THE VOICE OF THE UK CONSTRUCTION EQUIPMENT INDUSTRY
THE OFFICIAL DIGITAL MAGAZINE OF THE CEA
JUNE 2021
CWX D
IGITA L O NLIN ON L E Y
Future Fuels Special
– and the decarbonisation journey
Construction Worx is the official partner publication for PLANTWORX
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From the Chief Executive Rob Oliver Chief Executive
Construction Equipment Association
CEA Management Council Rory Keogh Gomaco International Ltd Alan Batty Bomag (GB) Ltd Sam Mottram Caterpillar (UK) Ltd Nick Ground GKD Technik Ltd Charles Stevenson JCB Sales Ltd Paul Ross Ricardo Plc Mark Ormond Manitou Kate Wickham MBE Gate 7
Meeting the challenges set by the UN Climate Change Conference of the Parties – COP26 to you! Welcome to the first Construction Worx special on the technology that is shaping the future of the construction equipment industry as part of the new Net Zero world. We have commissioned contributions from CEA members and other experts looking at future fuels, new ways of capturing and applying energy and inventions that will make our machines even more efficient and productive. Later this year the UN Climate Change of the Parties will take place in Glasgow, pandemic restrictions allowing. The conference title could scarcely be more prosaic, but its content could not be more important. COP26 will measure the global commitment to fight climate change – and map
the way forward for the survival of our planet. But, as national governments set targets and sign up to global agreements the engine room for change will be powered by the creativity and ingenuity of industry. Our industry will not be found wanting in meeting the challenge judging from the innovation and ideas now set to fuel our future prosperity. ■
Chief Executive – Construction Equipment Association Managing Editor – Construction Worx
Gregg Horne Mecalac CE UK Ltd David Waine British Steel Nick Allen SMT Damien McCormack Nylacast Engineered Products
Executive Board Rob Oliver Charles Stevenson Nick Ground Mark Ormond Paul Ross
www.constructionworx.co.uk The Construction Equipment Association (also trading as CEA) Unit 19 Omega Business Village, Thurston Road, Northallerton, North Yorkshire, DL6 2NJ. UK. T: +44 (0)20 8253 4502 E: info@thecea.org.uk W: www.thecea.org.uk
MANAGING EDITOR Rob Oliver E: rob.oliver@thecea.org.uk
PUBLISHER Enigma Creative Unit 19 Omega Business Village, Thurston Road, Northallerton, North Yorkshire, DL6 2NJ. UK. T: +44 (0)1609 617117 E: info@enigmacreative.co.uk W: www.enigmacreative.co.uk
ADVERTISING SALES Angela Spink E: angela.spink@thecea.org.uk
PRODUCTION Joanna Oliver MBE E: joanna.oliver@thecea.org.uk
CEA SPECIAL CORRESPONDENT Louise Carney E: louise@louise-carney.co.uk
Honorary President David Bell
Patrons Dr Susan Scurlock MBE Malcolm Harbour CBE
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The Construction Equipment Association (also trading as CEA) is a company registered in England and Wales with company number 04930967. VAT number 243 3858 54. Registered Office: Unit 19 Omega Business Village, Thurston Road, Northallerton, England, DL6 2NJ. UK. © 2021 The Construction Equipment Association. Although care has been taken in preparing the information supplied in this publication, the CEA does not and cannot be held responsible for any errors or omissions and accepts no liability whatsoever for any loss or damage howsoever arising. Any views expressed do not necessarily represent those of the CEA.
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THE OFFICIAL DIGITAL MAGAZINE OF THE CEA
JUNE 2021
WHAT'S INSIDE!
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ICE champions carbon reduction
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FuelActive receives boost for clean diesel development
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Hydrogen high lights – the TCP solution
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Flywheel energy technology – innovations in energy storage
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Next generation powertrains – extensive KGP reports
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The here and now of HVO biofuels – William Tebbit explains
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Sunbelt supports CESAR ECV – to aid on site emission audits
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Flannery Plant Hire and their green commitment
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The Climate Change Committee The Climate Change Committee (CCC) is an independent statutory body which provides independent advice to the UK Government and governments in Scotland, Wales and Northern Ireland on reducing emissions and preparing for the impacts of climate change. It reports progress against those objectives to the respective Parliaments and the Northern Ireland Assembly. Under the Climate Change Act 2008, and under equivalent legislation in Scotland and Wales, the Committee is required to produce a number of statutory reports to Government and Parliament. In order to do so, the Committee consults and researches widely, working closely with academics and a wide cross-section of stakeholders from business, industry and civil society. In May 2019, the Committee issued a landmark recommendation to Government, showing how the UK could effectively end its contribution to global warming by the middle of the century. The ‘Net Zero’ target, which will reduce the UK’s polluting emissions to nearly zero by 2050, passed into law in summer 2019. In order to meet the 2050 target, the Climate Change Act uses budgets that restrict the level greenhouse gas the UK can emit over a period of 5 years. To date, five carbon budgets have been legislated. Last December, the Committee delivered new advice on the level of the Sixth Carbon Budget. This budget, which puts a limit on greenhouse gas emissions during the 2030s, is the first to be set on the pathway to
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Net Zero; detailing the actions which must happen soon if that ambition is to become a reality. Specifically, the report outlines the abatement options to reduce emissions, the level of investment required to deploy low-carbon solutions, and the policies needed to support the decarbonisation of the economy. The CCC’s attention now turns to the 2021 progress report that will assess Government action towards meeting that Net Zero target - that work is due to be published this summer. 2021 is a crucial year for the UK, where it will hold the Presidency of both the G7 and then the pivotal COP26 climate summit in Glasgow, in November. The Committee is also focused on supporting the UK’s efforts to drive global climate action. Success, though, begins at home. Concerted steps to reduce emissions and improve resilience to climate impacts are vital if the UK is to position itself as an international climate leader. Visit the Committee’s website for further information or take a look at this short animation about the Committee’s work.
