F-GASDefra rejects central register database proposalPage 4

the PrActicAl mAGAzine For rAc contrActorS AnD FielD enGineerS winter 2011

StuDent oF the yeAr2011 winners and why you should enterPage 6

oPinionthe industry will have to adapt to changes in nVQPage 10

cool VAn mAnVehicle checks, the latest news and website launchPage 22

coolVAnmAn.com

3www.racplus.com winter 2011 3www.racplus.com

deputy edItOR’S COMMeNt

New year, new start4 NewS

Defra rejects calls for F-Gas database; ACRIB calls for certification checks at supply level

6 Student of the year Awards2011 winner Scott Berry speaks to RAC Engineer

8 Opinion Why rush to the office when there’s no need, asks our undercover refrigeration engineer

10 Opinion The industry will have to learn to adapt to the new NVQs, but who will train them, asks Paul Singh

12 technical Contractor association speaks out on the flammability of the soon to be popular R32

14 training An employer’s involvement in training is key, says Practical Refrigeration’s Ian Cross

16 technical If a heat pump installation is to work efficiently then you need to get the calculations right

22 Cool Van ManThe low-down on driver walk-round checks, plus the latest news from the wonderful world of vans

RAC engineer

editorAndrew Gaveddeputy editorJulian MilnesHead of productionKim SampsonSubeditorAndy RennisonKey account managerDavid GardnerAccount managerAndrew ShieldsSenior account executiveStephanie Athaprint productionWendy SpurlingGroup advertising managerPerry Jamesdirector of marketNick EdwardsManaging directorNikki BrownChief executive Natasha Christie-Miller

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comment/contents

where are you going in this industry? It’s not

an easy question to answer by any means, and one that will send a shudder down the spine of many. you’re not alone if your lack of progress, or unfulfilled ambition, hangs like a cloud when you reflect on your career.

It’s a fact of life that job roles can grow stagnant, or stall their progress, as you settle into a position. And while the main person that can help you is you, it’s also the responsibility of the company to work with you – if you progress, then it progresses.

Having a manager to identify your strengths and work with them is a bonus, because behind every successful career, there is a mentor that inspires. But they can only help so much if there’s no formal training plan on offer, or a clear progression path laid down by the organisation (see page 14).

It’s a given that the 10 finalists in this year’s National Student of the year Award (page 6), or Stuart Millar, Bronze winner at worldSkills (page 5) had a guiding hand behind them, and a company that valued its people. As young engineers they didn’t get to be the best on their own, but through a combination of hard work and focus, coupled with clear goals to aim for. So if you feel you’re in a rut, or need inspiration, have a think about where you’d like to go. Is there a certain area you’d like to work in? A new technology that would give you and the company the edge?

Speak to your boss, explain your predicament, and work together towards a clear progression. It could be just the thing to start the New year.

On another note, it’s come to my attention that engineers aren’t just robots who only enjoy reading about the latest refrigerants and F-Gas developments. No, you’re more than that, you’re actual people. So we’ve created a website with just you in mind – Coolvanman.com. By the time you read this it will be live, bringing you the latest van news and advice, together with engineer training and skills news.

But it’s not all ruddy work, no sir. Also incorporated is the Cool Van video section, showing the weird and wonderful antics people get up to in their vehicles. And what decent website would be complete without Cool Cars – from the latest to the classics, and we’re also open to what you want, such as the latest cool gadgets or pictures of botched jobs.

you can have your say on all of this, or just have a sound-off about the industry, via our dedicated Cool Van Man Facebook page. tell us what you think about your favourite/worst vans, any work issues or debates, and what you would like to see on Coolvanman.com.

“Young engineers they didn’t get to be the best on their own”

© Emap Ltd 2011RAC is published by

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Hampstead Road, London, NW1 7EJ

Established 1898 ISSN Code 0263-5739

www.racplus.com4 WINTER 2011

news

Defra rejects calls for central F-Gas databasen Quidos, the F-Gas certification company, is calling for a central public register to help improve compliance rates after it previously found a 50 per cent failure in auditing.

However, Defra has vetoed the idea, claiming legal issues surrounding data protection, and it not being a requirement of the EU regulatory framework.

Defra has also reacted to the certification company’s concerns over the high auditing failure rate (RAC Nov, page 4), saying it should stick with the agreed 5 per cent audit. Quidos expanded its coverage to 20 per cent after concerns over the initial poor result.

Philip Salaman, Quidos managing director, said: “After approaching Defra with our findings we were told that this was not in line with the agreement between the two parties.

“We will now return our audit rate to 5 per cent as requested. However, it begs the question that what is an audit for if it does detect a failure, and no further auditing is permitted to occur?

“Also, if all certification companies are obliged to maintain a similar rate of auditing who checks this? Who audits our auditing?”

Mr Salaman cites the main reason for failure as the non-provision of qualification

certificates – or evidence of them. This is either because they do not exist, or they have been misplaced. There are also a high number of smaller companies with no appropriate F-Gas handling procedures.

However, Defra continues to emphasise that F-Gas has been intentionally designed with a light-touch approach, and is therefore not the vehicle to use to achieve the stated aim of driving standards up, if that means going beyond the remit of the scheme.

Mr Salaman said: “Whereas I appreciate the regulations require a light-touch approach, one would have hoped that this would be a minimum recommendation and that any more robust quality control would be supported. It would appear not.

“In essence, we believe that more compliance is required in the F-Gas sector. We would propose several regulations to improve the level of compliance [see box].

“Quidos is happy to set up the central public register immediately, while the other recommendations could quickly be established, but would require legislation.

“We could create the framework and software available to all, and the total development cost would be met by a fee per report created – similar to the current EPC framework.”

Quidos is not alone in calling for a central database to help improve F-Gas compliance. As part of its draft response to the Commission on F-Gas consultation, ACRIB is also proposing the introduction of a

single national mandatory individual registration and company certification schemes by all member states.

A spokesperson for ACRIB said: “ACRIB supports the introduction of a single database of companies and individuals who are F-Gas certified as a compliance tool.

“ACRIB has been recommending this mechanism over a number of years. It was included in our official response to the first UK F-Gas legislation consultation by Defra, in our position paper on the F-Gas Regulation effectiveness published last year, and in our draft response to the European Commission’s consultation [see story below].

“Such a database is an essential tool for ensuring compliance not only among companies and individuals but also among equipment operators or owners who have a legal obligation to ensure that anyone carrying out relevant work on systems containing F-Gas refrigerants is suitably qualified.”

n ACRIB’s is recommending a raft of changes as part of the European Commission’s F-Gas consultation review, including a single company/individual certification scheme and mandatory certification checking at refrigerant supplier level.

