The document discusses approaches to clean vehicle procurement for fleets. It focuses on fleet management tools, retrofitting existing vehicles, leasing vehicles, and tendering for clean vehicles. The presentation provides examples of different public authorities that have procured electric, hybrid, and compressed natural gas vehicles. It emphasizes using different procurement methodologies and combining approaches to both encourage low-emission solutions and develop clean vehicle markets. Joint procurement through cooperation between organizations can help reduce costs and risks while expanding clean vehicle availability.
This document summarizes the objectives, activities, and progress of the PROCURA project, which aims to promote the large-scale procurement of alternative fuel vehicles (AFVs) in Europe. The project works to overcome market barriers through developing procurement models and manuals. It involves pilots procuring AFVs in five countries and engaging over 1500 stakeholders. The document provides updates on the progress of various work packages focused on developing manuals, procurement models, and pilots in different locations. It identifies remaining barriers around vehicle availability and costs but suggests strategies like tax exemptions and supply chain approaches could help address these challenges.
Clean Fleets - Guide on the European Clean Vehicles Directive (CVD)Helen_ICLEI
This guide is designed to assist public authorities and public transport operators in purchasing clean and energy efficient vehicles in full compliance with European legislation – in particular the Clean Vehicles Directive (CVD)4.
It is primarily targeted at procurers and fleet managers, but will also be of relevance to policy makers and others involved in the transport sector.
Also available in: FR, HR, DE, RO, NL, IT
Visit: www.clean-fleets.eu/publications
This document discusses trends in vehicle emissions and strategies for reducing emissions from commercial vehicles in the UK. It notes that commercial vehicles, particularly light commercial vehicles, are an increasing source of greenhouse gas emissions and poor air quality. There are a range of technologies that can help reduce both greenhouse gas emissions and air pollutants from commercial vehicles. Accreditation schemes for low-carbon vehicles and components could provide confidence to fleet operators and a metric for government incentives. Improving real-world testing and addressing emissions from auxiliary equipment are also important areas to focus on in working towards emissions reduction targets.
This compendium of case studies was written by local authorities for local authorities, as part of the Clean Fleets project.
The case studies outline concrete procurement activities of public authorities and fleet operators. They illustrate real examples of vehicle procurement in detail including results and lessons learned. We hope to inspire others to learn from and replicate these examples.
Each case study includes contact details for those who would like to discuss the activity in more detail.
For further information please visit www.clean-fleets.eu or
get in touch with procurement@iclei.org
The document discusses sustainable mobility and product-service systems (PSS) related to mobility. It focuses on car sharing as an alternative to private car ownership. Specifically, it describes three types of car sharing organizations: 1) those run by automotive manufacturers, 2) independently run profit-oriented organizations, and 3) citizen-run non-profit cooperatives. It notes that car sharing can reduce the number of cars used and miles driven while increasing selective car use and cost transparency for users.
The document discusses the need for more sustainable transportation systems and outlines several strategies to achieve this. It notes that a sustainable system allows access needs to be met safely while protecting health and the environment. It also should limit emissions, waste and resource consumption. The document then provides examples of strategies like behavioral changes, fuel shifting, improving efficiency, mode shifting, and technological innovations. It discusses specific options for freight transport and promoting electric vehicles.
Lower Carbon and Cleaner Air: Opportunites for Buses : Low Carbon Vehicle Par...Daniel Hayes
Insights into the development of low carbon bus policy in UK, Low Carbon Emission Bus market development, Euro VI diesel emissions performance, Low Emission Bus technologies and fuels, Ultra-Low Emission Bus definition and funding from the Low Carbon Vehicle Partnership
This document summarizes the objectives, activities, and progress of the PROCURA project, which aims to promote the large-scale procurement of alternative fuel vehicles (AFVs) in Europe. The project works to overcome market barriers through developing procurement models and manuals. It involves pilots procuring AFVs in five countries and engaging over 1500 stakeholders. The document provides updates on the progress of various work packages focused on developing manuals, procurement models, and pilots in different locations. It identifies remaining barriers around vehicle availability and costs but suggests strategies like tax exemptions and supply chain approaches could help address these challenges.
Clean Fleets - Guide on the European Clean Vehicles Directive (CVD)Helen_ICLEI
This guide is designed to assist public authorities and public transport operators in purchasing clean and energy efficient vehicles in full compliance with European legislation – in particular the Clean Vehicles Directive (CVD)4.
It is primarily targeted at procurers and fleet managers, but will also be of relevance to policy makers and others involved in the transport sector.
Also available in: FR, HR, DE, RO, NL, IT
Visit: www.clean-fleets.eu/publications
This document discusses trends in vehicle emissions and strategies for reducing emissions from commercial vehicles in the UK. It notes that commercial vehicles, particularly light commercial vehicles, are an increasing source of greenhouse gas emissions and poor air quality. There are a range of technologies that can help reduce both greenhouse gas emissions and air pollutants from commercial vehicles. Accreditation schemes for low-carbon vehicles and components could provide confidence to fleet operators and a metric for government incentives. Improving real-world testing and addressing emissions from auxiliary equipment are also important areas to focus on in working towards emissions reduction targets.
