchner, head of trucks for Mercedes-Benz. The eActros is based on the frame of the conventional Actros but configured specifically for electric mobility. The vehicles have a range of up to 200km, with the energy provided by two lithium-ion batteries with an output of 240 kWh. The drive axle is based on the ZF AVE 130, a low-floor portal axle used in hybrid and fuel-cell buses that has been revised for use in the eActros with redesigned housing and a higher mounting position to increase ground clearance to more than 200mm. The drive system consists of two three-phase asynchronous motors that are liquid-cooled and operate with a nominal voltage of 400 volts. The customer innovation fleet will be on the road until at least mid-2020 and aims to establish the energy requirements for a series of application scenarios as well as economic efficiency. It will also compare environmental performance for the electric trucks with diesels in a full Life Cycle Assessment. The findings will inform on-going optimisation measures and the results will be published to provide potential users with the opportunity to optimise their route planning or develop new business models for their logistics processes.
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Introducing Generation E TOPPER
AN ELECTRIC VERSION OF THE AEBI-SCHMIDT SWINGO 200+ SWEEPER WILL MAKE ITS DEBUT IN MAY AT IFAT 2018 AS PART OF THE COMPANY'S GENERATION E FULL-SERVICE CONCEPT.
he Generation E compact sweeper is run entirely on electric power. It was developed to offer customers in both the municipal and private sector markets sustainable, emissions-free technology together with an all-inclusive package covering the service, maintenance and performance of the vehicle. The Generation E concept includes a compatible charging station with a monitoring function; a GPS-based telematics solution to boost performance and optimise route planning; and expert advice on infrastructure, energy use, maintenance concepts, and fleet set-up. Battery servicing and diagnostics are also covered, while used batteries can be returned and recycled. Aebi-Schmidt estimates that the whole life costs of the eSwingo 200+ are comparable to a traditional diesel versions thanks to lower energy requirements and reduced maintenance costs. The rechargeable battery has a capacity of more than 60 kWh and can run for 10 hours. The drive and sweeping unit are both electric and the vehicle is virtually silent when in operation. Tobias Weissenrieder, sweeping and agriculture manager at ASH Group, of which Aebi-Schmidt is a part, says the company would accept no compromises in performance when developing the vehicle and focused on efficiency and sustainability. ‘With the renewable generation of power, each machine automatically produces zero CO2 emissions, rather than the 123 tonnes of CO2 produced by a standard diesel-powered machine.’
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He adds that customers can reduce energy costs by up to 85% and maintenance costs by as much as 70% as well as benefiting from a longer life cycle compared to a diesel model. Reducing air pollution was a key driver for the development of the Generation E vehicle, according to Ash Group CEO Barend Fruithof. ‘Controlling air pollution and reducing noise are becoming more and more important to our customers. The EU has set a target of reducing CO2 emissions by 2050 by 80% from 1990 levels. This demands a rethink within society, and new thinking from companies like Aebi Schmidt. ‘For us and our customers, sustainability means being fit for the future. The electrical implement carrier Aebi EC and the eSwingo 200+ represent milestones from which we will consistently look to expand our range of alternative drive concepts.’ One reason that Aebi-Schmidt is offering the eSwingo via the Generation E concept is to make it easier for customers to make the switch to electricity. ’Generation E represents an integrated concept: superior technology, maximum comfort and a customised business model. We want to be a full-service provider. And as such we take care of a large share of our customers’ tasks for them. The customer benefits from optimised processes and saves resources.’ The vehicle has two battery packs – 48V and 400V – for optimum performance and efficient handling. And the electric drive for the broom is driven by a battery with a capacity of over 60 kWh.