They feature in five key options that ACRIB says are needed to make further emissions reductions and increase compliance.

In a statement, it said: “Those in the UK who have spent extensive time and money on complying with

the obligations – organising training courses, applying for company certificates, educating their customers, setting up asset registers and recording mechanisms – will be pleased to see that these investments are beginning to pay off. Early indications are that F-Gas emissions in the UK have decreased in the past 2-3 years in particular.

“While this is good news for British industry, the commission’s consultation as part of its review of the effectiveness of the regulations is being conducted

against a much bigger picture – a global one, in fact.”

ACRIB said this meant the commission’s questions focused much more on what additional policies were needed to make radical cuts in emissions rather than extending what has worked well with existing regulations.

“The commission needs to be more vigilant in ensuring full compliance by all member states,” the statement said. “In addition, minor adjustments at national level on enforcement mechanisms

would have a major impact on effectiveness, ie. restricting the sale of F-Gas refrigerant or equipment designed to contain F-Gases to those suitably qualified, harmonisation with relevant industry standards including EN 378 and EN 16084 and improved technical specifications to prevent leakage from new equipment and associated components.

The full ACRIB response is available at www.acrib.org.uk/fgasreview. Comments should be made by 5 December.

ACRIB calls for certification checks at supply level

F-GAs pRoposAlsQuidos’s recommendationsn All companies to be registered on a central public registern All certified personnel to be registered on a public registern All sales of F-Gas refrigerant to be recorded on a central registern All F-Gas inspections, and critically all instances of F-Gas recover and charge work, to be recorded

The government is keen on light-touch regulation for F-Gases

5www.racplus.com winter 2011

news

Germany moves towards a ban on pre-charged kitn The proposal by AREA to ban the general sale of pre-charged split units has moved a step closer after key German air-conditioning manufacturers met with the trade to discuss the subject.

A letter to AREA and EPEE, signed by the president of Daikin Germany and Matthias Scmitt of German contractors association BIV, said: “Representatives of nearly all big air-conditioning manufactures in Germany met the representatives of the German refrigeration trade in order to discuss the proposal of AREA concerning the prohibition of pre-charged split units.

“Following this proposal the result of the above mentioned meeting is the following concerted opinion of the branch in Germany: pre-charged split units sold to non-certified persons are only allowed in combination with a qualified installation (installation costs to be included in the purchasing price).

“Alternatively, an ‘ex ante surcharge’ is conceivable, that is reimbursed in case of proven qualified installation.

“Units that are distributed via consumer markets must not be

shipped with pre-charged pipes (due to the risk of pipe breakage during self-installation) and DIY units must not have pre-flanging

pipes or quick-connection circuit points, in order to avoid the possibility of an installation by laymen.

“Units should be subject to regular maintenance inspections, including testing of leak tightness.

“Furthermore, all rules are also valid for internet sale.

“In the name of the companies Kaut, Mitsubishi, Daikin, Carrier, Novatherm, CIAT, Walter Meier, LG, Stulz and Stiebel Eltron, as well as the German refrigeration trade, we would like to inform you about this result and at the same time to represent this proposal – that contributes largely to the reduction of the F-Gas emissions and therefore aims to boost environmental protection – as the German opinion to the corresponding authorities.”

AREA president Graeme Fox (pictured) said: “This is a big breakthrough. Major companies such as Mitsubishi, Carrier, Daikin and LG are now coming together to sign off on this – something that was inconceivable a year ago.

“It reflects the common sense proposal that AREA originally came up with, and will hopefully provide the impetuous to expand this approach across Europe.”

“It reflects the common sense proposal that AREA originally came up with”

Qataris hit back over world Cup stadium aircon

n Qatari authorities have hit back at suggestions by one of their leading 2022 World Cup architects that air-conditioning the stadiums isn’t practical.

John Barrow, of UK architectural practice Populous, told the International Football Arena (IFA) conference in Zurich that the concept was too expensive and “notoriously unsustainable”.

Mr Barrow said shading seats during the day and using traditional ventilating methods would make far more sense.

Qatar’s cooling plans underpinned its victory in December last year, even though it was deemed the only “high-risk” candidate among the five bidders.

Mr Barrow questioned their proposed cooling methods during his IFA address. “It’s very important to get the shading, entrancing and departure right. That’s a prerequisite, otherwise it’s hopeless,” he said. “The organisers want to have a big showcase stadium with air conditioning but we are fighting hard to persuade them you don’t need to have it.”

A spokesman for Qatar’s 2022 World Cup bid said: “There’s no plan of scrapping cooling technology whatsoever.”

Cool Van Man site launchedn In what could only be described as the launch of the year, RAC Engineer’s sister website Coolvanman.com has now gone live.

Bringing you the latest van news and advice, together with engineer training and skills news, it’s the one-stop site for all those ‘on the tools’.

But it’s not all work, work, work. Also incorporated is the Cool Van video section – showing the weird and wonderful antics people get up to in their vehicles.

Tell us what you think about your favourite/worst vans, any work issues or debates and what you would like to see on Coolvanman.com.

n Stuart Millar, the UK’s candidate in refrigeration and air conditioning at the WorldSkills11 competition, has brought home a bronze medal from the event, which this year was held in London.

Mr Millar, from Loughgall in Northern Ireland, works for A&N Shilliday and Co, and won the British SkillFridge title last year.

The UK achieved fifth place overall in the medals table at WorldSkills11, coming behind Korea, Japan, Switzerland and Brazil.n Watch RAC’s video interview with Stuart during the event at www.racplus.com.

WorldSkills bronze for fridge champ

Stuart Millar celebrates his success at the WorldSkills11 awards

www.racplus.com6 WINTER 2011

NATIONAL STUDENT AWARDS

Be in it to win itNot sure whether to enter the 2012 National Student of the Year Awards? You can’t afford not to, according to this year’s winner

n This year’s National Student of the Year Award, held in conjunction with the IOR, was once again a roaring success.

Further endorsement of the most important student awards in the industry calendar was evident thanks to sponsorship from supermarket giant Asda, together with associated partners CBES and City FM.

Scott Berry of JD Cooling (pictured, right) was announced as the winner for 2011, with John Forteith of Forteith Refrigeration (centre) taking second and Brett Smith of Noblet Refrigeration (left) in third.

Mr Berry said: “I honestly didn’t think I had a chance of winning as I was aware of the standard of entries from last year’s awards. I was very pleased to be entered by my employer and college, as it showed their commitment to me and how they wanted me to develop within the company.

“I was very surprised and extremely pleased with my nomination, even to get in the top 10 was a massive achievement for me personally and a credit to the way my training and progression has developed within JD cooling systems.

