28 voltage disconnect that can be operated from the outside of the chassis. It’s operated by a disconnect switch, located on the left side of the vehicle, and as soon as that is switched, the high voltage gets dispelled within the system itself. “The final manual safety feature is for first responders. To assist them to quickly disable the vehicle, there are clearly labelled low-voltage wire cut points throughout the truck. They are typically around the batteries, and as soon as you clip one of those lowvoltage wires, it fully disconnects the 600 V architecture.” Those safety aspects also lean into the cab design, with the stand-up and sit-down options designed to maximise worker flexibility. The multiple door configurations include standard doors that open with hinges; doors that flip up in half; and bifold doors that split in half vertically and fold into the front and rear of the cab. The latter – which was requested by original customer DSNY – results in a fully open cab side, preventing the need for the doors to open and close whenever a refuse collector needs to exit the vehicle. To maintain occupant safety, the team designed another seatbelt on the C-pillar, which once pulled across, must be pressed to exit the vehicle. The units also have a steering wheel on each side of the cab, which is mainly for residential pick-up in the US. Unlike UK refuse collectors, who jump out of the vehicle to collect and fit the bins to the actuators, the US teams operate with a single driver and use Automatic Side Loaders (ASLs), which extend an arm out from the truck to collect and empty each bin. “Operators want to be on the righthand side to see that bin,” explains Fotopoulos. “They need to see the arm to manoeuvre the hydraulics or the actuators to pick it up, and that is why we have the capability of dualsided drive. There’s a toggle switch in the middle of the console, so you can’t use the controls or pedals on one side versus the other!” All of these features are also included in the ICE version of the vehicle – some as standard, others as options – but one operator benefit that is truly unique to the LRe is the reduced noise and vibration delivered by the electric powertrain. This is not only an advantage for the operator, it also makes things more pleasant for those on the daily route. Fotopoulos explains: “The improved working environment means the drivers are able to be more aware and attentive to what is happening in their surroundings, and the external noise reduction is also a particular benefit to the residential neighbourhoods, particularly those who are on the early morning part of the run.” Having such a heavyweight vehicle running on silent electric power could be a danger for those who may not hear it coming, but with the continued use of pneumatic systems, it is still far from a silent operation. If required, simulated noise can be added using a noisemaker, and the company has done so once on customer request. Fotopoulos says that the feedback from early operators is hugely positive. He sees the fact that they enjoy using it so much as testament to the wider benefits of electrification – and that includes one rather unexpected bonus that has even improved the efficiency of the humans involved. “We collect a huge amount of data points on our telematics gateway from the vehicles on their daily runs, and we have a platform that allows us to share all that connected data with the customers,” explains Fotopoulos. “They can then use that data for driver coaching, reward systems or even cost reductions – and sometimes use it to gamify their operations. September/October 2025 | E-Mobility Engineering The LRe offers stand-up operation and multiple door options to make collecting jobs easier One operator benefit unique to the LRe is the reduced noise and vibration delivered by the electric powertrain
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