An on-board rapid charger can recharge the battery in just two hours and the battery is designed to provide at least 5,000 charging cycles. The batteries themselves are non-flammable and explosion proof. The new machine has a top speed of 31 mph and maintains the manoeuvrability of the existing model thanks to its all-wheel steering. Careful consideration has also been given to the weight distribution over the front and rear axles to ensure excellent driving stability. The water tank holds 380 litres, and the 2m3 hopper is the same size as on the diesel model. In addition, the water recirculation system can be combined with the Koanda air circulation system to reduce emissions by up to 70%. A large proportion of the dust-laden air that is sucked in is re-circulated to the suction nozzle in a closed cycle, while the special design of the nozzle improves debris collection. The small amount of residual air that remains is purified through finepored filters, which means almost no particulate emissions and ultra-clean sweeping. Ergonomic design elements include a heightadjustable and articulated steering column and intuitive control via a joystick. Finally, the eSwingo 200+ comes with a new generation of telematics solution. This provides GPS positioning in real time and enables optimised driving and battery performance, automatic tracking of service intervals, and route optimisation.
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Key trends for 2018 NSafety, sustainability and connectivity are just three of the trends that will shape the public sector in the coming years, says Lee Rowland, sales and marketing manager for Dennis Eagle. He talks to LAPV about where local authorities need to focus to stay ahead of the game in 2018.
Terberg and Dennis Eagle are part of the Nottinghamshire Vehicle Procurement Consortium and the company has recently secured a four-year framework agreement with the procurement group.
ack in 2015, the Department for Communities and Local Government’s report Household Waste Collection: Procurement Savings Opportunities set out a number of recommendations for ways in which local authorities can make savings from joining up their procurement processes where waste management goods are concerned. There are already a number of cases of successful synergies between regional authorities – for instance, Cornwall and Nottinghamshire – which are helping to deliver greater efficiency through the formation of strong partnership arrangements with suppliers. ‘This is helping to facilitate closer working relationships between companies throughout the supply chain which, in turn, is delivering greater value,’ says Lee Rowland, sales and marketing manager at Dennis Eagle. This is a trend that looks set to grow throughout 2018 and beyond, but for this model to work successfully in the longer-term Lee believes there needs to be more transparency, greater collaboration, and a willingness to look beyond geographical boundaries. He adds that local authorities do not necessarily need to be physical neighbours to benefit from joint procurements, and this is particularly relevant in cases where the nature of the environment in which the vehicles operate dictates the need for specific configurations. ‘As such, it is highly likely that we will see the emergence of larger and more influential framework agreements covering greater areas of the country.’
Circular economy Sustainability remains an important issue and has become an integral driving force behind the economy and society as a whole. The ‘circular economy’ concept is something that responsible organisations are well versed in, and its five Rs (reduce, reuse,
34 LAPV March 2018
refurbish, repair and recycle) are increasingly being used to help make better use of resources and limit environmental impact. The fact that local authorities are continually working to improve recycling rates and reduce the amount of waste sent to landfill is just one example of this. However, there are a number of other areas in which the circular economy concept can be applied successfully. ‘As a manufacturer, we are seeing greater demand for reconditioned vehicles through our Dennis Approved Used service, and this has been so well-received by the market that it has been extended to cover parts,’ says Lee. ‘As a result, customers can now purchase a variety of refurbished individual components, including both body and chassis units, bin lifts, cabs, engines and gearboxes.’ Lee adds that the service, which enables customers to achieve cost savings as well as reduce their environmental footprint by purchasing used rather than new, has just had its most successful year to date, demonstrating a growing demand nationally for reconditioned vehicles and parts.
