Some figures involved in the promotion of low carbon in the bus industry believe the government’s strategy for air quality actually hinders the delivery of widespread benefits for all from cleaner air
If you’re a bus operator and low- or zero-emission vehicles are on the cards, you have lots of choice. But is the government’s fragmented approach to air quality actually slowing the spread of such buses? Yes, say some parties involved in carbon reduction in the transport industry.
While a conference held by the Anaerobic Digestion and Bioresources Association (ADBA) naturally favours biogas-fueled vehicles, last week’s event in Leeds still generated some honest discussion about their merits when compared with other fuels.
The view that no one solution is the clear winner was heard more than once, but also voiced was heavy criticism of the government’s policy of localising efforts to tackle poor air quality.
As an example, a city that is subject to a clean air zone (CAZ) from 2020 may seek to electrify a portion of its bus fleet. While on some days up to 50% of the UK’s electricity comes from renewable sources, the remainder does not.
As a result, County A’s air may become cleaner at the expense of County B, which contains a power station and where no measures are in place to cut pollution. Is that a useful strategy for long-term improvement? No, and as is usual where air quality is concerned, buses remain at the forefront of discussion.
A contradiction in terms?
Leeds is among six cities so far been confirmed as subject to a CAZ. Leeds City Council (LCC) has already done much work in preparation for 2020, but the situation demonstrates the absurdity of the government’s current air quality stance.
Project Manager Andrew Hickford says that LCC accepts that air quality is a global problem, but that Department for Transport policy forces it down one avenue as it attempts to deal with a NOx problem.
“The government has localised the issue of pollution, and there are difficulties with that. We work with parties in other districts of Yorkshire so as not to export the problem, but we have no option other than to concentrate on exhaust emissions.”
LCC already has experience with biogas in its municipal fleet, and it has worked well.
A dual strategy
Efforts to improve air quality in the French region of Île de France, which includes Paris, are well documented. Bus operator RATP is pursuing a dual-sourcing fleet strategy.
On low-speed urban routes, electric is favoured, while, biogas gets the nod on routes that are faster and longer.
“Electric will massively reduce its greenhouse gas intensity by 2030, and again by 2050,” says Dr Thom Koller, ADBA Policy Manager.
“But that does not preclude biogas in the long term. Biogas will not provide the entire solution [to air quality], but it can provide some of the solution, and it can do so now.”
Much ire has been generated among advocates of biogas by Transport for London. More than once, senior figures have casually dismissed it, but they are not alone in their blasé attitude, which largely comes about thanks to a failure to understand biogas properly, says Gas Bus Alliance Director Phil Lowndes.
“Funding and incentives for the adoption of biogas are a hurdle, but political meddling also hurts,” he explains. “Politicians often lack the time and the experience to make the right decision.”
That lack of understanding can come down to a basic level. “Energy and transport are intrinsically linked. Politicians need to look at exactly where the energy used in transport comes from. Biogas is generated by waste, but politicians still think that electricity from a power station is cleaner.”
Already in place
A strategy similar to the Île de France’s is showing early promise in Nottingham, another of the cities so far confirmed as being subject to a CAZ in 2020.
Nottingham City Council has a large fleet of electric buses, while Nottingham City Transport (NCT) has firmly pinned its flag to the biogas mast in the medium term.
30 Scania N 280 UDs with Alexander Dennis Enviro400 City bodywork are already in service, and NCT Engineering Director Gary Mason says 23 more are due in March and April 2018. The operator is also looking to bring in a further 67 by 2020.
“We wanted a double-decker that is as close to carbon neutral as possible on a well-to-wheel basis, so that didn’t just mean exhaust emissions. It meant carbon footprint.”
The examples already in service have proven trouble-free, he adds. They are also attractive to passengers. Prior to going with biogas, NCT evaluated all of the alternatives, but it had concerns surrounding them all, including diesel at Euro 6.
But the biogas and electric buses that have entered service in Nottingham thanks to government support illustrate the problem identified by ADBA.
The city’s residents benefit from improvement to the quality of their air. Meanwhile, people in surrounding areas see no benefit, and when Nottingham’s CAZ is implemented they may even suffer a detrimental effect as the problem shifts.
Is that really fair?