This compendium of case studies was written by local authorities for local authorities, as part of the Clean Fleets project.
The case studies outline concrete procurement activities of public authorities and fleet operators. They illustrate real examples of vehicle procurement in detail including results and lessons learned. We hope to inspire others to learn from and replicate these examples.
Each case study includes contact details for those who would like to discuss the activity in more detail.
For further information please visit www.clean-fleets.eu or
get in touch with procurement@iclei.org
The document discusses sustainable mobility and product-service systems (PSS) related to mobility. It focuses on car sharing as an alternative to private car ownership. Specifically, it describes three types of car sharing organizations: 1) those run by automotive manufacturers, 2) independently run profit-oriented organizations, and 3) citizen-run non-profit cooperatives. It notes that car sharing can reduce the number of cars used and miles driven while increasing selective car use and cost transparency for users.
The document discusses the need for more sustainable transportation systems and outlines several strategies to achieve this. It notes that a sustainable system allows access needs to be met safely while protecting health and the environment. It also should limit emissions, waste and resource consumption. The document then provides examples of strategies like behavioral changes, fuel shifting, improving efficiency, mode shifting, and technological innovations. It discusses specific options for freight transport and promoting electric vehicles.
Lower Carbon and Cleaner Air: Opportunites for Buses : Low Carbon Vehicle Par...Daniel Hayes
Insights into the development of low carbon bus policy in UK, Low Carbon Emission Bus market development, Euro VI diesel emissions performance, Low Emission Bus technologies and fuels, Ultra-Low Emission Bus definition and funding from the Low Carbon Vehicle Partnership
The document discusses the current policy approach to reducing transport-related air pollution in the EU, which has largely followed a regulatory approach through product standards and rules to meet air quality standards. It notes that while effective, this approach has limitations given the significant variations in causes and effects of air pollution across different regions and cities in Europe. Economic instruments could provide more flexibility to address this differentiation. Specifically, the document examines alternatives like adjusting taxes on fuels and vehicles to better reflect their environmental performance to further internalize the costs of air pollution.
Reducing greenhouse gas emissions in the transport sector –Successful nationa...Leonardo ENERGY
The document discusses policies for reducing greenhouse gas emissions from the transport sector in Europe. It provides an overview of the BEACON project, which aims to strengthen cooperation between municipalities and schools across Europe to realize the Paris Agreement goals. It then summarizes trends in the transport sector, including that over a third of EU emissions come from transport. It provides details on Norway's incentives for electric vehicles and France's Bonus-Malus scheme, which uses fees and rebates to incentivize lower-emission vehicles.
1. Sustainable procurement (SP) is a process that considers social, economic and environmental factors in public procurement. It aims to meet needs, deliver long-term value, and minimize environmental damage.
2. The EU promotes SP through directives and priority sectors. New directives give more weight to life-cycle costing over lowest price.
3. While SP is an effective policy tool, challenges remain in implementation due to lack of support, expertise, tools and training. National plans are helping drive SP forward in EU countries.
This document outlines modules for a digitalization in logistics scheme, including company management, physical internet, supply chain digitalization, and analytics. It focuses on the physical internet module, outlining topics like definition, horizontal collaboration, and systems/technologies. Horizontal collaboration in logistics is defined as cooperation between companies at the same supply chain level to improve efficiency and reduce costs. It provides benefits like cost reduction, improved efficiency, and reduced carbon footprint. The challenges, needs, and European projects in developing horizontal collaboration are also discussed.
This document discusses opportunities to overcome barriers to adoption of low-emission technologies for commercial vehicle duty cycles in the UK. It identifies five main duty cycles that account for most CO2 emissions from trucks: long haul, regional delivery, construction, urban delivery, and municipal delivery. For each duty cycle, technologies with potential for reducing CO2 emissions in the short to medium term are examined. Interviews identified the top barriers to adoption as upfront costs, payback uncertainty, and infrastructure issues. The key opportunities for reducing emissions are switching to gas fuels, improving aerodynamics and reducing rolling resistance, and optimizing vehicle operations through technology and driver training.
Approaches to lift sectoral mitigation potential with markets in transitionNewClimate Institute
The document discusses approaches to developing bilateral agreements for piloting sectoral carbon market mechanisms. It focuses on the power generation and building sectors in Chile and South Africa as potential pilot cases. Benchmark concepts are proposed for setting crediting thresholds in each sector based on existing mechanisms like the CDM but with modifications to increase environmental integrity and incentivize further mitigation actions. Bilateral agreements could help test sectoral market mechanisms during the current transition period for international carbon markets.