Road safety According to the Royal Society for the Prevention of Accidents, 18,844 cyclists were injured in reported accidents in 2015, including 3,339 who were killed or seriously injured. Although this is a decrease on the previous year, it is clear that there is still a lot more work to be done when it comes to improving road safety. ‘Reducing the risk of accidents for cyclists, pedestrians and other vulnerable road users who come into contact with vehicles is an ongoing issue, and one that we are continually addressing through new developments and innovations,’ says Lee. The introduction of Whole Vehicle Type Approval in 2014 now means it is mandatory for refuse collection vehicles to be fitted with sideguards, which are designed to mitigate the risk of cyclists or pedestrians being dragged underneath a vehicle in the event of a collision. Following this, in November 2015 it also became a legal requirement for all new vehicles to be fitted with Lane Departure Warning and Advanced Emergency Braking System technology. Further measures that have been shown to improve safety for cyclists and other road users include blind spot mirrors, 360-degree camera systems, proximity sensors, and LED lighting to provide improved visibility at night and in low-light conditions. ‘While a number of features designed to enhance road safety come as standard on new refuse collection vehicles, we are seeing an increasing number of customers specifying optional extras to help protect vulnerable road users, and this is a trend that looks set to continue into 2018 and beyond,' says Lee. ‘Dennis Eagle’s Elite 6 represents the latest in a long line of innovations designed to improve cab safety. It has been purpose built for urban operations and offers an unparalleled standard of direct driver visibility. Narrowed A- and B-pillars aid peripheral vision to give an unobscured view and prevent traffic disappearing from
Expertise in developing large trucks with highvisibility cabs for use in urban environments was a major reason behind TfL’s decision to approach Dennis to take part in CLOCS.
sight, while longer windows provide enhanced over-the-shoulder visibility at junctions. The driver seating position is also closer to the road, giving drivers a better sense of the vehicle’s proportions and improved visibility of cyclists.’ Lee explains that this expertise in developing large trucks with high-visibility cabs for use in urban environments was a major reason behind Transport for London’s decision to approach the company to take part in the Construction Logistics and Cycle Safety (CLOCS) programme, which aims to enhance safety for vulnerable road users in and around London. ‘Our involvement with CLOCS has seen us partnering with businesses from other industries to share our knowledge and expertise, developing new ways of working together as part of a shared aim to drive up road safety standards. Our resulting Urban Safety Vehicle range currently includes tipper and skip-loader variants aimed at the construction market, with a tractor unit currently in development. ‘In addition, Terberg DTS has partnered with Dennis Eagle to develop an Urban Logistic Safety Vehicle aimed at the retail sector. These collaborations have proved highly successful, and as a result we are keen to replicate this model of cross-industry knowledgesharing with other businesses seeking to improve vehicle safety standards going forward.’
Greater connectivity Vehicles are not just developing in terms of their physical attributes. The last few years have also seen the seen the development and introduction of more advanced virtual technology, including vehicle telematics. Telematics, such as the Dennis Connect system, have helped to integrate component electronics and wireless communications with services such as the Internet or GPS to deliver information and facilitate the use of applications designed to monitor and improve
vehicle or fleet performance. Today’s vehicle telematics systems are becoming increasingly sophisticated and are playing an important role in delivering ‘more for less’ – a key consideration as operators seek to improve operational performance while increasing productivity. ‘There are now over 1,000 vehicles visible on our Dennis Connect system, and it is the responsibility of our service network controllers to continually monitor these,’ says Lee. ‘As well as giving us the ability to remotely diagnose faults in real time, it also allows us to identify defect trends, introduce preventative programmes and recommend smarter service and maintenance scheduling.’
Looking ahead Looking ahead to 2020 and beyond, there is no doubt that the industry will face increasingly stringent targets. Lee believes that along with safety, the drive for greater efficiency and environmental performance will continue to dominate vehicle design. ‘The availability of more lightweight materials is already influencing the way we think about the design of our products and, while their impact is fairly limited at present, we expect real benefits to come along in the next few years, helping to deliver further improvements and innovations.’ However, perhaps one of the most exciting developments on the horizon is the potential for lower emission vehicles. The Ultra Low Emission Zone comes into force in London’s current Congestion Charging Zone on 8 April 2019, and Lee says that Dennis Eagle is already at an advanced stage in developing solutions to help affected customers meet legislative requirements. 'Our hybrid integrated Urban Commercial Vehicle (HiUCV) is the result of many years’ research and development,’ says Lee. ‘It was co-funded by the UK Technology Strategy Board and developed in association with the Motor Industry Research Association (MIRA), and offers a viable blueprint for the future of sustainable vehicle design.’