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ICE champions climate cause with carbon reduction recognition With COP26 in Glasgow on the horizon later this year and several prominent public figures strengthening the call for societal change when it comes to the environment, the quest for net zero has rarely enjoyed such a healthy position in the spotlight. Rachel Skinner, President of the Institution of Civil Engineers (ICE) tells Construction Worx about the ICE Carbon Champions initiative. COP – the UN Climate Change Conference UK 2021 – is designed to bring stakeholders together to help accelerate action towards the goals of the Paris Agreement and the UN Framework Convention on Climate Change. Chief within the Paris Agreement was a commitment to achieving net zero by the middle of this century and, with less than three decades to go, talk must now give way to actions. Civil engineers represent one cohort with a key role to play and have been urged to carry the baton of carbon reduction by the Institution of Civil Engineers (ICE) President Rachel Skinner. Following her inaugural address in November 2020, in which she asked ICE’s 95,000-strong membership, and the wider engineering community, what they were going to do to help society reach net zero by 2050, Skinner’s Shaping Zero initiative has moved the discussion on at an impressive rate. After an overwhelming reaction to her rallying call, Skinner and the Institution have gone on to launch the ICE Carbon Champions programme, which recognises projects actively reducing their carbon footprint. The programme takes in submissions from engineers globally, be they from projects big or small, who can prove a reduction in carbon. Only one member of the project team needs to be an ICE member, with an expert panel of judges assessing submissions. Among the early entries was one of the first dynamically managed surface water management systems in the world, hailing from Glasgow. To accommodate and convey surface water runoff, the system is autonomously managed through weather forecasting, data monitoring and modelling, identifying extreme weather and proactively switching off canal feeders to lower water levels. Those behind the project estimate it has unlocked 110 hectares of land across the north of the city, helping reduce flood risk and allow for the development of more than 3,000 new homes. Other entrants include a technology to transform industrial and hazardous waste into low-embodied-carbon minerals and the development of a carbon calculation tool to inform design decisionmaking so alternative options can be analysed to reduce emissions. As well as creating a community of carbon-focused industry experts to facilitate best practice and knowledge-sharing, submissions will be used to inform The Carbon Project, another of the Institution’s efforts to make net zero a reality. A pan-industry, collaborative project, designed to tackle some of the challenges in achieving net zero, it focuses on measuring carbon impacts, capability building in low carbon design and delivery and systems-level carbon reduction.
Late last year, one of the project’s early outputs saw Dr Jannik Giesekam, Research Fellow in Industrial Climate Policy at the School of Earth and Environment, University of Leeds, crunch the numbers on emissions from UK infrastructure over the last decade. He and his workstream members found that, while emissions fell by almost a quarter between 2010 and 2018, the rate of reduction needed to accelerate from 3% to 4.1% in order to achieve the net-zero target. It was the first time such emissions data had been updated since the Government’s Infrastructure Carbon Review of 2013, with further pieces of work in the offing, including reports assessing the drivers and blockers around net zero plus the issue of data-driven decision-making in infrastructure ahead of COP26. With direct action to reduce carbon now firmly on the mainstream agenda and progress achievable at individual, organisation and industry level, the Institution hope to see the early influx of entries grow into a groundswell of ICE Carbon Champions – all helping to shape zero.
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Hydrogen Lights up the Site Andrew Barker, Managing Director of CEA members TCP Group, explains how a paradigm shift looks closer now as we move energy vectors away from traditional liquid hydrocarbon fuels to cleaner less polluting alternatives.
As well as the question ‘what are manufacturers doing to move away from the internal combustion engine (ICE)?’ we need to look more closely at the practicalities of actually using electric and hydrogen powered equipment. Questions like:– ● How will a job site supply the power to recharge a whole fleet overnight? ● How will the power for recharging be generated – is it by renewable energy? ● Length of operating time of alternative powered equipment? ● Effects on power delivery of the equipment? ● Hydrogen specific – where will the hydrogen be stored on the job site? ● How will the hydrogen be packaged and be recharged? ● How green is the source of hydrogen? – i.e. brown, blue or green. ● When will fuel cell technology be scalable and affordable?
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One positive outcome from a year of lock down and the personal losses caused by the Covid 19 pandemic is that the message of ‘build back greener and cleaner’ has moved up the political agenda and looks as though it is beginning to be realised and taken seriously. A paradigm shift looks closer now as we move energy vectors away from traditional liquid hydrocarbon fuels to cleaner less polluting alternatives. The first step is to always ask “is zero emission equipment available for the task?” and wherever possible, specify that equipment. Battery and Hydrogen are complementary technologies that are being developed for early adoption to eliminate the ICE in the up to 10kW power range. For many construction and support processes the energy efficiency of the equipment used is under constant review. There are significant numbers of Diesel Generators of all sizes that run under load or with low duty cycles, running site compound facilities that in energy efficiency terms look similar to the UKs remaining 1950/60s housing stock! This
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has a huge cost in terms of real money and environmental damage which is often overlooked but is fundamental to lowering the power input required. Much is being addressed in this sector, a question worth considering – “does the EPC of the temporary work facility match that of your home?” Battery technology continues to improve in both energy density vs weight and ability to rapid charge, allowing low duty cycle operations to run a full working day with an overnight charge. Where mains power is available, it is the most cost effective and cleanest fuel to use on any urban site. Where it is not available a combination of Hydrogen Fuel cell and local renewables can provide a central ‘charging station’ for overnight use, or together support low duty cycle loads. Hydrogen as an energy vector is an ideal point of use zero emission fuel and has been transported as a compressed gas for many decades, with established safety protocols and working practices that will need wider spread adoption within the Construction sector. Current working practice is for appropriately sized cylinders to be deployed and exchanged on a timely basis to maintain continuity of service. As uptake increases and we move up the power bands there will come a time when equipment will have on board hydrogen storage (similar to the technology used in cars and buses today) and be re-fuelled from a mobile system. Much the same as the current diesel bowser. Equipment using a Hydrogen Fuel Cell as its main source of energy has the ability to provide continuous power with regular H2 refills, in a similar way to Diesel generators today - albeit the efficiencies are much greater when low duty cycles and loads are expected. A holistic approach is required when looking at the economic argument for this switch, the widespread negative effects of using fossil fuel and diesel, in particular, are well established and not to be ignored. The occupational and societal health benefits of moving away from anything with PM2.5 or NOX as an output is compelling. Government regularly report on the effects of Diesel use and are to be
commended for at long last taking the Hydrogen proposition seriously. What colour is our Hydrogen? There are significant moves being made today to develop hydrogen production systems that are run from renewable energy sources. A number of strategically placed production facilities around the UK will provide the requirements for both larger scale transport and mobility demands but also be a relatively ‘local’ source for infrastructure build requirements. A move to green hydrogen is the ideal for those wanting to innovate and make the shift. This will come with significant investment costs with a short-term increase in direct costs on site. In the course of time market forces will determine the price of green hydrogen as an energy vector with a new norm set that gives a cleaner environment in which to live, work, and pass on to future generations. Hydrogen Fuel Cells, alongside Battery technology, have the ability to support large ranges of power requirements and are fully scalable to meet most demands. The more significant challenge is ensuring that the volume of compressed H2 is available and deliverable to construction sites in a safe, convenient and cost effective manner. TCP has been pioneering the use of hydrogen since the launch of the Ecolite-TH2 in 2013, some years ahead of the market shift we are now seeing. The range of Hydrogen, Battery, and PV hybridised products continues to expand, with many applications requiring the need for an energy use study before embarking on a deployment. TCP has a depth of experience and knowledge to offer their customers in consulting on the energy requirements of an application, delivering the appropriate equipment, and then supporting with a fully managed Hydrogen supply service. The Ecolite-TH200 is very much the mainstay product for the business, with many machines delivering a CO2 saving in excess of 2000kg/annum at point of use!
