The hybrid setup is said to reduce CO2 emissions by up to 30% and that's not only down to the hybird system. Oh no sireee. It's got this fancy battery-powered compactor body (independant from the powertrain) that negates the need for a power takeoff. The lithium-ion batteries are then recharged back at base after the shift is done.
We had a close look at the beast at a launch event today in London and we couldn't believe how quiet the vehicle is at low speed. We've had a go in the DAF LF hybrid and while it was an interesting prospect the diesel engine never completely turned off when in battery mode unlike the Volvo.
If you don't believe me, watch the video.
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Great, but you have to wonder; was the recession that bad that Ford is still trying to clear out van stock from the '60s? They look thoroughly outdated.
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Andrew Davis, ETA director, says: "While the report is not intended to dampen enthusiasm for electric vehicles their introduction should not be viewed as a panacea; significant changes to the way we produce and tax power are needed before we will reap any benefits."
Without boring you to death with the whole report, the key findings were:
]]> 1. Electric vehicles powered by wind or solar energy are superior, however, if electricity is generated from coal-fired powerstations, hybrids are better.2. EU carbon trading system syas that plug-ins wouldn't increase CO2 because the power sector is covered by the scheme. However, the report argues that the trading scheme, in its current guise, can't negate the higher overall CO2 emissions and oil consumption as sales of EVs increase
3.Leading on from the previous point; the low running cost of EVs, presuming the mass market has caught on, would lead to extra demand for private transport and make necessary to tax electricty usage. Think on-board meter readers.
4.Presuming the national grid has the capacity to support this new EV network, the demand patterns will mean greater use of coal (well, in the UK mainly).
Those, in a nutshell, are the findings and also contained in the report is a prediction on EV take-up, which says that battery-powered vehciles will "number more than 25% of new sales by 2050". Make your own mind up on that one.
There are some valid points in the report and while we have seen some success stories of companies using EVs (see UPS) I really think, in the long-run, astronomical development costs will put pay to the in-fashion EV. There are already companies voicing concerns over electric vans sayig they tick the environmental box but not the operational one.
So what will your company be using in 40 years ?
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The truck will only be available for distribution and refuse trucks because, frankly, they're useless on long-distance operations. However just as we say that, Volvo says it's working on a hybrid solution for long-distance applications...
Sadly, don't think that you can pop down to your local dealer and pick one up today because Volvo tells FFD that the "small-scale series production of the Volvo FE Hybrid will not get underway until 2012" and that they are currently out on trial with "selected customers". Let's hope it happens.
Not sure how a hybrid works? Check it out here.
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Anywhoo, what it says is that of the 406 coal-fired powers stations included in the study, 10% of these accounted for 43% of the damges or $62bn (£38bn). MMMmmm, now what does that mean for electric vehicles? Are that that green afterall? Are EVs just marketing tools used to prey on a guilty conscience?
We ran a story recently about UPS using 'electric zero-emissions vehicles' for the 2012 Olympics. Great, but for us zero-emissions encompasses the whole energy cycle, not just tailpipe emissions.
Finally, in the report is says: "operating these [electirc and hybrid] vehicles produces few or no emissions, but producing the electricity to power them currently relies heavily on fossil fuels, also, energy used in creating the battery and electric motor adds up to 20% to the manufacturing part of life-cycle damages."
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To support the electric vehicle network a charging, erm, network will be built throughout Newcastle to ensure that the vans keep on keeping on.
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Photo: jsbarrie
The government's plan is to rely on this thing called the Renewable Transport Obligation (RTFO), which obliges fuel suppliers to ensure that at least 5% of their forecourt sales come from renewable sources like biodiesel.
Sneesby adds: "Many renewable solutions, such as wind or nuclear, require long-term investment and take many years to fulfil their potential, whilst the sustainable bio-diesel industry is an established and growing economic sector delivering real results in reducing CO2 emissions and providing 'green collar skills.
"The UKSBA is in ongoing constructive discussions with HM Treasury and the Department for Transport as well as other policy makers in Westminster and Europe, proposing that the tax differential is not withdrawn until the RTFO is stable and actually working as a supportive mechanism for the industry.The IEA's report on biodiesel production looked at the 21 leading biofuel producing countries and it showed that nearly 11bn litres was produced in 2008. Bioethanol, too has seen unprecedednted growth since 2000 with 20bn litres produced annually rising to 66bn lfor the whole of last year.
The UK is the sixth largest biodiesel producer making 347m litres of the stuff per annum and there has been no shortage of UK-based hauliers using or trialling biodiesel. The most notable company running biodiesel is 3663 First for Foodservice who use recycled chip fat from the KFC outlets they work with.
But again we get back to the UK government's reluctance to budge on the 20p price differential for biofuels, which is due to fall away next year, and could severely hamper any future development. On the flipside though, the UK government is ploughing alot of funding and resources to the electric vehicle market so maybe they don't belive that biodiesel is the answer...
