green fleet transport magazine
DESCRIPTION
Supplement to the Fleet Transport Magazine September 2009TRANSCRIPT
Volume 1. No. 1. Autumn 2009
IRELAND’S FOREMOST JOURNAL FOR GREEN TRANSPORT DEVELOPMENT
FUELLINGFUELLINGTHETHE
ALTERNATIVEALTERNATIVE
GREEN FLEET MANAGEMENT - A SUPPLEMENT TO FLEET TRANSPORT
GREENFLEETMANAGEMENT | Autumn 2009 3
EDITORIAL
FFoorrttyy SShhaaddeess Fleet Transport Irish Truck of the Year 2010in association with Castrol
The 2010 Fleet Transport Awards will now include a Green Commercial of the Year Award in the Irish Truck of the Year
2010 honours list.
Sponsored by Castrol Lubricants this title is awarded to the commercial vehicle (light and heavy) that is powered by a drivetrain that reduces fuel consumption, off ers the lowest CO2 emissions possible and also has low noise levels. Hybrids (diesel or petrol/electric), full electric or Natural Gas powered vehicles are considered for this new award.
Judging will be conducted by a panel of experts, with each vehicle undergoing a thorough examination and test drive.
Th e Contenders:
Fleet Transport Awards 2010 Green Commercial of the Year
• Isuzu NPR Electric• Iveco Daily CNG• Mercedes-Benz NGT• Modec Electric• Piaggio Porter Electric• Smith Electric Edison• Smith Electric Newton• Verde Cargo Van (Electric)• Volkswagen Caddy EcoFuel
Th e Green Commercial of the Year 2010 Award will be presented at the Fleet Transport Awards Gala Dinner on Monday 5th October 2009, at the Marriott Johnstown House Hotel, Enfi eld, County Meath.
Further details and ticket bookings are available from marian@fl eet.ie or by telephone: 094 9372826
Reducing our carbon footprint and sustainable transport now go hand in hand as we all try to become part of the Green Agenda.
As automotive manufacturers invest vast sums in reducing harmful emissions such as CO2 and Particulate Matt er (PM) among others, the onus is on each individual driver to conserve fuel – by driving sensibly, regularly maintaining vehicles, cutt ing out unnecessary journeys and using public transport where and when possible.
Also get your drivers trained in an eco-friendly fashion – you will be amazed at the results and ultimate return on the investment. Driving style alone can have an 8-10% infl uence on mpg/carbon footprint returns. If possible and appropriate to your transport needs, look at the alternative fuel and power sources that are out there in the market place at the moment.
According to UK Government Agency Cenex, “Alternative road fuels off er a means of cutt ing carbon dioxide and air pollution emissions, as well as reducing dependence on fossil fuels. Examples of alternative fuels include hydrogen, electricity for electric vehicles and Natural Gas/Biogas. For Fleet Operators the cost of installing refuelling or recharging infrastructure represents a barrier to switching fuel use.”
“As part of the UK Government’s strategy to decrease carbon emissions from road transport, grants are available to encourage organisations to install refuelling or recharging stations for alternative fuels.”
Irish Government Agencies please note. While this initiative is heartening, more substantial fi nancial support must come from the Department for the Environment or Transport to assist with the purchase of commercial vehicles that are powered by alternative fuel sources.
Recently the UK Ministry for Transport issued a CO2 rating data base for vans, a welcome move. Hopefully the SEI – Sustainable Energy Ireland will follow suit and produce a chart similar to the car emissions labelling scheme launched last year.
Of late, there has been much interest in electric vehicles as a number of new players have launched products to cater for a broad weight capacity. Established light commercial manufacturers see great potential in CNG or Natural Gas powertrains, especially in Ireland as the Corrib Gas supply comes on stream.
Th is inaugural edition of Green Fleet Management provides you with a sample of what’s out there from an alternative prospective while taking a look at what Renault Trucks is doing to conserve fuel usage. We also have an exclusive interview with the Head of Sustainability at the ESB, John Campion.
If you would like to comment on any Green issues that are relevant to your transport business, please send an email to editor@fl eet.ie.
Together let ’s get Ireland Greener!
Slán
Jarlath SweeneyEditor
Introducing Green Commercial of the Year Award
4 GREENFLEETMANAGEMENT | Autumn 2009
www.fl eet.ie
3 EDITORIAL Introduction plus details on Green Commercial Vehicle of the Year Award.
5 NEWS • Obama grant aids electrifi cation of CV Industry in US • Sustainable Energy Ireland’s focus • Aixam Mega inceases electric choice • Two Battery prodution plants in EU • Smith Electric heads for USA • MODEC gets Type Approval • Isuzu gets electric power
8 LAUNCH PAD FIAT Professional introduces Natural Gas powered Ducato
10 INTERVIEW With John Campion, Executive Director, Sustainability, ESB
12 TEST 1 Renault Trucks Premium Long Distance Challenge
14 INSIGHT Iveco’s Electric Vehicle strategy
15 TEST 11 First Drive: Volkswagen Caddy EcoFuel
16 TEST 111 Another First Drive: Mercedes-Benz Sprinter NGT
17 TEST 1V Iveco Daily CNG
18 FEATURE Profi le on Verde Autos
20 TEST V Exclusive: Iveco EcoDaily Electric
21 APPRAISAL Trial run in the MODEC Electric
22 FINANCE Benefi ts of buying and operating electric vehicles
contents Autumn 2009
P 7
P 15
P 18
P 21
Fleet Transport/ Fleet Car/ Fleet Van &
Utility/ Fleet Bus & Coach/ Fleet Trailer & Body
Builder/ Fleet Maritime/Green Fleet Manage-
ment are published by JJDS Publications Ltd.
Registered Offi ce: D’Alton Street,
Claremorris, Co. Mayo.
Co. Reg. 368767
Directors: Jarlath Sweeney, Sean Murtagh.
Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers.The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specifi c matter.
Please send me an issue of Fleet Transport magazine (plus supplements) every month for one year starting with
the next available issue for the cost of €65 (Ireland), €85 (Europe) €120 US.Name: Job Title
Company: Email:
Address:
Phone: Fax:
Three ways to subscribe:
1. Cheque made payable to Fleet Transport for €
2. Please charge my debit/credit card for the amount of €
Laser, Mastercard, Visa, Electron & Maestro.
Card No.
Expiry Date: CVV No.
Signature: Date:
3. Please invoice me for €
Purchase Order No. (if applicable).
Send completed form to:
Subscriptions, Fleet Transport Magazine, D’Alton Street,
Claremorris, Co. Mayo, Ireland. Fax: +353 94 9373571 GFM09.09
SUBSCRIPTION FORM
Green Fleet Management,
D’Alton Street, Claremorris,
Co. Mayo, Ireland.
Tel: +353 (0)94 9372819/ 9372826
Fax: +353 (0)94 9373571
Email: green@fl eet.ie
ISSN: 1649-9433
Editor: Jarlath Sweeney
Contributors:
Gerry Murphy, Cathal Doyle, Donal Dempsey,
Paul White.
Photography:
Jarlath Sweeney, Gerry Murphy, Cathal Doyle,
Paul White.
Administration:
Orla Sweeney, Denise Vahey, Helen Maguire.
Advertising:
Mary Morrissey, Orla Sweeney.
Design: Eamon Wynne
GREENFLEETMANAGEMENT | Autumn 2009 5
NEWS 1
Sustainable Energy Ireland – working towards mobile electrifi cation
Cut the Cost of Business Motoring – Aixam Mega
The Government’s target is for 10% of all road vehicles to be electric by 2020 – this will equate to approximately 230,000 vehicles
on Irish roads. Th e Government has established an EV Working Group to identify the key barriers to be addressed in order to achieve the 10% target. Sustainable Energy Ireland (SEI’s) role is to collect independent performance data on electric vehicles (EVs) and to evaluate their potential long term cost benefi ts for Ireland. SEI will do this by providing support for pilot demonstration vehicles and monitoring their performance over time. SEI will also promote the use of EVs by providing independent advice and information to vehicle purchasers and by supporting EV related policy research activities.
Infr astructureTh e ESB will be reviewing the infrastructure costs required to deploy EVs nationwide. ESB Networks are taking a lead role in determining the required charging facilities and have formed a partnership with Renault-Nissan to address this.