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Next Generation Powertrains Specialist powertrain consultants and CEA members, Knibb Gormezano and Partners, share their vision of the evolution of powertrains. Investment in a Post-COVID recovery worldwide has created a sharper focus on climate change and the shift to Net Zero. Although the industry had slowly started to de-carbonise we see the trend rapidly accelerating and the impact on Construction Equipment, and specifically the powertrains installed in its machines, will be even more significant than reducing noxious emissions over the next decade. Internal combustion engines (ICEs) that currently run over 95% of machines worldwide will see a further evolution through the ‘20s but will increasing compete with zero tailpipe emission machines. The high energy demands of many machines mean OEMs will need to consider low carbon liquid and gaseous fuels to continue running the cleaner and more efficient ICEs. In the short term this will be a minor incremental change, but over this decade could see the diesel engine replaced in many sub-segments and end uses.
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Commercial Vehicle Electrification is accelerating In the commercial vehicle segment (heavy trucks and buses) global CO2 and Greenhouse Gas (GHG) regulations, combined with the introduction of Zero and Low Emission Zones (ZEZ/LEZs) in many cities, is seeing steadily increasing volumes of fully electrified trucks. Several heavy truck OEMs in Europe have indicated they will pivot away from fossil fuel ICEs by 2040. This will pull Construction Equipment OEMs, which are increasingly being pushed by their customers.
Corporate Social Responsibility and CO2 targets will drive electrified CE demand Many end customers are having to set higher CO2 reduction targets in their Corporate Social Responsibility (CSR) guidelines. Without specific CO2 legislation the driver for non-road machine electrification is very
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dependent on these end users for demand of zero emission machines. With a high share of rental and sub-contract machine use, most purchases of new machines are not made by the operator. Construction companies will increasingly need to be driven by CO2 reduction across their job sites, with the end customer for construction demanding zero emission or reduced CO2 emissions. This is increasingly important and driving electrification in various segments. The complexity of jobsites and the wide range of machine usage cycles will make it difficult to legislate out CO2 from Construction Machinery in the short and medium term. However, where machines are used indoors, in cities or where noise limits restrict usage hours electrified machines are increasingly being adopted.
Total Cost of Ownership is still the primary buying factor For the broader market, where CSR is not a priority, Total Cost of Ownership (TCO) is most often the prime consideration when buying a new machine. To create a representative sample KGP is currently researching TCO across 30 segments in 15 major markets as part of its Fuels 2030 programme for Commercial Vehicle and Non-Road machinery. Whilst early adopters will pay the ‘green premium’ for low carbon machines, for larger fleets and those that are more cost sensitive the adoption will be slower and depend on various factors. Fuel cost remains the largest single operating expenditure (OPEX) for many fleets, and electrification and low carbon solutions will have to be competitive here, in lieu of Zero Emission Zones covering entire countries. In many commercial vehicle segments, especially medium duty urban delivery, the TCO will favour battery electric trucks in mid-late 2020s. The additional cost of charging infrastructure for machines in remote locations, plus demand charges for high power rates, means that the tipping point for non-road machines could be later, closer to 2030. However it is likely to be influenced by the additional cost of any shift to Stage VI noxious emissions. Future noxious emissions legislation is expected post 2026 and may tip the balance in favour of zero and low carbon fuels.
The debate therefore is which segments will use what fuels. It is argued in many circles that hydrogen is not sensible as green hydrogen has lifecycle efficiencies much lower than battery electric driven machines. Nevertheless, it is clear there are usage cases where electric will be a major challenge. The high load factors of machine powertrains are an order of magnitude greater than passenger cars, for example. With a 100kW tractor at 50% load factor an all-electric shift would require a battery of the order of 500kWh, with a similar fast charger at 1MW. This may be possible, albeit expensive, in the farmyard, but it is not practical for a tractor to return to base, charge for an hour then return to the field. Therefore in the construction equipment industry we really need a systems approach to energy and energy usage for these machines, not necessarily a solution optimized for lowest fuel cost or CO2 based on fuel and infrastructure cost alone. Without optimizing for machine type the solutions from government and other stakeholders might not be the most efficient in terms of productivity, capital investment and usage for farm, construction, and related applications. Knibb, Gormezano and Partners (KGP) are a specialist automotive consultancy focused on powertrain technology in the Commercial Vehicle (3.5t GVW+) and Non-Road Mobile Machinery segments. Since our foundation in 1988 we have helped over 500 companies worldwide grow and globalise.
Economies of scale may be a challenge for fuels, infrastructure and powertrain components A key issue that faces the industry is that there are currently many economies of scale for powertrain across automotive segments. Depending on their size, non-road machinery engines share some technical commonality in the supply chain with commercial vehicles and in some cases passenger cars and light commercial vehicles. There will be some cost benefit from sharing electrification technologies. However, the costs of cleaner diesel powertrains are inevitably going to be shared across a smaller volume than in the past. With China and India shifting closer to Stage V and having a net zero target of 2060, rather than the 2050 in Europe and the US, there will be a period where ICE remains in the majority. Shifting to lower carbon diesel will be required as the hydrogen and electricity network may be suitable for on-road automotive applications, but less resilient and accessible for non-road machines. eFuels, promoted as a possible lifecycle extension for ICE are possible, but need scale to increase availability, much in the same way low hydrogen prices will not be achieved without a massive increase in investment.
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EXCLUSIVE
Alex Woodrow, MD of Knibb, Gormezano and Partners (KGP), reviews the move to low carbon machines at this year’s IVT Expo Virtual Live Conference IVT Expo Virtual Live saw 40 live presentations and a number of panel discussions, reviewed Construction Equipment and related non-road machinery powertrain and HMI (Human-Machine-Interfaces) technology developments. Presentations can be viewed online HERE . 10 JUNE 2021
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Here are Alex’s notes on a cross-section of the presentations….. Dockoon Yoo, Leader of Advanced Engine Development - Doosan Infracore, focussed on hybridisation opportunities in the medium power/energy segment. Doosan’s 48V mild hybrid with a 55kW engine is expected to be cost competitive with a 75kW machine, due to savings in aftertreatment cost. However, it will offer significant fuel economy improvements leading to lower CO2 emissions. Fitted in a Doosan compact wheel loader the original 3.4l engine is downsized to 2.4l in the mild hybrid, complimented with a 20kW electric machine. The mildhybrid will be one solution in Doosan’s portfolio including Natural Gas (CNG/LNG), full hybrid and fuel cell powertrains. Ahcene Njdemi, Volvo CE Electro-Mobility Leader summarised the Volvo Group's broader de-carbonisation activities. A 100% reduction in fossil fuel consumption is one of three tiers of the Group which also include “100% safe”, and “100% more productive” machines. The initial phase of its strategy has been the launch of fully electric compact wheel loaders and mini excavators. In these segments Volvo CE has stopped development of new diesel engine models. Originally launched at Bauma in 2019 the machines are now shipping to customers, after extensive testing in Europe and the US, amongst other markets. Volvo’s electric mini excavator has a 20kWh 48V battery powering a motor running its hydraulic pump. Four hours operation can be achieved in most end uses before recharging is required. On-board charging is complemented with a fast charging solution offering from Volvo, and the group is also likely to offer a solution for off-grid charging. Access to public 48V charging for its compact machines will however be a barrier, as most road vehicle charging will be high voltage, not 48V. After the launch of the compact electric machines a larger EC55 all electric excavator was launched at Bauma China in November 2020. As part of the strategy Volvo’s next smallest machines will be increasingly electrified from 2022-2023, medium machines circa 2025, and the heaviest machines closer to 2030. The strategy will use both battery electric and fuel cell technologies, likely to use cells from the Group’s joint venture with Daimler AG. Jyri Kylä-Kaila, CEO of Epec OY’s examined the development of a hybrid system for larger machines. As of part of Ponsse Group, a producer of forestry machines in Finland, Epec is a specialist system supplier. It identified four main drivers for its solutions - CO2, TCO (Total Cost of Ownership), Productivity and Safety. Its hybrid system for a 200kW machine, aimed at reducing CO2 20% through lifecycle assessment (LCA) and systems engineering. The resultant ISO14040 guided LCA estimate is that 93% of CO2 comes from machine use, 4% from materials manufacture and 3% from maintenance (hydraulic oil manufacturing). The difficulty of sharing LCA across complex companies, as in the CE sector, is a barrier to adoption. It also identified less maintenance as meaning less business for service companies –
which will therefore need new a business model. Julien Wachter – VP Research and Innovation at Manitou described its strategy. Manitou is expecting electrification to cover products wider than traditional forklift and warehouse trucks. All construction machine ranges will have zero emission options including Telehandlers and Skid-Steer Loaders. It has implemented its eco-design tool across the complete design process as part of its strategy. The first all-electric product is its 200ATJ all-electric telehandler. It sees opportunity as the C40 Cities Construction declaration 2030 will require use of zero emission construction machinery from 2025. As part of the declaration, Manitou is providing machines for construction of a new port which will have green hydrogen production onsite. In a life cycle analysis of the project 40% of emissions from its construction are from machines, and this is aimed to be reduced by 80% by using hydrogen. 75% of batteries are expected to be reused to further reduce emissions.
