Robert Evans highlights the potential of biomethane to cut greenhouse gas emissions
Uniquely positioned between the technology provider and fleet user community, Cenex is always interested in ways low carbon vehicles can deliver real-world benefits. For example recently we were part of a major trial with Leeds City Council that involved the powering of refuse collection vehicles (RCVs) using biomethane fuel. The findings revealed that using biomethane can deliver both greatly reduced greenhouse gas (GHG) emissions and cost savings for UK local authorities.
Leeds City Council began the trial following a review of its total vehicle fleet. This Green Fleet Review, carried out in conjunction with Cenex and Energy Saving Trust, showed that while RCVs made up just seven per cent of its fleet, they were responsible for 25 per cent of total fuel use. Following our advice, biomethane was identified as showing the greatest potential for achieving the necessary savings.
The trial vehicle, a Mercedes-Benz Econic LLG with a spark ignition engine running solely on biomethane gas, is estimated to have achieved a 49% saving in well-to-wheel GHG emissions, compared to the diesel Econics in the council's fleet. This was achieved using a temporary filling station – a more efficient permanent station raises the GHG saving to 64%, with possible 78% savings estimated if gas was generated on-site. Additionally, lower fuel expenditure meant that annual vehicle running costs were estimated to be £2,500 less than a diesel equivalent. While gas vehicles currently cost more to purchase than diesel RCVs, this gap is expected to narrow as production increases.
Extrapolating the results of this trial across the UK fleet of RCVs demonstrates the potential for biomethane as a fuel. Using gas produced from either landfill sites or purpose built anaerobic digesters would save around 80% of emissions compared to diesel, as well as delivering substantial cost savings, due to factors such as the rising cost of diesel and the falling purchase cost of biomethane vehicles.
Ultimately, the potential for saving CO2 and other GHG emissions is the biggest strategic driver for the interest in gas vehicles. Although the fuel price differential drives individual decisions, this differential is largely due to a set of incentives set by government to promote GHG savings.
The public sector and especially local authorities, is under increasing pressure to lead by example in reducing emissions. Although the coalition government has largely removed the set of “National Indicators”, local authorities are still expected to report on the GHG emissions of their own estates, and for many such as Leeds, their RCV fleet will be a significant contributor to overall emissions.
Transport offers the biggest technical challenge to reducing emissions, and heavy-duty vehicles offer the smallest range of emissions reduction options. The energy density of diesel is very high, making it ideal for mobile applications and very difficult to replace, which is why transport has been so far excluded from most policies to tackle GHGs.
For heavy duty vehicles, there are very few mature technologies with the potential to offer GHG savings of 50 – 80% compared to diesel. If more mechanisms are introduced to effectively price carbon emissions, the economic case for biomethane as a vehicle fuel will quickly become compelling. With a pressing need to reduce greenhouse gases, it is imperative that we explore the use of new fuels such as biomethane wherever feasible.
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- Robert Evans highlights the potential of biomethane to cut greenhouse gas emissions
Uniquely positioned between the technology provider and fleet user community, Cenex is always interested in ways low carbon vehicles can deliver real-world benefits. For example recently we were part of a major trial with Leeds City Council that involved the powering of refuse collection vehicles (RCVs) using biomethane fuel. The findings revealed that using biomethane can deliver both greatly reduced greenhouse gas (GHG) emissions and cost savings for UK local authorities.
- All the way up to 11: ECOBAT upgrades delivery fleet
ECOBAT Battery Technologies has upgraded and added 11 new vehicles to its delivery fleet.
- MOT Connectivity: Time for an equipment upgrade
The last 18 months have seen several changes to MOT rules come into force across the UK, affecting both brakes and emissions. There is more to come however, and guidance issued by the DVSA at the end of 2019 signalled the introduction of further changes affecting the use of connected equipment in 2020.
The requirement to use connectable roller brake testers was introduced on 1 October 2019 and decelerometers followed suit on 1 February 2020. To comply with the new rules, garages and MOT centres making a new site application or replacing old equipment, are required to buy connected products capable of connecting to the MOT testing service. The DVSA has also announced its intention to add diesel smoke meters, exhaust gas analysers and headlamp beam aligners to the list later this year.