IncentivesEVs have been made exempt from VRT payment in order to provide an incentive to customers. A signifi cant reduction in Motor Tax has also been provided for EVs.
The Government has introduced an Accelerated Capital Allowance scheme to provide 100% corporation tax relief on vehicles in the first year for companies purchasing EVs.
With fuel costs predicted to rise for years into the future, businesses and business motorists are going to have to rethink the way
they drive for work, according to Harry Nash, Importer & Distributor of ultra-light electric vehicle manufacturer Aixam Mega. Harry says there is plenty that every business can do to cut their fuel costs, reduce their carbon emissions, and improve effi ciency. “Try the Aixam Mega Multitruck”, he advises.
“Th e Mega Multitruck electric van, tipper, rossi-tipper, pick-up, dropside or our unique chassis cab are compact, lightweight commercial vehicles and are perfect for urban, rural and city transport. With such a varied choice of applications, there is a Mega Vehicle to suit everyone’s needs”. He added, “Th e Multi truck electric vans are all spacious and ergonomically designed to make light work of all loading and unloading operations”.
With zero emissions,a payload of up to 500kg, a top speed of 45kmh and a range of 60km, the Mega is your perfect delivery partner.
When it comes to specifi c build confi guration of your Mega Multitruck electric van, the choice really is yours. Whether you choose to build you Mega Multitruck on a chassis cab base or a pick-up, you are able to create your own build according to your own transport requirements. Whatever your choice, the Mega Multitruck range of electric vehicles off er economical transport that is environmentally green.
Highly manouevrable the Mega Van is ideal for going in and out of city centres and for parking.
MEGA Multitruck Van, diesel or electric, perfect in urban and rural zones as well as in closed sites.
Good news for the alternative power industry as President Obama announced
that 48 new advanced batt ery and electric drive projects will receive $2.4 billion in funding under the American Recovery and Reinvestment Act. Th ese projects, selected through a highly competitive process by the Department of Energy, will accelerate the development of U.S. manufacturing capacity for batt eries and electric drive components as well as the deployment of electric drive vehicles, helping to establish American leadership in creating the next generation of advanced vehicles.
"If we want to reduce our dependence on oil, put Americans back to work and reassert our manufacturing sector as one of the greatest in the world, we must produce the advanced, effi cient vehicles of the future," said President Obama.
Th e announcement marks the single largest investment in advanced batt ery technology for hybrid and electric-drive vehicles ever
made. Industry offi cials expect that this $2.4 billion investment, coupled with another $2.4 billion in cost share from the award winners, will result directly in the creation of tens of thousands of manufacturing jobs in the U.S. battery and auto industries.
Th e new awards cover the following areas:
$1.5 billion in grants to U.S. based manufacturers to produce batt eries and their components and to expand batt ery recycling capacity;
$500 million in grants to U.S. based manufacturers to produce electric drive components for vehicles, including electric motors, power electronics, and other drive train components; and
$400 million in grants to purchase thousands of plug-in hybrid and all-electric vehicles for test
demonstrations in several dozen locations; to deploy them and evaluate their performance; to install electric charging infrastructure; and to provide education and workforce training to support the transition to advanced electric transportation systems.
President Obama Grants $2.4 Billion to Accelerate Next Generation of U.S. Batteries and Electric Vehicles
European electric vehicle manufacturers Smith Electric and Modec benefi ted fr om the President Obama announcement with the latt er forming an alliance with Navistar.
NEWS 11
Following the announcement of stronger links between Smith Electric and Ford which now includes production of electric passenger
vehicles as well as commercial vehicles for the US market, the roll out of the electric Ford Transit Connect Van as the Smith Ampere is said to happen before the year end. Slott ing in below the Smith Electric Edison (Transit) the Ampere will off er a top speed of 70 mph (112 kp/h), 100 miles (160 kms) and a payload of up to 800 kg. $10m has been granted to Smith Electric Vehicles US Corp which will see the procurement for up to 100 Ford Transit Connect BEC vans.
At the heavier end of the Smith Electric range is the Newton, based on the Avia D-Line range of trucks. Th is 7.5 to 12 tonne GVW range will now also be marketed in North America. Already six blue-chip customers have taken delivery of the latest Lithium Ion powered Newtons notably Coca-Cola, Frito-Lay (see picture on Page 4), AT & T – Further details on www.fl eet.ie under Green Fleet Management.
Modec, the Coventry based electric vehicle manufacturer is soon to be the fi rst company in its sector to gain EC Whole Vehicle
Type Approval (ECWVTA). When granted full N2 EC Type Approval, Modec will then be in a position to sell its vehicles in all EU Member States without the need for individual national approval.
Being purpose-built means that the 5.5 tonne Modec chassis has been designed with safety and functionality in mind, as confi rmed by its passing EC Type Approval. As Modec continues to expand internationally, this approval is crucial. Of late, distributors have been appointed in Ireland, Th e Netherlands, France, Spain and Denmark.
Since April, a change in EU legislation made it possible to Type Approve all cars, buses, commercial vehicles and trailers. Th e Vehicle Certifi cation Agency (VCA) and Millbrook Proving Ground worked closely with Modec during the certifi cation and test processes.
Modec has formed a joint venture with Navistar which will see the production and marketing of its vehicles in North, Central and South A mer ica . Fur t her details on www.fl eet.ie under Green Fleet Management.
Isuzu NPR gets ZEROED!
Smith Electric moves ahead
Modec to get Type Approval
Two Lithium-Ion battery production plants for Europe
Through its successful N-Series range Isuzu Ireland is to provide the fi rst of its light trucks with electric power. In association with
British specialist company ZEROED, an NPR dropside will be made available for interested parties to trial.
ZEROED the trade name for VMS Fleet Management is comprised of a group of industry leaders in batt ery technology, body-building and commercial vehicle fl eet management stakeholders.
Th e Hertfordshire based fi rm can off er Isuzu-based trucks from 5 tonnes up to 11 tonnes including dropsides, tippers, lutons and fridges. “Flatbed recovery vehicles are also available,” says Mike Fitzsimons, ZEROED. “Averaging a 60-120 mile range per charge and a standard 6 hour recharge there is also a 1 hour supercharge options,” adds Mike.
In addition, there is much interest in the road-going Tram that has just completed a successful trial in the Midlands. Further details on zeroed.org.uk
GREENFLEETMANAGEMENT | Autumn 2009 7
Renault-Nissan Alliance has taken the first significant steps towards producing batt eries for its Zero Emission Mobility
Programme in Europe. Plans to build two plants for the production of its advanced Lithium-Ion batt eries in the UK and Portugal have been announced.
Backed by the British Government, the UK site will be located in Sunderland where Nissan has an existing manufacturing facility. Sunderland will become Nissan’s European Motor Site for batt ery production and the centrepiece of the newly established Low Carbon Economic Area. Th is latt er development will include a new training centre specialising in low carbon automotive technologies, a technology park and a test track for low carbon vehicles.
8 GREENFLEETMANAGEMENT | Autumn 2009
LAUNCH PAD
FIAT Professional’s Natural Power Grows
“F IAT Group Automobiles is World leader in natural gas-powered vehicles and we are fully convinced
that Natural Gas is today’s most appropriate technological option for contributing to the solution of pollution issues in urban areas, since methane is currently not only the cleanest and safest fuel available, but guarantees signifi cant economic advantages as well,” stated Antonia Mannini, Product Director, FIAT Professional at the launch of the new FIAT Ducato 140 Natural Power in Pollenzo, Italy. It extends FIAT Professional’s CNG – Natural Gas model range available in Europe that currently consists of Panda Van, Punto Van, Multipla Van and Doblo Cargo. “In Europe in 2008, our brand registered almost 6,000 Natural Gas LCVs compared to 4,000 units in 2007,” added Antonio. Th is year, we forecast to achieve 10,800 CNG LCV sales in Europe, of which 9,000 in Italy thanks to current Government incentives. Our off er will be extended with the new launches of Ducato, Grande Punto and Fiorino Natural Power.”