“The event was actually a lot bigger than I first thought due to the amount of companies attending the awards. I enjoyed the evening thoroughly and was totally overwhelmed with the whole event.

“I was stunned and in complete shock, especially with the standard of the entries and the companies that the apprentices work for. I still can’t believe I won such a national award on a grand scale and the amount of press following the awards.”

Like many previous winners, Scott now plans to push on with furthering his career. “I plan to carry on with my education and training to develop my skills to a high standard, which will hopefully progress my career within the cooling industry and my future with JD Cooling Systems.”

He also advises budding engineers not to pass up the opportunity of entering for the 2012 event, as it can gain recognition for their achievements and put them up against the best of the best. With this comes the benefit to the company in terms of good publicity.

Mr Berry said: “I would not hesitate to encourage apprentices within the cooling industry to enter these awards in the future, as it’s recognition of their progression and ability with their company or training provider. It also promotes a ‘feel good factor” for both company and apprentice. My confidence has improved with everyday tasks, such as communication with customers, onsite works and my general development.”

Ian Cross, programme development co-ordinator of Practical Refrigeration Training Centre, which had five finalists on its books, agrees that companies should encourage their employees’ development by putting them forward for the National Student of the Year Awards. “We recently had the privilege of attending

the National Student of the Year awards – part of the RAC Cooling Industry Awards, held at the Park Lane Hilton, London.

“These awards have become the ‘holy grail’ for apprentices and trainees, and are rightly promoted by industry professionals and end-users.

“However, when it comes to participating in such an event, I have heard people say ‘what’s the point of awards, the results are cut and dried’, or even worse, ‘we are extremely busy at the moment’.

“However, isn’t that attitude ignoring a key issue for the industry as a whole? These individuals display and demonstrate all the characteristics needed to take the industry forward, embracing new and emerging technologies. Without them, we may not progress at such a rate.

“As an industry, let us continue to promote individual success and pave the way for them in their career paths and progression.

“We were fortunate this year to have five finalists in this year’s National Student of the Year Awards, all chosen by an expert judging panel. We did this simply by adopting a positive attitude towards promotion of success. We consider it an honour to be able to promote the industry’s finest, just as it is an honour for our candidates to be recognised by their peers for their individual achievements.

“I am sure the employers of our five short-listed finalists were as thrilled as we were.” n

www.racplus.com8 winter 2011

racplus.com blog

Why rush to the office?rACplus.com’s Anonymous Fridge Guy has a couple of issues he’d like to share with the group…

n I can understand the lure – a nice temperature controlled office, coffee on tap and a bit of eye candy to brighten up your day.

But having spent an average of 10 years-plus learning the trade, with every day an adventure, you wake up and think ‘better get a shirt and tie job, getting too old for this tools lark’. But why?

I’ll tell you why. Many an engineer feels undervalued and thinks that he may get a bit more respect if he wears a shirt and tie and batters out e-mails everyday to all and sundry.

This will allow them to pass their experience on to up-and-coming engineers, rather than putting them into an office. And let’s face it, after a while you forget some of the experience that you have gained over the years due to inactivity.

I appreciate that people have worked their way up through the ranks, and the next step is a service or project management role – many may think that is the logical step in their career.

But I urge you all to think again and stay as long as you can on the tools and impart all the knowledge that you have gained over the years on to the younger members of your teams.

Good engineers don’t always fit into the office way of life, and can get frustrated – I know, I’ve been there.

I would rather be standing in front of a pack, troubleshooting, than pondering over my computer and people above me, watching what time I leave at (it seems you’re not a team player if you leave at 5pm).

There’s nothing more fulfilling than seeing an engineer that you have helped over the years reach their potential. They may even end up taking the mickey out of you when they become your boss.

So why would you want to give up on the tools? It’s times like these you wish you were back in your overalls, standing in front of a pack, in the rain, trying to work out why the EC fans are not working and the vent valve keeps lifting on the CO2 pack, rather than working out how many hydrazorbs are required for the first fix or worrying about if micro-pipe is right for the job.

Money for old ropeIn these times of project cutting and retailer underspend, I’ve come to the conclusion that retailers could save a small fortune by getting rid of all the various consultants and advisers that I bump into on various sites across the country.

Take the consultants that look after the clients’ finances on projects, to make sure he gets value for money from the contractor. It could be argued they look after themselves and not the client’s interests.

I have heard of the consultant meeting with the contractor and advising them of what they can and cannot price for.

The contractor submits the price, thinking that they will get what they have priced for. But, alas, not. What seems to happen is the consultant then deducts the items he advised the contractor to price from the package, and then shows the client the cost savings they have made for them – thus justifying his existence and fees.

Does this save money? I don’t think so. But it makes the consultant look as if he is earning a crust and saving the retailers thousands. If you really want to save money, go back to having your own in-house refrigeration department and deal direct with the contractor and build up the relationships they once had.

Another cost saving is to take out the guys who now permeate our sites, checking that the contractors are doing it right. They take a few photos here and there and post them in a site diary as evidence of work. What they should say is: “Wandered about a couple of times on site and sat in the car most of the day reading the paper.”

In days gone by, there was a build-up of trust between client and contractor. But now all there is is a level of suspicion – the type you’ve only ever seen in Eastern Bloc countries. They are starting to make the Stazi look approachable.Keep up to date with Anonymous Fridge Guy’s latest musings on RACplus.com

“It’s times like these you wish you were back in your overalls, in the rain, trying to work out why the EC fans are not working”

www.racplus.com10 WINTER 2011

INDUSTRY

NVQs: it’s time to reviseWith electrical training added to the revised City and Guilds NVQs, the industry will have to adapt – but who will train them, asks Paul Singh

n F-Gas, Category 1,NVQ, VRQ , RPL, A1, V1 and PTLLS are all terms that the RAC and HP industry has been subjected to – more so if you’re are involved within the training and education sector.

To add to these, we now have the revised City and Guilds 6187 suite of NVQs. Since its introduction in September, training establishments have been grappling with this new award.

We’ve all heard the comment “qualified electricians make excellent RAC and HP engineers”, based on the fact that a lot of the service breakdowns are due on the electrical side – logically they find it easier to resolve the fault.

Furthermore, the majority of the previous RAC and HP qualifications have been short in delivering electrical training and assessment. In an effort to redress this, the presumed powers that be have consulted with industry and included an electrical unit within the new NVQ 6187 Scheme.

“Great news,” I hear you say, and I applaud it. But on reflection most training centres feel that the unit is not achievable by a Level 2 candidate, and could even be beyond a Level 3 candidate.

What’s even more concerning is that the same unit is required at Level 2 and Level 3 – usually there is differentiation between the levels. Most engineers and employers I have spoken to have also shown their dismay and commented on its content.