This document discusses hydrogen, fuel cells, and electro-mobility deployment in European regions. It provides an overview of the HyER organization, its goals of facilitating policy recommendations, developing support frameworks, and compiling market introduction plans. It also summarizes several EU projects involving fuel cell vehicles, infrastructure, and energy applications that HyER supports through dissemination activities. The document outlines EU policy documents related to alternative fuels and targets for infrastructure buildout.
Presentation 5 Slides - Oscar Miguel - EGVIA CIDETECFabrice Stassin
The document discusses the European Green Vehicles Initiative (EGVI) public-private partnership, which aims to deliver green vehicle solutions to address societal, environmental, and economic challenges. It provides funding for research and development of technologies like electrification and long-distance transport. The initiative's goals are to help meet EU targets on renewable energy, CO2 emissions, and air quality standards. It also supports the EU Transport White Paper and addresses challenges like decarbonization, safety, and automated driving. Recent EGVI activities have included funding battery projects and workshops on battery cell production in Europe.
Aleida Alcaide, European cloud partnership. Iniatives of the European Public ...Mind the Byte
The European public sector is taking several initiatives to advance cloud computing. The European Cloud Strategy aims to boost cloud adoption, cut costs, and create jobs. It identifies three key actions: cutting through standards confusion; developing model contract terms; and establishing a European Cloud Partnership for public procurement. The Partnership's "Trusted Cloud Europe" paper proposes enabling safe, cost-effective public sector cloud use. The Cloud for Europe project will run a pre-commercial procurement to test cloud solutions.
Jay parmar, Legal and Policy Director at BVLRA - Ultra Low Emissions Vehicl...Global Business Events
This document discusses ultra low emission vehicles and outlines the British Vehicle Rental and Leasing Association's (BVRLA) support for their promotion. It notes the challenges of reducing CO2 emissions from transport and calls for government incentives to increase adoption of electric vehicles. The BVRLA believes the proposed Ultra Low Emission Zone in London will help meet air quality targets and stimulate demand for low-emission vehicles, with rental and leasing companies poised to offer more electric options.
Session 7b: Part II-Decarbonising freight- Alan McKinnonOECD Environment
This document discusses strategies for decarbonizing freight transport. It outlines several key levers for reducing emissions, including shifting freight to lower-carbon modes like rail; improving vehicle utilization; increasing energy efficiency through technologies, operations, and infrastructure; and reducing the carbon content of transport energy through electrification and alternative fuels. The roles of public policy, regulation, infrastructure development, and new technologies are examined. Significant challenges include developing sustainable battery supply chains and prioritizing electrification of commercial vehicles. Coordinated action across multiple areas will be needed to achieve deep decarbonization of the freight sector.
EaP GREEN: Experience of the implementation of EU Directives based on EPR pri...OECD Environment
The document discusses the implementation of EU directives based on extended producer responsibility (EPR) principles. It provides an overview of EU waste legislation and targets for various waste streams. It also describes a study on EPR systems in Europe that analyzed different EPR models, identified best practices, and proposed options to promote optimal use of EPR. The study examined EPR systems for various waste streams in multiple EU countries through in-depth case studies.
SEAI - National Energy Research and Policy Conference 2021 - Session 2SustainableEnergyAut
The document summarizes a presentation on mitigating air pollution from heavy-duty vehicles (HDVs) in Ireland. The presentation covered:
1) Estimating emissions from Ireland's 2018 HDV fleet using modeling tools and finding total emissions were higher when including lighter vehicles.
2) Projections showed emissions increasing by 2030 and 2050 without intervention.
3) Various mitigation measures were evaluated including alternative fuels, technologies, eco-driving practices, and demand management. Modeling found measures like scrubbers and filters can reduce emissions cost-effectively.
4) Stakeholder interviews found openness to training and incentives to adopt alternatives but noted infrastructure and data limitations.
5) Guidelines
The document discusses the need for a green recovery from the COVID-19 pandemic that focuses on sustainable transport. It outlines six key tasks: 1) Implementing ambitious policies to reverse the growth of transport carbon emissions. 2) Aligning COVID recovery packages to revive economies, combat climate change, and strengthen equity. 3) Shifting priority to improving accessibility over mobility. 4) Targeting different transport sectors' decarbonization potential. 5) Supporting innovation to accelerate needed technological breakthroughs. 6) Intensifying collaboration between public and private sectors and across industries. The potential of new mobility solutions and the challenges of coordination, infrastructure changes, and cybersecurity are also addressed.
Maria Cordeiro presented on methods for estimating the impact of transport interventions. She outlined opportunities for reducing emissions through integrated approaches like transit-oriented development and cleaner modes. Cordeiro discussed a range of methodologies for impact estimations and provided the example of a bottom-up approach used to estimate an 88% reduction in CO2 emissions and 90% reduction in criteria pollutants from a BRT system in Queretaro, Mexico. She concluded that a bottom-up approach is needed to fully account for impacts, data availability is a major challenge, and most emissions reductions in Queretaro came from optimizing transit services.
