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Projet Véhicules Électriques – Montréal 2000

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Projet Véhicules Électriques – Montréal 2000 AVANT- PROPOS e présent rapport a été rédigé par le CEVEQ sous l’autorité du comité directeur du Projet véhicules Lélectriques – Montréal 2000. Les représentants des quatre promoteurs du projet, les gouvernements du Canada et du Québec, Hydro-Québec et le CEVEQ, et des différents comités : scientifique, communications et sou- tien aux utilisateurs, ont participé à toutes les étapes d’entérinement du contenu. Ces conclusions n’ont en soi aucun pouvoir prescriptible auprès des décideurs de l’industrie auto- mobile ou des divers acteurs des scènes économique et politique. Le rapport n’engage pas la responsabilité des gouver- nements et des organisations participantes. Il est le fruit d’une expérience mesurée, réalisée dans des conditions normales d’opération. I Membres des comités du Projet véhicules électriques – Montréal 2000 REPRÉSENTANTS DES PROMOTEURS Monsieur Pierre-Olivier Houde, Ville de Montréal Monsieur Serge Roy, Madame Nathalie Jutras, Président du comité directeur Développement économique Canada Hydro-Québec Monsieur Lionel King, Monsieur Marcel Ayoub, Environnement Canada Vice-président du comité directeur Ministère des Transports du Québec Monsieur Douglas Labelle, Agence de l’efficacité énergétique Monsieur Pierre Sylvestre, Trésorier du comité directeur Monsieur Camil Lagacé, Environnement Canada Hydro-Québec Monsieur Pierre Lavallée, Madame Véronique Lamy, Directeur du projet CEVEQ CEVEQ Madame France Landry, Hydro-Québec Madame Louise Lepage, AUTRES PARTICIPANTS Environnement Canada Monsieur Antoine Abdallah, Fortier Auto Montréal Ltée Madame Stéphanie Lines, Ressources naturelles Canada Monsieur Maxime-Pierre Ayotte, Ministère des Transports du Québec Monsieur Jean-François Morneau, LTE E, Hydro-Québec Monsieur Luc Beaudin, Ministère des Transports du Québec Monsieur Louis Parent, Ville de Saint-Jérôme Monsieur Mario Bérubé, Ville de Montréal Monsieur Benoit Perron, CEVEQ Monsieur Daniel Blanchette, Les Services électriques Blanchette inc. Monsieur Charles Plourde, Défense nationale Monsieur Jean-Paul Bouthot, Ministère des Transports du Québec Madame Nathalie Robillard, Monsieur Pierre Bujold, Développement économique Canada Bell Canada Monsieur Marcel Sévigny, Monsieur Mario Cassetti, Environnement Canada Ministère des Transports du Québec Monsieur Renald Thibert, Monsieur Robert Chagnon, Société canadienne des postes Bell Canada Monsieur Luc Charbonneau, ÉDACTION DU RAPPORT Hydro-Québec R Coordonnateur : Monsieur Pierre Lavallée Monsieur René Côté, Ministère de l’Environnement du Québec Rédacteur : Monsieur Jean Patenaude Traducteur : Monsieur Kevin Crombie Monsieur Éric Dumont, Conception graphique : Madame Carole Bouchard Laboratoire des technologies électrochimiques et des Groupe de soutien : Monsieur Maxime-Pierre Ayotte électrotechnologies (LTEE), Hydro-Québec Monsieur Marcel Ayoub Madame Louise Émard, Monsieur Luc Beaudin Transports Canada Monsieur Mario Bérubé Monsieur Ouali Fodil, Monsieur Éric Dumont Hydro-Québec Monsieur Claude Guérette Monsieur Gilles Fortin, Madame Nathalie Robillard Fortier Auto Montréal Ltée Monsieur Serge Roy Monsieur Pierre Sylvestre Monsieur Claude Guérette, Centre de développement des transports (CDT), Transports Canada II SOMMAIRE À l’instar des grandes villes du monde, Montréal TABLEAU DES ORGANISATIONS PARTICIPANTES est aux prises avec des problèmes croissants de pol- lution atmosphérique causée par l’utilisation intensive PARTICIPANTS MODÈLES de véhicules conventionnels à essence. En 1990, les Bell Canada 2 Ford Ranger émissions de gaz à effet de serre (GES) au Québec Défense nationale 1 Solectria CitiVan étaient de l’ordre de 9,3 tonnes par habitant1; ce qui Environnement Canada 1 Solectria Force était inférieur de moitié à la moyenne canadienne, mais comparable aux niveaux mesurés en Europe. Hydro-Québec 8 Ford Ranger 1 Solectria Force Parmi les facteurs contribuant à la faiblesse relative 1 Ford TH!NK city des émissions québécoises de GES, on note le recours Les Services électriques Blanchette 1 Ford Ranger à l’hydroélectricité qui, en 1995, comptait pour 41% Ministère des Transports du Québec 2 Ford Ranger dans le bilan énergétique québécois2. Dans le cadre du Société canadienne des Postes 1 Solectria (conversion) Protocole de Kyoto de 1997, le Canada s’est engagé, Transports Canada 1 Solectria Force pour la période de 2008 à 2012, à réduire ses émis- 1 Ford Ranger sions de GES de 6% par rapport aux niveaux de 1990. Ville de Montréal 2 Ford Ranger Afin de démontrer que l’utilisation de véhicules Ville de Saint-Jérôme 2 Ford TH!NK city électriques à batteries (VÉ) en milieu urbain offre une Total 24 solution durable pour réduire les émissions de GES, des promoteurs, les gouvernements