Commendably, the NVQs provide the industry with a more flexible qualification route, thus encompassing the diversity of the RAC and HP engineer.

Worryingly, it could prove to be a qualification that may cause an engineer to overload and burn out, resulting in qualification failure.

My only comparison is with an old unit that I taught on the CG 2073 – Part 3 Advanced Mechanics; Electrical Applications in the 1980s. But the content for the new unit is far more reaching. As we go to press, I will be attending a meeting to discuss this potential time bomb – no doubt there will be mixed feelings.

Furthermore, do we have the personnel out there to teach it? It seems it may be outsourced to the specialist electrical training departments within certain training establishments if we don’t have the existing staff.

Will we see the rise of the electrician refrigeration trainer? Will this mean another suite of rogue trainers?

Only time will tell, but if we are not careful, this new NVQ could well lead to closure of RAC and HP training centres and be replaced with electrical training departments. Now that the standards have been accepted by QCF, little can be done to change them. We have to rise to the electrical challenge and ensure that the future is bright and sparkling.

Have a great Christmas and a happy New Year.Paul Singh is a refrigeration consultant for ChillAir Training Academy

CoursesRevised NVQ Award Level 2 and 3n Level 2 NVQ Diplomas in Refrigeration and Air Conditioning (6187)n Level 2 NVQ Diploma in Installing, Testing and Maintaining Air Conditioning and HeatPump Systems6187-01n Level 2 NVQ Diploma in Installing and Maintaining Refrigeration Systems6187-02 nLevel 3 NVQs in Refrigeration and Air Conditioning n Certificate in Installing and Commissioning Air Conditioning and Heat Pump Systems 6187-03n Certificate in Servicing and Maintaining Air Conditioning and Heat Pump Systems 6187-04n Certificate in Installing and Commissioning Refrigeration Systems 6187-05n Diploma in Servicing and Maintaining Refrigeration Systems 6187-06

“Will we see the rise of the electrician refrigeration trainer? Will this mean another suite of rogue trainers?”

www.racplus.com12 WINTER 2011

New refrigeraNts

Burning issue over r32Graeme Fox, president of European contractors body AREA, speaks out about his concerns over the introduction of R32 to AC systems

n At a recent international industry conference Daikin, one of the largest producers of packaged air conditioning and heat pump products globally, announced its plans to roll out its entire product line using the flammable refrigerant R32.

To many businesses reading this article, this will mean nothing at all, and many who do understand the implications might wonder what the fuss is about. But it is important to bring the issue out into the open for discussion and to ensure that everyone in the supply chain – particularly in the building services sector – understands the implications.

Industry will need time to adjust and retrain to some extent. As field technicians have become used to working with non-flammables such as HFCs, HCFCs and CO2, there are different precautions that need to be assessed when working with gases that are flammable. Building services contractors, main contractors, landlords, facilities managers, cross-discipline site supervisors and end users will all have to be aware that the refrigerants being worked with are no longer benign from a safety point of view. Several scenarios give me particular concern:

New installations on a construction siten CDM requirements may change, because there may be large quantities of flammable gas being distributed through the site; n Refrigerant pipework that, at the moment, is simply sleeved with suitable insulation and vapour sealed at the joins, may need warning labels stuck at regular intervals in the same way as natural gas pipes currently do – not a huge problem in itself, but time-consuming and an element not allowed for at tender stage; n Possible restrictions on the use of some service, installation and commissioning tools;n Possibility of the rooms becoming hazardous areas if the refrigerant leaks could open up the possibility of the ATEX Directive applying – which in turn may mean explosion proof light switches, lighting fixtures and other equipment being needed.

Service visits and site repairs A number of questions arise here: n If there has been a gas leak, can you use standard electronic leak detecting equipment?n What is the total volume of the room where the leak occurred and what was the total charge? (So you can calculate if the leakage falls into the band between lower and upper flammability levels); n If a leak needs to be repaired, can it be brazed? Or do we need to learn to work with additional products with additional costs?n If a compressor has to be swapped out, how do you de-braze, when the oil will be bleeding out small amounts of flammable gas? This applies particularly in

enclosed spaces or occupied areas such as offices or retail outlets.

None of these are particularly huge issues in isolation, but they are above and beyond what we have to consider on a daily basis at the moment – and raise some awkward questions.

The reason for introducing this gas? It appears to be simply that at a Global Warming Potential of 675, it is considerably lower than the current industry standard for air conditioning R410a, which has a GWP of 2088. Daikin believes this will make it more acceptable to the environment and the environmental lobbyists.

Regardless of that argument, will it be acceptable to the building services and construction sectors in the UK? And how long will it be before we see explosive accidents occurring on UK sites because of the introduction of this gas? n

While better for the environment, the flammable refrigerant R32 could create problems for the building services and construction sectors

www.racplus.com14 WINTER 2011

training

Excellence in training holds key to progressAn employer’s involvement in training is vital for both good business and employee development, says Ian Cross

n In times of uncertainty together with an increase in emerging technologies and industry legislation, there is a particular need for employers to commit to training for its staff.

This is vital in order for companies to be best placed when meeting industry legislation head on, and enables the company to produce fully skilled operatives able to operate with modern technologies.

An employer’s commitment to training is essential to the continual professional development of its candidates.

How this can be achieved:n An employer should have an active interest in the candidate’s development, in both practical and theoretical training. There are many obvious benefits to taking an active interest, ensuring that candidates feel supported in their training and that they are able to progress.n An employer can assist the candidate by allowing time for them to broaden their knowledge of their industry. Vocational qualifications currently require candidates to have up-to-date industry legislation at their fingertips, enabling progression with their NVQ portfolio and technical certificates.n An employer should have a positive, effective relationship with their training provider. Good communication is everything and inevitably this should lead to a successful candidate progressing with their qualification.n An employer should regularly assess their own needs for both practical competency and theoretical knowledge gained, identifying where skills could be improved with the trainees and acting on this.n An employer should offer incentives for candidates excelling or progressing with their qualifications; these can be identified in the employee’s appraisal and in development that is discussed.

Support, communication, successI work with many supportive employers who understand the importance of the qualifications their employees are striving to achieve. We have one particular company that regularly sends its apprentices, young and old, to our training centre.

It is a model company that both promotes and supports its employees in training through Level 2 and Level 3 Small Commercial Refrigeration, Air Conditioning and Complex Refrigeration and Air

Conditioning routes. The company has an Apprentice Development Committee and has been recognised by the National Apprenticeship Service as being extremely supportive, creating the right conditions for their employees to excel in the business.

