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October 2018

decarbonising coaches hvo trial evaluation: scania, lucketts travel and green biofuels

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make changes relating to design and specification, its products and services and any information without prior notice. Britain) Limited ©Scania (Great Edition 2018.10

foreword

As we progress on our low carbon journey and cement Scania’s position as a leader in sustainable transport, we are constantly looking at potential opportunities for our customers to shift to a low carbon sustainable solution.

Just as we worked closely with We sincerely hope that the trial will stakeholders to promote the use see government and policy support of bio-gas in the bus industry, we to encourage HVO use within the identified such an opportunity in coach sector. the form of Hydrotreated Vegetable Oil (HVO). The engagement and contributions from all involved with this trial have All our engines from Euro IV onwards been great and the commitment they are able to run without modification have shown illustrates that we have on HVO. While the fuel is widely a real opportunity to drive the shift used across the European market, to a future of sustainable transport. it hasn’t had the same level of adoption in the UK.

There are a few myths which may have prevented its uptake in our market, which we have looked at objectively as part of our trial, such as the supply and availability of the fuel. Although the fuel cannot be purchased through the mainstream network, this wouldn’t be an issue for a ‘back to base’ or ‘captive fleet’.

All the stakeholders entered into this trial with a number of aims, which this document will cover in more detail.

Our aims included: creating awareness of HVO as an alternative fuel option in coach sector ,outlining the benefits as well gaining customer and government acceptance of the fuel Martin West, and its performance with real-life Sales Director, New Bus & Coach tangible results.

04 Decarbonising Coaches – HVO Trial Evaluation 05 BACKGROUND THE FUEL AND AIMS

THE TRIAL PROJECT AIMS As Scania has been developing its Sustainable Solutions portfolio, a potential solution for customers who operate long The trial had a number of aims, including: haul/intercity/scheduled coach services and require a low carbon solution was identified. • Decarbonising coaches by using a renewable and sustainable fuel option. Unlike the bus sector, which has seen years of funding support and adoption of clean technology, the only low carbon • Creating awareness of low carbon solutions, offer currently available in the coach sector is Euro VI diesel. engaging the coach sector and stakeholders.

This represents a challenge for the coach industry and • Educating the industry and the wider audience Scania believed that by highlighting HVO, a plug and play of the existence of HVO and its benefits. alternative could be introduced demonstrating that coaches can too be part of the solution and can contribute towards • Gaining acceptance of the fuel and its the UKs carbon emission targets. performance among the industry with real-life data. The trial took place from June to September 2018 using Luckett’s operations. Two routes were • Encouraging the coach sector to look at and chosen – to and Portsmouth to . adopt a commercially viable alternative to This was done for comparability. fossil fuels.

The routes routinely use 14 vehicles. These were split with • Using the findings to work with government so seven of the vehicles running on HVO and seven on regular the fuel can receive support to encourage its diesel so that a direct comparison can be drawn between use within this segment. the two. • Offering an alternative to retrofit technology, A temporary infrastructure was located at Luckett’s if proven benefits are realised. depot, where the HVO vehicles were fuelled.

THE VEHICLES SCANIA SAYS:

Scania K410 EB 6x2*4 with Caetano Levante II bodywork Scania approves HVO EN 15940 as a • Scania K410 6X2*4 fuel in its Euro IV, Euro V and Euro VI • Caetano Levante II bodywork diesel engines for trucks and buses. • Scania opticruise gearbox and rear axle • 14.1 Metre The exception is DC07 101. This is not approved for other mixtures of • 56 Passenger Seats HVO 15940 than those in accordance with EN 590. No modifications had to be made to the vehicles ahead of the trial for them to be compatible with HVO. Get in touch with your local Scania representative to talk to them about Before the trial period began, information was gathered the alternative fuels suitable for to create baseline readings to compare the data taken at your application. the end of the period.

06 Decarbonising Coaches – HVO Trial Evaluation 02 DID YOU KNOW? The greenhouse gas emissions over the entire life hvo – a sustainable cycle of HVO made from wastes and residues are on average 90% SMALLER than those of fossil diesel. This significantly exceeds the current EU-level alternative requirement for a 50% reduction.