Dr Niall Caldwell, Director, Digital Displacement, Danfoss Power Solutions, summarised eco-options for excavators. Its assessment of over 1m excavators estimated the global population contributes more than 80mt of CO2 per year, higher than total CO2 emissions of Denmark and Scotland combined. One solution is to make them electric but with 10x high load factors than a typical car, limited charging infrastructure and an often remote environment this is a challenge. The availability of green energy was also raised, as an estimated 105TWH of energy would be required. Danfoss’ Digital Displacement pump enables and disables pistons in real time, using computer controlled valves. The better pump efficiency, improved system efficiency, reduced energy losses enables significant downsizing or increased machine productivity and facilitates more efficient energy recovery. A number of architectures will be available SA1 - replaces existing pump, SA2, adding improved pump efficiency, reduced valve losses and energy recovery. Its SA1 current proof of concept – enables 15% fuel savings and 15-20% improved productivity. The SA2 currently a concept - 30% fuel savings, 20-25% productivity
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improvement and SA3 - 50% fuel savings, over 25% productivity improvement. Supported by UK's Advanced Propulsion Centre the solutions reduces battery size required, plus charging capacity and energy required. However policy is needed to incentivise improved system efficiency, science based targets, and infrastructure. A standard test cycle is also required, as in forklift truck market. Calstart - Bill Van Amberg, EVP of Calstart reviewed the organisation’s progress in California. A recent programme has seen a rapid programme of technology transfer from the heavy duty on-road segment to off-road – the so called CORE - Clean Off-Road Equipment Program. Calstart, a non-profit established in 1992, has adopted five waves supporting a beachhead from transit bus through more demanding applications as technology matures, supply chain improves and cost reduces. It cited examples of BYD and Volvo, where bus hybrid and electric applications transferred into truck, marine and off-road sectors. Supporting the programme is the Clean Off-Road Equipment Voucher Incentive Project (CVIP) funding which has included $44m for Terminal Tractors (82 vouchers up to $200,000 each, 36% of total funding), Refrigerated Trailers ($65,000 each, 17%), Railcar Movers ($500,000 and 11%), Mobile and Ground Equipment Power Units ($300,000, 6%) and Large Forklifts (Up to $200,000 each for 22 units). Philipp Hermann, Market Segment Director, Danfoss Power Solutions presented Danfoss’ assessment that 300-400Mt of CO2 is produced by construction machinery annually. In the assessment, cost and infrastructure are considered the two main barriers. The group is focussing much of its work on excavators over 50kW, which contribute significantly
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to the total CO2 from construction machinery. Looked at scenarios for battery costs, €200-€400 cost, needs to be below €200 but likely to be €300 in the time frame. However combining with its Digital Displacement technology will allow closer to €400 per kwh of battery cost. As well as offering machine technologies it has developed a concept for on-site charging and an energy storage solution. As an example, it presented a 400V input battery pack of 300kWh capable of charging machines at 300kW at 600-800VDC. Mario Daellenbach – Project Engineer at Bucher Hydraulics examined developments in electro-hydraulics. Bucher’s advanced pumps and electronic control enables further automatic and smaller battery sizes for electric machines. Its AX Pump with lower friction, low starting torque and other performance enhancements has engineered in an electric refuse collection vehicle, reducing noise and battery size. Systems analysis showed that switching from a standard external gear pump to its new AX high performance pump allowed the battery size to be reduced from 171KWh to 125kWh, reducing weight from 856kg to 625kg, cost from 60,000 Euros to Euros 44,000 (Euro 350kWh at low volume). In hydraulic machines Bucher’s assessment shows a reduction in battery size by 75% as advanced hydraulic pumps with variable speed drive, and energy recovery improves the number of cycles on a 20kWh battery from 150 to 625. Romain Nicolas discussed Siemens PLM's simulation of a compact excavator assessing electrical requirements, battery sizing and validation of a new excavator concept. 34kWh energy is required for a seven hour digging cycle mission profile. 46.1kwh is required
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'Electrified Off-Highway Machines' virtual conference Alex Woodrow, Managing Director of Knibb, Gormezano and Partners will be chairing the 3rd VDI Wissenforum 'Electrified Off-Highway Machines' conference to be held online from 26-28th October 2021. Attendees can also access the two parallel conferences “Smart Farming” and “Connected Off-Highway Machines”.