€4,000 can be drawn down by purchasers of CNG powered cars and commercials in Italy. Th e German Government off ers €1,000. Available now in Italy, Ducato 140 Natural Power is priced at €4,500 more
than the 2.3 litre Ducato but off ers bett er performance, lower fuel consumption and minimum emissions. Ducato 140 CNG is powered by a 16V 3.0 litre petrol engine, that has 136 hp and 350 Nm of torque. Top speed is 155 km/h and acceleration up through the 6 speed gearbox can reach 0–100 km/h within 14 seconds. What’s more important however, is the reduced fuel consumption that averages out at 8.8 kg of Natural Gas per 100 Km and lower CO2 emissions of 239g/km. Th is 3.0
litre 4 cylinder engine developed by FIAT Powertrain Technologies has been modifi ed to take Natural Gas through special injectors. As a result, service intervals have been shortened by 5,000 kms to 45,000 kms. Normally the vehicle is propelled by Natural Gas off ering a range of 400 kms. Petrol supply is provided automatically only when the CNG is about to run out. As the petrol tank holds only 15 litres (to make it comply with EU mono fuel rules), around 100 kms additional driving
LAUNCH PAD
distance can be reached. Five tanks slott ed in under the Ducato’s fl oor leaves the entire storage or passenger area free. “Unlike diesel vehicles, natural gas engines don’t discharge particulate and nitrogen oxide emissions are less that 90%,” explained Antonio. “When compared to petrol, natural gas engines guarantee a 50% decrease in nitrogen oxide emission and almost 25% less CO2.”
He concluded, “Th anks to these features, the FIAT Ducato 140 Natural Power can circulate in all urban areas subject to traffi c limitations or bans and can be safely parked in any garage.”
First Drive
A 60 kilometre round trip from Pollenzo to Vergue via Chevenco was completed twice in two versions of the Ducato 140 Natural Power. As its available as a panelled/glazed van or People Carrier (there is a chassis/cab too) both main versions were tried out. As it starts just like a normal car/van, the one thing that is noticeable is the quietness of the engine. It’s been a while since I drove a petrol-powered van. Once started through the petrol ignition system it switches over to gas and operates in the normal way. Th ere is a guage built in to the dash display to indicate the amount of CNG used. At the time of writing (early June) diesel was €1.06 per litre in Italy with CNG @ 92 cent so some savings can be made there. Th e main supplier of Natural Gas to mainland Europe is Russia but some Scandinavian countries have BioGas available at service stations. With the addition of the 5 tanks, payload is aff ected by 250 kgs.
Tank life is 20 years but they must be tested every 4 years. Asked whether the FIAT Professional Natural Gas range will be sold in Ireland in the near future, Antonia said it would be down to the supply network, which is very small currently. Maybe when Topaz reportedly install a nationwide network through An Bord Gáis, CNG will become a viable option. FIAT is not alone with this wish as Volkswagen with the EcoFuel Caddy and Mercedes-Benz NGT Sprinter have already
made their presence felt in Ireland with fl eet deals done with An Bord Gáis. IVECO has since followed suit. Now that the Corrib Gas supply is being piped into towns along the Western Seaboard, Natural Gas for use in vehicles will be easier to obtain. Financial incentives from Government are a must. Potential customers include Utilities, Local Authorities, Semi-States and Publicly Listed Companies who all see CNG power as part of their social and economic policy.
Text & Photos: Jarlath Sweeney – editor@fl eet.ie GREENFLEETMANAGEMENT | Autumn 2009 9
FIAT Professional’s CNG Van line up have been tested and passed by the Fire Authorities. Plastic tanks were trialled by FIAT in a weight reduction exercise, but were found not to be up to the standard required.
10 GREENFLEETMANAGEMENT | Autumn 2009
INTERVIEW
JS. There has been some publicity from the Government and also fr om the ESB in relation to a new strategy on sustainability and environmental issues. What is your overall strategy and in particular to transport?
JC. In March 2008 the ESB launched a strategy – Strategic Framework to 2020 and eff ectively the strategy was a roadmap for ESB to become a net-carbon neutral company. We currently produce 15 million tons of carbon dioxide a year. For a company like ESB to make a statement like that was a very signifi cant thing to the context of the challenge that Ireland faces. We are sett ing very stretching interim targets. We plan to reduce our carbon emissions by 30% by 2012; 50% by 2020 and become net-carbon neutral by 2035. Just to mention, that the investment we were planning to make across all of our business over the next 10-12 years is €22 million.
JS. With the economic downturn has that strategy changed?
JC. Yes, I suppose I would say that the electricity business is a very, very long-term business. Sometimes the plans you put in place, the provisions you make, might be for 20, 30, 40 or even 50 years hence, so for climate change reasons and for reasons of security and supply, Ireland needs to move away from fossil fuel and we need to do things diff erently if ESB wants to take it forward in that regard.
JS. And transport is very much part of that?
JC. Th ere are two aspects to the transport part of it. First of all, we’re not only saying that we’re going to reduce the carbon emissions from our power stations but we are going to be an exemplary company, with regard to environmental sustainability. We’re making a signifi cant investment in our buildings and
improving our energy effi ciency in the company. We’re also looking at our water consumption, waste, bio-diversity. When we look at our carbon emissions, we also see that nearly 40% of our emissions are from our transport fl eet. We have 2,500 vehicles in our main transport fl eet. If you included agricultural tractors, fork lift s, dumpers and trailers it puts it up to nearer 4,000. We are ‘greening’ that fl eet progressively over time through the introduction of electric vehicles and hybrids and also through use of biofuels.
JS. Do you feel you have an obligation to use vehicles that are powered by the energy source that you actually generate?
JC. Yes, we do. First of all, we can’t say one thing and do something else. Secondly, we realise that Ireland has an enormous challenge on the transport side and with the current policy from the Department of Transport we still can’t get there with regards to targets for transport in Ireland. Th e ESB in its own way with its own fl eet wants to do all it can. It’ll never be able to completely ‘green’ its fl eet because we have very heavy duty hoists and four wheel drives that go over rough terrain, but we are looking at vans and on-road vehicles. Th e second aspect of the transport issue is the electrifi cation of transport in Ireland. As you increase the source you have for the generation of electricity like wind, then you are increasingly beginning to produce electricity that doesn’t produce carbon dioxide. Eventually by 2035, with the emergence of carbon catchers and storage, we’ll end up in a carbon neutral situation. Th en electricity becomes increasingly att ractive for the fuel for heating our houses and offi ce buildings and also for our transport fuel. Obviously we believe there are a number of diff erent transport solutions. In an overall sense, the Government is trying to encourage people to use public transport and we support that. Th ere will obviously still be a need for petrol and for diesel and more fuel effi cient cars will be
One-to-OneJohn Campion,
Executive Director,
Sustainability, ESB
with Jarlath Sweeney
- editor@fl eet.ie
developed but undoubtedly the electrifi cation of transport will form a signifi cant part of the solution.
JS. But when you look at the actual cost of transferring fr om petrol/diesel powered vehicles to electricity, it does not make it feasible for a lot of companies outside of the Semi-States.
JC. In broad terms you’re right. Th e signifi cant issue, as you know, is the price of batt eries. What I’ve been involved with in recent times is looking at passenger vehicles and we have a Memorandum of Understanding (MOU) signed with Renault-Nissan and the Irish Government. We signed this in April and we’re due to sign the more defi nitive MOU later this month. Between April and September we’re teasing out a lot of the issues with Renault-Nissan around the availability of electric vehicles in the future. Ireland is trying to become an early-mover in this area, so maybe we can att ract batt ery manufacturers into our system, to make Ireland a test bed for electric vehicles into the future.
JS. What about the required infr astructure?
JC. The provision of the network infra-structure is happening and while the majority of this infra-structure will be in peoples’ homes there will be a need for on-street recharging points, etc. ESB has been commissioned to provide the network infra-structure, and indeed Ireland has a bit of an advantage here because there is a single network utility and we’re going to do this for the whole country. Th ere is quite a considerable diff erence in the running costs of a diesel and electric car. Th at is down to the price of the batt ery and we expect that by 2020 the price diff erential will have come down. Th ere will be mass manufacture and the technology will improve, but certainly for now it may be off -putt ing. So the Government needs to provide some incentive for the purchaser to make the switch, because if they look closely they will realise that the running costs will be minimum. It could be as litt le as €1 a night. So if someone is looking at it over 5/6 years they will defi nitely get the return but they’ll need some incentive to encourage them to move to using an electric vehicle.
JS. Will it happen?
JC. Obviously the country has some diffi culty at the moment with regard to its fi nances, it’s a diffi cult decision for the Government to make, but we’d be saying that this is the way to go. We can either be technology followers or technology leaders, let’s get in early, let’s do it, let’s make the investment and if we do will create employment. It will signal to the world that Ireland intends to be a leader in the clean energy sector.