March 2018 LAPV 35
The litter of the law The Local Government Association reports that councils spend around £1 billion per year dealing with littering and fly-tipping. Adrian Convery from waste management specialist CDEnviro says help is at hand to reduce the impact litter has on the environment and budgets.
Above: Adrian Convery is CD Enviro's business development manager.
2014 resident satisfaction poll carried out by the Local Government Authority found that 73% of residents are ‘very’ or ‘fairly satisfied’ with the street cleaning service provided by their council. While this is highly commendable, achieving this result is no easy task. Dealing with these issues is expensive and local authority budgets are, of course, increasingly under threat of further reductions. Ignoring littering it is not an option. As well as negatively impacting public perception of an area, litter can be a hazard to road users. It is no small problem either. The LGA stated: ‘Research shows that roads and verges are some of the most littered parts of the country and 23% of motorists have admitted dropping litter out of their car windows.’ If nearly a quarter of people admit to it, you can bet more than a quarter actually do it. So what can councils do about it? ‘To a large extent this is an antisocial behaviour issue and littering needs to be cut out at the source,’ says Adrian Convery from waste management specialist CDEnviro. ‘Councils already take a range of “carrot and stick” approaches to reinforce positive behaviours and foster increased civic pride, combined with the deterrent of enforcement action where necessary.’ However, Adrian says that many councils believe existing powers are not sufficient to deal with littering from vehicles because confirming the identity of the culprit is often difficult. To help improve this situation, the Government introduced a law allowing fines to be issued to the vehicle owner as part of the Antisocial Behaviour, Crime and Policing Act, but more needs to be done. The LGA is calling for greater powers for local government so that it can continue to tackle littering and fly-tipping by encouraging producers to take more responsibility for the costs of littering and deterring people from fly-tipping through fixed penalty notices. ‘We’ve seen a raft of green proposals and legislation recently,’ says Adrian. ‘These include the extension of the 5p plastic bag tax, the suggestion of a latte levy, the possibility of a tax on single-use plastic water bottles, as well as the 25-year environmental plan, so it is clear the government is not shy about introducing environmentrelated laws.’ Therefore there’s some hope that the desired legislation regarding littering will follow, but he says it is unclear how much of a priority this might be.
36 LAPV March 2018
In the absence of new legislation or a dramatic change in behaviour, litter is not going away, and nor are the associated concerns. ‘An additional issue is that not all the material that collects on our roadsides is the result of deliberate littering. There’s organic material from the surrounding flora and fauna, bits of material that fall from vehicles – such as rubber from tyres – and other dust and debris. This means there will always be a need for councils to collect and deal with roadside litter and therefore to find room in their budgets for dealing with street sweepings.’ Councils need to find ways to cut costs and/or increase revenue in order to maintain their service levels and keep roads and streets safe and clear. This should involve reviewing the machines and schedules for sweeping and collecting street sweepings. However, says Adrian, it is also important to consider what happens to the material that is collected. Whether it is collected by the latest in mechanised sweepers or a more traditional operative with a cart will depend on the individual situation, budgets and location, but the end result is usually largely the same. When the receptacles are emptied there will be an intermingled mass of materials including plastic, glass, cardboard, dust, organics and the like. Where disposal of this material was once seen as an additional problem it is now an opportunity. ‘The mixture of materials previously meant there was little option but to send it to landfill, with all the associated economic and environmental impact,’ Adrian explains. ‘It just would not have been cost efficient to take any other course of action.’ However, landfill is itself a costly and not always straightforward option. ‘The collected material is usually wet and unsuitable for immediate disposal in landfill. It also takes a long time to dry, adding further costs to the process.’ Some waste operatives will look to dewater material on site using additives or sawdust to soak up the water, but this still leaves high disposal costs to consider. There is also the risk of water run-off which can harm the environment and carry with it the risk of future legal action. ‘It is possible to pass on the waste to other processors, but this means the original operator does all the work in collecting the
