Coach Tourism Association members convened in July to discuss the future of zero-emission coaches in the UK’s touring industry
All coach operators will need to look towards alternate fuels by 2040 – and a collaborative approach is needed for that transition.
That was the warning given at the Coach Tourism Association’s (CTA) latest Summer Networking event, which witnessed nearly a hundred delegates from across the sector delving into the shift towards zero-emission (ZE) coach tourism for the first time in the Association’s history.
Despite there being (as yet) no set date for the end of sale of new non-zero-emission coaches, the two-day conference held at the DoubleTree by Hilton London Elstree hotel on 23-24 July not only presented dialogues on existing ZE coaches, but also offered glimpses of the solutions that lie ahead for when that day comes.
Delegates heard from Ian Downie, Head of Yutong UK at Pelican Bus and Coach, and Ian Foley, Company Founder and Managing Director of Equipmake, on the two solutions currently
available for operators seeking ZE coaches: New build, in the form of a Yutong TCe12 (and, anticipated in Q1 of 2024, the GTe14), as well as re-power, established recently by Equipmake with a Van Hool T917 owned by London operator Westway.
The session came with a pressing message that tour operators must “stay ahead of the game” if the advantages of coach travel are not to diminish as more examples of ZE vehicles take to Britain’s roads.
“That’s a challenge,” acknowledges CTA’s administrator Steve Rooney, adding that timescales in that sense are against the industry.
He adds that retaining the environmental advantage that coaches have in terms of CO2 emissions requires “working with all partners” on the transition to ZE. That includes, for coach tourism operators, venues, destinations and hotels.
Despite obstacles in terms of vehicle range, charging infrastructure, and concerns over sufficient luggage space, the seminar proved there is a palpable commitment among operators, attractions, and hotel members to test out the new generation of environmentally friendly coaches in a touring application.
Benefits proven with new build?
From a day trip and touring perspective, Ian Downie espouses the benefits already proven with battery-electric coaches, such as superior quietness and better reliability. However, he adds that there is “quite a leap” to make with infrastructure.
To address some of the concerns, he points to Pelican’s ‘Team Zero’ scheme, which unites the geographic spread of operators of the company’s 281 supplied battery-electric vehicles across Scotland, England and Wales, and which enables members to permit fellow members to use their facilities to charge vehicles.
Feedback on the TCe12 from customers has been a call for more luggage and passenger capacity. The three-axle GTe14, anticipated in the first quarter of 2024, is expected to address those concerns, with a passenger capacity of 63 people when fitted with a toilet. Its battery capacity of 422kW/h or 563kW/h will give operating ranges of between 200-300 miles, or more.
Repower options
Ian Foley, presenting the second option of battery-electric repower, is keen to point out to delegates that electric vehicle sales in some areas are now exceeding conventional vehicle sales. That trend is being driven both by heightened awareness of global warning and government policy. To assuage doubts about the growth of that market, he points to the rapid rise of new technology throughout history, and that “history has shown that if there is enough demand, these problems get solved quickly.”
Speaking to routeone, he highlights also the lower running costs of electric vehicles, noting that the stock price of electricity has already returned to pre-crisis levels. “We’ve just been through a huge energy shock that has affected conventional fuel as well as electricity. That has already reversed, and those costs will come down even further with the rise of renewables,” he says.
He demonstrates that there was little appetite for repower from finance companies five years ago, with a paucity of evidence of drivetrain reliability and battery longevity as reasons cited for that lack of interest. However, Ian Foley reveals Equipmake is now regularly contacted by finance companies that are “actively pursuing” the financing of both vehicles and the infrastructure.
Now productionising electric repowers of conventional vehicles, Equipmake’s focus when repowering coach and bus is to maintain capacity, with no loss of interior or luggage space. Ian Foley adds that, over a five-year period, the cost of a repower – touted as being significantly lower than a new purchase – can be repaid through lower operating and maintenance costs.
Equipmake also has an advantage by being a “tech provider”. It repowers vehicles with batteries sourced from both LG and CATL. “The fact we are the tech provider means that, as those trends change, we can flex our offering dependant on which is the best solution for the marketplace,” he explains. “A key area of risk in terms of warranty is the battery. The warranty is backed by manufacturers, and because we manufacture the product, we can better support that product.