JS. Th e fact that Renault-Nissan have signed up quite a number of cities around Europe might the EU come in to support this initiative and off er some type of tax rebate or fi nancial incentive?
JC. Well, from what I can see it’s down to individual Governments and I don’t think the EU will impose it on individual countries. Britain is off ering £5,000 per car, Canada is off ering 10,000 in dollars, Portugal and Spain are doing something also. Denmark has an extremely big diff erential between the price of an electric vehicle and the price of a conventional vehicle. Th e tax, I think, on a conventional vehicle is something like 180% and it’s zero on an electric vehicle.
JS. Yes, and they also have fr ee parking and other incentives.
JC. As part of an inter-departmental group we’ve been talking to the Department of Transport about incentives like the use of bus lanes, free parking and with County Councils about planning issues. So there is a lot happening, but with the provision of suitable incentives all car manufacturers will look at what Ireland is off ering and say, “Th is is where we want to be.”
GREENFLEETMANAGEMENT | Autumn 2009 11
INTERVIEW
Micro-Vett Fiat Fiorino Electric Van
ESB and SEI powers-up! Brendan Halligan, Chairman of Sustainable Energy Ireland, ESB Chief Executive Padraig McManus and Professor Owen Lewis, Chief Executive Offi cer of SustainableEnergy Ireland powering-up a new Smith Electric Edison van supplied to the ESB.
12 GREENFLEETMANAGEMENT | Autumn 2009
TEST 1
Calculating the exact fuel consumption of any vehicle in a fl eet is a daunting task. Th ere is always a nagging feeling
that it’s never as exact as you would like, or that there is one factor that just cannot be measured - and invariabley the fi gures do not correspond to manufactures claims.
By employing its ‘Optifuel’ programme, Renault Trucks is confi dent that it can deliver measurable savings of 6.4%. Not only is it claiming this to be the case, but Renault is the only truck manufacturer to have this fi gure independently verifi ed and certifi ed by the ‘TUV Rheinland Kraft fahrt Gmbh’ Colonge (D). Th ere is litt le doubt regarding the independence and technical credentials of TUV as an organisation, and to say that its testing procedures are in depth would be an immense understatement. Th erefore, Renault’s claim appears to be more than just another advertising promotion.
Th e ‘Optifuel’ programme combines three elements, the truck, the training, and the soft ware. Th e truck is Renault’s Premium Route or Long
Distance as it’s called here 4x2 Euro 5 – 460hp with a 12 speed automatic. Th e training instils eco driving methods, and the fi nal part is the use of the ‘Infomax’ computer programme.
Th e Premium Route Optifuel truck is primarily the same unit as the Premium Route which were both on trial here. Diff erences relate to a standard 12-speed automatic rather than a 16-speed manual transmission - rear axle ratio, and tyre specifi cation. On Optifuel the axle ratio of 14x37 (2.64:1) is standard and cannot be changed. So it is targeted squarely at the long haul or highway work. Th is ratio may not suit operator’s work which involves a lot of hilly terrain or driving on secondary roads for prolonged periods.
O ver fou r days of test ing T U V c o n t r o l l e d a l l a s pec t s of t he
assessment including d r i ver se lec t ion . From a nu mber of local transport c o m p a n i e s t h e German organisation’s representatives composed a panel of ten professional drivers, and then drew names to select two at random. Vehicles were fuelled at the same pump; trailers were changed at mid-points on the route. A l low a nces were calculated for fuel temperature, angle of trucks when re-fuelling and the test units were even parked i n t e m p e r a t u r e -control led storage overnight to reduce the affects of fuel expansion. Even the fuel pumps at TUV‘s choice of f i l l i ng station were checked and calibrated and a
tolerance was factored into the results.Th e test’s methodology dictated that both the Premium Route and Premium Route Optifuel trucks were fi lled and drove the route of 155 Kms - changing the tri-axle Lamberet trailers midway around. When the route was completed, the trucks were refuelled, the drivers swopped and the route was completely re-run including the trailer change.
On the following day, the drivers att ended a training programme with one of Renault’s driving instructors. W hile the training comprised of both theory and practical, a diff erent vehicle was used for the practical sections. On the fourth day, the tests were completed, and the results analysed.
Renault Truck’sRenault Truck’s Premium Optifuel Measures Up!Premium Optifuel Measures Up!
Vehicle Type CalculationFuel Litres
Fuel %
Fuel Saved %
WithoutOptifuelDriver Training
Premium RouteAverage 85.95 100% 0.0%
Premium RouteOptifuel Average 82.67 96.2% 3.8%
With Optifuel Driver Training
Premium RouteAverage 84.88 98.8% 1.2%
Premium RouteOptifuel Average 80.47 93.6% 6.4%
*Source TUV Technical Report No: 944 / 7141185 / TK
Table 1 below summarises the results of the test
Text & Photos: Paul White - paul@fl eet.ie GREENFLEETMANAGEMENT | Autumn 2009 13
TEST 1
Our own test day was to include driving both versions of the Renaults, with a condensed version of the training programme in between. We began with the Premium Route, fi tt ed with the 11 litre 450hp DXi and the 16-speed manual gearbox, pulling a tri-axle Lamberet the lot weighing in at 30 tonne gross. Th e route covered most aspects encountered on a typical days drive in Ireland. Renault Premium has come a long way since its launch and the cab has a feel of a bigger vehicle, which is well appointed, and is a pleasant truck to drive. Th e 16 speed works well; it’s nicely geared and easy to operate.
On our return while the statistics from our run were being downloaded, we headed off to the Optifuel training session. Th e normal session takes almost two days, so ours was a condensed version, but valuable all the same.
As from the summary (Table 1), driver training is a major factor in reducing fuel consumption with Optidrive. It explains simply, vehicle dynamics, kinetic energy, the aff ects of brake applications and using the vehicles weight to improve fuel effi ciency. Excessive use of the braking system is one area the training targets. A case study is shown where a driver applied the brakes 89 times on the the route whereas aft er the training he only activated them 12 for the same course.
In line with other manufacturers Renault advocates sett ing the cruise control at 88/89 kp/h rather than at limiter speed, while not only keeping the tachometer in the green band- but keeping it in the lower section of the green band. On Premium Optifuel, the green section runs from 1,000 to 1,500, Renault believes that from 1,050 to 1,450 is bett er, but that from 1,100 to 1,200 rpm is bett er again. In addition, stating that if a truck is too idle for anymore than three minutes it should be switched off . Renault claims by combining the ideas proposed in the training, can realise a fuel saving of 5%. Based on annual kilometres of 150,000 this equates to a saving of €2,550.
Numerous vehicle/driver reports can be generated by downloading data from the vehicle to a computer using the Infomax soft ware programme. Such as how long was the vehicle driven in the green band, correct use of the retarder, brake applications, vehicle idling, round trip fuel consumption to name but a few.
It also enables the owner to change certain parameters, for example resett ing the cruise control and/or limiter to a lower speed. Correct use of the programme helps to keep drivers informed of their performance and ensure the benefi ts of the training continue in the months aft er.
With the classroom session over, we set off this time in the Premium Route Optifuel, this time loaded out at 40 tonnes gross. As the 12 speed automatic would ensure accurate gear selection, we just had to concentrate on our style of driving.
Some aspects of which we found a litt le unner v ing , being accompanied by our fuel expert from Renault. His chief recommendations related to less use of and later applications of the footbrake. Now using the rolling energy of the truck will certainly save fuel, road safety also plays a part in the equation and this driver was not comfortable with some of the advice. Pulling a rock steady tri-axle Lamberet loaded out with test weights which provided a very low centre of test load is fi ne. To att empt some of the corners and roundabouts with hanging meat or liquid loads is a completely diff erent matt er and driving style would need to be tailored to suit the cargo.
Overall, Renault has done a good job and Optifuel is another step forward in helping operators to reduce running costs. The scope and methodology of the research is as accurate as possible and by employing TUV
to independently conduct the tests confers credibility on the results. It has always been diffi cult to achieve exact fuel fi gures because so many of the factors, which infl uence the result, are variable. We also remember that while vehicle manufacturers spend vast amounts of time and money att empting to squeeze one more kilometre per litre from their latest vehicles, heavy use of the right foot can wipe out any potential savings in an instant.