material and then someone else reaps the rewards of landfill diversion,’ says Adrian. ‘Any third parties involved in dealing with the collected material must be carefully vetted. Unfortunately, there are still a few unscrupulous operators who are willing to flout the law and mix or dispose of the material in an illegal way, damaging the environment and transferring the costs back to taxpayers.’ However, the good news is that these disposal issues are not insurmountable. Technology is now available that can process the mixed material, meaning it can be diverted from landfill and create a lucrative revenue stream in place of a cost. ‘These wet processing systems screen, classify and dewater waste streams, diverting over 70% of the input from landfill,’ says Adrian. ‘They also remove contaminants and oversized matter and maximise recycled water levels.’ With this new equipment, Adrian says that guaranteed repeatable results are achievable and contamination levels in outputs are reduced, regardless of feed contamination levels. The washed grit is suitable as a non-structural fill or secondary aggregate. Sand, grit and gravel offer significant potential for recovery and can be used in line with country regulations. The remaining oversize grit/gravel can be recovered for use as recycled aggregates while recovered organics/ rag can be used in composting or alternatively go to landfill at reduced volumes. ‘An added advantage is that the systems are available in turnkey options, or set up in modules so that they can be used on a variety of sites and locations.’
Like many, if not all of the environmental issues facing councils today, there is no easy fix for littering or a way to ensure that council budgets will be sufficient to deal with this demanding service. However, by combining a reduction in waste crime through behaviour change initiatives and legislation with landfill diversion initiatives – such as proper processing of road sweepings – councils and waste management companies have the opportunity to ensure that the road to tackling litter is as free from obstacles as possible. With landfill taxes set to rise and budgets falling, councils can’t afford not to take the problem on.
Above: clean, recycled roadwaste can be a valuable resource for councils.
Thursday 21st June 2018
Ahead of the game From alternative fuels to automation, big changes are coming to the transport sector in the next few years. LAPV’s Ann-Marie Knegt sat down with Russell Markstein from NRG Fleet Services and Martin Greaves from Assetworks to talk about where they believe the industry is heading.
number of technological and environmental advances are on the horizon for transport that could transform the sector. Local authorities and fleet managers will be at the coalface of the coming revolution, looked to by government to lead the way, particularly when it comes to environmental issues. Intelligent management of data and assets and keeping on top of the latest technical developments will be critical for ensuring that municipal and commercial fleets are in a position to take advantage of the changes that are coming. To this end, LAPV invited Russell Markstein, group commercial director from NRG Fleet Services, and Martin Greaves, UK operations directors for Assetworks, for a discussion on what they see as the key current and upcoming developments for this sector. It was no surprise that technology advances were among the first topics under discussion, led by Martin Greaves. Assetworks is a global systems provider that works with fleets around the world, including New York City, Royal Mail, and TNT. Smarter use of data to deliver greater efficiencies and ways in which that data can help support transitions to greener fleets are among the main things that Assetworks is currently focusing on with its clients. ‘The US has really been pushing this. We’re lagging a bit behind in the UK,’ he said.
Electra, the first fully electric RCV, was launched at Future Fleet Forum with a Geesinknorba refuse body.
