Tag Archive | "Environment"

PUTTING A CAP ON EMISSIONS

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PUTTING A CAP ON EMISSIONS


There are plenty of filters out there, but how are suppliers helping garages with their selection?

TPS anti allegen dust and pollen filter

It’s hardly news that emissions are hot on the VMs’ agenda, notably with the ongoing initiatives encouraging customers to swap out their older diesel vehicles for cash to put towards a newer model. Whilst scrappage schemes have been widely adopted by the former, suppliers are also playing their part in filtering out contaminants that would otherwise cause engine damage and discomfort for motorists if left unattended.

AIR/CABIN AIR FILTERS
Jonathan Walker, Managing Director of manufacturer Mahle Aftermarket UK, says that as a general rule of thumb, technicians should be replacing cabin air filters at regular service intervals as a clogged filter is still a major contributing factor for under performance of the A/C system and losses in engine power. He also mentions that the installation procedure is not always plain sailing: “Fitting cabin filters is increasingly complex and garages spend a lot of time locating and removing other components to ensure a correct fit”, he replied, “Fixed price service has arguably had a negative impact as the time spent on replacing cabin filters becomes more pressurised. It all equates to the biggest contributor of failure, which is a clogged cabin filter.”

To assist workshops with these practices, Walker highlights that Mahle’s CareMetix cabin filters have played a crucial role in communicating these messages whilst offering improved health and wellbeing benefits for end- users. He elaborated: “Our Caremetix range comprises of a five-layer cabin filter specially designed to improve passenger health and wellbeing by removing nasty odours and harmful contaminants from vehicle cabins.” He continued. “Garages can offer customers a tangible difference as the innovative range provides five- layer protection against allergens, brake dust, diesel soot, fine particulates and tyre debris that is proven to enter a car from exhaust fumes.”

Attempting to achieve a similar goal is Hella Hengst, a distribution partnership between Hella and filtration brand Hengst which launched last year. “The focus is to support workshops with point of sale material and marketing strategies that help inform the end user of products being fitted”, said Mark Adams, Product Manager at the firm. “The company also takes extra steps to include fitting instructions/ location guides for its cabin filters, which reduces time and allows workshops to maximise profit.” Adding that the supplied content points out the ‘benefits of premium quality products against the dangers of using those of an inferior design’.

ENVIRONMENT
Michelle Smith, Marketing Manager at TPS, explains that the organisation is economising through its Genuine Parts Range, with new pleated technologies. “In terms of materials, the filter media contains cellulose fibers which protects it against moisture, oil and fuel vapours. Depending on the application, fully synthetic filter media with a multilayer structure or with an additional nanofiber coating are used”. Smith noted, “Our Genuine Air Filters incorporate the latest materials and pleat technology to ensure that both performance and fuel economy are maintained throughout service life. In addition, our pleat technology has the ability to absorb dirt and dust particles whilst maintaining the optimum air f low into the engine for efficient combustion”.

HELLA Hengst portfolio

Sogefi’s Sales Manager, Jonathan Brooke said “Car drivers are not enough aware of the benefits of changing the cabin filters for their well-being. “The garages should more systematically inform their customers of these benefits. One good reason for doing it is that the end users can really feel the improvement: less dust and odours, better ventilation and defogging. These are strong selling points, that the customer will appreciate. In many cases the fact of showing the used filter – full of dirt and pollution- is the best selling argument.

THE FUTURE OF FILTERS
Touching back on the diesel market, UFI Filters Sales Manager Karl Ridings says the firm is armed and ready to service the next generation of vehicles complying with Euro Six and Seven standards. Speaking about this in more depth, he
said: “Thanks to the investments in R&D we supply filters like the Gen2Plus diesel filter”. He added: “Based on the availability of these technologies, UFI looks very confident in the future of diesel filter sales”.

Miten Parikh, General Manager at Comline, concurs and builds on Ridings statement, outlining that this ecological- type filter is becoming a more desirable choice among VMs particularly for their air modules. “As vehicle manufacturers become ever- more environmentally conscious the ecological-type filter is becoming more prevalent”, he continued. “Manufactured entirely from recyclable materials, many modern applications use this type of air filter and this trend seems likely to continue. Comline has in its range a number of fuel filter references with built-in water separators and sensors”.

With the multiple filter options available, workshops will certainly not be left starved of products that will result in repeat business and happy customers bearing in mind they follow the procedures outlined in this article.