Renault Truck’s Premium Optifuel Measures Up!
Vehicle Specifi cations Renault Premium Route Renault Premium Route ‘Optifuel’
Gross Test Weight 39,902 kgs 39,830 kgs
Designation Type 450 DXi 460 DXi
Engine Displacement 10.8 litres 10.8 Litres
Rated Horsepower 450 hp 460 hp
Transmission 16 Speed Manual 12 Speed Semi-auto
Rear Axle Ratio 13x37 (3.08:1) 14x37 (2.64:1)
Tyres Front Axle Goodyear Marathon LHS II -315/70R 22.5 Michelin X Energy XF 315/70R 22.5
Tyres Rear Axle Goodyear Marathon LHD II - 315/70R 22.5 Michelin X Energy XD 315/70R 22.5
Trailer Tyres MichelinXTA2+Energy 358/65R 22.5 Michelin XTA2+Energy 385/65R 22.5
Table 2: Vehicle Specifi cations
For some vehicle manufacturers the race to produce zero emission vehicles is their ultimate goal. Others are taking
a more circuitous route by covering more basics along the way and off ering a sequence of alternatives. Iveco is a company with a defi ned road map and a mission to be ahead of the opposition at every level. Th at mission is driven by the three clear elements – reducing CO2 emissions, fuel consumption reduction and protection of the environment.
While Iveco does have its own targets going forward, its main aim is to provide customers with choice and the best available technology at any time. Hybrids, Electric and Fuel Cell vehicles are all on the agenda. Indeed Iveco has been working on alternative vehicles for longer than you might imagine. Iveco presented its fi rst Hybrid traction concept, Altrobus as far back as 1987 at the Turin Motor Show. In 1991, Iveco took the advancement a stage further when they opened the Altra S.P.A. Foundation, its dedicated alternative transport research and development facility in Genoa, Italy.
From 1994 to 2002 Iveco developed a number of alternatively powered vehicles. These included electric and hybrid (electric diesel) Daily Minibuses, the 12 metre 490 Citybus (Hybrid), the 12 metre Citybus (CNG/Hybrid) and the 7 metre Europolis Citybus (Hybrid). Since then the Italian manufacturers passenger vehicle subsidiary has put alternative powered vehicles on the streets of many cities with much success. Fuel Cell units are on test in Madrid, electric buses in Lyon, Paris and Rome and lately the Iveco Daily electric project has been expanded with select customers like FedEx using EV’s as part of its working fl eet on a daily bases.
Eventually the advancement of the Lithium Ion batt ery and associated technologies will determine the future of electric vehicles and Iveco is at the forefront of that technology. Th e long term plan is that the Lithium Ion batt ery will become smaller, more powerful and less expensive. Because of the work done at Altra, Iveco products are at the leading edge and will be ready to go in commercially viable numbers when the time and the technology is right.
Today the Iveco Daily Electric vehicle range, which is being developed at Altran use NaNiC12 batt eries with the long term goal being Lithium Ion. A similar goal for Hybrid Daily product exist running with parallel Iveco Hybrid technology in association with ZF transmission systems. Currently Eurocargo Hybrid models are already using Lithium Ion batt eries but these are expensive and in the medium term will be used in Europolis buses too. Th e long term ambition is looking towards cheaper, more powerful batt eries and more economic alternatives.
Pride of place at Altra is the latest zero emissions, all-electric minibus project called the China Electric Power Daily. Th e mission was to build a Zero Emission Vehicle, which is low noise and has a range of at least 130 kms. It runs on an online central electric motor with a one-ratio gearbox, electric air conditioning and seating for nine passengers. Components making up the running gear include Lithium Ion batt eries, which power an asynchronous three-phase electric motor (power: 60 kW) and an electric A.C. compressor. Th ere is also
a charging system which can be att ached to a household electricity supply to recharge the vehicle overnight or at intervals during breaks in journeys.
Future plans are to continue to advance the development of the Electric Daily product with a target range of 130 kms (urban cycle) and a motor with 70 kW of power. Th at range is to include Minibuses, Chassis Cabs and Vans.
While the outlook for electric vehicles looks bright a number of parameters still need to be met to make the whole concept viable into the future. Th e aspiration is to halve the size and weight of the batt ery packs used to run these vehicles. Batt eries will need to have the ability to be recharged faster and have a longer life expectancy. Current targets are for batt eries that can be recharged at least 1,000 times. Th at means a lifespan of about fi ve years and they should come with a three year warranty. Also, and maybe the most important criteria of all, is the cost. Today it costs €600 per kW; the target is to get that down to €300/kW for an all-electric vehicles.
INSIGHT
Iveco’s three-pronged approach to Iveco’s three-pronged approach to lower emissionslower emissions
14 GREENFLEETMANAGEMENT | Autumn 2009 Text: Gerry Murphy - gerrym@fl eet.ie
ject called the China Th e mission was to
Vehicle, which isge of at least n online
with a tric airng for nents ning Ion an
ase60
. o
So you want to do your bit to contribute to a greener environment, but the selection of electric or hybrid commercial
vehicles currently on off er do not meet your business requirements? What other options are out there?
One relatively new solution to look at is a van powered by natural gas. With a number of manufacturers including the likes of Fiat Professional, Iveco and Mercedes-Benz bringing gas powered vans to our shores, there is suddenly renewed interest in this alternative power source.
One of the fi rst manufacturers off the mark with natural gas power is Volkswagen which has been running its Caddy EcoFuel in selected European markets since 2006, and is now available in right hand drive form for Ireland and the UK.
Th e Caddy EcoFuel is powered by a specially converted 2 litre petrol engine that can run on compressed natural gas or bio-methane. It develops a power output of 80 Kw (109 bhp) at 5,400 rpm, and a torque fi gure of 160 Nm. Th e four CNG tanks that sit under the vehicle
can carry 26 kg of gas, enough for a range of up to 440 km. A 13 litre reserve petrol tank is also fi tt ed, adding another 150 km to the range. Th e engine starts on petrol before switching over to gas, and will automatically switch back to petrol once the gas reserves are exhausted.
Compressed natural gas off ers signifi cantly lower emissions than conventionally powered vehicles, notably up to 90% less carbon monoxide and nitrogen oxide as well as 90% fewer particulates than a diesel engine according to Volkswagen. CO2 emissions are also environmentally positive at 157 g/km. Fuel economy wise, VW says the Caddy EcoFuel should off er savings of approximately 50% compared to an equivalent petrol engined model, and 30% versus a diesel powered vehicle.
All well and good, but is the Caddy EcoFuel compromised when it comes to the driving experience or day-to-day operations? On both counts, the answer is a resounding no. GREEN Fleet Management drove one of the early right hand drive prototypes and its fair to say that aft er a very short while you would
forget that you are driving a gas powered van. Apart from separate fuel gauges for the CNG and petrol (one analogue, one digital), there is litt le to distinguish the EcoFuel from the regular van. Indeed with only diesel powered Caddys on sale in the Irish market, fi rst impressions will probably be the lack of a diesel clatt er on start-up. Otherwise the EcoFuel driver will have no problems keeping up with conventionally powered rivals, with plenty of power throughout the rev range aided by the smooth shift ing fi ve speed gearbox.
A payload of 666 kg is slightly down on the 730 kg on off er on the regular versions, but other than that the Caddy EcoFuel is identical from a loading and capacity perspective. Fitt ing the 13 litre petrol tank has meant that there is no room underneath for the spare wheel, but V W Commercial Vehicles Ireland is considering off ering a solution by fi tt ing it inside the van.
To refuel, the CNG fi ller is located beside the regular petrol tank nozzle. Gas is fi lled using a hermetically sealed fi ller coupling, taking about three to fi ve minutes to fi ll the tank. Of course the availability of natural gas is the biggest obstacle at present to the success of the Caddy EcoFuel, but with more manufacturers looking to enter the market, and with at least one major fuel supplier reportedly interested to providing a signifi cant number of retail outlets, there are hopes that this will be a short term problem only.
As well as the regular Caddy, VW is also looking to off er the larger Caddy Maxi as well as the Life passenger versions in EcoFuel form. Th e Caddy Eco Fuel will cost more than the equivalent diesel – expect it to retail for approximately €19,000 - but with major running cost reductions on off er, and the benefi t of doing something positive for the environment, this may be a vehicle whose time has come.