All the wastes and residues used meet the criteria set by the European (EU RED) and North American (RFS) Hydrotreated What is HVO? chains, thus creating hydrocarbons legislation. Waste and residue raw materials are, for which are similar to existing diesel fuel example, traceable to their origins (at the vegetable Vegetable Oil (HVO) The common acronym ‘HVO’ comes components. This allows blending in oil or meat processing plants), as required by law. is widely available from Hydrogenated Vegetable Oil or any desired ratio without any concerns Hydrotreated Vegetable Oil – in the regarding fuel quality. today throughout case of Neste, the fuel supplier for this trial, it is Hydrotreated. Neste It is this manufacturing process that Europe, but has not Corporation calls its own product makes HVO a sustainable fuel in the so far been adopted ‘Neste Renewable Diesel’ and in the tanks of vehicles as it doesn’t clog case of Green Biofuels, ‘Green D’. up the tank or rot any rubber engine to the same degree components. The chemical composition is within the UK. comparable to fossil fuel, meaning it CEO of Green Biofuels, Magnus behaves just like conventional diesel. It Hammick, simplifies the process of also offers a ‘well-to-wheel’ reduction manufacturing HVO: “Essentially it’s a The HVO used in the in carbon dioxide of up to 90%. It’s often big soup made of organic matter which described as a ‘splash and go’ fuel. is bombarded with hydrogen, this splits Luckett’s National the soup. The top part is HVO and the Express trial is rest is made up of waste streams, What is Hydrotreatment? which is put back into the organic soup produced from used to be hydrotreated again.” The hydrotreating of vegetable oils as cooking oil (UCO) well as suitable waste and residue fat and is certified palm fractions to produce HVO is a quite new What is it made of? but already mature commercial scale oil free. manufacturing process. It is based on oil • Animal fat from food industry waste refining know-how and is used for the • Fish fat from fish processing waste production of biofuels for diesel engines. • Residues from vegetable oil processing The fuel is being • UCO - Used Cooking Oil In the process, hydrogen is used to • Technical Corn Oil supplied by Green remove oxygen from the triglyceride • Tall Oil Pitch vegetable oil molecules and to split Biofuels, the UK’s the triglyceride into three separate sole importer of HVO produced by Finland-based Neste.

But I heard Palm Oil was bad?

The role of palm oil in Neste raw material portfolio has become less significant in recent years. In 2017, it accounted for approximately 20% of the raw material usage. All the palm oil used in this trial has been fully traceable to the plantation level since 2007, and 100% certified since 2013.

The amount of certified palm oil Neste uses represents less than 1% of the global consumption of palm oil, and 6% of the biofuel industry’s usage. All the oils used are on the RED II preferable list.

08 Decarbonising Coaches – HVO Trial Evaluation so what was the opinion on hvo fuel?

We talked to a customer, a vehicle manufacturer and a fuel supplier for their thoughts . . . MARKET POSITION AND OPPORTUNITIES

Global United Kingdom approximately 15 customers who we have supplied approximately Over the last five years, Hydrotreated In the UK, the use of HVO is less 2.5 million litres of fuel to. Vegetable Oil (HVO) production has prevalent to the rest of Europe. been developing rapidly on a global “Our conservative estimates, based scale with more oil majors and on these customers moving from dedicated renewable fuel producers “There has been trial quantities to full contracted investing in HVO production units. quantities, is for 100–150 million litres The acceptance of HVO is especially strong uptake. during 2019. This is a figure we expect prevalent in Europe and the US, but Typical customers will grow as adoption is more widely there is growing interest from the known about. Asian market. are centrally fuelled users “There has been strong uptake. Typical According to the greenea.com website, with large capacity customers are centrally fuelled users ‘Europe will remain, by far, the leader on with large capacity diesel engines the HVO market with 3,870,000 MT of diesel engines fleets, on-road, off-road and marine. installed capacity by 2020’. fleets, on-road, Those that operate in Low Emission Zones and where air quality and Sweden is one of the pioneers in using off-road and Greenhouse Gas saving is either a HVO in Europe. The fuel is available at the marine.” regulatory or social issue.” pump and accounts for the third largest transportation fuel type in the country. Green Biofuels has been working to get trials running all over the United With further areas of growth on a CEO of Green Biofuels, Magnus Kingdom to raise the profile of HVO as global scale identified, the trend points Hammick, explains more: “The a viable alternative fuel in the UK. They toward HVO becoming even more of current market for HVO in the UK is have contracts with organisations such a popular choice. small but growing. We have in total as Red Funnel and Hackney Council.

10 Decarbonising Coaches – HVO Trial Evaluation 02 Page header – Optional

perspective: vehicle manufacturer paul chapman, product development manager for scania bus & coach

What had to be done to fuel consumption, AdBlue usage, • Vehicle software downloads – Again, mpg of fuel per injector, idling time, a baseline was taken at the start of the the vehicles to make average speed and any fault codes trial so that the download at the end of them compatible? that were stored.” the trial could be compared.