Maria Cordeiro presented on methods for estimating the impact of transport interventions. She outlined opportunities for reducing emissions through integrated approaches like transit-oriented development, efficient services, vehicle technology, driving behavior and cleaner fuels. However, cleaner modes, efficient services and emission control technologies do not always reduce greenhouse gas emissions. Cordeiro described a bottom-up approach used to estimate emissions reductions from a bus rapid transit system in Queretaro, Mexico, finding an 88% reduction in CO2 emissions and 90% reduction in criteria pollutants primarily through optimizing transit services. She stressed the importance of using a bottom-up approach tailored to each city's data availability.
The document discusses effective ways to prepare for the introduction of road user charging systems. It describes the lengthy and risky nature of implementing electronic toll collection (ETC) and the need for transparency around associated costs. The Dutch Cost Monitor process provided a model where detailed cost information from system concept evaluations supported the legislation and implementation process. However, this approach may only be suitable for very large projects. The document introduces an alternative cost comparison tool that uses a lifecycle costing model to evaluate and compare different system concepts, which could support decision making for typical ETC projects.
Understanding Catalytic Converter Theft:
What is a Catalytic Converter?: Learn about the function of catalytic converters in vehicles and why they are targeted by thieves.
Why are They Stolen?: Discover the valuable metals inside catalytic converters (such as platinum, palladium, and rhodium) that make them attractive to criminals.
Steps to Prevent Catalytic Converter Theft:
Parking Strategies: Tips on where and how to park your vehicle to reduce the risk of theft, such as parking in well-lit areas or secure garages.
Protective Devices: Overview of various anti-theft devices available, including catalytic converter locks, shields, and alarms.
Etching and Marking: The benefits of etching your vehicle’s VIN on the catalytic converter or using a catalytic converter marking kit to make it traceable and less appealing to thieves.
Surveillance and Monitoring: Recommendations for using security cameras and motion-sensor lights to deter thieves.
Statistics and Insights:
Theft Rates by Borough: Analysis of data to determine which borough in NYC experiences the highest rate of catalytic converter thefts.
Recent Trends: Current trends and patterns in catalytic converter thefts to help you stay aware of emerging hotspots and tactics used by thieves.
Benefits of This Presentation:
Awareness: Increase your awareness about catalytic converter theft and its impact on vehicle owners.
Practical Tips: Gain actionable insights and tips to effectively prevent catalytic converter theft.
Local Insights: Understand the specific risks in different NYC boroughs, helping you take targeted preventive measures.
This presentation aims to equip you with the knowledge and tools needed to protect your vehicle from catalytic converter theft, ensuring you are prepared and proactive in safeguarding your property.
Charging Fueling & Infrastructure (CFI) Program Resources by Cat PleinForth
Cat Plein, Development & Communications Director of Forth, gave this presentation at the Forth and Electrification Coalition CFI Grant Program - Overview and Technical Assistance webinar on June 12, 2024.
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The document discusses the current policy approach to reducing transport-related air pollution in the EU, which has largely followed a regulatory approach through product standards and rules to meet air quality standards. It notes that while effective, this approach has limitations given the significant variations in causes and effects of air pollution across different regions and cities in Europe. Economic instruments could provide more flexibility to address this differentiation. Specifically, the document examines alternatives like adjusting taxes on fuels and vehicles to better reflect their environmental performance to further internalize the costs of air pollution.
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This document outlines modules for a digitalization in logistics scheme, including company management, physical internet, supply chain digitalization, and analytics. It focuses on the physical internet module, outlining topics like definition, horizontal collaboration, and systems/technologies. Horizontal collaboration in logistics is defined as cooperation between companies at the same supply chain level to improve efficiency and reduce costs. It provides benefits like cost reduction, improved efficiency, and reduced carbon footprint. The challenges, needs, and European projects in developing horizontal collaboration are also discussed.
This document discusses opportunities to overcome barriers to adoption of low-emission technologies for commercial vehicle duty cycles in the UK. It identifies five main duty cycles that account for most CO2 emissions from trucks: long haul, regional delivery, construction, urban delivery, and municipal delivery. For each duty cycle, technologies with potential for reducing CO2 emissions in the short to medium term are examined. Interviews identified the top barriers to adoption as upfront costs, payback uncertainty, and infrastructure issues. The key opportunities for reducing emissions are switching to gas fuels, improving aerodynamics and reducing rolling resistance, and optimizing vehicle operations through technology and driver training.
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Understanding Catalytic Converter Theft:
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Why are They Stolen?: Discover the valuable metals inside catalytic converters (such as platinum, palladium, and rhodium) that make them attractive to criminals.
Steps to Prevent Catalytic Converter Theft:
Parking Strategies: Tips on where and how to park your vehicle to reduce the risk of theft, such as parking in well-lit areas or secure garages.
Protective Devices: Overview of various anti-theft devices available, including catalytic converter locks, shields, and alarms.