TEST 11
Text & Photos: Cathal Doyle - cathal@fl eet.ie GREENFLEETMANAGEMENT | Autumn 2009 15
Volkswagen Caddy ECOFUEL
First Drive
16 GREENFLEETMANAGEMENT | Autumn 2009 Text & Photos: Gerry Murphy – gerrym@fl eet.ie
TEST 111
Mercedes-Benz Sprinter NGT - First Drive
In the fi ercely competitive race to produce the perfect ecological vehicle, car and commercial vehicle manufacturers strive
to come up with the best solution to the eventual arrival of the ultimate goal; a totally emissions free vehicle. Th at Holy Grail may be some way off , but there are signs that we are gett ing there. Until then and until the fi nal result becomes cost-eff ective as well as green, manufacturers are striving to produce practical interim solutions. When the architects of the Mercedes-Benz Sprinter NGT (Natural Gas Technology) - with petrol added - fi nally rolled-out the fi rst of its vehicles and did the maths, collectively they must have been prett y pleased with the outcome.
Natural-gas powered vehicles are one of the ideal choices when you look at running costs. Not only are they clean they are economical too. Mercedes-Benz says that operating costs of the Sprinter NGT are up to 30% lower than the diesel equivalent. You also get considerably lower exhaust and noise emissions and a longer range in an uncomplicated van. However, like
many of the new concepts there is a small drawback. Compressed Natural Gas (CNG) is not as freely available at the pumps as one would like. Operators outside urban areas may fi nd that the lack of fuel supply restrictive. Th ere are currently only a handful of fi lling stations supplying natural-gas, although that number will grow as the demand increases. Th at’s where the petrol side of this vehicle comes into its own.
Mercedes-Benz has gone for a bivalent drive on the Sprinter NGT. Th e basic 1.8-litre four-cylinder (petrol/CNG) unit provides a 470 kilometre range from the 125-litre natural-gas tanks with the extra 100 litres of petrol extending the distance up to 1,200 kilometres. So if you are on a long run and natural gas is not available locally, just switch the Sprinter NGT to petrol and refi ll at the next available opportunity.
I took the Sprinter 316 NGT, with a gross weight rating of 3.5 tonnes on a test run recently and while all the fi gures stack-up on paper, the main purpose of the test was to examine if the Sprinter NGT stood up to the job out on the road. It did not disappoint. Indeed, the Sprinter NGT was highly impressive. Fitt ed with a six-speed manual gearbox the unit develops 115kW (156hp) and reaches maximum torque of 240Nm. Both fi gures apply to both gas and petrol. Indeed, there is no discernable diff erence to driving it in petrol mode or in gas mode. Switching between the two is as simple as pressing a butt on to the left of the steering. An indicator lamp lights up when in natural gas mode.
The engine is exceptionally quiet and meets Euro4 emissions standard. From a load point of view, the Sprinter NGT loses nothing in cargo space from a regular van. Th e gas tanks are fi tt ed beneath the fl oor to save space and to avoid restricting the cargo volume. A 3.5 tonne Sprinter has three tanks as standard but can accommodate up to six tanks that hold a maximum of 294 litres of gas. Th ere is some extra weight ranging between 170 to 300 kilograms compared to a Sprinter fi tt ed with a diesel engine depending on the model and the number of gas tanks fi tt ed.
One of the chief reasons why the Sprinter won the Semperit Irish Van of the Year in 2007 was Mercedes-Benz’ excellent safety package. Here too the best possible safety standards for natural-gas powered vehicles are enshrined with the Sprinter NGT meeting ECE Directive R110 for this type
of vehicle. Mercedes-Benz chiefs tell us that the Sprinter NGT has also been put through the ringer in terms of safety testing in-house by passing various tests and simulations.
A wide range of variants will be available: the Sprinter 316 NGT comes as a panel van, crew bus, pick-up and chassis in the standard length. A long-wheelbase panel van, pick-up and chassis are also available as is a pick-up and chassis/cab under the Sprinter 516 NGT designation that comes with a GVW rating of 5.0 tonnes.
Text: Paul White - paul@fl eet.ie GREENFLEETMANAGEMENT | Autumn 2009 17
TEST 1V
At the Millbrook Proving Grounds in Bedfordshire, Iveco announced the appointment of natural gas provider
‘Gasrec’ as its preferred supplier of ‘Liquid Biomethene Gas’ (LBM). Gasrec refi nes the LBM, which it recovers from landfi ll sites containing normal domestic waste.
At its Albury site in Surrey, Gasrec believes it can produce 500 tonnes of LBM per annum for at least the next fi ft een years. Gasrec state that every 1 tonne of gas produced is equal to 1,200 litres of diesel, so 500 tonnes equates to 600,000 litres per annum. What appears just as important as quantity – is the quality of the product. Standard Natural Gas can oft en contain moisture, which may aff ect a vehicle’s performance – this is not the case with LBM.
Gasrec has just completed a six-month trial with Veolia Environmental Services, and Camden County Council in London, using an Iveco Daily 65 running solely on LBM. Th e Daily was employed on recycling collections and street cleaning duties. Statistics for the trial are impressive, the test showed a fuel saving of 30% and a reduction in CO2 emissions of 62%, over an equivalent diesel version, with the added benefi t of noise levels reduced by 30%.
Iveco presented two versions of Daily ‘Compressed Natural Gas’ (CNG) for test, the fi rst a Daily 35S14, followed by the 6.5 tonne 65C14G. Both units are now available in right hand drive – are powered by a three-litre methane unit built at Iveco’s alternative engine plant at Suzzara, Italy.
Th e methane engine is a direct descendent of the well-known three-litre diesel unit. Having four valves per cylinder, turbo charged and intercooled, provides the Daily with a rated output 136hp between 2,730 and 3,500 rpm. Delivering a respectable torque of 350Nm between – 1,500 and 2,730 rpm.
Operating with a compression ratio of 12.5:1 enables the reduction in noise levels over the
diesel version’s ratio of 18:1. A point worth noting is that the new CNG Daily already exceeds the criteria for Euro 6, without further modifi cation.
Th e gas is fi lled into fi ve storage cylinders located under the frame – three along the chassis length just behind the cab, with the other two positioned transversely between the chassis rails at the rear. An optional sixth tank with 30-litre capacity can be fi tt ed if required, in all providing a range of approximately 380 Kms. So, how does it drive?
We fi rst drove the Daily 35 with an open drop-side body. Internally the cab is identical to any other Daily, but you instantly notice the reduction in engine noise, with no apparent increase in wind noise. Th e 35 accelerates smoothly and is quite lively. Th e dash-mounted six-speed is a pleasure to use, and the ratios are well matched and highly fl exible. On the steep sections, it has suffi cient torque to climb in third, without too much diffi culty. Driveability of the 35 compares favourably with the diesel equivalent, and overall, the 35 CNG works well and shows good potential as an alternative fuel vehicle.
Although the fuel, noise, and emission fi gures for the six-month London test are impressive, the Daily 65 appears sluggish aft er driving the 35, as might be expected; using the same engine in a larger vehicle has to produce such a result. As the weight increases, the three-litre engine comes under a bit more pressure.
However, the prime area of operation for these gas vehicles at present is within congested City
Centres and densely populated areas, which dictate operating circumstances. T h e o p e r a t i n g environment for the 65 during the test was relatively fl at and at speed dictated by traffi c volume, and the mode of operation at the time.
For this type of application, the Daily CNG offers good
performance especially at the lower end weight bracket. Immediate savings can be realised, on fuel costs and possible future benefi ts with the murmurs of a congestion charge on the way. Gas powered vehicles are exempt from the charge in London. In addition, for City Centre operations noise levels are greatly reduced, as are NOx and Particulate emissions. One drawback is the nationwide availability of re-fuelling points, which at present is very limited, and may require vehicles to return to base to fi ll.
With a history of gas vehicle production dating back to 1937, Iveco know a thing or two about alternative fuel vehicles. Th e Daily CNG is another step towards the future, in particular a drive in the Daily 35, may speed up interest in a move to the ‘green side’.
IVECO Daily CNG - more ECO than most
All eyes were on Iveco’s natural gas powered Daily light commercial at the Low Carbon Vehicle Partnership’s exhibition, as Boris Johnson, Mayor of London, stopped to talk to Iveco and Gasrec about the benefi ts of Liquid Biomethane (LBM).