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IS BANNING DIESEL BAD FOR THE ENVIRONMENT?

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IS BANNING DIESEL BAD FOR THE ENVIRONMENT?


Scrappage Scheme

Evidence suggests that a rise in petrol registrations is contributing to global warming

Diesel-powered vehicles have been in the news a lot over their environmental performance, or lack thereof. Conversely, industry experts have warned that a clampdown on diesel vehicles could result in the UK actually missing European environmental targets.

Mike Hawes, Chief Executive at SMMT warned that demonising diesel conversley will have an adverse effect on the environment. “Customers are not moving straight from diesel to electric. They’re moving to petrol or staying put in older cars” he said when speaking at the Society’s annual dinner in December. “So we’re seeing a falling market, declining revenues, rising costs, rising CO2. And, yes, this will have an effect on climate change goals. This is not a policy without consequences”.

Data firm CAP HPI has authored a report which concludes that the EU’s 2021 environmental targets could be missed if the percentage of diesel vehicles continues to decline on UK roads.

The report points out that some of the environmental criticism of diesel vehicles is misguided.

All the countries in the report achieved the 2015 CO2 emission target for cars registered in that year. While France and Italy were comfortably below the 130g/km line, the UK is closer, and Germany only cleared the hurdle by 1.4g/km.

UNACHIEVABLE
Matt Freeman, Managing Consultant at CAP HPI and the report’s author, commented that without continuing sales of diesel engine cars, this target reduction is unachievable: “Hitting the 2021 environmental targets for CO2 reduction would be a significant challenge without the likely decline in diesel. Therefore it is imperative that diesels continue to command a substantial share of the new car marketplace.

“If consumers, with no option of transitioning to hybrid or EVs, switch to petrol the environmental impact is clear – their CO2 emissions would likely rise between three percent and 23 percent according to model.”

The report argues consumer education is key as there is an apparent risk that consumers are being led to believe that ‘all diesel is bad’ and that any suggestion that there is a good diesel option is due to the automotive industry seeking to resist change and preserve the status quo. This level of miscommunication needs to be countered if diesel is to have a short- to medium-term future.

SKEWED
However, the media coverage on diesel is, to say the least, skewed against the fuel no matter what the improvements and consumers are confused. At the aforementioned SMMT dinner, Greenpeace crashed the stage to hand VW boss Paul Willis a faux ‘award’ for ‘toxic air’ and coverage in the mainstream press has been hardly less hostile. This has resulted in drop in demand (by about a fifth) in new registrations for diesel powered cars and new registrations for light vehicles as a whole are down 5.7 percent compared with last year. This has lead to several analysts making doom-laden predictions about the future of new car retail through franchises coming to an end entirely. These might be a little wide of the mark, but it does seem that for a private motorist wanting to upgrade to the latest technology, the idea of a conventional powertrain must seem a bit old fashioned.

Most people reading this might wonder why they should care, after all, surely this is a hole that the VMs have dug for themselves? It doesn’t affect the aftermarket… Unfortunately, it does. Tens, if not hundreds of thousands of vehicles won’t go through trade auctions and back into the aftermarket as the VMs are holding their own versions of scrappage schemes. As far as I know, no-one has made a serious attempt to retrofit otherwise efficient Euro- 3 onwards common rail diesel engines with devices to clean up their carcinogenic soot, meaning that they are replaced with petrol vehicles that are only marginally less toxic, but will emit greater quantities of greenhouse gas. Meanwhile, the face of the retail motor industry as a whole is besmirched by the failure of the VMs to get a grip on this situation which is a real pity for all involved.

Posted in CAT Features, Exhausts, Factor & Supplier News, Garage News, News, Retailer NewsComments (0)

A/C IN NEW VEHICLE MODELS REQUIRE A GREENER GAS

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A/C IN NEW VEHICLE MODELS REQUIRE A GREENER GAS


PROMOTION ARTICLE ON BEHALF OF AUTODATA

R134a is 1,430 times more damaging to the atmosphere than carbon dioxide (CO2). New vehicles are required by law to use a greener refrigerant. Is your workshop prepared?

R134a has been used in the automotive industry for over 20 years. When compared to the progressive development of today’s vehicles and advances in other fluids and lubricants used in the motor industry, change in AC refrigerants is long overdue.

In 2011, the European directive 2006/40/EC came into effect. The new law required all newly designed cars and vans built for use in the EU, and equipped with air conditioning (AC) must use a refrigerant with a global warming potential (GWP) of 150 or lower.