Etching and Marking: The benefits of etching your vehicle’s VIN on the catalytic converter or using a catalytic converter marking kit to make it traceable and less appealing to thieves.
Surveillance and Monitoring: Recommendations for using security cameras and motion-sensor lights to deter thieves.
Statistics and Insights:
Theft Rates by Borough: Analysis of data to determine which borough in NYC experiences the highest rate of catalytic converter thefts.
Recent Trends: Current trends and patterns in catalytic converter thefts to help you stay aware of emerging hotspots and tactics used by thieves.
Benefits of This Presentation:
Awareness: Increase your awareness about catalytic converter theft and its impact on vehicle owners.
Practical Tips: Gain actionable insights and tips to effectively prevent catalytic converter theft.
Local Insights: Understand the specific risks in different NYC boroughs, helping you take targeted preventive measures.
This presentation aims to equip you with the knowledge and tools needed to protect your vehicle from catalytic converter theft, ensuring you are prepared and proactive in safeguarding your property.
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1. The sole responsibility for the content of this
presentation lies with the Clean Fleets project. It does
not necessarily reflect the opinion of the European
Union. Neither the EACI nor the European
Commission are responsible for any use that may be
made of the information contained therein.
MODULE 3:
APPROACHES TO CLEAN
VEHICLE PROCUREMENT
3. FLEET MANAGEMENT
Each fleet manager will have a different level of control over the fleet
Organisation describes the vehicle and the fleet manager procures and
maintains
Fleet manager understands each interaction employees make and
describes to the organisation which tool they use
4. TOOLS AT YOUR DISPOSAL
Web conferencing
Public transport
Lift sharing
Pool car
Grey mileage (not recommended)
Company car
5. RELATIONSHIP WITH THE MARKET
Engage the market
Know the market
Engage in trials and demonstrations
Provide clear signals to the market
8. CASE STUDY: BARCELONA
Fully owned and operate the fleet
High degree of mechanical competency
Political will to reduce all emissions
Covenant of Mayors
European legislation
European directive 20/20/20
Spanish air quality national plan
9. CASE STUDY: BARCELONA
Barcelona Air Quality Plan 2011
7 areas
13 objectives
34 measurement points
Result
425 buses SCR+CRT
70 units to hybrids
11. LEASE
Higher costs but less responsibility
Lower upfront costs can be manageable for smaller authorities
Maintenance can be included, although maintenance contracts
can be brought in for purchased vehicles
12. 3.4: TENDERING FOR CLEAN VEHICLES:
A
SUBJECT MATTER OF THE CONTRACT
TECHNICAL SPECIFICATIONS
AWARD CRITERIA
OTHER PROCUREMENT APPROACHES
13. PROCUREMENT APPROACHES
Stages of the procurement process
Better together!
Subject matter of the contract
Technical specifications
Selection criteria
Award criteria
Contract performance clauses
Other procurement approaches to encourage innovation and
clean, energy efficient solutions.
14. PROCUREMENT EXAMPLE 1 - CARS
City of Ljubljana, Slovenia
Type of vehicles - 6 hybrid cars out of a fleet of 60
Background drivers - Target of 10% hybrid vehicles, involved in
CIVITAS
CVD methodology used – Option 1, Maximum CO2 emissions of
100g/km
Savings of between 30% - 50% fuel
15. PROCUREMENT EXAMPLE 2 - BUSES
The City of Vienna – Wiener Linien
12 full electric microbuses were purchased
Policy to reduce personal transport to >20% in 2025, zero
emission zone centre + wider low emission zone
CVD methodology used = Option 1*
Innovation needed – no planning permission for charging stations
& existing tram system infrastructure
Double acquisition cost+ additional infrastructure cost, 1/3 less
maintenance cost, much lower running costs**
16. PROCUREMENT EXAMPLE 3 – WASTE TRUCKS
Bristol city council
Procurement of low carbon waste collection services
City target to reduce CO2e by 40% by 2020
CVD methodology used – Option 2
On the first page of the specifications, Bristol’s aims as relevant to
the contract were set out – important
Competitive dialogue procedure used (as opposed to
conformance-based specs) to encourage innovation
Emissions reductions of 720 tonnes annually
17. PROCUREMENT EXAMPLE 4 – WASTE TRUCKS
Wasteserv Malta limited
Euro IV WEEE collection trucks
GPP action plan 2011, greening 30% tenders by 2013
CVD methodology used – Option 1
Other useful procurement approaches = upgraded vehicles
accepted
A strong signal was sent to future providers – Malta has one of the
oldest commercial vehicle fleets in Europe
What else would they need to consider now the CVD has been
transposed……?
18. PROCUREMENT EXAMPLE 5 - BUSES
Madrid
142 CNG and 23 CNG hybrid buses purchased by the transport
operator
CVD methodology used – Option 1 and 2
Option 1 – only CNG, electric or hybrid allowed
Option 2, 10 points fuel consumption and 10 points pollutants
30-50% less NOx emissions
19. INTERACTIVE ACTIVITY
Which procurement approach is the most appropriate?