Paul Chapman, explains: “That’s What was measured “An independent test was carried out the beauty of HVO – nothing! All our under controlled circumstances at Scania engines from Euro IV onwards and why? Millbrook Proving Ground.” can run on HVO straight away with no modifications or maintenance changes. “We worked alongside the factory in What’s the maintenance of It’s fully mixable too so can be used in Sweden on data gathered from engine conjunction with regular diesel, from a tests in a controlled environment; the vehicles like on HVO? ‘splash and go’ perspective, it is ideal.” however the importance of real-life data is also important which is why we “There has been no additional wanted to carry out this trial to see how maintenance to the vehicles which are How were the vehicles it would perform. running on HVO. In theory, there is no prepared? additional maintenance required when “Put simply, there were three main vehicles are running on HVO and it should “While no changes had to be made to quantitative measurements: be possible, to extend oil change periods. the coaches for the trial to begin, we did perform a number of tasks so that • Oil – Oil samples were taken from “This is due to HVO having a higher the data from the trial was comparable all the vehicles at the beginning of cetane rating to diesel, meaning it perspective: customer and we had a baseline to work from. the trial and sent for analysis – these burns cleaner than diesel and produces The fuel tanks were checked for formed the basis of what the oil less soot – this in turn keeps the engine ian luckett, Managing Director, lucketts travel contamination and the fuel filters samples taken at the end of the trial components cleaner.” were changed. would be compared to. Paul says: “To give you an idea “We also took a download from the • HVO – HVO vehicles should in theory on cetane rating, diesel has a vehicle’s software to get readings for be better – would see less wear – cetane number of around 53 and in “We have worked in partnership with alternative fuels and solutions at the that are viable for our individual elements including – but not limited to: expecting, less copper and carbon. comparison; HVO is around 80-99.” Scania for many years so have a strong forefront of our minds. industries. working relationship. “What made HVO stand out for me DID YOU KNOW? “When we were first approached about “What made HVO was that there were no changes that the possibility of taking part in this stand out for me needed to be made to the vehicles and Did you know? trial, I asked a few key questions – ‘Will the possibility to mix it with regular At the dedicated was that there were we have to make any changes to the diesel should the need arise with no Scania demo centre vehicles? Will there be any detriment no changes that negative impact. in Sweden, all of to the vehicles and their maintenance? And is this is a commercially viable needed to be made “With the introduction of clean air the demonstration option for coach operators?’ to the vehicles and zones around particular towns and vehicles run on HVO. the possibility to cities, the pressure is on to find a “When I found out that we wouldn’t commercially viable option so that have to change anything on the mix it with regular operators can keep doing their job. vehicles, there could potentially be diesel should the savings on the maintenance of the “It’s been a pleasure to be part of vehicles running on HVO and the fuel need arise with no trialling HVO as a potential solution and efficiency would at least be on parity negative impact.” I sincerely hope that the findings help with regular diesel, what’s not to like? start conversation within the industry about low carbon and sustainable fuel Paul Chapman, “It’s great to be able to take part in “When it comes to environmental options.” Product Development Manager something which can help our industry matters, it’s a team effort as we all for Scania Bus & Coach as a whole. It’s important to keep need to work together to find solutions

12 Decarbonising Coaches – HVO Trial Evaluation 13 what’s NEXT?

Following the trial, it is even While the vehicles on this trial were IV engines and continue building a more evident that HVO is a viable purely run on HVO, it is a mixable fuel its partnership with Green Biofuels alternative to regular diesel. so can be used with regular diesel to help deliver a sustainable – and should the need ever arise. This commercially viable – supply chain Not only can it reduce the reliance trial has shown that for a back-to- of HVO for customers. on fossil fuels within the sector, but base fleet, there is no disruption to it can save up to 90% of Carbon scheduled runs and vehicles are able It is hoped that the results of this trial Dioxide emissions which offers a to be refuelled without disruption. will engage the industry as a whole here and now solution to Clean Air and work alongside government to Zones as well as contributing to Scania plan to conduct further trials gain full support for the fuel. cutting carbon emissions. on vehicles with Euro V and Euro

perspective: fuel supplier Magnus HammicK, COO of Green Biofuels answers your questions . . .

How does the infrastructure Customers are able to obtain a long- production of biofuels that don’t term fixed price contract if they were damage the environment. It is the currently work in the UK? to sign up for a year.” regulator of the biofuels industry used for transport and non-road “Green Biofuels currently have one mobile machinery.” storage unit in the UK. However, if there How much of the fuel is is an increase in demand then this available? would change.” What makes it such a good “We would estimate the UK addressable alternative? How much does it cost? market to be approximately 10 billion litres and we are targeting 1-2 billion “Green D is a low emission, total drop- “Direct cost is approximately 5-10% litres. This will require additional in replacement for standard diesel. It more expensive; but other savings such capacity outside of Neste, which we requires no modification whatsoever – in as CO2, Greenhouse gases and reduced are securing now. The available the case of most engines. It’s a splash maintenance and operational costs product for UK market is estimated and go fuel and can be mixed with have very significant benefits. at up to four billion litres.” regular diesel with no detrimental effect.