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for SOC delta of 80%. With given chemistry and voltage etc. the equipment voltage size can be defined. Different chemistries can then be modelled. Allows ageing of different chemistries and profiles with different charging strategies. After 5 years the battery estimated to fall by almost 10%, but remaining above 7h run time. Giacomo Fiocchi - Hybrid system ePower Systems Carraro presented the group’s solution for Agricultural and Construction applications. As with Doosan Infracore’s mild-hybrid the Stage V 55kW engine is coupled with a motor to provide with support in transient phase where NOx emissions are high. The Carraro configuration uses a Nickel-Metal Hydride (NiMH) battery, sized according to application. The belt driven motor generator in Carraro’s vineyard application has a 48V 1kWh battery, Permanent Magnet motor. Batteries can be sized depending on application. On inclines the hybrid system can run for two minutes at full power, with battery discharging from 80 to 20 percent SOC. When recharging from the engine the battery requires four minutes to charge fully. Carraro assessed its solution over a typical compact tractor life-cycle of 10,000. For these applications, about 55% of the total hours require power over 55kW, 25% of which is spent spraying, 15% cultivating and 15% travelling, require over 55kW. As a result the mild Hybrid performs similar to 75kW in over 95% of applications. Fuel economy savings over 18% in therefore achieved in these heavier applications, with the Adblue saving included. Fuel saving net benefit compared to additional cost of hybrid battery, harness, and other components, 10.3% CO2 saving. Improved vehicle performance. Neha Roy - Innovation lead highlighted Hyster-Yale’s concept for port handling equipment. A 36t laden container handler produces 128 tonnes of CO2 per year running for 3,000 hours and consuming 16 litres of diesel per hour. 3 applications and 3 options offer a scalable path for low, medium and high load applications with battery and fuel cell options. The fuel cell range extender option it is proposing uses its Nuvera Modular 45kW fuel cell ‘engines’. In that application
four integrated hydrogen tanks allow a long operation and quick refill time, with the Lithium-ion battery for peak power demand. It Hyster’s assessment as much as 0.45kwh to 1.8kWh per cycle can be recuperated, the former braking from 23kmh/H at 80t, the latter lifting a 52t load 13m gives 1.8kWh saving. Hyster’s data collection has allowed it to model various cycles and size energy storage accordingly. Its data shows machine usage can vary widely from a minimum of 1.3 hours per day to a high of 15.7h, influencing powertrain selection and charging accordingly. Aradex, based in Germany, has been part of the Weichai Group since 2019. The group focuses on power electronics, converters and motors for hybridization of machinery to reduce TCO and improve productivity/performance. It has worked on a full electric dozer with group company, Shantui, which will be followed by a hybrid and fuel cell version. It has also integrated systems on a full size rigid dump truck running from fuel cells. Hybrid versions of machines offer 30% fuel economy savings versus conventional machines, as well as reduced wear and tear. It identified parallel hybrid as being suitable for critical applications where the configuration offers higher reliability and redundancy in the driveline. Manuel Kagelmann - Head of product portfolio management batteries Webasto Group started with HV heater in 2015. €43m in 2019 revenue. Standardised or customised packs for small or large OEMs. It identified high voltage critical for fast charging for larger batteries. In partnership with Danfoss it has converted a mid-sized 13T wheel loader to all electric operation. 4 Webasto standard packs are adopted, 35kWh each, totally 140kWh, at 280-400V, with energy density of 203 Wh/l and 118Wh/kg. Cycle life of over 3,000 at 1C/1C charge/discharge rates, with prismatic NMC cells. The optional 800V pack. Critically the pack is VDA compliant, offering upgrades with future cells. Webasto’s cooling technologies improve the durability and performance of the cells over the life of the machine.
The next IVT Virtual Live will take place on 21st & 22nd September 2021. “Knibb, Gormezano and Partners (KGP) is a specialist automotive consultancy focused on powertrain technology in the Commercial Vehicle (3.5t GVW+) and Non-Road Mobile Machinery segments. Since our foundation in 1988 we have helped over 500 companies worldwide grow and globalise”. Contact Alex Woodrow via www.kgpauto.com .
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Sunbelt adopt CESAR ECV Sunbelt Rentals is the first Plant Hire company to upgrade existing fleet with CESAR ECV (Emissions Compliance Verification) Scheme. At Plantworx 2019, the CEA announced the launch of its biggest evolution of the CESAR scheme to date; the addition of Emissions Compliance Verification (ECV). CESAR ECV takes the machines engine emission standard from the engine’s EU Type Approval number and displays it on a simple to read colour coded plate. CESAR ECV provides a quick and easy reference point where machines are working on sites where they are required to comply with Non-Road Mobile Machinery (NRMM) emission regulations. The CESAR ECV system combines the technology behind the security marking scheme with an additional colour coded plate showing the engine emission stage from stage 2 through to stage
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5. All the information about the machine is then collated on a comprehensive, secure database accessible through a new ECV clearing portal. This information enables plant owners and operators, contractors and site managers to comply with any local policy or contractual obligation in place regarding machinery emissions levels. Thanks to the success of the CESAR security scheme there is a large quantity of machinery that already have CESAR fitted that will require upgrading to the new ECV system. All systems must be fitted by an authorised CESAR dealer to ensure the correct systems are fitted to each machine. Sunbelt Rentals UK is the first plant hire company in the UK
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to adopt an ECV upgrade programme across its fleet. Sunbelt have placed 2021/2022 orders for stage V equipment spanning excavators, dumpers, telehandlers, compressors and rollers to the value of £55m. Tom Welland, Sunbelt Rentals business development director HS2, said “As part of the HS2 supply chain Sunbelt Rentals recognise the need to report, easily, our Plant NRMM data to help achieve these targets. There is no universal recognition scheme for NRMMs, so currently it is a manual process to identify and ensure the correct policy is enforced. With a clear need for a simple system which could cut down in confusion, wrong deliveries, wasted time and money, as well as the risk of non-compliant plant being used, the CESAR ECV scheme created in partnership with the CEA (Construction Equipment Association), seemed the logical scheme to get behind and support.” Sunbelt also recognise the need for the scheme outside of HS2. Tom added “This retrofit of our existing fleet will not only benefit our HS2 customers, but it will allow us to ensure we have the most compliant fleet of plant when working in all major cities within the UK and forms part of our wider sustainability strategy.”
Industry recognises value of scheme. As the UK emerges from the pandemic the environment will increasingly dominate decisions around infrastructure and construction. They will result in Local Government clean air strategies being extended beyond road vehicles to include NRMM. Historically, with the exception of projects like HS2 and sites within the Greater London Authority area, emission from construction machinery was nothing more than a paragraph within the overall strategy. That is all set to change as local authorities across the UK embrace the ‘Build Back Better’ philosophy and this is where ECV can become a simply but powerful tool to enable plant suppliers and manufacturers to play their part and ensure that only the cleanest machines work on the most environmentally sensitive sites. Manufacturers across the construction industry recognise the value of the ECV scheme and the majority of the leading OEMs and machine dealers across the UK have signed up to install CESAR ECV across a range of their machines. Since the launch JCB, Hitachi, Cat® Finning and SMT Volvo all fit the scheme to new machinery as standard.