18 GREENFLEETMANAGEMENT | Autumn 2009
FEATURE
Ireland needs more young entrepreneurs like John Keohane. Th e former bank offi cial is the force behind Verde Autos,
the Cork based company that specializes in producing and distributing electric vehicles from mopeds, cars and commercial vehicles. ‘Verde’ meaning ‘Green’ in Portuguese and Spanish was not thought up by accident and his ultimate goal is to enter the European market. But fi rst the Irish and UK markets have to be conquered. And John has already made some headway in achieving that initial goal. Leading up to and following the Sustainable Energy Ireland’s (SEI) successful ‘Energy Show’ held in the RDS Dublin, increased interest has been expressed in the Verde Autos commercial vehicle line-up. But while interest is heartening, if it doesn’t generate sales, a lot of eff ort comes to nought. John Keohane cannot complain too much however as a number of high profi le fl eet sales have been achieved of late. Busy Green Bee, the nationwide pollution free collection service has ordered 30 Verde Pick-Ups (fully specifi ed for the job and with trailer on tow!) Aft er successful trials, Busy Green Bee opted for the Verde Pick Up for its att ractive purchase price and low running costs. Not to mention the positive public relations that operating zero emissions can bring to the company. First deliveries of the Verde Fleet to the Donegal based company began last month. Another incentive is that businesses can write off the full cost of Verde electric vehicles under the SEI’s Accelerated Capital Allowances Scheme, which in eff ect reduces the purchase price by 12.5%. Th e National Parks in Killarney, Connemara and Glenveagh have all taken the lead (pardon the pun!), as have Bord na gCon and the Port of Cork. “By replacing fossil fuel burning vehicles in the nation’s f leet such as An
Post, ESB, Local Authorities and County/City Councils, Verde’s new line of electric commercial vehicles can help the Government meet their target of having 10% of all road transport electric by 2020”, said John Keohane, Managing Director, Verde Autos. After spending some time researching various concepts and products already in the market place across the Globe, John set about putt ing together a model range sourced in China. What Verde Autos do is purchase the body shell from Shenzhen Automotive, one of the leading automotive component suppliers in the Asian Continent and then carry out the fi tt ing of the electric drivetrain, which usual ly includes a 5 speed manual gearbox. Aware that the majority of electric and hybrid vehicles use automated transmission the manual or stick-shift option does not pose a problem. In fact John maintains there is a bett er torque delivery (pulling power) up through the fi ve gears. “And it’s more energy effi cient too,” he adds. On the question of safety, John assures that the Verde Commercial range meets all the required European standards including crash tests. With one specifi cation or trim level on off er puts Verde Autos in a strong position to sell the three commercials available – Cargo Van, Pick-Up and 7 Seat Passenger at extremely competitive prices. For around €17,000 ex VAT, the Cargo Van purchaser gets a 2 year unlimited warranty, central locking, radio/CD, heated rear window, etc. are standard.
John is looking forward to a change in the Urban Parking Laws, which will allow electric vehicles to park in designated areas free of charge. Th ese parking areas would also be required to have plug-in recharge sockets that the ESB plans to install in due course. He expects initially that Dublin will get about 100 public kerb side plug-ins and Cork 50 units, with the ESB also committing to installing these charging stations nationwide for every town and city. At present, single phase electricity is all that’s required as per household mains and for as litt le as €1 one can charge-up their vehicle overnight. Th e life of the batt ery packs are currently at 3-4 years. Longer life Lithium Ion batt eries are currently on trial but fi tt ing of the same onto a vehicle will substantially add to the cost. Th e company expects to sell over 50 units in 2009 and is hoping to double that fi gure over the following year. Dealers in Cork (City View Wheels) and Dublin (Gerry McCaff rey Motors) have been appointed with plans for Galway next in line. An offi ce has been set up in London for Verde to stab its toe in the waters of Congestion Charge land. To indicate how John has gone about penetrating this lucrative market his Verde Cargo Van became the fi rst electric vehicle to go on trial at BAA’s Heathrow Airport with VIRGIN ATLANTIC, EDF ENERGY, SAS, BAA and BRITISH AIRWAYS. And with 8,000 vehicles operating within the
Easy to be seen green with Verde Autos
FEATURE
Text & Photos: Jarlath Sweeney - editor@fl eet.ie GREENFLEETMANAGEMENT | Autumn 2009 19
confi nes of the main London hub, he is confi dent that a deal can be done there. For the broader market in the UK John is talking to a number of distributors and will soon make a decision to appoint one. A similar arrangement will be put in place in Belfast. Conversion to left -hand drive will not pose a problem for Verde as already a number of Verde Cars are in operation on golf courses along the Algarve. Forgot to mention that Verde scooters are a top 10 seller (8 out of 38 makes) in Ireland. During the course of the visit to Verde Auto’s Cork dealer City View Wheels, we had a spin around the Munster capital in the Cargo Van. While it looks like the Suzuki Carry van that was on sale here at one time, it is much bigger as its 600 kg payload indicates. As with all electric vehicles, its operation on the road is smooth and silent. Minimal maintenance is required. To charge the vehicle all that one needs to do is plug it into any domestic 220V socket. Simple as that. Road tax is only €80 per annum. Applications such
as refrigeration or tippers will require an auxiliary battery (fi tt ed under the bonnet) so that the main power source will not drain prematurely. “Our goal is to off er businesses and customers electric vehicles with all the advantages of traditional vehicles but with signifi cantly lower operating and maintenance costs and most importantly with zero air pollution.”
Verde Auto Specifi cations
Cargo Van/ Mini Bus/ Pick-Up
Motor AC induction 3 phase
Controller 120V 500A
Batt ery Pack 120V gel batt eries
Accessory Pack 12V 24AH
Built in on-board Charger 220V 15A
Transmission 5 speed manual
Steering Rack & pinion
BrakingVacuum assisted servo Discs front and drum rear
SuspensionFront: McPherson independent suspension & shock absorbers. Rear Suspension: Leaf-springs
Tyres 165/70R14
Dimensions(L*W*H) (mm)
3795x1560x1925/-/ 3980x1560x1825
Cargo dimensions (L*W*H) (mm)
2000x1320x1350/-/ 2300x1500x355
Curb weight (kgs) 1,240/ 1,170/ 1,035
Load Capacity 600kgs/ (7 persons)/ 600kgs
Speed 85km/h
Range up to 100km
Verde Auto’s impressive headquarters in Cork
John Keohane plugging-in!
7 seat passenger version
20 GREENFLEETMANAGEMENT | Autumn 2009 Text & Photo: Jarlath Sweeney – editor@fl eet.ie
TEST V
IVECO fi rst tapped into the potential of electric power on the Daily twenty three years ago with Sodium-Nickel-Chloride
batteries providing the energy source. Today the ECODaily Electric uses the same technology with three-phase traction motor to provide eff ortless driving and range extending regenerative braking. Equipped with Zebra Z5 batt eries that are 100% recyclable, fully sealed they do not produce gaseous emissions. And maintenance free. 40 kilowatt s (nominal) and 80 kilowatt s (peak) power are made available that propels the ECODaily to a top speed of 70 km/h and a distance before charging of up to 130 kilometres (see chart). At that, the ECODaily can take on gradients of up to 16% at full load.
Th e body-on-frame structure of the IVECO ECODaily means that these batt eries (between 2 & 4), depending on the wheelbase of the vehicle, can be installed in a protected position without clutt ering up the inside of the vehicle. Batt ery charging time overall is eight hours – all that’s needed is a normal 32 amp 380v 3 phase socket. Under braking, energy is reabsorbed by the batt eries similar to the KERS (Kinetic Energy Recovery) System now used in Formula 1. Th is Kinetic energy is transformed into electric energy by the traction motor, that in this case function as a power generator.
ECODaily Electric’s automatic transmission shift s gears smoothly by the way of a lever that communicates with the motor generator via an electronic CAN-bus system otherwise known as (Controller Area Network). As the ECODaily Electric is classed as a Zero-
Emission Vehicle (ZEV), this means that it is not subject to congestion charges that are popping up in Cities around the globe. This display installed in the dashboard provides the driver with relevant information concerning the correct management of the vehicle such as batt ery state of charge, system voltage, temperature, traction current and diagnostic information in the event of a system malfunction.
