Paul Day, Turners( Soham)
“Euro VI is marginally less energy efficient, adds weight and costs more to purchase and maintain, however it has vastly reduced emissions which will reduce air pollution.
Overall it has added cost to the industry – something that it and the economy can ill afford, however that may be the price industry has to pay to get cleaner, greener trucks and better acceptance.”
Andrew Reynolds, Reynolds Logistics “
At Reynolds Logistics we are running one Euro VI vehicle to assess how it will fit into the operation and the likely running costs. Initially the results were a bit mixed but following some intensive driver training the performance of the vehicle is improving.
At this time we would be reluctant to say that it will be a positive step towards energy efficiency, but we are hopeful it will not end up being a backwards step in relation to the latest generation Euro V vehicles.”
Mark Nolan, Nolan Oils
“I see the introduction of Euro VI as a positive step towards our emissions program for the environment, but I think the government should be helping the transport industry to cover the extra costs involved.
All engines will use AdBlue so there is an additional cost if you are replacing an older vehicle. There are issues with the ADR Safe Loading Pass and the Regeneration Exhaust System when on the loading bay at terminals, which I understand are being addressed but the main cost is the purchase of the new engine which is approximately £7-£8k more expensive!
If the government want to meet these emission levels they should help fund the initiatives with financial support for the operator.”
Jonny Morrow, Morrow Tanker Services
“The onset of Euro VI has been a huge talking point amongst prospective customers.
We’ve had an end of year rush of Euro V orders and have even stocked some pre-registered chassis’ having received feedback that Euro VI may be troublesome and expensive in early models.
We see a couple of problems with Euro VI – the first being the increased size of the exhaust/catalytic converter which leaves the clearing of the nearside virtually impossible. This in turn makes the fitting of bottom loading and metering equipment etc into the available space more troublesome, especially in shorter wheelbase rigid mini and midi tankers.
The second issue is the high temperatures that the exhaust will reach in the EGR (exhaust gas recirculation) cycle. This may become a problem when carrying petroleum products and may even be an issue with oil terminal safety and SLPs. “