As part of the HS2 supply chain Sunbelt Rentals recognise the need to report, easily, our Plant NRMM data to help achieve these targets
JCB and Hitachi were among the first manufacturers to fit the CESAR ECV scheme as standard in early 2020. David Roberts, CEO of Hitachi Construction Machinery (UK) said, "Helping our customers protect and optimise their Hitachi machines is an increasingly important element of our value proposition. CESAR is not only a proven theft deterrent; the addition of the Emissions Compliance Verification gives our machines a visible and traceable identity in regard to which emission stage they comply with." Rob Oliver, chief executive CEA - “Air quality and the environmental impact of construction machines is one of the dominant themes in our work at the CEA. CESAR ECV has really taken off from small beginnings as shown by our partnerships with leading OEMS, HS2 and Balfour Beatty. I see CESAR as the go to resource for checking machine provenance and compliance for a range of applications in the future”. To add ECV to your machines please visit www.cesarscheme.org/ ecv.php or email enquiries@cesarscheme.org
JUNE 2021 15
ConstructionWorX DIGITAL
Investment, technology and people drive FuelActive global growth ambitions FuelActive, the Wales-based clean diesel technology developer, has received financial backing to drive forward growth in a wide variety of diesel engine applications. The company, which produces a range of clean diesel pick-up systems, benefits from recent equity investment from the Development Bank of Wales, along with the private equity syndicate Adjuvo. The business has also been awarded an Innovate UK Smart Grant, as it looks to broaden its digital capabilities. The company has invested in its leadership team, as CEO Nick Massey looks to drive growth and appoint distribution partners in key markets around the world. New additions include former JCB directors Max Lytle and Matthew Hyde, along with former JCB
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engine programme director Alan Tolley, who will play an advisory role. Additional sector experts are being recruited to drive sales. “We’ve boosted the team with respected, world-class, contributors to power growth,” said Massey. “We will continue to engage OEMs and operators directly and are now expanding the business through distribution networks, initially targeting the Middle East, India and the US. We are actively looking for local distribution partners for those territories.” The patented FuelActive unit replaces a standard fuel pick-up pipe, to
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ensure that only the cleanest fuel in the tank is used by the engine’s fuel injection system. A floating pick-up pipe is used to draw fuel from the upper level in the tank, leaving any water and sediment in the bottom. The pickup unit can normally be installed without removing the tank from the machine, usually taking less than 60 minutes. Burning only the cleanest fuel available, ensures the engine operates closest to the manufacturer’s design specification and is more reliable, with improved fuel consumption and reduced emissions. Developed by company founder and chief engineer Mike James, FuelActive has been proven to work in -20°C in the Andes mountains and at +50°C in the deserts of Saudi Arabia. Manufactured from highquality stainless steel and plastic components, that are resistant to hydrocarbon fuels, the unit is offered in various sizes to suit all machine types. It can also be engineered to meet bespoke requirements. Independently tested by a TS16949 filter company, the FuelActive pickup can handle up to 4,000 litres of diesel per hour. There is no maintenance required after installation, with accumulated contamination in the tank drained during planned service intervals in the normal way. FuelActive offers a five-year warranty on the product, though has yet to see a customer make a claim. Primarily designed for diesel tanks, to protect expensive high-pressure fuel injection systems, the FuelActive unit can also be used for petrol and kerosene, or for AdBlue and diesel exhaust fluids. The system has proven invaluable in mining and construction sectors, where fuel supplies can easily become contaminated. It has also been
successful in marine, transportation, agriculture and power generation markets. Indeed, FuelActive is now a factory-fit option on equipment supplied by welfare unit manufacturer Genquip Groundhog and by global submersible pump specialist Hydrainer Pumps. “We can provide a solution for any machine, from the smallest generator to the largest marine power unit,” said Massey. “Pumping, military operations and power generation can be mission-critical environments, where a breakdown can cause major problems. FuelActive ensures our customers’ equipment performs in the presence of contaminated fuel, which is a key product differentiator in the market.” FuelActive is looking to work with OEM manufacturers in a wide range of industry sectors, with equipment distributors and with individual customers. The system can be installed at the factory, or retro-fit to existing machinery in the field. The company is working on next generation digital technologies, to provide customers with increased connectivity, further ensuring maximum uptime for the end user. “FuelActive is perhaps one of the industry’s best-kept secrets,” said Massey. “Now we want to scale up the operation and grow the volume base. With the confidence and increased financial backing of our partners, I think that we now have hired the world-class team to make it happen.” Contact FuelActive via www.fuelactive.com
“FuelActive is perhaps one of the industry’s best-kept secrets,” said Massey. “Now we want to scale up the operation and grow the volume base. With the confidence and increased financial backing of our partners, I think that we now have hired the world-class team to make it happen.”
JUNE 2021 17
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Flywheel Energy Storage and H2-ICE for Off-Highway Machinery PUNCH Flybrid, a leading producer of mobile flywheel energy storage solutions, looks at innovations in energy storage systems. PUNCH Flybrid has launched production of its 600 Series Energy Storage system, for use with a range of off-highway construction machinery ranging from excavators to dynamically operated diesel and gas generators. The high-power density and durability of a flywheel energy storage system makes it ideally suited to the duty cycles and usage patterns typically observed on such machines. Long operational hours, with frequent high-power events, pose degradation and thermal challenges for other energy storage solutions such as batteries and super-capacitors. The flywheel captures energy that would normally be wasted when a machine decelerates to a stop or when, for example, the boom on an excavator is lowered, and deploys this energy on the next working cycle. This can be used to assist the prime power unit of the vehicle to either reduce its fuel consumption or increase its productivity.
Flywheel Technology At the heart of the 600 series system, is a patented flywheel design capable of over 80,000hrs of operation, with no degradation in performance. A key feature of PUNCH Flybrid’s flywheel technology is its vacuum seal design which allows the flywheel to run in a vacuum for maximum efficiency, while simultaneously allowing for a shaft type power take-off. This means that the flywheel can be integrated into a machine in different ways, electrically when coupled to an electric motor, mechanically via a transmission or hydraulically when connected to a hydrostatic pump. The flywheel module is constructed from materials and techniques widely adopted in the automotive industry making it efficient to produce, is ultra-reliable and also gives the flywheel a low embedded CO2 figure allowing the machine to achieve even greater CO2 savings.
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H2-ICE for heavy duty vehicles While the passenger car market is moving rapidly towards increased levels of vehicle electrification as a means of reducing CO2 emissions, the requirement of heavy and expensive batteries makes this inefficient for heavy vehicles with large energy requirements such as those in the construction industry. For these types of vehicles, hydrogen offers a more sustainable and cost-effective decarbonisation route. Recent years have seen renewed interest in H2-fuelled ICEs as alternatives to fuel cells. Fuel cells tend to have a higher peak efficiency at low loads but the efficiency rapidly deteriorates in the mid to high load regime. The efficiency of an ICE, on the other hand, peaks and plateaus at the mid to higher loads. As a result, for machines predominantly operated at high loads, the efficiency of an H2 ICE is in fact comparable to that of a fuel cell. Moreover, extensive work by PUNCH Torino who are currently in the advanced stages of developing a H2-fuelled ICE, shows that for hybridised machines the engine operation can be more easily constrained to the optimal region. When combined with their lower initial purchase cost, this places H2-fuelled ICEs very favourably in terms of Total Cost of Ownership (TCO). Additionally, H2-fuelled ICEs can leverage an already existing production infrastructure, servicing network and skilled workforce.
