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"Don’t rely on hearsay and rumour," the PCO press release said
inviting interested parties to visit Penton Street and find out
details of the imminent Euro III emissions reduction strategy.
So that’s what Call Sign did… The Inspection Area was given over to displays of various products relating to the forthcoming clean air policy announced by the Mayor last December. Also on hand to offer information about the strategy were senior PCO technical staff, so that no one was left in the dark about how to comply with the impending requirements. Several manufacturers from across the world were there offering a range of emission-reducing solutions from the relatively simple ‘fit and forget’ low maintenance application, to quite complex procedures involving extensive engineering and regular service checks. Concerned DaC owner/drivers have recently asked Call Sign pertinent questions regarding various aspects of the emissions strategy, something we put to PCO Senior Examiner, Nigel Wetherall. |
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so little choice of suppliers? NW: There have been several systems on test for some time, having been ‘approved’ by the PCO for evaluation purposes and these form the benchmark standard to which all other systems aspire. There are a few approved suppliers here today and several seeking approval in the coming weeks and months. CS: The safety aspect of these systems is of concern to DaC drivers. For example, what happens in the case of a rear end shunt where an Ammonia/LPG canister is fitted in the rear? NW: The PCO works to the latest LPG Installers Code of Practice, so we expect manufacturers will act responsibly to ensure installers fit these systems correctly. Problems highlighted by the PCO are usually referred back to the manufacturer to resolve. Those containers you referred to have their own guidelines and are possibly the strongest part of the cab at that point. They undergo rigorous testing to ensure their CS: Why is a fuel additive or bio-fuel alone unacceptable? NW: There is no visible |
 features such as auto shut-off valves at the tank and engine. confirmation of regular use of that type of fuel. If a driver runs short, he may be forced to use ordinary diesel, which would negate the benefits otherwise afforded. Next we spoke to Dave Stock, PCO Head of Vehicle Inspections and Standards. He said he was actively seeking emission equipment suppliers from around the world and as a result of this 3-day exhibition, had received an interest from Australia and was awaiting further details. He also said he was in contact with TfL and others for more breathing space so he could evaluate systems coming onto the market, allowing him to offer an even wider choice of emission control equipment in due course, perhaps through another Open Day at a future date. The success (and necessity) of this Emissions Technology Fair was obvious by the interest shown given the number of visitors, and the variety of exhibitors. Exhibitors: Jaymic Alterative Fuel Systems (www.jaymic.com), Van Aaken Developments Ltd (www.vanaaken.com), Motor & Diesel Engineering (Anglia) Ltd: (www.mdengineering.co.uk), STT Emtec Emissions & Engine Technology (www.sttemtec.com), Dinex Exhausts…
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 Never without a smile! David Lessman (D19) and Dave Stock of the PCO |
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Call Sign: Why are these emission systems so expensive? NW: It’s a big step from zero to Euro III compliant and the technologies to address those requirements are equally complex. Secondly, durability of the equipment employed is a major factor in the research and development programme of any manufacturer, which is then reflected in the cost. CS: Why does there seem to |
integrity. As far as leakage is concerned, there are safety | |
 Adrian Landau (T14), John Boca (A64) and the PCO's Nigel Wetherall |
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