The GWP scale measures how much energy a gas absorbs compared to the same quantity of carbon dioxide (CO2), over 100 years. The higher the number, the bigger the problem! CO2 has a GWP of 1, so the limit set by the European directive for new vehicle refrigerants is 150 times more damaging to the atmosphere than carbon dioxide (CO2).

R134a, the automotive industry’s refrigerant of choice before the new law was introduced, has a GWP of 1,430. With its global warming potential significantly higher than the amount set out by the new law, a new refrigerant had to be sourced to replace R134a.

Carbon dioxide (CO2) was considered due to its extremely low GWP, but test results revealed that it worked poorly in very hot climates and required much higher operating pressures. This raised concerns in the industry about safety and the increase in fuel consumption. A new refrigerant that met the requirements set out by the directive was eventually identified. HFO-1234yf or R1234yf, as it is commonly known, has a GWP of just 4. So, it’s easy to see why this refrigerant was selected to replace R134a.

When R1234yf was first introduced into the automotive industry, there were safety concerns about the new refrigerant’s flammability. However, due to the environmental benefits of a gas with such a low impact on the atmosphere, simple solutions have been adopted to utilise this gas. To ensure that the repair industry is aware of R1234yf’s flammability, refrigerant labels contain a flame and some manufacturers have even included this symbol on the service connector cap.

The service connectors are almost identical to those used on the R134a predecessor, but subtle differences ensure dedicated R1234yf charging systems must be used to prevent cross contamination, as these refrigerants cannot be mixed.

Can you spot the subtle differences between R1234yf (left) and R134a (right) service connectors?

Due to the large number of R134a equipped vehicles, dual charging stations are available to cater for the legacy refrigerant as well as the ‘new kid on the block’, R1234yf. These consist of separate refrigerant tanks and hoses for evacuating and charging the AC circuits.

For those that already own an R134a charging station, specific R1234yf equipment is also available, making it an attractive proposition for workshops looking to delve into the R1234yf market.

However, the cost of the new refrigerant is currently significantly higher than R134a. Workshops offering recharge services should be mindful of this when planning any fixed price offers. For those looking to offer AC charging for the first time, any technician carrying out this work will also need to be F-Gas certified.

Autodata’s dedicated Service Air Conditioning module, provides technicians with all the manufacturer approved technical information required to safely and effectively service AC systems using both types of refrigerants. To find out more and to try Autodata today, visit www.autodata-group.com.

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LONDON MAYOR PROPOSES DIESEL SCRAPPAGE SCHEME

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LONDON MAYOR PROPOSES DIESEL SCRAPPAGE SCHEME


scrappage

A few of the cars from the scrappage scheme in 2009

London Mayor Sadiq Khan has called on government for a national diesel scrappage scheme for older vehicles to help combat air pollution within the capital with incentives to encourage the uptake of electric and hybrid vehicles.

IAAF’s Chief Executive Wendy Williamson, argues that even though this technology is the way forward, a bigger discussion across multiple sectors is needed to tackle the long-term effects of air pollution in and outside of the nation’s capital. She said. “Whenever there’s anything on emissions it seems to be the automotive market is an easy target somehow. Where are people talking about the aerospace industry, farm tractors and rather just picking up on cars all the time, why is the focus not given a broader discussion?”

She added: “Most of the emission problems in London would be fixed if they looked at the black cabs and buses. There’s positive changes happening at the moment, but then there’s no controls over any of the Uber cabs so you could be in a high emission Uber car and have none of the controls that the black cabs are having to conform to”. Williamson also questions where the budget for the £500m project will come from with around 50 percent of diesel vehicles representing the UK car parc.

In a recent interview with The Guardian, Sadiq Khan said. “The toxic state of our air leaves us with no choice but to rid our city of the most polluting diesel vehicles. It is shocking that nearly half of new car sales in the UK are still diesel vehicles and the tax system still incentivises motorists to buy these polluting cars”. The Mayor also announced that he would ‘not rule out’ banning diesel vehicles from London altogether if the high levels of Nitrogen Oxide are not heavily reduced.

If the scrappage scheme goes nationwide, Williamson said the Federation would consult with its members. She concluded: “In fairness, the government has set out quite a robust programme for electric vehicles which are clearly how they see the future. There’s no doubt that hybrids are the way to go but there’s still some way to go with technology yet”.