“Due to the fuel being ‘clean burn’, for What’s the RTFO? “In comparison to red diesel, it also a ferry operator, their cleaning costs lasts longer in the tank and gives better would be reduced as there would be “The Renewable Transport Fuel fuel stability. We care about human no smoke from exhaust. Therefore, Obligation (RTFO) supports the health and have seen that Green D while the cost of the fuel may be government’s policy on reducing has the potential to make a significant marginally more, the savings could greenhouse gas emissions from difference to air pollution today. We be gained in other ways. vehicles by encouraging the want to make that difference happen.”

14 Decarbonising Coaches – HVO Trial Evaluation 02 Tests were conducted at Millbrook the theoretical increase in fuel volume Proving Ground on a Scania Euro VI consumption ought to be 9% and not NOTES TEST PROCEDURE coach with two fuels which were tested the 3% (as observed). on a chassis dynamometer using the • This work was undertaken at 2017 LowCVP UK Coach (LUC) cycle. The difference of 6% is due to an Millbrook Proving Ground to a AND RESULTS improvement in fuel efficiency (higher specialised 2017 LowCVP UK The comparative results are power output per unit of fuel) which is Coach (LUC) cycle. summarised in the Figure below confirmed by the 6% reduction in CO2 emissions between the fuels (for doing • Values obtained from the latest CO, PM PN: despite the very low limits the same amount of work). DBEIS site: https://www.gov. for the Euro VI engine CO and PM show uk/government/collections/ Scania Euro VI Coach further reductions with the GD fuel. Greenhouse gas (GHG) CO2 equivalent government-conversion-factors- (‘CO2 e’): GD is based on a sustainable for-company-reporting. Vehicle Engine Testing on Chassis dynamometer ‘NOx e’: This refers to the NOx fuel – the hydrocarbon is derived equivalent. The engine management from atmospheric CO through Comparison of Emissions with Two Fuels: Diesel and Green D 2 • WTT = Wheel to Tank (Scope 1) system ensures that the tail pipe photosynthesis. emissions of NOx are kept within the • TTW = Tank to Wheel (Scope 3) set limits for Euro VI by scrubbing the The fatty acid glycerides are exhaust gasses with AdBlue. hydrotreated and isomerised to give • WTW – Well to Wheel a saturated paraffinic hydrocarbon, Therefore, the reduction in NOx due to devoid of the problems associated with THE VEHICLE the fuel change register as a reduction biodiesel, a fuel which relies on the in Adblue consumption. Generally, the same raw material oils. Scania Coach GD fuel has shown NOx reduction of around 10 to 29% in various engines. Various calculations have concluded • Vehicle No: YN18SSX that the reduction in Greenhouse gas

• Engine: DC13 115 Flue Efficiency: The volumetric fuel CO2 equivalent emissions relative fossil 410hp EuroVI consumption shows the expected fuels are in the region of 90%. Typically, • Transmission: Scania increase of 3% over diesel. However, the a coach does 250,000 km per annum. CO emissions are 6% lower. Opticruise GR875R 2 With a fuel consumption of 4km per This apparent paradox simply reflects litre (i.e. 62,500 litres of fuel), the GHG the fact that GD has a lower density saving is estimated to be 180 tons of

(by 9%) relative to diesel. On this basis CO2 e per annum per coach.

% Difference: Diesel (100) and GD (value)

120

103 100 100 94 88 Saving of 1 coach =

180 tonnes of CO2 e 80 per annum 71

60 57

40 90% 20 17 This represents a reduction of over 0 90% of CO2 e CO PM PN/km NOx e CO2 Fuel Con CO2 e over use of diesel

16 Decarbonising Coaches – HVO Trial Evaluation 17 SCANIA’S SUSTAINABILITY PORTFOLIO

Driving the shift to a fossil free future has never been more important, the targets being set both locally in the UK and globally are challenging but not impossible.

At Scania we want to part of the Our green toolbox has everything The landscape is changing, solution not part of the problem required to help you, whether our network of partners and we have the broadest range of its efficiency in your operation, knowledge is evolving and the solutions available to help. driver training, alternative fuels partnerships we are creating Tanya Neech, or a complete transformation will help us to innovate to find Sustainable Solutions Manager We can offer support and guide of your operation we are here more sustainable solutions for you to find the most appropriate to help. the industry and our customers. solution for your business. Different vehicles operating in As we move forward on this differing environments demand journey together, Scania are bespoke solutions. redefining the way we do business.

18 Decarbonising Coaches – HVO Trial Evaluation 19