The importance of data ‘How are local authorities using fleet management systems?’ Ann-Marie wanted to know. ‘Is it still mainly to gather data or they starting to use these in a more advanced way?’ ‘We’re definitely seeing local authorities beginning to use these systems in a more sophisticated way,’ said Martin. ‘It’s all about what you do with the data, and the big thing for us at the moment is our
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Capital Asset Management product, which we brought out a couple of years ago.’ The CAM system from Assetworks is centred on managing the life-cycle of assets with the aim of helping clients to reduce their capital expenditure and operating expenses, lower cost of ownership and meet sustainability targets by maximising the useful life of their assets. As Martin pointed out, collecting data is all very well, but it is useless if it is not used. What Assetworks is focused on is creating a central repository for all fleet management data. Customers can then use reporting tools to pull out the information they need. CAM gathers, centralises, and makes use of this data to help businesses make more informed decisions. ‘Royal Mail are using it. They have a fleet of 48,000 vehicles. They buy a lot of vehicles, so there are huge savings that can be achieved by buying the right vehicle at the right time. They also have a rich seam of fleet management data that they are using to improve efficiency. Instead of simply replacing vehicles, they can look at the data on how they have been running and make a decision on the best time to replace each vehicle. They are currently looking at ten to 20-year timescales for vehicle replacements, and their decisions are based on factual data, not guesses. Our CAM product generates the information about when vehicles should be replaced, how, and at what cost, and takes those vehicles from ordering to delivery and then feeds them back into the fleet system. ‘No other system in the world does this. Companies spend huge amounts of money on purchasing vehicles, yet most people are managing this process on spreadsheets – it is in their heads. CAM takes fleet management data and uses it to assist with business decisions.'
‘Do companies have to be using your fleet management system to use the CAM product?’ Ann-Marie asked. ‘We sell integrated products, so CAM will bolt onto our other products like FleetFocus and take data right out of our systems and feed vehicles back in,’ said Martin. ‘This is a seamless integration. CAM will also take data from other fleet management systems, so people not using our fleet management system can still buy it.’
The potential of apps ‘Data is hugely important to our operation,’ agreed Russell Markstein from NRG Fleet Services, a business that covers everything from fleet management to vehicle rental, contract hire, maintenance, tyre management, and accident management. NRG has invested in developing its own fleet management software, and has now turned its attention to apps, acquiring a small company of code writers to
develop added-value applications for clients. ‘A really interesting example is using QR codes for hire vehicles,’ said Russell. ‘You deliver a truck, scan the QR code on the chassis or the body, and it gives you a training video.’ Apps are changing the industry a lot, believes Martin, and they are doing it by making it both easier to gather data and making that data more immediately accessible. ‘Take workshops, for example. How do you get information to and from the technician who repaired the vehicle? You provide them with an app on a tablet or a phone – this is now standard. It’s not an expensive piece of kit and it means you can acquire the information very easily.’ ‘I agree with that 100%,’ said Russell. ‘On the one hand you have mechanics and drivers who may not be that IT literate, but give them an app on their phone…’ ‘And the app guides them through it,’ said Martin.
From left: Martin Greaves, UK operations director at Assetworks; Russell Markstein, commercial director at NRG Fleet Services; and Ann-Marie Knegt, editor of LAPV and founder of Future Fleet Forum.
In association with:
March 2018 LAPV 39
Assetworks was one of the main sponsors of Future Fleet Forum. The team is pictured here at the Future Fleet Awards. From left to right: Nick Hill, Nick Bridle, Amanda Scott and Martin Greaves.