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ASA DELETES DPF REMOVAL ADVERT

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ASA DELETES DPF REMOVAL ADVERT


Advert watchdog, the ASA has banned a web page offering DPF removal services.

The webpage, on the website of Somerset-based Avon Tuning, offered DPF removal services, Under the heading “Will removing the DPF result in an MOT failure?” text stated “… the only MOT regulation regarding the DPF is a simple visual inspection, as long as the DPF still appears to be fitted – the vehicle will pass the MOT visual inspection. Therefore we only remove the internal core, leaving the outer casing in place. The vehicle will appear to have a DPF fitted and will appear unmodified”.

A complaint was lodged to the regulator by Friends of the Earth as the organisation understood it to be illegal to drive on a public road with the DPF removed, challenged whether the advert was illegal by ommiting this information.

In response, Avon Tuning said that the ad made clear through the qualification “*Our DPF Removal service is sold for off-road use only” that the service wasn’t for road-going vehicles. The company did not believe that this could mislead consumers into thinking that it was legal to drive without a DPF on a public road.

However, the ASA did not agree. “We considered that it was material information that the advertised procedure would make a vehicle illegal to use on public roads and therefore the ad needed to make that information immediately clear to consumers” read a statement from the watchdog. “As such, because that information was omitted from the ad and it instead suggested that vehicles which had their DPF removed could be used on public roads, we concluded that the ad was misleading.

The ASA banned the ad in the original form. After the ruling went live, the tuning company added a longer disclaimer stating that the service would likely render the vehicle illegal on a public road and removed details about the MOT visual inspection. However, all the details of the deletion service offered remain on the page.

 

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A DROP OF THE GOOD OLD GREEN STUFF


We keep it clean with a trip to the place where Swarfega is made

Swarfega Visit

We reckon that every person reading CAT will know what we mean by Swarfega, but just in case you’ve never seen a tub, it’s a sea green gelatinous flubber that has been used for cleaning hands and arms after work. For years it has been a staple sold by accessory shops and used by the trade and by the public alike, but have you ever wondered where it comes from – or why it looks the way that it does. Well, we did – so we headed to Derbyshire to find out the story.

SOAP STORY
The product was developed in 1947 by an industrial chemist named Audley Bowdler Williamson who was apparently searching for a product to extend the life of silk stockings. However, the story goes that one formulation turned out to be great at shifting grease without damaging skin (mechanics had previously used petrol, kerosene or whatever was available, with inevitable consequences). Williamson already produced a product called ‘Deb’ for the silky legwarmers so it seems unlikely that Swarfega was ever really intended for this purpose – but what is certain is that the factory, based out of a number of buildings in Belper, Derbyshire were soon producing thousands of gallons to keep up with demand.

By the twenty-first century the maze of units around Belper were over half a century old and an update was needed. In 2005 parent firm Deb Group reorganised the 21 brands that it owned, and planned to build a new 150,000 sq ft HQ and production facility on the site of a former colliery a short distance from where the company was founded. By 2007, the new plant was finished and capital investment came from Charterhouse Investment Partners who acquired the firm in February 2010 for a reported £335m. The company was sold again in 2015 to SC Johnson (best known for household cleaning products including Mr. Muscle and Pledge) for an undisclosed amount.

CLEAN BUSINESS
We’ve seen a few factories on our travels, but we’ve never been to a soap plant before. Inside, the vast reception and atrium is – almost predictably – dazzlingly clean and shiny. Perhaps more surprising is the fact that this is a truly self-contained facility. Everything from marketing and admin through to product re-formulation and manufacturing is housed in here.

Moving from reception into the production site involves a change of clothes. Non-woven hair-nets, overshoes and smocks have to be worn as production of hand cleaners by definition has to be clean. This also means no personal items are allowed in the plant – which from our point of view means no note pads, voice recorders or cameras.

As might be expected from a modern ISO14001 plant there is a lean management process in operation and core to this is traceability of everything. The system used by this firm is Datastor Supervisory Control and Data Acquisition (SCADA) that is used to control and monitor the whole production process. Raw materials are coded on arrival and this code is logged when a batch of product is made. Things with romantic names such as ‘Sea Kelp’ and ‘Freshly Baked Baguette’ adorn the shelves – although these are stored for the most part in particularly unromantic-looking bulk containers. As a note, the plant is ‘bunded’ so in the event of a spill, no chemical would be released into the water table or to the sewers.