While having a test run in the suburbs of Turin, the ECODaily 35S (with 3 batt eries) surprised with its level of performance especially in the area of acceleration. Apparent ly speed regulation is provided by t he t rac t ion inverter depending on the pressure applied to the accelerator and brake pedals. Ma x imum torque is made avai lable from this electric engine instantly. And silently.
Designed, manufactured and guaranteed by IVECO, ECODaily Electric is part of a range that includes panel vans, c h a ssi s/c abs a nd passenger vehicles. Th ere are two gross vehicle weight variants (3.5t single-wheel and
5.2t twin wheel) capacity up to 2,958 tonnes wheelbases from 3,000 to 4,350 mm. Panel variations are available with loading volumes from 7 to 17m3.
For the UK and Irish markets, right-hand-drive versions will be available by order with pricing in the region of €80,000. Ideal for short distance journeys and door-to-door deliveries, ECO Daily Electric sits in nicely (& quietly) into the future of urban transport as it provides all the att ributes of the Daily such as robustness, productivity and fl exibility – with zero emission.
Iveco ECODaily Electric: PURE TRACTION
2 batt eries 3 batt eries 4 batt eries Wheelbase
DAILY 35SSingle wheel 3.5t 90 Km 120 Km - 3000 – 3450 mm
DAILY 50STwin wheel 5.2t - 100Km 130 Km 3300 - 4350 mm
Chart 1: Fully loaded vehicle autonomy in urban use
Franco Miniero, Iveco’s Senior Vice-President Sales & Marketing pictured with the new Iveco ECODaily Electric
Text & Photos: Jarlath Sweeney – editor@fl eet.ie GREENFLEETMANAGEMENT | Autumn 2009 21
APPRAISAL
W ith the Government pushing increased use of electric vehicles, be it cars or commercials, we have
seen a number of big players in this sector entering the Irish market. Smith Electric with its broad range based on the Ford Transit Connect (Ampere), Transit (Edison) and Avia D-Line (Newton) covers from light to 12 tonnes GVW while Modec off ers one 5.5t model (with various confi gurations) that off ers a 2 tonne payload.
What the Modec has in its favour is its unique shape – that in itself is statement making – added to the fact that it’s totally green. Zero emissions, zero noise. For companies wishing to stand out from the rest when it comes to eco-friendliness then the Modec is the one for you.
At one time, walk through vans were popular and fellow British manufacturer Commer came to mind when stepping inside the Modec.
Unique to this vehicle is the iButt on entry/start system that not only opens the door, but it also prevents the vehicle from being started or moved if the driver is not sitt ing in the driver’s seat. While the interior of the cab looks basic, it contains all that’s required nowadays such as electric mirrors and windows, ABS, EBD, proximity mirrors etc. Driving the Modec is simple enough. Walk in, sit down, place your key fob on the round metal butt on on the side panel, wait for the dash to light up, select ‘D’ and move off . Underfoot is an impressive 102hp/300Nm of
torque, which is fully available the moment you press the accelerator. You will also be impressed by the acceleration. However, the brakes did seem a litt le soft , so err on the side of caution please.
Due to its quietness in motion, the body framework did ratt le a bit and it is advisable to close the internal door between the cab and the load area. Unlike some electric powered vehicles, there is no intrusion of the cargo space area to accommodate the batt eries. Th ese sit snugly with the ladder frame of the chassis.
For the safety conscious, this high strength frame incorporates an energ y absorbing frontal structure and is electro-deposited for corrosion protection. Th e
large windscreen and good seating position off ers maximum visibility while its 10.8m turning circle helps to speed up journey times. Available as a box van, dropside or bare chassis, the Modec will run for 160 kms before plug-in recharging is required. Top speed is 80 kp/h. During our 40 mile (60 kilometre) run-around Dublin City 29% of the batt ery power was used, helped by regenerative braking. This extends the range by returning power to the batt ery when braking or decelerating.
Other fi gures worth noting is that a C1 Drivers Licence is required as is a Drivers Tachograph Card. €80 will Road Tax it for a year. VRT Vehicle Registration is €50. It costs €35,5000, which includes the batt eries, unlike the UK where the batt eries are leased. As with all goods and passenger vehicles, the Modec must go through the MOT/DOE Test each year. Modec is distributed in Ireland by the OHM Group, which will handle national sales.
With the Modec, it will be easy for your company to be seen to be green.
MODEC - unique in many ways
Rear cab doors and walk through facility allow the driver to exit the Modec fr om whichever side is safest.
FINANCE
All commercial activity carries both an economic and social cost. As global fuel costs increased during 2008 - pre
the current world wide economic recession, demand was likely to increase. Th is created an ongoing threat of higher fuel costs as the market was reaching a realisation that fossil fuels (diesel and petrol) will eventually become extinct.
In Ireland 100% of the capital cost of the commercial vehicle is available against Corporation Tax in year one. With current electricity costs falling (due to increased competition) and the cost of diesel increasing, the additional cost of an electric vehicle repays itself in less than four years compared to a diesel powered equivalent - (Based on a minimum 30,000 kilometers per annum).
Electric powered commercial vehicles are currently available up to 12 tonne gross and while 3.5 ton vans have a 1.2 ton payload capacity, both off er a maximum speed of 80 kp/h. Such a vehicle is ideal for urban deliveries, and while there are cost and tax benefi ts of operating electric commercial vehicles there is also the environmental benefit of zero emissions especially for food and pharmaceutical deliveries where multinationals wish to enhance their corporate image.
By mid-2008 for example batt ery powered buses were more economical than their equivalent diesel powered alternative as the additional cost of the batt eries is made up for the lower running cost of the bus in the fi rst half of its three million kilometre life.
Over the last twenty years development in the power to weight ratio of diesel power cars and commercials has occurred rapidly. Large diesel powered cars now achieve an average 55/60 mpg, while heavy commercial vehicles have halved their diesel usage per tonne carried over the same period. Increases in vehicle capacity (weight and cubic size), improved road networks and advances in logistical planning all can contribute further to the effi cient use of a diminishing resource. Th ese advances will prolong the time fossil fuelled vehicle will continue to operate, increased fuel prices will mean additional exploration on previously uneconomical fuel reserves but over time the cost benefi t will move to alternative energy sources.
Electric cars, light trucks and buses emit zero emissions and as new batt ery technology comes to the fore (Lithium Ion) means more power and range further enhancing the appeal of electric powered vehicles.
Some applications of electric powered vehicles contribute to the environmental marketing and eco awareness of goods being distributed. For most of the 20th Century the largest application of electrically powered vehicles was the British milk fl oat fl eet, which was silent in operation and more practical to use than Internal Combustion engines due to the amount of time left idling.
Again the application of electric power for refuse trucks would be cost effi cient/environmentally benefi cial application. As the cost/weight/power of batt ery powered vehicles is improved further applications will be developed but the switch of heavy commercial vehicles from diesel power to electricity for non urban transport appears still a long way off .
In the USA tests on an electric powered tractor unit and semi-trailer provided a carrying capacity of 27 tonnes, maximum range up to 100 kms and a top speed of 65 kph. Electricity usage was 2 kW per mile compared to 5 mpg. Range and speed need to be considerably improved in this application for any commercial use.
As Ireland and the world in general moves from fossil b a s e d e l e c t r i c power generation to renewable energy sources such as wind and wave, the benefit of plug-in batter y recharge at home (as well as the possibility of switching batt eries a t d e s i g n a t e d locations to prolong range and speed) will make this power alternative become more att ractive.
Hybrid vehicles that have either petrol engines and batt ery power seem to off er a viable solution to the issues of range/speed a nd cit y emissions/noise. In the city with slow moving traffic the batt ery charged by
the cars dynamics during this regenerative braking process not only extends the distance covered as a zero emissions/zero noise vehicle. Out on the open road the internal combustion engine did the work. Problem is that these cars have limited boot space (due to the size of batt eries) and are not as fuel effi cient as a clean diesel engine when you look at the combined emissions from overall use.
Combining power from both the internal combustion engine and batt ery power may allow additional performance advantages, a factor being worked on by World Rally Teams at present. So from motor-sport further technological advances will come that will progress the development of the power to weight ratio in electric vehicles to another stage.
Cost benefi t analysis of Electric Powered Vehicles
22 GREENFLEETMANAGEMENT | Autumn 2009 Text: Donal Dempsey – donal@fl eet.ie