‘Exactly, and we’ve done something like this for tyres,’ added Russell. ‘Unusually, we are a tyre supplier for one of our competitors, and we developed an app for their drivers which means that if they have any kind of incident, they know what to do.’ Martin explained that Assetworks is developing apps for precisely this kind of use. ‘The ethos of our product is to get as much information as possible from within the operation to a central place to generate reports. The problem in the past was that this was a paper chase. If there was an incident or defect, everything was on paper. The driver does a walkaround check, it’s on paper. But now, by putting apps on phones, you can access this information instantly. As soon as you know there is a defect, that vehicle can be stopped from going out. We have an integrated fuelling system that will prevent vehicles from being fuelled if they should be off the road. There is just so much potential for apps. Anything that is currently done on paper should be done on an app.’ ‘What are the benefits for local authority customers?’ asked Ann-Marie. ‘Are you seeing efficiency savings?’ ‘Very much so,’ said Martin. ‘We run consultations with customers. We tend not to design software within the development team, but instead work with our customers to create the tools they need. We did this with our smart apps project that went live last year. This involved ten clients, including New York City, Wakefield City Council and Royal Mail, and we designed seven apps that they felt they needed to do their day-to-day jobs and get data in and out of their operations. These included apps for walkaround checks, mobile drivers, remote incident defect reporting, where’s my vehicle?, etc. The project is still in the trial stage, but already clients are seeing greater efficiencies.’ Apps and data are not the answer for everything, however, cautioned Russell. ‘The management information you get from apps is great, and people like to see graphs and charts, but day-to-day you still need to own that data, and I think that’s what people can forget. Apps should replace spreadsheets. You still have a responsibility to talk, and it does make life easier.’ ‘It’s really about more timely data…’ commented Martin.
40 LAPV March 2018
‘Yes,’ agreed Russell. ‘It’s the real-time information that will move things forward. For example, for rentals, it will simply be a case of scanning a code. But what data won’t do is make choices for us.’ ‘It can’t make choices for you, but it can guide you in making a choice,’ pointed out Martin.
Greener fleets One area where data is still difficult to get hold of, however, is for greener fleets. And this was the other major topic under discussion, driven by the recent launch of the Electra Commercial Vehicle, which Russell described as ‘the first tangible large electric-powered vehicle’. ‘We’ve all pandered to the idea of upgraded cars and upscaled vans that don’t make much sense commercially,’ said Russell of the launch. ‘And Mayors Johnson and Khan have made a succession of changes that are making operating diesel unsustainable in London, so we came up with our own solution. That is to take out the engine gearbox from a truck and add in a motor and a bank of batteries. And it works. It’s not aimed at district councils, but it works in a city. It has a range of 250km and can run for 10-12 hours with a refuse collection body. Electra is supported nationally through its partner NRG Fleet Services.' The solution isn’t just for RCVs, however. Russell explained that customers can choose whatever body they want, and Electra is working on a number of variants, including a 26t refrigerated vehicle, a box van, caged tipper, skip loader and hook loader – plus any refuse application. ‘Is electric really the solution, though?’ asked Ann-Marie ‘Sometime it seems just a bandwagon driven by politics.’ ‘Of course it is,’ agreed Russell. ‘If London went all electric tomorrow, there would be a blackout, but there is a lot of political pressure on this because people want it. And at the moment the focus is all on vehicles, and I get it in cities, but vehicles are being heavily penalised when the real polluters are infrastructure and industry.’ ‘What about non-tail-pipe emissions?’ asked Ann-Marie. ‘One of the speakers at Future Fleet Forum revealed some interesting
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Assetworks Capital Asset Management (CAM) is an asset life-cyclebased management system, designed to help asset managers find ways to minimise capital expenditures and operating expenses by maximising the useful life of an asset.