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NRMM case study: Excavator PUNCH Power 200 for dynamically operated generators PUNCH Power 200 (PP200) was created by coupling the 600 Series flywheel module to an electric motor controlled by a variable frequency drive. Designed to seamlessly connect to any power grid, PP200 is able to rapidly inject and absorb electrical power to maintain a stable grid frequency and voltage while simultaneously reducing the required genset size. PUNCH Flybrid has conducted field trials with PP200 on numerous applications ranging from pump-jacks on oil production sites to tower cranes on live building sites. In the latter, the required genset rating is traditionally double that of the crane. The oversizing is traditionally specified because load steps to 100% of crane power are frequent and most gensets can only maintain an acceptable frequency and voltage response with a 50% load step or less. With PP200 installed, the genset can be ‘rightsized’ as the flywheel system maintains stable voltage and frequency whilst giving the genset time to achieve the target load. Testing has shown that typically the genset rating can be reduced by 50% or more, with similar reductions in fuel consumption, CO2 emissions and significant reductions of numerous pollutant emissions. These benefits will be even greater with the move to Stage V generators due to their requirement to be operated at higher base loads than current Stage III gensets. Furthermore, the changes in Red Diesel taxation will double the fuel cost and therefore will make fuel efficient sizing of generator sets even more important.
PUNCH Flybrid conducted a programme with one of its off-highway partners in which a 380kJ, 210kW flywheel module was integrated into a 37-tonne excavator. The programme included an extensive validation programme, including real world operations with a customer machine to demonstrate that the flywheel module is production-ready. Significant fuel consumption reductions of 30% are achievable with engine load levelling.
JUNE 2021 19
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CESAR ECV - Emissions Compliance Verification
Are you part of the Green Revolution?
We are... HS2, Balfour Beatty, Mace Dragados Hitachi, JCB, Volvo, Finning CAT, Komatsu, Wacker Neuson, Kubota, Bell.
EMISSI NS 7A53C
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If you suspect this machine has been stolen or need to re-register it call the 24/7 hotline
For more details on how you can use the ECV management tool and be part of a green construction future go to wwww.cesarscheme.org/ecv-php Powered by
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www.cesarscheme.org 20 JUNEdatatag.co.uk 2021
thecea.org.uk
NEW Products and hydraulic training resources
Rental market can record the operating time of hydraulic attachments with new run-time meter.
New high-accuracy hydraulic flow divider-combiner valve ideal for heavyduty applications.
New digital pressure gauge now offers data-logging capability.
New training video explores hydraulic troubleshooting. Presented by Steve Skinner
Find out more at: www.webtec.com 4028 CEA Advert.indd 1
28/04/2021 11:44:23
Recognised by Government, Valued by our Members The CEA represents over 140 companies in the construction equipment industry...
ARE YOU A MEMBER? If you are not already a member of the CEA and are interested in finding out more about the benefits of becoming a member, then contact us by email at info@thecea.org.uk or visit www.thecea.org.uk for more information.
For more information, visit our website – www.thecea.org.uk JUNE 2021 21
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HVO set to make big impact in the construction equipment sector William Tebbit is the CEO of fuel specialist Green Biofuels Ltd, which has developed a new high-performance Green D+ sustainable HVO derived fuel. William explains what HVO is and why it’s a solution for decarbonising the UK now. Much of the public debate and Government policies around the road to Net Zero, decarbonising the UK and improving air quality is about what we are going to do. What our intentions are and how new technologies are going to achieve amazing things in 2050, or is it 2040 or 2030? However, the harsh reality is about today not tomorrow. Today our air quality is so poor the UK continues to be fined and today we are still a long way from Net Zero whenever that maybe. The promised technologies whilst becoming available are both expensive and not available in sufficient volumes to make a real difference today. It is too easy for governments to make grand plans for the future safe in the knowledge they won’t be around to be judged on the success or failure of those grand plans. As ever with many commitments by government it falls to the commercial world and the taxpayers (who
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fund it all!) to actually make it happen and the ask today looks daunting on the back of Covid and record borrowing. After the doom and gloom of my opening paragraphs you might be surprised to learn that I do have some good news! This issue of Construction Worx is dedicated to Future Fuels. For some really great news I would rename it Now Fuels. Many others I am sure will discuss CNG, Hydrogen, EV and Biogases however I want to shed light on what is available today and is making a difference today. Principally I want to reveal the best kept secret in advanced fuels which is paraffinic diesels made to EN15940 standard and in particular GreenD+ which Green Biofuels supplies in the UK and increasingly into Europe. GreenD+ isn’t biodiesel; it’s a bioliquid that can be used at 100%
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"We are not waiting for 2050 or 2040 or 2030. In the last 12 months our clients have reduced C02e by 67,000 Mt. " in any diesel engine. We have achieved a pretty much universal OEM approval for GreenD+ which is a Hydro treated Vegetable Oil or often referred to as HVO. Make no mistake this is the simplest and easiest way any operator of any diesel engine can immediately improve air quality and reduce Green House Gases. It is a total drop in fuel. There are no alterations required to engines or storage or delivery. ● So how good is it? It’s very good. The principal benefits are: ● It’s a waste derived fuel so qualifies as a renewable and sustainable fuel ● It reduces NOx by up to 29% over regular diesel ● It reduces Particulates by up to 85% ● It reduces C02e by up to 90% ● It can be used in any diesel engine. So, what is the draw back? It is more expensive than regular diesel; typically, 8-10ppl but the benefits of improved air quality for both the public and for site workers is immediate. The C02e reduction is very significant; up to 90%. By way of illustration the carbon intensity of HVO is 34gC02e per kwhr and electricity from the National Grid in the best month on record in May 2020 was 143gC02e and the lowest day on record was 46gC02e; we believe this fact should be taken into account when considering GreenD+ as a transition technology. So, what is GreenD+ best for? It is, in my opinion, the best transition technology available for large diesel engines; and it is available today
throughout the UK. Switching improves local air quality and helps with the health and wellbeing of all those on sites. Smart tanks allow you to monitor and control fuel on site and make further environmental savings through optimising logistics and capturing data. A large number of operators are now using GreenD+ including large commercial fleets of HGV’s such as Hovis, Large Logistic Operators, Construction companies such as Skanska, Volker Fitzpatrick and Sisk & Co, Marine operators such as GPS Marine on the Thames and the list continues to grow. Perhaps for me the most compelling Carbon reduction argument for using advanced fuels like GreenD+ is that it is used in existing plant and equipment without the daunting capex cost of new plant and we reduce the carbon emissions of producing new equipment in this transition phase. It goes without saying if you’re using regular diesel and there are alternatives available today that improve air quality and reduce C02e as GreenD+ does the tougher question to answer is why aren’t you changing rather than why should I change? We clean the air today and reduce C02e today. We are not waiting for 2050 or 2040 or 2030. In the last 12 months our clients have reduced C02e by 67,000 Mt. Contact William via www.gbf.ltd