In all cases - appropriate subject matter should always be used! It
helps avoid problems later when using environmental
requirements
Under-developed market = joint procurement and award criteria
Well developed market = technical specifications to set a
threshold in combination with award criteria to push the market
further
21. GETTING THE MESSAGE ACROSS TO PROCURERS
A variety and combination of procurement approaches can be used to
procure clean vehicles:
Look at examples of what other authorities have procured – learn
from others!
Adjust technical specifications and award criteria according to
market availability of the technology type
The CVD is very flexible – just remember to take into account
local pollutants AND energy use
23. JOINT PROCUREMENT
Definition:
Combining the procurement actions of two or more contracting
authorities into a single procurement.
E.g. one large contracting authority (a city) or central
purchasing organisations buying on behalf of other
organisations as well as themselves
E.g. a group of purchasing organisations liaising on the
procurement process to buy together
.European Commission GPP Toolkit: Module 1
24. COOPERATION WITH OTHER BUYING ORGANISATIONS
Principal advantages:
Reducing high acquisition costs of vehicles
Streamlined administration
Bulk purchasing drives down costs
Reducing risks associated with buying new fuel or technology
types
Pooling expertise
Expanding the uptake helps to develop the market e.g. Fuel/
spare parts more readily available
27. DISCUSSION ON CONCLUSIONS
What aspects have we already used in our own organisations
to try and encourage greener options for vehicles, or any
other product / service categories? (In terms of both
collaboration with stakeholders, tendering processes and joint
procurement)
Which have been the most effective?
Which would you consider using in your organisation in the
future?
What steps would need to be taken to make this work?
Editor's Notes
Fleet managers are on a wide spectrum between those who serve a simple, reactive function to those who have more of a strategic role. For those at the reactive end it will be a small part of their job in procurement and they will just find the cheapest car that the organisation says it needs. At the strategic end there will be those who work with the organisation to understand the tools the business needs to do the job.
Point out that the trainees you have in the room will all have different places on this spectrum and different levels of control, but each will be able to influence the decision on what vehicle to procure in their own way.
Like the hierarchy of modes of transport, these options can be used to consider alternatives, before procurers go ahead and buy everyone a company car;
Web conferencing – do you need to make the journey at all?
Public transport – Do you need to drive a vehicle at all?
Lift sharing – can more than one employee share a car on the same journey? Or can you sign up to an online portal which facilitates this? Lift share or “Bla bla car”
Pool car – how often do you use a car?
Grey mileage – use of personal car (not preferable due to insurance liability, no idea of if the car is green or properly maintained etc)
Business car – use of company owned car
You cannot be a fleet manager unless you know the market, know what is coming (various fuel/technology types/ models) and know who the suppliers are etc. the whistle stop tour in module 1 was a start. Vehicle procurers will all have to go forth and keep track of the market now. This market will change significantly over the next few years as electric and plug in hybrid vehicles become more and more cost effective.
Clear signals are very important to the market, for example if they know that that in the next few years you will only accept proposals from companies which contain some ultra low emission vehicles (ULEVs) in their fleets then they will start thinking about ULEVs. Alternatively, if your city is considering a low emission zone in an area of poor air quality, let potential transport providers know this well in advance so that they have the chance to incorporate low emission vehicles into their fleets.
More broadly you can use your relationship with the supply chain to force them to use low emission vehicles. For example London’s bus stop cleaning contract was won by a company who said they would use 6 electric vehicles as part of the 42 vehicle fleet.
The best way to engage with the market is to:
Attend trade events
Attend events with fellow authorities and procurers
Read the trade papers
Attend industry or government led innovation workshops
Keep an eye on EU funding streams such as Horizon 2020 and try and get involved in one. A good way to do this is to see who is currently conducting Horizon 2020 or FP7 work and email them. Often consultancies will be the most responsive.
The other consideration is to fit something to the vehicle which means it emits less. Retrofitting after treatment systems or hybrid systems can both be done in cost effective ways.
This is particularly pertinent for larger vehicles which:
Emit more
Tend to stay in the fleet for longer
Have more technology on the market to be retrofitted
This shows that the emissions from older vehicles are huge compared to moderns standards. Spending limited resources on reducing emissions from all Euro I II and III vehicles currently in the fleet through retrofitting may be better than buying a few brand new buses (investing those resources in expensive technologies for just one or two vehicles).
As an aside, I think we can sit back and remark at the rather staggering success of the Euro standards!
Barcelona chose to retrofit many of their vehicles, there were a number of reasons which made this work. Some can be replicated easily – others are harder to replicate, but this should not be seen as a barrier.
They have a high degree of mechanical competency, which means that they could do almost all of the work in-house – they also upskilled many of their employees.
They have a good level of political support. This is in the form of their Barcelona air quality plan – this is driven by the four elements on the screen.