]]>The brief says: "The Transport Secretary visited Newcastle Civic Centre to inspect the first of 40 charging points for electric vehicles that will be installed on Tyneside in the coming weeks and months in a range of locations, such as public buildings, retail centres and on the roadside."
This is the first phase of a comprehensive development plan and the charging points will be used by the various organisations like the Technology Strategy Board's Demonstrator Programme.
The news is a positive step for the development of an EV charging network and, hopefully, electric CVs. On a side note, UK fleet operators can get now access funding towards the installation of an EV charging point through the government-backed Alternative Fuels Infrastructure Grant Programme (IGP). So if you want to go electric there's never been a better time.
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Photo: Gas 2.0
Gas 2.0 blog site is reporting that this new battery technology has the potential to boost energy storage by 3.5 times compared with current lithium-ion ones (same batteries that are in your laptop and Modec and Smith Electric Edisons).
Essentially, the scientists have seperated the cathode and anode with this special LISICON material so the Nickel part can get its own liquid electrolyte and the Lithium bit gets its solid/organic electrolyte. Before, the anode and cathode would have to be compatible with a single electrolyte, which, according to the researchers, compromises performance. Simples!
The problem is, it take around three days to fully recharge and teh LISICON material is not durable enough to withstand day-to-day rigours. Despite this it's a brillaint idea and we'll be keeping a beady eye on any further developments.
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But the real test will come when the 2009 results are tallied because as I'm sure you know business has been difficult to say the least and with truck sales (above 3.5 tonnes GVW) down 35% in 2009, which has had a knock-on effect on the suppliers like Shell and others.
With emissions standards becoming ever stricter, how will the next generation of engine lubricants maintain performance and reduce emissions?
David Pirret, executive vice president for Shell Lubricants, says: "We will will continue to invest heavily in lubricants research and development to ensure that we deliver the innovative technology that provides a key competitive advantage for us.
Doug Bea, product manager for base oils at Chevron provided us with further insight into teh future. He says: "Group I base oils are rapidly becoming obsolete because of the way in which they are refined is not very environmentally friendly.The difference between Group I and Group II base oils is the amount of impurities like sulphur, saturated aromatics and other impurities. Because Group II bases are purer they are longer lasting and more stable, therefore they are better suited to modern engines."
With increased emphasis on biodiesels, fuel cells and compressed natural gas (to name but a few) as alternatives to regular diesel, it's going to interesting to see how engine lubricants will evolve to meet the next step in engine emissions...
]]>UPS reckons it'll use some zero-emissions electric vehicles to deliver sporting equipment and the like and my colleague Lindsay quizzed them on the exactly how carbon-free the electricity actually is, which got me thinking about coal-fired power stations and subsequently nuclear power stations.
Photo: Tony the Misfit
]]> Nuclear power generation is carbon free and the energy density of one single pound of Uranium is equivalent to about 3m tonnes of coal so with that in mind is it not feasible to think that that framework could be adapted on a much smaller scale for vans and trucks?
We already have nuclear-powered submarines, which don't require refueling throughout their typical 25-year operating life and if the same principal could be applied to trucks and vans we could have green, sustainable motoring for generations to come. Just imagine small-scale nuclear reactors under the bonnet...
Photo: Ford Nucleon
Ford is fact has made a nuclear-powered concept pick-up called the Nucleon way back in 1958 so it's not entirely out of the realms of possibility. However, there are some pretty significant hurdles to overcome involving cost, waste disposal and radiation. Also read the 'Problems' section of the Wikipedia citation and you'll know that a nuclear reactor needs pretty strong thick walls to contain the reaction. Not feasible in a vehicle then?
You think it's possible? Get in touch and let me know you're thoughts.
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Photo: Derek Goard
]]> Event organisor, Ross Durkin, told us: "The event is about showing people just how much they can save by driving defensively and economically. Everyone complains when the fuel price rises by 5 or 10% but by easing off the accelarator early and looking ahead for any road hazards you can keep momentum and save 5-10% in fuel just like that."The benefits of reducing fuel consumption are four-fold; the most important (in these times at least) is cost, followed by emissions, then road safety (slower driving means less accidents) and reduced wear-and-tear on the brakes and engine.
Photo: Derek Goard
On the road the Vivaro proved to be a comfortable companion and both Julian and I were impressed with the well-insulated, roomy cabin and the superb on-road dynamics made the journey all the more bearable.
After crossing the finish line the AA men topped up our Vivaro's tank and were chuffed with the result (being MPG Marathon novices and all), which was a 47% improvement over Vauxhall's claimed combined figure of 34.4mpg (50.6mpg)
Keep a beady eye out for the next issue of Commercial Motor for a full run-down of the results and the event.
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Photo: trasroid