Time is ticking for retrofitting older coaches to meet Euro 6 levels, with the ULEZ now less than a year away. Alliance Transport Technologies is working on a solution, complementing a wide range of services
Uncertainty clouds the retrofit of older coaches to meet Euro 6 standards. How certification will be achieved is not clear, and it also remains to be seen how viable the work will be for less-common types.
Alliance Transport Technologies is involved in the development and supply of retrofit kits.
It is working with a technology partner and in time it will fit the equipment, either at operators’ premises or, later, at its base near Chesterfield. It will also provide aftersales support.
“We believe that the certification requirements as they stand now are too stringent,” says Director Stuart Raikes. He and fellow Director Marc Haley are well versed in coaches, having formerly held senior technical roles at a major dealership.
Alliance and its partner can create a retrofit kit for many coaches. How the software and AdBlue dosing strategy is incorporated into the driveline accounts for around 20% of the certification process. The remainder is the system’s physical application to the coach. Each model may thus require costly individual approval.
Cost an obstacle
“If the certification requirement stays as it is, few technology companies will be willing to invest where potential volumes are low,” says Stuart. Models that sold well, he adds – such as the Volvo B9R – will lend themselves to stand-alone certification. Others will not.
“Manufacturers will develop the equipment and software for a particular driveline. For example, the DAF PR engine coupled to a ZF EcoLife gearbox was popular at Euro 5, but the precise application varies between vehicle types.”
In a way, that is understandable; emissions vary between coaches with the same powertrain because of differing weights, operating cycles and other factors. An ideal solution would be certification of software and dosing strategy for each driveline, irrespective of the vehicle it is fitted to. At the moment, that does not look a likely option. Nevertheless, Alliance is working hard to develop a resilient alternative.
Fix in sight?
Stuart and Marc see two potential resolutions. Under one, the CVRAS Scheme, DEFRA and the DfT will relax their requirements so that they do not require individual vehicle type certification, but that is not guaranteed.
An easier compromise may see certification grouped by manufacturer. That would see operators ‘clubbing together’ to provide a variety of products to base the approval on. Doing so would deliver critical mass to the technology company, allowing development and certification costs to be spread.
Achieving the necessary volume is key, says Stuart. Where the potential is for fewer than 20 kits, he believes that developing a product is not likely to be attractive. If operators work together and engage a business such as Alliance, that dynamic changes.
“There is a buzz around the industry concerning Euro 6 retrofit. Operators want it now, but there is a lack of suitable kits. There is also a reticence among manufacturers to develop them without a volume commitment,” says Marc.
“A lot of emotion surrounds retrofit. That’s understandable, given that the ULEZ is here in under a year. But a pragmatic approach is required; it can take up to 18 weeks to develop a kit. Certification adds to that,” he continues.
“The industry will need to pull together. In my opinion, the optimum way would be to group vehicles and achieve a suitable volume,” adds Stuart. That will allow Alliance to approach the certifying authorities with operators’ requirements and bid to reach a compromise.
An associated option is for operators with the same vehicle model to pool vehicles on the same basis.
Alliance’s involvement
Alliance is committed to working with operators to provide a solution. It is not a manufacturer; instead, its business is built on aftersales, and it already offers a wide variety of components for coach and bus applications. “Retrofit is one aspect of what we do. Our business model is to become customers’ preferred technology-based support partner,” says Stuart.
That extends to aftertreatment equipment already in vehicles. Alliance supplies an emissions control package including AdBlue dosing pumps, NOx and temperature sensors, either on a new or refurbished basis; it also offers a range of other electronics components.
“We are also a comprehensive OEM parts supplier,” says Marc. Alliance already acts on behalf of one mini and midicoach supplier, and one leading electric bus manufacturer. It can also deal directly with operators, whether they run a handful of coaches or have a large fleet.
“We know that operators large and small find recruiting engineers a struggle,” adds Stuart. “We have six van-based diagnostics specialists working nationally in the coach and bus sectors, and we have a resource of technicians that can be placed with operators as required. They are currently serving around 30 contracts. We can also recruit full-time for an operator.”
The retrofit issue is currently near the top of many operators’ lists of concern. Alliance is working to help them in that regard. But longer-term, it wishes to grow into an industry partner, and with the experience that it has already, it’s well placed to do so.