This plan was put in place in 2011 and was fairly far reaching. They retrofitted about half of the vehicles in central Barcelona – the most polluting vehicles. This is the retrofit which makes the most sense as it is relatively cheep and has a big impact.
They also made 70 units into hybrid buses – this was before hybrids were available on the market – they did this themselves, it just shows what a well funded and ambitious plan can achieve when its backed politically and financially.
They retrofitted all of the worst polluting buses, very little more they can do on ICE buses. Now they are exploring full electric buses and plug in hybrids.
Overall you will tend to pay slightly more to lease vehicles, unless you are a large authority and are leasing a huge number of vehicles – so able to better negotiate a deal.
When leasing vehicles you will have far lower upfront costs which can be very appealing for electric vehicles.
Some electric vehicles will never be sold with the battery (Renault) which you have to lease on a monthly lease based on the miles you travel.
Remember – it is very important when looking at alternative fuelled vehicles to get a quote for purchasing the vehicles and leasing the vehicle. Even if you plan to do only one understand the costs of the other will allow you to negotiate better. For example, BMW provide a guaranteed buy back, but only for leasing companies, which means that they can write the car down to a higher value, and so provide a very competitive price.
Residual value is the main issue for electric vehicles both when purchasing and leasing. Some research done recently shoes that a Nissan leaf holds its value as well (if not better) than an equivalent vehicle after 3 years.
Insurance, TfL self insure which provides lower costs, but 1,000+ vehicles means it is possible.
As you are going through the following points, consider asking your trainees whether or not they regularly/have ever used any of the suggested methods, in order to try and stimulate conversation about the most effective ways/ stages of the procurement cycle to target. You may also want to split the following aspects into separate slides depending on the depth you want to go into:
Better together (slogan stolen from the campaign who want Scotland to stay part of the UK…) this refers to the importance of procurement departments liaising with all relevant stakeholders (as referred to earlier in Module 1) before the procurement process begins, in order to generate ideas and get feedback from transport/mobility departments, other internal user departments, passengers and others who you may need to gain buy-in from in order to make more significant steps towards purchasing alternative technologies/fuel types to ensure a cleaner fleet.
Subject matter – as the most important old public procurement mantra goes “they can’t tell you what to buy, they can only tell you how to buy it.”
– As your trainees will doubtless all know - according to EU principles promoting competition, public procurement should be carried out in a non-discriminatory, transparent manner i.e. what you ask of suppliers (especially when evaluating them on award criteria) must be PROPORTIONATE and RELEVANT to the subject matter of the contract. It is therefore imperative that you state in the subject matter (the stage at which you have the most freedom) that you want “clean/ low emission/ zero emission/ energy efficient vehicles”, rather than just “vehicles”.
Another way to ensure that environmental requirements are still deemed to be relevant and proportionate is by referring, within the tender, to established commitments, policies and targets that your municipality has, which are related to minimising transport emissions/ fuel consumption.
Mention the Swedish / Norwegian cases (which will be discussed in more detail shortly) where they specifically selected the technology type in the subject matter i.e. EVs and PHEVs
Technical specifications – Can be used to select technology types and/ or to set environmental thresholds e.g. Euro 6 / Euro VI or 100g CO2/km (for small cars)
*Also consider the use of variants – i.e. using a set of technical specifications including environmental requirements that you know the market will be able to respond to – and then alongside these, a set of more ambitious specifications. Ask suppliers to provide offers and prices for the first set and (if possible for them) the second, as a way of testing the market and getting an idea of price premiums for better environmental performance. This method is a way of encouraging suggestions and sending a message about your organisation’s commitment to high environmental performance without the risks associated with no bidders/ unfeasibly high prices.
*Other environmental aspects that may be considered – Tyre pressure monitors, gear shift indicators, separate air conditioned/ heated drivers cabs.
*Mention the Madrid example (which will also be discussed in more detail shortly) limiting their selection to only electric or hybrid vehicles, but still allowing a number of options to be proposed so that choice wasn’t too narrow (which would have increased the risk of higher prices and fewer bidders).
Selection criteria – You can select the types of companies you want at this point (as long as its relevant and proportionate to the subject matter) i.e. how they do their business – you CANNOT do this later on in the procurement. At the supplier evaluation/award phase for example, the criteria must only be relevant to the specific contract / procurement in question.
Award criteria – can be used to take the thresholds established by the technical specifications one step further by awarding points for environmental performance as well as other quality issues and price. Award criteria can be used to send a message to the market, without taking such a big risk as setting very high standards in the technical specifications. The higher the weighting given to environmental parameters the more effective. From an environmental standpoint, the use of award criteria is more effective when procuring vehicles of similar prices.
Contract performance clauses – can be used to encourage continuous improvement of service providers/ transport operators over the lifetime of the contract e.g. Within a year from the start of the bus contract, green driver training should have been delivered to all drivers involved in delivering the contract and/ or driver monitoring systems should be installed and incentivisation schemes initiated.