research showing that extra fine particle pollution has gone up in some parts of London because of the increase in battery-powered cars. These are heavier, so there is more wear and tear on tyres and moving parts.’ ‘I can see that might be the case with cars, but not with the Electra,’ said Russell. ‘You drive it differently, so you won’t have that wear and tear. And on a 26t vehicle, the payload increase is only 800kg. Legislation is going through that will allow an extra tonne for EVs. That gives a net gain of 200kg, but that’s a small percentage on a 26t vehicle, so I don’t see how it will make such an impact.’ The increasing switch to battery-powered electric vehicles is posing an issue for data gathering, however, said Martin. ‘Our system delivers whole-life costs. With diesel, you can look at the mpg and see how much you are spending on fuel. But we are struggling to get comparable stats from EVs. You can’t get data from charging points so we are trying to find other ways to get that data because there is a cost there.’ ‘It’s very difficult,’ agreed Russell. ‘Our product has its own charger built in and can be charged from any three-phase power point so you don’t need a network of charging points. All we can go by is what you pay for your electricity as an operator.’ Electra has made a conservative assessment when calculating potential savings from its new electric truck, Russell explained. ‘We’ve based our costs on a London borough doing 1,500 lifts per day in a compaction cycle, and on today’s fuel costs we believe our vehicle is cheaper to run by up to £10,000 a year over seven years. In a city, it works, and to the point that we have not even taken account of the savings on T-charges, congestion charges, ULEZ charges, etc. But does a district council really need electric trucks? I’m not going to say it does.’ ‘But where does the electricity come from?’ asked Ann-Marie. ‘Exactly – and that’s the issue,’ said Russell. ‘It’s all to do with where the power comes from.’ Because, of course, if you are powering your electric fleet or construction site with old diesel generators – which is often the case – that rather defeats the point. ‘Are clients just taking a tick-box approach then?’ wondered Ann-Marie.
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‘Some are,’ agreed Martin, ‘but we are also seeing some clients looking beyond EV because of these issues. What about alternative fuels? CNG, hydrogen?’ Aberdeen has invested heavily in hydrogen, Russell noted, ‘but generally the infrastructure isn’t there. Electricity is at least available.’ But he added that some authorities are thinking this through. Electra is talking to a small metropolitan borough council about taking two trucks, for example. ‘They don’t really have the mileage to justify it, but politically they feel they need to. However, they are redeveloping their buildings at the moment and installing solar panels. We can put two trucks under the shed and they will be powered by the solar roof. But at the end of the day, with solar and wind power, we’re talking a little bit here and there – there will still be power stations.’ The ideal solution, he suggested, is to develop a true electric infrastructure for transport where roads, bus stops, trucks, etc, are all electrified. ‘But we are years away from that right now. Some of the major truck manufacturers don’t even have their own EV programmes. They are not really interested in whether or not the City of London wants to go green because it doesn’t affect their truck sales. A thousand trucks into UK cities over five years? It doesn’t work commercially. And that’s why we’ve done it. We are doing all the conversions ourselves, and each one takes less than four weeks.’ ‘It’s an entirely in-house product?’ asked Martin. ‘Yes, other than working with a battery partner, it’s all in-house,’ confirmed Russell. ‘And it is the first truck in the world to meet the R200.10 standard for standard for safety – essentially, it’s crashtested. ‘But how sensitive is it to climate?’ asked Ann-Marie. ‘Historically, batteries were very sensitive, but ours are military grade. They are aircraft specification batteries. And the biggest drain on battery life is refuse collection, so we’ve based our battery life on an average refuse collection crew in winter.’ ‘And have you had much interest?’ asked Ann-Marie. ‘It is already selling well and it has only just launched,’ said Russell. ‘Every major refuse contractor is interested. And they are being trialled with the the City of London, Manchester and Westminster. There’s a lot of stop/start – it’s going to be the hardest operation they could be put to because we need to make sure everything works. For example, we have to check things like braking performance because the weight distribution is different. It’s actually better, because the battery over the front axle spreads the weight more evenly.’ What Electra is also doing, added Russell, is a repower, whereby the company is taking older trucks and converting them to run on batteries rather than scrapping them. At the end of the vehicle’s life, the battery can be recycled into another vehicle, or even into a building. It’s a win/win in the current political climate, and despite concerns about electric as a long-term solution, that there is a lot of mileage in it for now is something everyone can agree on. ‘It’s new, and the industry has moved on,’ said Russell. ‘Euro VI might have come in with a whimper, but electric will make more noise because, politically, people want it. People will be voted in on it. At the end of the day, what most people want from their councils is their bins emptied, their streets swept, and pot holes filled. If a council can say they are using electric vehicles to do these things, residents will be happy.’
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