For companies out there thinking that this is a huge commitment, you are right, it is. But you get out of it what you put in. It just so happens that the company in question, which actively supports their trainees, has managed to reach the finals of the RAC National Student of the Year Awards for two years running – not a coincidence.

So it’s not all doom and gloom at the moment and the industry is relatively healthy; however, to maintain this in the long term we need to stay positive and support our trainees, young and old, in achieving their goals. After all, they are the ones out there ensuring new technologies are embraced and customer satisfaction is achieved.

If anyone would like to discuss this article or apprenticeships and training further, please do not hesitate to contact the training centre at ian@pendle-refrig.co.uk. nIan Cross is programme development coordinator – Practical Refrigeration Training Centre

www.racplus.com16 WINTER 2011

heat pumps

size is everythingCorrect sizing of heat pumps requires accurate information on a range of factors, explains Maurice Diamond of Hidros SpA

n To correctly size heat pumps, climatic information about the location is as important as defining the operational parameters at the design condition – this enables judgements about plant size, system type and supplementary energy to be made.

If the climate has small seasonal temperature changes (south-west Ireland for example), the performance of an air-source heat pump will at least match a ground-source unit with a substantial reduction in capital cost.

Such a system will require negligible top-up energy from other sources. If the climatic conditions have a substantial proportion of the year at low or very low ambient conditions (southern Germany is an example), then the ground-source performance is superior and an economic case for such an application may be made.

Furthermore, system pipework, pumps, valves and ancillaries on an incorrectly sized heat pump (too large is as big a problem as too small) may surface due to lack of information.

An energy approach is required, based upon degree days at the heat pump location. What Hidros use is a 10-year average of the information that is collected at aviation recording stations across the EU.

This data, coupled with the building heat loss at two specific conditions, enables an annual heating load profile for the building to be generated. DHW requirements in the form of people numbers, incoming mains water temperature, volume of DHW per person and DHW temperature is then incorporated and the energy profile for this load is added to the heating profile to provide a total annual requirement.

The next information input required for the system is to define the operating water temperatures for the heating load, realistic source temperatures (if a ground-source solution is being considered), set point weather compensation and the output performance for the selected heat pump.

For ground-source units the performance is a constant for the source temperatures that have been input, and for air-source it needs to be against varying ambient temperatures down to the minimum expected for the location. Too often for ground-source units, highly optimistic temperatures for the source have been used. When this is programmed, knowing the chosen heat pump performance against ambient temperature and incorporating this with the degree day information enables an output energy profile to be calculated that is superimposed on the load requirement profile.

This provides visibility of when the heat pump will match the load or better, when there is a shortfall and the extent of this shortfall.

For ground-source units, all that is required at this point to make a final selection that will cover all of the heating season with minimum running and capital cost

is to reduce the size of the selected heat pump until it just matches the load with no supplementary energy being required. The cost of electricity per unit can then be input to the programme and estimated annual running costs can be determined.

For air-source units, the most sensible and commonly accepted approach to determining the unit size is to ensure that the output matches at least 95 per cent of the seasonal load requirement.

The balance of the energy requirement is provided from integrated top-up heaters that should be controlled by the unit microprocessor. This approach ensures that the heat pump is not drastically oversized (with all of the attendant issues relating to this) and that the annual running costs are minimised with no hefty use of direct acting energy.

It is on this latter point that most mistakes appear to be made, with heat pumps often being selected based upon their snapshot performance at 7 deg C ambient and 35 deg C water temperature.

All too often the coefficient of performance quoted is that for the heat pump alone at some snapshot condition. This is not only misleading but is entirely worthless, as the energy (carbon) usage and the running cost are based upon the system seasonal COP.

This figure must include defrost energy (for air-source) and supplementary energy use. The only way that this can be calculated is by the energy approach described above that has been adjusted for the annual energy usage determined by the dynamic modelling software.

When such information is generated then, and only then, can decisions be made about system type, unit size and payback. It also ensures that the system will operate correctly under all situations and the horror stories that have been generated by installations that have been done with limited or misleading information can be eliminated. nMaurice Diamond is general manager UK & Ireland at Hidros SpA

“Too often highly optimistic temperatures for the source have been used”

www.racplus.com18 winter 2011

fitters’ notes

filter driersin this issue Stephan Bachmann, of Danfoss refrigeration and Air-conditioning, focuses on a standard fitting in liquid lines: filter driers

n The importance of filter driers is often (and undeservedly) underestimated. The filter drier protects a refrigeration system and provides an important indication of any problem involving the refrigerant, moisture, or contamination.

General function Filter driers are usually installed in the liquid line of a dry-expansion refrigeration system, where they have a dual function. First, they trap coarse particulate contamination and copper shavings, and second, they capture any moisture present in the system. For this purpose, modern filter driers are equipped with a drier core consisting of a 100 per cent molecular sieve for optimal drying performance and filtering.

The filter drier should be replaced each time the refrigeration system is opened.

Drying capacityIf you look at a filter drier data sheet, you will always see the term “drying capacity”. This specifies the amount of refrigerant that can be dried by the filter drier with a specific type of refrigerant at a specific temperature, based on a certain moisture concentration in the refrigerant before and after the drying process.

For example, a DML 53 drier can reduce the moisture concentration in 8.5 kg of R134a refrigerant from 1,050 ppm to 75 ppm at 24 deg C. Here “ppm” stands for “parts per million” and refers to the number of water molecules in the refrigerant relative to the number of molecules of refrigerant.

If the refrigerant charge of the planned system is not yet specified, a suitable filter drier can be chosen based on the liquid capacity. The liquid capacity refers to the cooling capacity in kilowatts when the drier is installed in the liquid line.n Practical tip: Refrigeration system engineers can simply assume that the specified ppm values shown in the data sheets or technical brochures before and after drying are realistic, and for practical purposes they only have to concentrate on the type of refrigerant and the refrigerant charge of the system.

Selection and sizeThis information is adequate for selecting a suitable filter drier based on the rated drying capacity or liquid capacity. The internal volume of the standard drier is generally significant in this regard. For this reason, it is common practice for manufacturers to indicate the internal volume of the filter drier in the type designation.

For example, with the Danfoss DML 53 the “53”

indicates an internal volume of 5 cubic inches and a connection size of 3 (10 mm). The connection size number in the type designation is divided by 8 to obtain the corresponding inch dimension (for example, with “DML 53” the connection size is 3, which means 3/8 inch and corresponds to 10 mm in metric units).

The type designation may also include the suffix “s” (such as DML 82s), where “s” stands for “solder” and indicates a solder connection. If the “s” suffix is not present, the unit is designed for flare connection.n Practical tip: If during a service call you are forced to use a drier model that you happen to have in your service van, you can use the last number of the type designation to select a substitute with the right connection size.

