Scania urges caution on electric bus adoption
Scania exhibited this hybrid version of the 12m Citywide LE at Hanover last year
The director of product planning at Scania Bus & Coach has warned against cities opting for electric buses as a single solution to problems of urban congestion and pollution, when other technologies may be more appropriate to the majority of operations.
“We welcome and participate actively in the development of battery electric buses and are convinced that they have a bright future,” Anders Folkensson said. “However, it is essential to recognise that at present other technologies can offer greater carbon savings.”
A battery electric bus has around twice the capital cost of a bioethanol or biogas fueled bus which, with responsibly-sourced fuel, will return a 90 per cent CO2 saving over a conventionally fuelled vehicle.
While a battery electric bus is ostensibly carbon neutral, that is contingent upon how energy is generated and with about half of Europe’s energy produced from fossil fuels, the CO2 saving, in practice, is substantially lower than on a biofueled bus.
“Thus, by purchasing two ethanol or biogas buses we will achieve a far greater carbon reduction,” Anders Folkensson contended. “And, by employing more buses, we can increase frequency in bus services and thereby convince more passengers to abandon their cars, which even further reduces carbon emissions.”
Mr Folkensson pointed out that most bus operations involved either suburb to city-centre or suburb to suburb routes, for which a hybrid bus was probably the best solution.
“Instead of investing a large share of resources in a few spectacular demonstrations of cutting-edge technology while continuing to operate most buses on conventional diesel, allocation should be the other way around. How can we maximise CO2 reduction and how do we achieve the greatest positive results with limited tax money?”
Sustainable transport will require public transport to take a greater role in providing personal mobility.
“That, in turn, requires making buses and bus systems more attractive,” Anders Folkesson said. “For medium-distance commuter travel, for example, buses should be designed as mobile offices so that the journey itself no longer is perceived as a waste of time.”
In inner city transport, buses must be given the right of way, through dedicated bus lanes whenever possible. “We should use streets in a smarter and more efficient way. Parking spaces along major streets and avenues are frankly a waste of space that could more appealingly be used for cafés, pedestrian pavements and bicycle paths.”
Expanding bus operations is, by far, the most economical and quickest way to enhancing public transportation, making use of the entire scope of biofuels and hybridisation: “But”, Anders Folkesson cautioned, “We must avoid putting our faith in one single, magical solution. Scania’s strategy is providing economically viable solutions, regardless of which technical alternative is selected.”
Meanwhile, Scania has approved the use of hydrogenated vegetable oil as a direct replacement for mineral diesel in its Euro 5 and some Euro 6 engines.
It says the fuel is chemically ‘nearly identical’ to conventional diesel, but allows an 85 per cent reduction in CO2 emissions. The fuel is currently more expensive than diesel, but unlike some other biofuels, its use does not shorten engine maintenance intervals.
Already approved for Scania Euro 5 engines in all bus and truck applications, the fuel is now being field-tested in Euro 6 trucks operated by some larger Swedish companies including waste and recycling company Renova, and Götene Kyltransporter which, with about 80 trucks, is a leading player in Sweden’s refrigerated transport market.
British Scania operators wishing to use the fuel in Euro 5 trucks are advised to check with their local Scania dealer to ensure that the engines concerned are fully-compatible in terms of seal material.