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Delivering a greener solution Flannery Plant Hire is well known for its focus on delivering the safest, most innovative, and sustainable, solutions to support its clients. Delivering a greener and cleaner legacy is something that, in the hirer’s opinion, all parts of the supply chain must take responsibility for. In June 2020 when the Supply Chain Sustainability School launched its Plant Charter Flannery were a founding signatory, having been instrumental in the development and implementation of the school’s position on best practice sustainable procurement within the plant category. A proactive member of the school since 2012, Flannery is extremely proud to be a Gold Member and an active member of the plant category group. The focus on delivering greener solutions goes much further than just commitments on paper - with significant, focused, investment playing a crucial role in delivering the greenest plant and equipment. Flannery were the first UK buyer of the Faresin fully electric telehandler and Caterpillar’s D6XE (the world’s first electric drive dozer) and continue to be the largest provider of hybrid excavators in the UK. The hirer’s fleet
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also boasts the JCB electric mini excavator and are set to take delivery of the British manufacturer’s first electric telehandler. These specific product investments are supported by the largest Stage V compliant fleet in the UK today with a considerable nine figure sum committed to CAPEX for this year. While these innovative products offer a fantastic green solution there is no getting away from their current limits. Chris Matthew, Strategic Manager, Flannery Plant Hire explains: “At the smaller end of our fleet the advancements in battery technology mean we now have a number of viable alternative options for clients. The reality though is for heavy earthworks, and its associated larger equipment, the technology is either not commercially available or viable. The likelihood is that this sector will probably benefit from a
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multitude of technologies in the short/medium term which will include modern clean diesel machines alongside machines utilising synthetic fuels and hydrogen, and electric drive machines (powered by constant drive ICEs) and energy capture technology (hybrids). But while some of these technologies might be a few years away from commercial use, it is important to consider what we can do now. So we must continue to think differently – HVO fuels are proving to be an effective alternative and a fuel we are testing alongside our OEM partners and clients.” “HVO (Hydrotreated Vegetable Oils) fuel delivers a sustainable option for many users of traditional diesel. This fuel reduces carbon output in excess of 93%, together with a reduction in NOx and particulate matter as well as a near-zero sulphur. Focusing on plant is an important part of us managing our Scope Two emissions, electric, hybrid and EU Stage V and IV engines all deliver excellent savings.” Chris continues: “There is, rightly, a huge focus on digitalisation in construction. GPS and machine control ensures we can dig once and move once. This means we are minimising fuel burn and emissions. Data, as with this example, is vital in our efforts to deliver greener solutions. We have invested heavily in our telematics platform, working
alongside our partner MachineMax. Our consolidated dashboard allows our clients to achieve a complete view of their hire fleet, by project or product type. And to analyse idle time with burning emissions and make real time production management decisions.” Effective telematics allows Flannery and their clients to take a holistic view, to be proactive in managing fleet mix, site design and operator behaviour. Flannery has also developed a specific ECO-Operator training module focused on best practice and behaviour, often utilising the hirer’s plant simulators. The course will now be delivered from the Operator Skills Hub, a joint venture between Balfour Beatty and Flannery. Chris concluded: “As in any business it is important that we are also focusing on our Scope One emissions, we are ISO50001 accredited, are investing in solar panels and have a company vehicle fleet that is now more than 85% hybrid-electric. Our delivery fleet is also fully Euro 6 compliant. There is of course always more to do and new technology to support our goals. It is a hugely exciting time to be in construction and I am confident that working in collaboration with clients and the wider supply chain we will hit our net-zero goal.”
Keep up-to-date with the latest industry specific news!
Visit the CEA website now www.thecea.org.uk JUNE 2021 25
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Zero emission construction equipment - The innovation Ecosystem Who are KTN
Cross Sector Battery Network
The world we live in faces ever-changing societal, environmental and economic challenges, which are felt regionally, nationally and also globally. At KTN our mission is to connect ideas, people and communities to respond to these challenges and drive positive change through innovation. Our diverse connections span business, government, funders, research and the third sector. Construction equipment is one of the areas that KTN look after with a mixture of support from our Infrastructure, Energy and Transport Teams. KTN have a number of relevant strategic groups and opportunities that maybe of interest.
The Cross-Sector Battery Systems Innovation Network will develop a self-sustaining and collaborative community of technology developers and end-users from multiple sectors. https://ktn-uk.org/energy/batteries/
Hydrogen Innovation Network The Hydrogen Economy Innovation Network is creating a noncompetitive advisory group to pool knowledge from existing hydrogen communities to validate views on the current challenges to enabling low-carbon hydrogen production at scale and cost. Hydrogen could be the zero-emission transport option for modes that are harder to decarbonise, like heavy freight, railways, construction, marine and aviation. These sectors often have long and challenging duty cycles and consume large amounts of energy. https://ktn-uk.org/energy/hydrogen/
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I3P Infrastructure Industry Innovation Partnership (i3P) is an independent innovation community governed by representatives from its member organisations. Membership is open to clients (currently major infrastructure projects and construction programmes) and their supply chains (Tier 1 contractors and consultants) across the infrastructure industry. https://www.i3p.org.uk/
How can we help If you are looking for solutions or grants from companies then please contact me for an informal discussion. https://ktn-uk.org/people/simonbuckley/ . We will discuss what your plans are around decarbonisation and as a wider business before I can then suggest some of potential partners or routes which may help you on your journey
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Power Hour
Have You Got the Power? The CEA initiated its monthly Power Hour webinars in July 2020. Since then attendance has grown with up to 150 registrants. With topics as diverse as post Brexit customs and tariffs, to powertrain development, there’s something of interest for everyone. If you missed any of our Power Hours, recordings and slide decks, they are now all together on the CEA web site at www.thecea.org.uk . ● ● ● ● ● ● ●
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Business Impact of COVID-19 and the Roadmap to Recovery, Fergus Harradence, Deputy Director, Construction, BEIS. R&D Tax Credits Explained, Peter Corley and Samantha Wilson, MPA. Supply Chain Resilience and HMG Export Strategy, Mark Smith, Mining Sector Manager DIT. Global Trade, the Pandemic and Market Megatrends, Chris Sleight MD Off Highway Research, Paul Lyons, CEA Markets Analyst. Brexit and Beyond, Avocet Clearance Ltd (customs and export documentation, and CEA Patron and former MEP, Malcolm Harbour CBE. When Muscle Memory Meets Geospatial Awareness, Leica Geosystems & HUSCO International. Beyond Brexit Implications for Construction Equipment, Dale Camsell, CEA Senior Technical Consultant, CEA Patron and former MEP, Malcolm Harbour CBE, Kevin Shakespeare, Director of Stakeholder Engagement, Institute of Export & International Trade. Focus on the Americas - the Impact and Recovery of the Pandemic on Construction Equipment Sales, Sam Mottram, Caterpillar, Aftermarket and Attachments Growth Manager and Chair of the CEA Management Council. Driving the Electric Revolution, Simon Buckley - Knowledge Transfer Network, Chloe Nemo - Committee on Climate Change, Mark Urbanowski - Driving the Electric Revolution, Innovate UK. Customs Duty Mitigation, James O’Neill, Director, Harman Customs. Overview of the global construction equipment markets, Chris Sleight, MD Off Highway Research. Net Zero, Impact and Opportunity, Alex Woodrow, MD KGP (available from 23 June 2021).
Are you reaping the full benefits of CEA Membership? Obtain discounted rates for advertising in the next issue of Construction Worx Email angela.spink@thecea.org to request your 2021 media pack.
JUNE 2021 27
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