Warrantees for batteries in electric vehicles are very important as this is one of the biggest risks/ costs with this relatively new technology type.
The following are a collection of examples from the Clean Fleets case study series and the EU GPP Helpdesk GPP Examples series. Unless there are particular aspects you think will be of interest to your group, you may wish to consider sourcing your own examples that are more relevant to the types of organisations you are training (i.e. size, resources available, market maturity of certain technology types) or the country you are delivering the training in.
Please see attached case studies (as part of the training materials) for further details on each of the case studies presented here.
Please note that some of the procurement examples presented took place before the CVD was transposed into their national legislation and therefore not all aspects now required under the CVD were covered. This actually makes for quite a nice exercise with trainees, asking them which aspects required under the CVD are missing and where they would suggest including them if the procurement were to be done again.
Other important aspects of this case include the use of market consultation and of renewable electricity to power the buses.
*An interesting discussion point to ensure your trainees are keeping the CVD in the front of their mind, and to delve a bit deeper into practical CVD implementation issues:
The question was asked to the Commission if asking for a certain clean technology type would mean automatic compliance with the Directive – The response was yes, but only if these covered all aspects required under the CVD i.e. energy efficiency as well as CO2 and local air pollutant emissions. In this Vienna case, the local air pollutant and CO2 emissions were covered through technology selection (well to wheel (WTW) emissions do not have to be considered under the CVD) but would energy use be covered by simply asking for BEVs? No – however, Wiener Linien did rule out 2 models in the pre-tender stage because of too much energy consumption.
**Cost implications: 400.000 Euro per bus, 90.000 Euro for charging stations and 320.000 for end station, maintenance 8000 Euro annually (one third less) significantly lower electricity costs.
This is a really interesting case and well worth a proper read through before presenting it. The most interesting aspect is how Bristol City Council translated its overarching carbon targets to a specific baseline CO2e reduction target for this waste contract and then used emissions reductions proposed by bidders to award points during the evaluation phase. Bidders were therefore encouraged to make strong commitments to reducing emissions compared to the old contract, but not such high ambitions as to be unachievable as any shortfall in reductions targets would result in financial penalties (it works rather like an energy performance contract used for buildings contracts).
This may not seem like a particularly ambitious example, however trainees should bear in mind the national economic and market circumstances and age of the existing fleet in Malta. One notable aspect is that vehicles upgraded to Euro IV or better were also accepted, which meant that potential suppliers did not have to make significant outlays in terms of buying newer models.
This example was referred to earlier as a good example of using technical specifications to limit the offers to vehicles powered by electricity or CNG fuel only, but leaving room for various options as these buses could either use purely electric, electric hybrid (series or parallel) or traditional mechanical propulsion.
Although local air pollution emissions were monetised using the values stipulated by the Clean Vehicles Directive, the monetary values were then converted into points and therefore this is considered to be an example of using option 2 of the CVD rather than option 3 (reiterate here that under option 3 the monetary values are simply added to the other financial costs and the total value is used to compare offers).
Subject matter (continued) - and it is far less likely that you will get challenged for not going far enough – the more likely risk of challenge is from suppliers who think that stringent environmental requirements are disproportional and irrelevant to the contract… but this will only happen if you forget to put “clean/ low emission/ energy efficient” in the subject matter!
Summary
A very useful publication from the EC to help give a good background into this slide can be found here: http://ec.europa.eu/environment/gpp/pdf/toolkit/module1_factsheet_joint_procurement.pdf
Again, this can be built upon from the publication previously mentioned.
Joint procurement can be a very useful exercise for smaller organisations and for those with fewer resources and/ or expertise on clean vehicle procurement. It is also useful for larger, more experienced organisations who are those that would be leading on the joint procurement in terms of aggregating demand, driving down prices and stimulating particular new markets – however the downside for those leading on the exercise is the amount of time and energy that needs to be put into a larger procurement, when the requirements of other organisations must be factored in.
It is worth reading this case study before presenting on it – it is a really good example of a successful joint procurement exercise because not only does it involve a vast number of organisations (and had to reconcile many differences in terms of requirements for safety levels and other specifications) but it also involves participation from both the public and private sector in a dedicated effort to try and stimulate the market for electric vehicles on a national level.
It may also be interesting to compare this newer case study with the older one written for the EU GPP Helpdesk when it first started – this illustrates that in the beginning the take up (purchasing of EVs/PHEVs from the contract) was low but then accelerated over time.
Again it is worth reading this case thoroughly before presenting it. It is also worth pointing out that both municipalities in Sweden and Oslo have been involved in joint procurement exercises for other product and service groups – and that once these types of exercises have been established for one, it is easier for it to become comonplace to cooperate in this way and reap the benefits.
Point out that the „zero-emission technology“ policy was a strong driver behind this procurement.
Use this session as a way of reiterating messages and making conclusions