Standard driers and biflow driers There are many different models of filter driers. Standard models (such as DML) are most commonly used in commercial plant construction. They have a solid core that is permanently bonded to a compact housing.

These standard driers are designed for only one direction of flow, as indicated by an arrow on the drier housing. This is usually fully adequate. However, if you encounter a situation with biflow operation, such as a heat pump system with a four-way reversing valve, you can either arrange two standard driers in parallel with opposing flow directions and fit each of them with a check valve in the appropriate flow direction, or instead select a biflow drier (such as the Danfoss DMB). Biflow driers can be used with liquid flow in either direction without the risk that previously

“The filter drier should be replaced each time the refrigeration system is opened”

19www.racplus.com winter 2011

fitters’ notes

filtered out foreign matter will subsequently be released into the system.

Burn-out driers and cartridge driers with replaceable cores In a situation where you actually need a standard drier but the pipe connection size is in the range of 22 mm or larger, you can consider using a cartridge drier with a replaceable core, such as the Danfoss DCR. Cartridge driers are available for use with single or multiple solid filter cores.

The main advantages of this model are very easy replacement of the filter element without any soldering work or dismantling of the piping, as well as moderate service cost because the housing remains in the system and does not have to be purchased anew.

Like other filter driers, cartridge driers are most often used in the liquid line. However, the suction line is the preferred installation location when a cartridge drier is used as a burn-out drier (with a 48 DA cartridge). This may be necessary if too much acid has been formed, due to water penetration into the refrigeration system or a motor burn-out.

Most burn-out cartridges or burn-out filter driers contain also a significant amount of aluminium oxide, because it is ideally suited to absorbing acids. In the event of a burn-out, the cartridge should be replaced afterward at regular intervals, and at the end it should be replaced by a coarse filter cartridge (type 48F). Burn-out driers are also available with non-replaceable cores (type DAS) for small pipe connection sizes.

If you are interested in actually seeing the enormous moisture absorption capacity of a drier

along with the large amount of moisture present in the ambient air, you can perform the following simple experiment. Remove an unused drier core (such as a type 48 DM) from its sealed can and place it on a postal scale. Record the weight and note the colour of the drier core. One day later, the drier core will have become much darker and distinctly heavier.

Collector: Face-seal driers and pencil driers In relatively small systems where the cost of a receiver is difficult to justify, a combined filter drier/receiver (type DMC) can be used. It basically consists of a large housing that combines the functions of a receiver and a drier core.

The world’s most commonly used type of drier, thanks to kitchen appliances, is the pencil drier. Most pencil driers are copper-coloured (and made from copper; other types of driers are painted) and filled with silica gel beads as the drying agent. A pencil drier is fitted immediately ahead of the capillary tube in almost every refrigerator.

Another type of drier is the face-seal drier. This type is rarely encountered by refrigeration system engineers who work exclusively with stationary systems. Face-seal driers are normally used in transportation refrigeration systems, and they are often referred to as “O-ring driers”.

A face-seal drier is actually a standard drier, but with a different type of threaded connection than the flare-fitting models. The seal between the drier and the pipe fitting is provided by an O-ring using a face seal, as the name indicates. n Practical tip: A filter drier with an O-ring and the suffix “FS” (such as DML305FS) is a face-seal drier.

Selection To select a suitable drier for a specific system, first consider the pipe diameter of the liquid line. As there are usually several filter sizes available for a given connection diameter, the drying capacity is also a good selection criterion.

For quick selection without further consideration of the drying capacity or liquid capacity, you should always choose a slightly larger drier. For example, the drier sizes DML 83, DML 163 and DML 303 are available with 10 mm flare connection. For a rough selection, you should always favour the 163 or 303 size. There is never any real disadvantage to choosing a slightly larger drier, aside from the somewhat larger installation length.

Pressure drop Generally speaking, when you select a component you must always pay attention to the pressure drop across the component. This is normally not necessary with filter driers, because they have only a small pressure drop when used with suitable pipe dimensions. n Practical tip: If condensation or even ice forms on the pipe at the outlet side of the filter drier in an existing system, despite a normal condensing temperature (such as 45 deg C) and without a sub-cooler installed, the most likely cause is that the filter is clogged with dirt particles. If measuring ports are available before and after the drier, a check with a service pressure gauge will show a correspondingly high pressure drop. The only remedy in this case is to replace the drier. nwww.danfoss.co.uk

www.racplus.com20 WINTER 2011

COMPETiTiON

Log on and get drillingVisit CoolVanMan.com for a chance to win a Hilti cordless drill-driver

n To celebrate the launch of RAC Engineer’s new website CoolVanMan.com, providing news, information and entertainment to the hands-on engineer, we have teamed up with tool giant Hilti to offer one lucky reader the chance to win a 14 V cordless compact drill-driver.

Three runners-up will receive a laser range meter each. All you have to do is to visit the site and answer a simple questionnaire about cordless tools.

Have a look around www.CoolVanMan.com and enter the competition by clicking on the Hilti box. You will be re-directed to the Hilti dedicated page, where after completing the questionnaire on cordless tools you can enter your details for the prize draw.

Once your entry is confirmed you will be able to view a selection of exclusive tool offers, so every entrant stands to benefit! The draw will be made on Friday 10 February 2012. n

What's up for grabsn The market-leading SFC 14-A compact drill driver boasts a host of features including precise, controllable drilling and screw driving speeds of up to 1,700 per minute and a compact design for best-possible access in tight corners.

Thanks to Hilti’s technologically advanced Lithium-ion CPC battery, the drill driver offers consistent high performance and long life. It is ideal for hole sawing in diameters up to 68 mm, driving screws up to 4 mm diameter in steel, driving anchor screws and drilling in steel with bits up to 10 mm diameter.

Hilti’s PD 4 laser range meter can measure distances between 0.2 m and 70 m with great accuracy, and its size allows pinpoint precision in places where access is difficult. Being 100 per cent waterproof and dust tight, it is ruggedly built with an extremely robust casing to withstand the harshest jobsite conditions, but is also simple to use with single button operation.

“The SFC 14-A compact drill driver boasts precise, controllable drilling and screw driving speeds of up to 1,700 per minute”

www.COOLvaNMaN.COM

Closing date for entries is Thursday 9 February 2012. Winners will be chosen at random and will be notified after the closing date. Automated entries (including but limited to entries submitted using any robot, script, macro or other automated service), are not permitted and will be disqualified. There is no cash alternative; prizes are as stated. The winners will be required to take part in any reasonable publicity accompanying or resulting from this promotion.

www.racplus.com22 winter 2011

Cool van man

Check and goDriver walk-round vehicle checks and defect reporting are essential if you want to stay mobile and safe, says the FtA

n As vehicle operators, drivers are responsible for the condition and roadworthiness of their vehicles. Having in place an effective maintenance system will ensure that day-to-day operations are safe and legal. Companies may have their own methods or policies on vehicle checks, but it is important that vehicle checks are not done on an ad-hoc basis but daily, otherwise you run the risk of using a vehicle that is unsafe or illegal, which may lead to prosecution or to a potentially catastrophic event.