Benefits
Connected equipment could bring a number of benefits for garages and MOT centres. Unlike the current manual input system, connected equipment allows results to be automatically transferred as the MOT test takes place, saving time, increasing data accuracy and helping to reduce the risk of fraud. Furthermore, the data collected will allow the DVSA to spot any trends and patterns, which may require further investigation.
It is expected that all MOT tools and equipment will become increasingly connected in the future. With this in mind, garages and MOT centres should purchase products that offer this capability, in order to future-proof their MOT bays. While purchasing new equipment will undoubtedly raise financial concerns for some operators, they should regard such equipment as a long-term investment which will improve efficiency and deliver returns over time. Buying low-value alternatives is a false economy and could result in downtime due to equipment failure. While high-quality equipment provided by market-leading brands typically comes with after-sales support, including upgrades and retrofitting options.
Factors
Before purchasing new equipment there are several factors to consider and connectivity is increasingly important. To assist them in making the right choice, garages and MOT centres should select a product given on the DVSA’s approved equipment list or one that can be upgraded as and when necessary. They should also consider that further rule changes to increase connectivity are likely to be introduced in the future. Choosing easily compatible products that can be linked through the same software and controlled from just one station will result in a far simpler solution and a reduced chance of installation issues.
Where possible, garages should also look for equipment that can perform more than one function, for instance, MOT bays that also offer wheel alignment. Dual revenue options unlock a host of other business opportunities and ensure that equipment can be used its full potential, even in quieter times.
Ultimately, growing use of connected equipment is likely to become a differentiator for garages and MOT centres in the year ahead. Those that decide to embrace automation can expect to benefit from faster MOT test times, improved customer service and less downtime due to faults or errors.
- EU Emissions tighten on UK market
With or without Brexit, EU regulations surrounding emissions are playing an important part in pushing aftermarket requirements for
the correct emissions parts being fitted.
Mark Blinston, Commercial Director at BM Catalysts commented: “Emissions are a hot topic for discussion at the moment for many media outlets and manufacturers. All efforts are geared towards reducing emissions, as well as preventing the sale and fitting of catalytic converters and DPFs to vehicles that haven’t been approved to meet the relevant Euro Levels.
“Vehicles and replacement emission control devices must meet specific standards for exhaust emissions before they can be offered for sale in the European Union. Vehicle emissions are one of a series of performance standards that must be met to achieve Whole Vehicle Type Approval in accordance with EC Directives. In order to achieve type approval on the emissions levels for replacement emission control devices, such as catalytic converters and diesel particulate filters (DPFs), performance and noise levels must be within calculated limits as prescribed by legislation. Replacement catalytic converters and DPFs cannot be approved to a lower Euro level than that of the original vehicle. If the vehicle is Euro 5 then the replacement must be approved to Euro 5 levels. Testing and approving this part to Euro 4 would mean that it cannot be proven to meet emission standards and therefore cannot legally be fitted to any Euro 5 vehicle.”
Mark continued: “Helping to identify the correct products for stockists and garage professionals, the MAM software solution program is set to revolutionise the aftermarket. Used by the majority of distributors, the supply chain software is due to receive a V9 update, which will map the Euro level that a supplier’s part is approved for sale on against a vehicle registration number. Once the change is in place, we’ll start to see the correct catalytic converters and DPFs available matched against the correct vehicles for the first time. Additionally, the Department for Transport (DfT) is also helping to clarify the rules for the UK market, with recent guidelines reiterating the strict requirements for selling catalytic converters and DPFs to the UK market.”
But while the correct cataloguing of aftermarket parts is complex and challenging, perhaps the biggest shake up to the emissions market is the recent MOT changes. Mark continued: “The result of an EU directive, new regulations were introduced to the MOT test in May 2018, placing further emphasis on diesel emissions. The regulations require checks to the exhaust for visible smoke production and tampering or removal of the DPF. Any visible sign of alteration to the DPF or smoke of any colour will result in a fail for the vehicle. Prior to these tighter regulations, experts warned that the true figure of vehicles driving without DPFs were in the thousands, leaving many car owners at risk of hefty fines and penalty points.
