Study suggests incentives needed for aggressive emissions cutting technologies 22 June 2010

Technologies likely to deliver carbon emissions cuts from commercial vehicles capable of meeting government targets are going to require financial incentives to drive development and uptake.

So says Jonathan Murray, deputy director of the Low Carbon Vehicle Partnership (LCVP), which is nearing completion of its initial report on green opportunities for transport, sanctioned by the previous government.

Its work, which has been technology-neutral (covering vehicle, drivetrain and the fuels), has to date included a market survey, a study of near- and mid-term fuel-saving techniques, an assessment of their commercial viability, work on testing/validation and generic computer modelling.

"Technologies viable in their own right – meaning that operators could expect them to pay for themselves in two years – typically produce at least a 2% improvement in CO2 emissions and fuel consumption and are close to market," explains Murray.

"But the more aggressive technologies, capable of delivering in excess of 5% improvement, are mostly at the earlier stages of development and would probably have to be incentivised," he adds.

Murray gives examples as full hybrid systems, mechanical energy recovery (such as advanced flywheel equipment), turbo compounding and light-weighting.

He also explains that LCVP's study has mapped current technologies to the drive cycles of long-distance HGVs, inter city vehicle, city delivery vehicles and RCVs (refuse collection vehicles).

"What came out of that is that the technologies likely to be viable in their own right – such as aerodynamics and low rolling resistance tyres – focus mostly on long distance and inter city applications," says Murray.

"They're not applicable to the drive cycles of utility vehicles and city delivery trucks, which would benefit from, for example engine stop-start, mild hybrid technologies and automated manual transmissions," he observes.

But those are likely to require assistance if they're to reach mainstream transport adoption in time to meet European emissions targets, says Murray.

"Our advice to government will be, if you want to achieve aggressive reductions in CO2 and fuel consumption, then you will need to introduce schemes based on grants, enhanced capital allowance, RCPs [reduced pollution certificates], or VED relief."

In the meantime, he points to a prototype computer model developed around current combustion engine and drivelines, in readiness for technology accreditation (through Ricardo).

"When the newer technologies are incorporated onto the model, we'll have a useful resource to assist fleet managers in terms of which technologies are likely to best suit their operation, so which to invest in," he says.

As European regulations for LCVs' and subsequently HGVs' emissions targets, along the lines of those already in place for cars, get closer, choosing winning technologies appropriate to real drive cycles will become key.

Author
Brian Tinham

Related Companies
Low Carbon Vehicle Partnership

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