Driver trainingAll drivers should be fully trained in carrying out vehicle checks and in how their company’s defect reporting system works. Drivers should also receive written instructions (either specific or in a handbook) in relation to defect reporting procedures and should sign to say they have received and understood the information. All training, assessment and information received should be recorded and retained.

Walk-around checks by driversThe driver is in closest contact with the vehicle and is likely to be the first to be aware of a fault. Checks should be carried out by all drivers on taking over the use of any and every vehicle or trailer.

Particular care needs to be taken when there is a change to the type of vehicle or trailer operated, or where third party vehicles or trailers are to be used. Companies should ensure that drivers have adequate facilities and light to carry out checks, via the provision of torches or suitably illuminated areas on site, which are preferably under cover.

Drivers will need to have time allocated in their work schedules to be able to carry out the checks effectively for the type of vehicles or combination being used at the time.

Defect reportingThere is no set format for a defect report sheet. A carbon duplicate book can be used by the driver but this is not as comprehensive nor as easy to audit as a pre-printed tick-box type defect pad, with serial

numbers so that its issue and use can be monitored. All drivers should be issued with defect report pads. They can either cover both the driver’s check and the defect rectification process, or organisations can use separate forms for each stage.

Defect sheets should cover what the driver must check as a minimum requirement, along with any further relevant areas applicable to the vehicle or trailer that the driver intends to use. Examples of what the driver should check are shown above and are listed in order of priority. Drivers should confirm a check has been carried out before the vehicle leaves the depot, either by handing in completed and signed copy report forms or alternatively by using telematics or on-board communication systems as confirmation.

Drivers should also carry out post-duty or end-of-shift checks. If a defect is then found at the next shift, the previous driver should be interviewed to explain the discrepancy. The post-duty sheet should also ask the driver to confirm:n whether the driver or vehicle has been stopped at a roadside enforcement check; andn whether the driver or vehicle has been involved in an accident or incident. nFor a full briefing note on vehicle checks and reporting, visit the FTA’s Van Excellence site at www.vanexcellence.co.uk/download

Defect sheet check listDefect sheets should contain all elements that are applicable to the vehicle or trailer that the driver intends to use. A check list should cover at least the following:

n Fuel or oil leaksn Battery security and conditionn Tyres and wheel fixingn Mud flapsn Steeringn Security of loadn Mirrorsn Lightsn Reflectorsn Indicatorsn Wipersn Washersn Hornn Excessive engine exhaust smoken Brake lines (combinations)n Coupling security (combinations)n Electrical connections (combinations)n Brakesn Security of body and wingsn Markern Glass

“All drivers should be fully trained in carrying out vehicle checks and in how their company’s defect reporting system works”

Companies should ensure drivers have adequate facilities and light to carry out vehicle checks

23www.racplus.com winter 2011

Cool van man

organise and thrive

“Visits to the office with paperwork to decipher and key into an invoicing system cost time and fuel”

n Fleet management may be an integral part of the service manager’s role in providing an efficient repair and maintenance service. However, a vehicle’s contribution may go unnoticed, as the obvious focus is on the client, job and engineer.

But to do this is overlooks the significant investment and running costs that ultimately affect the bottom line. So what are the key areas a fleet manager can focus on to minimise costs, maximise service and keep the board happy with efficient, profitable work?

Responding quickly, being on timeGetting to site quickly is a key challenge for managers. Deploying vehicles quickly and arriving when promised shows the customer their call-out is your priority. If engineers visit the office to pick up each day’s job sheets, that’s a lot of time and fuel used, before they even start work.

Having the right partsHow often do engineers find their van short of standard parts, or with too many, thanks to buried stock after they ordered more? The vehicle as a store shouldn’t be ignored; over-stocking ties up cash, under-stocking means job delays.

Minimising fuel spendBuying fuel-efficient vehicles helps, but how do we ensure engineers are not sent across town to jobs where colleagues are nearer? And how can we avoid time and fuel-wasting traffic delays?

Information is powerService managers can get stuck uncomfortably between the board and engineers, when directors need job status reports and work-in-progress costs. It’s not easy when information isn’t flowing from jobs to let you know how long they’ve taken, what parts were used, other costs incurred, and so on.

Prompt invoicing keeps the board happy, so how do we get information back quickly? Phone calls slow down – and irritate – engineers while daily visits to the office with paperwork to decipher and key into an invoicing system cost time and fuel.

To tackle these issues and ensure a smooth management of both job and fleet, Design and

Getting your fleet running efficiently is not just about managing vehicles. Getting the right man to the job is as important, says Design and Management Systems

Management Systems (DMS) has introduced JobFlow, a software package that combines directly with TomTom sat-nav systems for navigation and digital pen and paper that captures data from site.

When a call is booked on JobFlow, TomTom’s map highlights the nearest vehicle and alerts the engineer via their in-van TomTom, which navigates to site in the fastest time, avoiding delaying traffic.

The client can be updated with the ETA from the head office screen.

On completion of each visit to a client, the engineer uses a digital pen to complete a digital job sheet, with attendance times, details of work and van stock used.

The pen has a camera near the nib that records its movement across a light grid printed on the job sheet, generating a 4k file of co-ordinates which is transmitted via Bluetooth to the engineer’s mobile phone. The file is sent via GPRS to a remote server, matched to the form and sent to JobFlow.

To show approval, the sheet is signed by the client, who keeps a copy for their records. A digital copy is sent to head office (no re-keying required) and filed in the job record on JobFlow in minutes.

JobFlow completes the engineer’s time-sheet and updates stock (with replenishment order if required), from the job sheet. All costs are captured, so an invoice can be prepared and sent from JobFlow quickly. Having this information on the system means directors can run reports at any time for decision-making based on live data.

DMS claims engineers never have to visit the office to get instructions or deliver job sheets. Stock can be collected directly from suppliers or delivered to site. For details, visit: www.dmsystem.co.uk n

www.racplus.com24 winter 2011

Cool van news

Van operators ‘plan less than half of their routes’

n Van fleet operators are only taking limited measures to optimise drivers’ fuel efficiency, according to research by Volkswagen. Less than half (42 per cent) considered planning routes for their staff, while only 35 per cent considered the effects of the driving habits of their van drivers.

