TFL JUL
18
FREIGHT AND LOGISTICS
FUELS AND FILTERS
solutions adapted for different applications and commercial conditions. It stresses that none
of the existing alternative fuels is optimal for all applications and all situations, and that
offerings will be extended to more fuel alternatives, if commercially viable.
Volvo’s current view regarding trucks and buses is as follows: for long distance transport,
crude oil derived diesel fuel with increasing renewable and synthetic components will remain
the dominant fuel. Liquid methane and DME/Methanol are prioritised complements. (DME is
an acronym for Di-Methyl Ether Chemical formula.)
For regional transport, compressed and liquefied methane fuel will grow, owing to price and
security of supply. Biogas will grow slowly but total volume will be limited.
In the not too distant future, short distance transport will lead the shift to electricity, especially
in urban areas. City buses with plug-in or full electric solutions will be followed by urban
delivery and municipality utility trucks. Compressed methane, later followed by DME, will also
be important, owing to low noise and particulate matter (PM) emissions.
Biodiesel is preferred as low blends fulfilling diesel fuel standards. Synthetic diesel, including
hydrogenated vegetable oil (HVO), may be used, blended or pure, in standard diesel engines.
However, volumes are limited, owing to high cost of production.
Methane, natural gas and preferably biogas, are viable fuels for urban applications. Liquefied
gas will be needed to reach long distance transport viability.
DME has efficiency benefits and is a strong candidate for a more long-term alternative,
while electricity – starting with plug-in hybrid solutions – will gain importance for urban
applications. Dynamic charging may extend this use into long distance transport.
Available methanol volumes should be used as low blend fuel, while ethanol production will
be limited and available volumes should also be used as low blend fuel.
Hydrogen as fuel for HDV propulsion remains questionable in the near and medium term future.
Rory Schulz GM, Corporate Planning and Marketing, is very clear on what
UD Trucks’
position
is on biodiesel.
He says, “When we take the standard published by the SABS for automotive diesel in South
Africa, through regulation, it allows specifically for the following: ‘where fuel is blended
with biodiesel, the biodiesel shall not be more than 5% volume fraction of the total blend’
(Reference SANS342).
“Generally speaking,” he adds, “this level of blend has no adverse effects or impact on the
operation of a vehicle, so the advantage of using less fossil fuel is apparent, as well as having
a sustainable source of alternative fuel.”
He stresses that it is important to note that the biodiesel added must comply with SANS 1935 and
quality controls according to SANS833 for biodiesels, or operators may experience major problems.
He continues, “The problem with, and one reason why, it has not been allowed, or considered
in greater percentages than five percent – let us say for argument’s sake, between 6% to 30%
– is that certain prerequisites and specific service requirements for the vehicles come into play
and create a decrease in operational cost efficiency.”
Some of these prerequisites include: a higher specification of engine oil must be used; the
viscosity grade of the oil needs to be increased and the biodiesel must comply with SANS 1935.
Advanced direct
injection engines may
lose significant power
when poor quality
biodiesel blends
are used.