BULK MIXERS
The mixing plant itself is a sight to behold. Rows of giant steel silos get on with turning raw ingredients into products. From there, the finished goods are pumped into a tank farm ready to be packaged on one of a number of production lines. On our visit the Swarfega line wasn’t running, but a foaming soap was being filled into special bottles designed for wall dispensers. These cartons fold in on themselves as the soap level runs low, so that no great amount of product is left inside.

It is these types of dispensers, and not the tubs of traditional Swarfega that Deb are keen to sell to the trade. This might sound counter-productive as each measure is just 4.5ml, but the firm explain that it is the best way. Chris Brooks, Technical Product Manager at Swarfega, commented: “Using a dispensing system and not a traditional bulk bucket product can help to make significant savings. A simple change in cleaning routine could also see better results and reduce the required amount of cleanser used”.

He added that skincare is also improved as dispensers mean that garages are far more likely to use barrier cream and skin restorer as well. “A third of technicians can wash their hands as often as ten times per day – which might be because they need to move a car without getting the interior dirty or dealing with a customer. That’s a significant amount of washing and if you are using the wrong product it can do a lot of damage to your hands.”

So even the way that garages wash their hands is changing – surely there has got to be some commercial opportunity for factors open a conversation with their customers?

VITAL STATS
DEB DENBY SITE

ISO STANDARD 14001
SIZE 150,000 sq. ft
SITE SPEC Bunded Plant, brownfield site
PROCESS Datastor SCADA

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NEW SCRAPPAGE SCHEME DEBATED FOR DIESEL VEHICLES


Scrappage SchemePolicy Exchange, a non-government organisation, has suggested that a new scrappage scheme be introduced for almost all diesel cars.

The think-tank suggests that such a scheme would be the fairest way to get motorists to give up derv-fulled vehicles.

“If we are to clean up air pollution, then Government needs to recognise that diesel is the primary cause of the problem, and to promote a shift to alternatives. This needs to be done in a way that does not unduly penalise existing diesel drivers, who bought their vehicle in good faith, and gives motorists sufficient time to respond” said Richard Howard, Head of Environment and Energy at Policy Exchange.

This report follows a suggestion by the Commons Select Committee for Environment, Food and Rural Affairs that some major cities could introduce extra ‘congestion charge’-style levy’s on anyone entering proscribed zones. The areas mentioned by the committee are Birmingham, Leeds, Nottingham, Derby and Southampton.

The outpourings of an NGO or that of a select committee rarely make it into the popular press, but The Sun has picked up on the document and has launched a reader petition to campaign for a scrappage scheme to ‘compensate drivers seduced into buying diesel cars – and now face fines over their killer fumes’.

The Policy Exchange proposals also include a higher rate of purchase tax on diesel vehicles – and parliament select committees often debate its ideas that in turn can eventually be passed into legislation.

So far the aftermarket’s response to the suggestion has been relatively muted. However Quentin Wilson, speaking on behalf of the Fair Fuel UK pressure group said: “While we definitely need to improve air quality in our cities we worry if local authorities are given powers to create congestion charge zones they’ll approach the process with the same leaden-handed zeal they’ve applied to parking. The last thing we want is to diminish the public’s enthusiasm for cleaner air. Taking old, worn and badly maintained diesel vehicles off our roads should be an urgent priority and we at FairFuelUK will support a fully thought out, workable and cost effective scrappage scheme.”

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RECYCLING AT THE CORE OF THE OPERATION


Mark Heaps gives us a tour of Mirfield-based core dealer S.S Components

S.S ComponentsEver since he was a child, John Smith always had a passion for cars and dreamt of one day opening his own garage. Little did he know his dream would soon become a reality, setting up a leading auto-parts distributor to supply re-manufactures across the globe. “I started as a dismantler because I wanted a garage and always loved cars as a kid” said Smith. “My friend and business partner used to have a little area at the side of his house where we had five cars. It was unsightly and people complained to the council who chucked us off site”.

It wasn’t all bad news for Smith when his mother’s friend found a solution, renting a plot of land to him for a nominal sum to start up his dismantling business. “Back in 1970, we only had an income of £3 a week because I had a job delivering meat from a butcher shop and my friend delivered groceries. We offered £1 a week rent and the guy accepted it”. Once the land was acquired, Smith’s dismantling business started to grow by purchasing excess stock and selling the core on to remanufacturers.

The operation is very different today with the component supplier now spanning five acres  with a multi-million pound turnover, we were keen to pay them a visit. Mark Heaps, Operations Manager for S.S Components, is a known figure within the re-manufacturing industry, having worked for S.S for over a decade and before that at AMK.