du Canada3 et du Québec, Hydro-Québec et le CEVEQ4 ont lancé en jan- Le programme scientifique a constitué la pièce vier 1999 le Projet véhicules électriques – Montréal maîtresse du projet. Il a documenté l’expérience pour 2000. Son ambition : faciliter l’introduction de VÉ dans évaluer la fiabilité, l’efficacité et la rentabilité des VÉ. Le les parcs de véhicules institutionnels et privés de la degré de satisfaction et les besoins des gestionnaires de parcs et des utilisateurs en regard des VÉ et de grande région de Montréal. Premier du genre au l’infrastructure de recharge ont aussi été analysés de Canada, ce projet pilote d’une durée de 27 mois a même que les impacts environnementaux. porté sur trois volets : l’évaluation scientifique de VÉ dans des conditions normales d’utilisation, le soutien Le volet soutien aux utilisateurs a favorisé le aux organisations participantes et la promotion de ce regroupement des organisations participantes. Pour assurer la visibilité du projet, les promoteurs ont éla- mode de transport en milieu urbain. boré une stratégie et un programme de communica- tion afin de sensibiliser la population, ainsi que les divers agents des communautés scientifique, éco- Le projet nomique et politique du pays. Le Projet véhicules électriques – Montréal 2000 a Le budget du Projet véhicules électriques – Montréal regroupé dix organisations participantes qui ont 2000 a été de 2 073 000 $CAD. Il a été calculé sur acquis un total de 24 véhicules électriques (VÉ). l’acquisition de 24 VÉ. Les coûts du projet ont alors été répartis comme suit : les organisations partici- Ce projet a été géré par un comité directeur pantes, le surcoût pour l’acquisition de composé des quatre promoteurs et des responsables 24 VÉ – 953 000 $CAD; le gouvernement du des comités de soutien : scientifique, soutien aux Canada – 500 000 $ CAD; Hydro-Québec – 301000 $ utilisateurs et communications. Le CEVEQ a agi CAD; le gouvernement du Québec – 200 000 $ CAD; comme gestionnaire du projet et mandataire du comi- le CEVEQ – 105 000 $ CAD et ISAAC Instruments inc. – té directeur. 14 000 $CAD. III Les impacts peine commencées. Il est donc inévitable qu’il y ait des ajustements et des améliorations à apporter aux com- Le Projet véhicules électriques – Montréal 2000 a posantes et aux différentes pièces des VÉ. permis huit réalisations significatives : • Participation de dix grandes organisations publiques et privées dans la région de Montréal; Histogramme des jours d’utilisation par rapport • Programme d’évaluation pour documenter l’emploi aux distances parcourues* des VÉ dans des conditions normales d’utilisation, ainsi que la perception des utilisateurs et des gestionnaires de parcs de véhicules; • Accréditation d’un concessionnaire Ford devenu le premier dépositaire autorisé de VÉ au Canada; • Mise en place dans la région de Montréal d’une infrastructure de recharge publique et privée des accumulateurs qui favorise l’acquisition de nouveaux VÉ; • Création d’un premier noyau d’utilisateurs qui, malgré la fin du projet, souhaitent consolider leur relation et maintenir leurs échanges dans le cadre d’un comité de soutien, tel que celui mis sur pied durant le projet; • Sensibilisation du grand public aux impacts béné- fiques des VÉ sur l’environnement, et promotion de ce type de véhicules auprès des décideurs, grâce à un * Données provenant des systèmes d’acquisition de données de 18 véhicules et couvrant une distance de 61430 km. programme de communication efficace; • Démonstration concrète d’une solution visant à Par ailleurs, selon les informations analysées par le diminuer l’impact négatif du transport terrestre et des projet, les véhicules à essence auraient une consom- véhicules conventionnels sur la qualité de l’air et les mation moyenne 5,5 fois plus élevée au 100 km, que émissions de GES; des VÉ de même catégorie. De plus, l’utilisation de • Ouverture d’un nouveau marché pour une énergie l’énergie des batteries a connu des variations signifi- renouvelable et propre, l’hydroélectricité. catives en fonction de la température extérieure, l’état de la chaussée (neige, etc.), la densité de l’air et les équipements utilisés par les constructeurs de VÉ, Les résultats de l’évaluation par exemple pour chauffer l’habitacle. • Volet technique • Volet comportemental Le kilométrage parcouru par les VÉ a été calculé durant la période comprise entre janvier 1999 et mars Selon les diverses enquêtes menées dans le cadre de l’étude scientifique, il appert que certains utilisa- 2001. La compilation de ces données s’est faite à teurs étaient déjà au fait des performances des VÉ, partir des odomètres et des carnets de bord des tandis que la plupart ont découvert le véhicule à conducteurs. Ceux-ci indiquent que l’ensemble des VÉ l’occasion du projet. Parmi les avantages mentionnés, ont parcouru un total de 96 493
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