According to the findings, only 18 per cent of van drivers have received any training to help them drive more fuel-efficiently, only 23 per cent have their routes planned for them and 81 per cent still don’t have satellite navigation to help plan the optimum routes.

Nearly a quarter (23 per cent) of van drivers felt their routes were inefficient as far as fuel consumption was concerned, often finding themselves making two trips on the same route in the same day.

Of the 60 per cent of commercial van drivers that have a company logo on their vehicle, 58 per cent of them thought this made them drive more carefully than they might otherwise.

the latest news from the wonderful world of vans

n Nissan’s plan to double its share of Europe’s LCV market within three years continues to take shape with the arrival of its NV400.

Developed in co-operation with Alliance partner Renault and designed and engineered in England, the NV400 comes in gross vehicle weights ranging from 2.8 tonnes to 4.5 tonnes.

For the first time, Nissan can offer the choice of front or rear-wheel drive versions. The NV400 also comes in three wheelbase versions, four different lengths, three different heights and with cargo volumes ranging from 8 m3 to 17 m3.

There are three power options, plus six-speed manual and automatic transmissions.

Improved torquePower comes from a newly developed direct injection, four-cylinder, 16-valve turbodiesel engine. At 2.3-litres it is smaller than the previous Interstar’s 2.5-dCi unit, yet power outputs are the same – 100, 125 and 150 hp – and torque figures have improved to 285, 310 and 350 Nm respectively.

All engines are Euro 5 compliant and enjoy lower running costs, thanks to improved economy and longer major service intervals, which have been extended to 25,000 miles or every two years.

MacPherson strut-type independent suspension can be found at the front, while front-wheel drive versions have a single leaf spring at the rear.

The rear-drive models have either a dual spring (single rear wheel) suspension or triple leaf (double rear wheel).

The Nissan NV400 is on sale now, priced from £18,995, excluding VAT.

The Nissan NV400 comes in a range of versions, including front or rear-wheel drive versions

Nissan’s NV400 goes on sale

UK roads are ‘plagued’ by potholes ahead of the big freeze, says AA presidentn The AA has reported that its 1,000 ‘streetwatchers’ have inspected roads across the country and found that only in the South-west were there more repaired potholes than new ones.

Overall, they found that the average pothole count per streetwatcher was 14.9 potholes, compared with 12.5 a year ago, suggesting the UK’s roads have deteriorated further.

Edmund King, president of the AA, said: “The streetwatch volunteers have once again shown that the UK has a pothole plague, which has not gone away, despite extra repairs this year.

“Highway authorities need to get to grips with the pothole problem.”

Overall, the North-east and Scotland had most potholes per streetwatcher, averaging 19 and 20.1 respectively.

Nissan NV400 featuresn British design and engineeringn Front and rear-wheel drive versions n  Nissan Connect navigation system with 

Google local searchn  One new engine, three states of tune, all 

Euro 5 compliant  n  Factory fitted conversions to satisfy the needs 

of customersn  Prices start from £18,995, with low cost of 

ownership

25www.racplus.com winter 2011

Cool van news

Damage to vans on the increase, says auctioneer

Fleet managers ‘could do more to cut operating costs’n According to a report commissioned by Volkswagen Commercial Vehicles UK, van fleet operators can do more to control costs.

With more than three million vans on UK roads, nearly 10 per cent of all vehicles registered, vans play a vital role in the economy, but the report highlights plenty of room for improved efficiency.

Alastair Hemmings, National Fleet Manager, Volkswagen Commercial Vehicles UK, said: “Using vans better means better fuel use, better maintenance, better van choice and better utilisation, while a good, franchised van dealer is increasingly important.”

For many van fleets, fuel is the biggest single cost. The report notes that a more effective use of telematics is one way to help well-run companies gain a lead over their less efficient competitors, thanks to the better data on fuel use and driver behaviour it affords.

The report was written by commercial vehicle consultant Robin Dickeson and is available to read in full at www.volkswagen-vans.co.uk/fleet/white-paper.

n The cost of repairing damage to vans which come up for resale is rising, according to data from vehicle auction company British Car Auctions.

The average cost of repairing damage to light commercial vehicles inspected by BCA has risen by 18 per cent year-on-year, from £683 to £808, with repairs in some instances breaking the £2,000 barrier.

This is in spite of the fact that the average age of vans which come up for auction has remained static at 54 months and average mileage has only risen from 71,000 to 73,000 over the same period.

BCA general manager for commercial vehicles Duncan Ward said: “This is a worrying trend that cannot be blamed wholly on contract extensions. Far too many vehicles are entering the remarketing chain with increasingly high levels of damage, which reduces their desirability and value to used vehicle buyers, even when supply is restricted.

“We are seeing a widening two-tier market, where the scarce good-condition vans are becoming even more sought-after, while damaged, poorly presented vehicles run the risk of being overlooked completely.”

He added “Similarly, drivers should be aware that it is their responsibility to report damage when it occurs.

Six-step damage limitationn Driver trainingn Driver logs and damage reportingn Stop the first dentn Rectify damage as it happensn  Introduce annual costed independent 

inspectionsn  Invest in meeting industry best practice 

standards

“Drivers should also be encouraged to keep the cab space in good order, because replacing interior trim, seats and headlining fabric is prohibitively expensive. Accidents will always happen, but there is no excuse for negligence.”

He added: “The value of a mid-term inspection as a management control cannot be over-emphasised. If a van is inspected two or three times during a typical four-year working life, it will identify damage that could be rectified immediately, rather than waiting for this to be picked up at de-fleet time, when the cost to repair may have risen many times over.”

“Too many vehicles are entering the remarketing chain with high levels of damage”

renault wins international Van of the Year Award

n Renault’s electric Kangoo Van ZE has been named International Van of the Year, beating the Iveco Daily, Fiat Ducato and VW Caddy.

Jury chairman Pieter Wieman said: “With the Kangoo ZE, Renault brings the electric van within the reach of the normal European van user, thereby delivering a major contribution to environmental sustainability, one of the most important issues of the transport of goods by road nowadays.”

The Kangoo Van ZE is the first fully electric van produced entirely in-house by a vehicle manufacturer.

By fitting the battery under the floor, Renault has kept the same load capacity (650 kg) and dimensions as the internal combustion version.

The Kangoo Van ZE is the first of four vehicles in the Renault ZE range to be launched over 12 months. It arrived in UK dealerships on 1 December, priced from £16,990, excluding VAT.

The battery is hired for a monthly fee with a variety of mileage and duration permutations. For example, a three-year/12,000 miles per annum contract costs £74 a month, excluding VAT.