SITE TOUR

Inside WarehouseThe campus was as different as you could imagine from a traditional breakers’ yard with stock organised, packaged and labelled correctly with the part numbers assigned to each customer order. The main warehouses were breathtaking in scale with seemingly never- ending aisles of components awaiting a second chance of life. “The biggest part of the company is the component side that we supply”, Heaps explained. “Our four core products are steering pumps, steering racks, rotating electrics and brake calipers. Brake calipers are in high demand with our current stock totalling 261,911 and selling around 21,000 each month”.

With a large campus to operate, company founder and Director John Smith bought in a dedicated band of 13 remanufacturing professionals to classify and prepare the units accordingly.  They also collaborate with an external independent team who scout the most desirable dismantlers and scrap yards around the world to buy and sell the material onto the company. The fleet was also impressive, comprising two tractor units, two trucks and three vans delivering in and around the Mirfield area.

BESPOKE SYSTEM

As the tour came to a close, Heaps took me through to the main office, where we were greeted by company founder John Smith. Smith was keen to take us through their bespoke system. Through many revisions it has proved to be a valuable necessity for the organisation, keeping track of all the stock, customer orders and deliveries. “The system is unique to us because we’ve designed all of it and made it work”, responded Smith. “The USP of our business is that when people ring up we’ve got it in stock”. The system provides customers with a sufficient amount of time to prepare the correct transportation for picking up stock. Heaps added: “We tend to hit 98 per cent and above each shipment, hitting deadlines, supply fulfilments and material that we supply”.

ENVIRONMENT

The supplier has also been recognised for its eco-friendly practices, winning the gold category for the Green Apple Environment Award in 2014. Heaps elaborated: “The Green Apple Award is a very proud achievement for us. We save tonnes of equipment from going to landfills. Our business is to buy and sell on, but in doing so we’ve helped the environment”.

Finally, Heaps has some thoughts about the supply chain. “We want to educate the guys in the motor factors who sell new rotating electrics without surcharges” he says. Heaps explains that in this instance good core is going to waste because there was no incentive for garages to do anything with the old item. “Instead of scrapping the units potentially they could sell the units to us for far better income than what they’re probably getting” he added. “We’re all becoming more and more aware of being green, efficient and recycling and that’s purely the industry we’re in and I can only see it going one way”.

This is true. With ever more legislation on business practices, being mindful of the environment has to remain ‘core’ to all we do.

Mark Heaps

VITAL STATS

S.S COMPONENTS

LOCATION
Mirfield

MANAGER
Mark Heaps

VANS 3 TRUCKS 2 TRACTORS 2

FASTEST MOVING LINES
Brake calipers, rotating electrics, steering pumps and steering racks

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IGA AND GEA CHALLENGE SWOBS DECISION


Waste Oil BurnerDirector of the Independent Garage Association (IGA) Stuart James, will be teaming up with the Garage Equipment Association (GEA) Chief Executive Dave Garratt, in an attempt to challenge the changes to the guidance of the Environmental Permitting (England & Wales) Regulations 2010.

Both James and Garratt believe the impact analysis carried out didn’t fit the current economic model of waste oil collection given the recent devaluation of oil prices. Stuart James responded: “The revisions to guidance will make it uneconomical to use a small waste oil burner (SWOB) for the purpose it was intended as it significantly increases the costs for small garages. This will inevitably be passed on to consumers through higher labour rates”.

The legislation will come into effect from April and will effectively eradicate the use of SWOBS. The changes remove the exemption from the Waste Incineration Directive for SWOBS and requires garages to pay a permit of £3,218 on top off annual fees costing £1,384. There will also be further costs for monitoring and reporting requirements under the SWOBS permit.

By March 31st, current operators of SWOBS will either have to apply for a new permit to continue burning waste oil or ‘surrender the permit’ if they intend to use non-waste oil fuels or installing an alternative method of space heating that doesn’t require the burning of waste oil.

Garratt said: “We do not believe that it is appropriate and proportional to treat a 0.05MW SWOB in the same way as a 50MW industrial process. The revised guidance takes no account of the high levels of technology in modern SWOBS, which makes it far better for the environment to burn waste oil on site than to store and transport it by road to an industrial incinerator”.

James and Garratt will be meeting up with Rory Stewart, Parliamentary Under Secretary of State for Environment and Rural Affairs, in early March to discuss their concerns.

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