“BM Catalysts acknowledges the need for up to date information on EU levels. As a leading manufacturer in Europe, we recognise we are a big part in meeting these standards, producing superior aftermarket products with the least harm to the environment. Additionally, we have recently produced free educational material on DPFs and the MOT changes to help our customers make informed motoring decisions.”
Mark added: “BM Catalysts produce catalytic converters and DPFs to high standards, yet to create a lasting change to the market, it is important that all hands along the supply chain, even the consumer, does their part to make sure they’re complying to regulations. If one link is in this chain proves weak, we all fail.”
- Ethanol: flexible friend or biohazard?
I am starting to get the impression that governments and vehicle manufacturers are beginning to panic. Let’s begin by accepting that personal transportation vehicles will not be powered by hydrocarbon fuels for much longer. This statement includes hybrid and battery powered vehicles for the same reason. We are being subject to a whole raft of short term impractical solutions, the latest of which and the subject of this topic is bio-ethanol fuels.
The reason I express this opinion is the true impact on emissions, from production, refinement, and transportation are not included in statistics on their environmental effect. Bio-mass fuel for electricity generation is a perfect example of this. The EU has decreed that emission monitoring of stack emissions need not be published, also excluded are the felling, drying, production and transportation influences.
Political initiative
I will begin with the political initiative, a reduction in greenhouse gas emissions, reduction in fossil fuel dependency, alternative fiscal revenue for the farming community, and a reduction in EU farming subsidies. Try not to laugh it’s all true. As third world nations starve, we grow fuel!
Ethanol is a hydrocarbon c2h5oh. Octane 104. The fuel is produced from a fermentation process from fast growing energy crops, sugar cane, wheat, maize, and sometimes bio-degradable waste animal feed and timber. The claim is that due to the renewable factor it has an advantage over fossil fuel. Vehicles can operate with up to 85% bio-content, with no operational disadvantages with high CO2 reduction. I can confirm from my European motorcycle tour this year, that e10 bio-ethanol fuel is widely available.
Considerations
Just before you dash out to join the Green Party, there are some technical considerations the government seems to have overlooked. Bio-ethanol fuel is corrosive, copper, aluminium, plastics and rubber list among its appetite. Just before I forget, there is a critical lubrication service update; this is due to an increase in fuel oil contamination.
I think you’re starting to get the picture, now let’s focus on its combustion problems. It has a unique evaporation envelope around 78ºC. It also requires a significant increase in fuel quantity on cold start, often requiring a pre-heater system, and a much-modified ignition profile. However, on the positive side once efficient combustion is achieved the knock resistance affords a more aggressive ignition angle and increased cylinder pressures.
I am going to focus on Audi who have offered a flexi fuel A4 since 2009! It could operate up e85 with no modification. To my knowledge there are no or very few bi-ethanol vehicles in the UK. You may have noticed warning stickers in the fuel filler cap on most vehicles, expressing non- bio compatibility.
So, back to my point: Why is the uk government considering a pilot trial for e10? Currently all gasoline sold in the uk can have e5 content without any notification at the pumps.
Requirements
Moving on to the technical requirements, the Audi flexi-fuel engine is based on the 2.0 tfsi, with Bosch med 17.1 control. Sequential mapped ignition, with knock control, digital hot film air mass measurement. Fuelling is homogenous direct injection, with port injection on cold start. Intake cam adjustment with avs on the exhaust cam.
Due to low vaporisation when cold, ‘autarkic cold start’ ,the air fuel mixture cannot form the required composition for ignition. Significant modification to con rods and bearings are required to withstand higher cylinder pressure. Modifications to the variable load in- tank pump components and wiring prevent corrosion damage. An additional digital fuel quality sensor is fitted to the
low-pressure fuel line, this enables critical adjustment to thermodynamic fuel properties and ignition maps.
Bosch injection control strategy includes injection on intake and compression, with multiple strike on compression when cold, with additional injection pressure of 150 bar. A new aluminium manifold with a port injector is fitted to avoid pre-heaters on cold start.
The point I am trying to make here is not based on a simple pessimistic naivety, but a serious concern that not enough focus is being applied to a long-term strategic solution. Two key prerequisites will have to be recognised, the first is a reconstruction of social order around a coherent public transport system, and the second a recognition that private vehicle transport is a privilege and not an automatic right.
