Transport_Engineer_December_2018.pdf

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IN THIS ISSUE
❱
Why diesel
❱
New TfL bus
engines should
design, plus
wheelchair lifts burn gas
for coaches
Features
December 2018
10
13
14
16
18
20
24
26
COVER STORY
Wipe out paperwork
The introduction of IT systems to the workshop environment
means that, for many operators, the only paper you’ll find in
the garage is for wiping dipsticks, reports Richard Simpson
BUS AND COACH
Rooftop air filter
PIXEL SWITCH
Paperless systems connect road,
workshop and back office staff
Go-Ahead has developed, and is now trialling, what may
be the first prototype of a filter for urban air. Will Dalrymple
reports
Regulars
3
Comment
5
News
• EU favours 35% drop in
emissions by 2030
• New class-action suit
against truck OEM cartel
• Tructyre ATS merger
• Translink HEV shown
• FORS standard updated
Wheelchairs on coaches
All coaches used on scheduled services must be wheelchair
accessible by 2020. Richard Simpson takes a look at the
products and the pitfalls
Transport for London (TfL) has launched a comprehensive
new safety standard that will result in major, mandatory
changes to the capital’s buses, reports Steve Banner
The new bus design for London
Aftermarket conversions allow diesel trucks to burn a fraction
of gaseous fuel. The gas is usually cheaper, has lower carbon
content and may produce less PM, says Toby Clark
Cambridge University is using a new test procedure to
examine the air flow around an articulated lorry, especially
beneath the trailer where aerodynamic drag is at its worst.
Brian Weatherley reports
What is the best way to finance a commercial vehicle for short-
term use? Peter Shakespeare looks at some options
Why diesel engines should burn gas
29
Engineer to engineer
• Intercity coach biofuel trial
said to be a UK first
• Denby’s DAF fleet beats
9.43mpg fuel milestone
A new way to test artic aerodynamics
31
Technology update
Finance and leasing
• ADL offers digital mirrors
on three trial bus routes
• Hella launches battery-
powered trailer lighting
Tankers and ADR update
32
Legal update
For a cleaner, more efficient digging process, many operators
are now turning to vacuum excavators. John Challen looks
into the development and the operation of these machines
December 2018
www.transportengineer.org.uk
1
Published by
The Society of Operations Engineers
President
Howard Seymour
CEng CEnv FSOE FIPlant FIRTE
Chief Executive
Bruce McGill
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22 Greencoat Place, London SW1P 1PR
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Email: soe@soe.org.uk
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Editor
Will Dalrymple
Email: will.dalrymple@markallengroup.com
Contributing Editors
Steve Banner, John Challen,
Toby Clark, Laura Cork, Dan Gilkes,
Peter Shakespeare, Richard Simpson,
Kevin Swallow, Chris Tindall,
Brian Weatherley
Art Editor
Chris Charles
Production Manager
Nicki McKenna
Email: nicki.mckenna@markallengroup.com
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Craig Molloy
Email: craig.molloy@markallengroup.com
Tel: 01322 221144
Publisher
Jon Benson
Transport Engineer
is the official journal of the IRTE,
a professional sector of the SOE.
Produced on behalf of the IRTE by
MA Business
Hawley Mill, Hawley Road,
Dartford, Kent DA2 7TJ
Tel: 01322 221144
www.transportengineer.org.uk
Transport Engineer
is distributed free of charge to SOE members,
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Origination by
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ISSN
0020-3122
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Transport Engineer
may make a contribution
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Transport Engineer
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© 2018 The Society of Operations Engineers
Whose data is it, anyway?
A
n old saying goes: you may not be interested in politics, but politics
is interested in you. The same sentiments apply, I think, to data. Our
friends at Cambridge Analytica, the notorious Facebook marketing
firm, understand that today, data is power.
Love them or loathe them, connected devices that talk to each other
are fast reaching the world of commercial vehicles. From walk-around
checks to predictive maintenance, to DVSA’s Earned Recognition to the
new Smart Tachograph regulations coming in next year, vehicles of all
types are being fitted with hundreds of sensors that gather and share
large amounts of operational data. The existence of these new data
streams has implications for everyone involved, from OEMs to users and
third party garages to regulators.
So, do CV operators own the data that is produced by their vehicles?
If so, surely they have the right to access it, like money in the bank?
And surely, then, they understand how that data is being used by their
contractors? The answer is not always yes: access to some parameters is
restricted for perfectly valid safety or regulatory concerns. OEMs don’t
want users to be able to modify braking parameters, for example, or
disable their vehicle’s SCR.
In the simplest possible case – a full-service maintenance contract at a
main dealer owned by the OEM – the issue of data ownership is irrelevant,
as the entities providing the vehicle, reading the data and carrying out
maintenance are the same. But what if they weren’t? Who manages the
data interfaces for operators of mixed fleets working with independents?
In terms of CV data useful for maintenance, the main European OEMs
have signed up to separate FMS (fleet management systems interface)
standards for truck and bus and coach. These ensure there is some data
compatibility for key parameters. Operators of mixed fleets can take some
comfort in that. The trouble is, the scope of data covered is relatively small
compared to the vast amount monitored overall. What about marrying up
all of the other signals: whose responsibility is that?
Looking beyond the needs of the owner, which other authorities, such
as law enforcement, have a right to access such data streams?
The brave new world of data poses a number of difficult and complex
issues that need careful consideration to maintain control. Whether we do
or not, one thing is for sure: the march of data won’t stop.
Will Dalrymple
Editor
December 2018
www.transportengineer.org.uk
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