“For example, if there is a problem with the motor in five or 10 years, we would refurbish it – it’s our own design. That can be done more cost effectively than replacement with a new motor. Compared to some competitors, we can offer a more cost effective, longer-term maintenance programme. Fundamentally, the technology is going to be cost effective and affordable in the medium term.”
Operators still sceptical?
A key question for operators and one raised by David Blake of Blakes Coaches was on when the idealised vision of the battery-electric touring coach – one that will be capable of doing high distances, up to 1,000km, between charges – becomes available. He highlighted that, with current technology and a 300km range, a 12-day tour to Italy would take 21 days in a battery-electric coach, something currently unfeasible.
That question is, of course, difficult to answer. Ian Downie explains that, despite developments over time such as a move to tri-axle coaches and denser battery capacity, with few manufacturers in the ZE coach segment, the production of right-hand drive models is a significant investment. A more comprehensive answer could be available in the next five years.
“We have, we believe, a reasonable solution for longer distance, but it won’t suit all applications,” he says. “Over time, battery chemistry will change. We will have solid state. We will have denser batteries. But at this point in time I don’t think we have a solution for every coach application. We’re still striving to work and solve that.”
Robert Easton, of Eastons Holidays, is, like many operators, curious to know how long it will be before battery-electric coaches can be scheduled for a tour anywhere in the UK, confident in the knowledge that there will be adequate charging facilities.
That is a question for other CTA members, and will require investment in hotels. Ian Downie pointed out that it will be a collaborative partnership that achieves a green situation within the industry.
However, operators point out that there are already struggles simply with adequate parking facilities.
“We have to have dedicated coach charging infrastructure,” says Ian Downie. “If hotels want to encourage coach operators in, they will need a coach charging point. In partnership, achieving that is a lot easier.”
Alternatives to batteries?
With hydrogen also being explored as a solution for long-distance coach travel, the question of when manufacturers may start delivering hydrogen fuel cell-electric drivelines was also raised.
Yutong already operates some 600 hydrogen fuel cell-electric vehicles, but Ian Downie asserts that there are at least two more generations required to give the “range reliability and functionality” required for the UK market.
Yutong will therefore not be offering a fuel cell-electric vehicle “until at least the next decade” and only if there is a supply of green hydrogen. That falls within Pelican Yutong’s sustainability credentials. “Hydrogen is inefficient in terms of energy usage, compared to battery electric,” explains Ian Downie, noting that batteries lose between 20-30% between the energy being generated and moving the vehicle, while hydrogen loses between 70-80%. “If we are conscious of utilising our energy resources, we have to prioritise electric compared to hydrogen.”
He notes also that hydrogen applications would be niche, pointing to the relatively low demand for such long-distance or 24-hour operation. “What I would like to say is we’re very proud that we actually have two products that will enable the coach industry to begin to decarbonise – and that demonstrates our ongoing commitment to this important sector.”
A hydrogen repower is “technically feasible” according to Ian Foley. But he adds that the majority of the market will be satisfied with battery. On that front, in order to offer further confidence to the coach tourism sector, Equipmake can deliver another 106kW/h out of its current Van Hool repower battery capacity, which will deliver an additional 40-50 mile range. “I think we will have the longest range option,” he concludes. “It’s clearly not going to meet all requirements at the moment, but it’s a very similar discussion as has happened with the city bus industry. 10 years ago, the demand from many operators was for a 250-mile range, and that attitude changed to accepting that, where there were limitations, there was going to be a mix. It’s similar for coaches because there are operators like Westway and others that are implementing battery-electric coaches despite those limitations.”
One final positive to come from the seminar was Pelican’s offer to lend a GTe14 demonstrator to CTA, with a request that CTA produce a report of what members think. “The CTA group will be good experience,” says Ian Downie. “Its members can share the knowledge and experience that is then gained from that demonstration, and that’s with its operator members as well as the tour and hotel groups. As with all demonstrators, we want positive and negative feedback about areas we can improve, areas we can work upon or even the sharing of best practice and knowledge helps everybody.”
Robert Shaw, CTA Chair, responded positively to the presentations, acknowledging that they explained in simple terms the implications and development of the current electrification of coaches. Yutong in particular is an “indication of how far forward [some manufacturers] are looking,” he adds. “We’re starting on the journey, and it gives a real idea that if anyone can do it, Pelican and Yutong can.”
The remaining scepticism in the room from many operators is, he continues, understandable – and acknowledges that there are a lot of bridges to cross. “But I think the indications are good,” he says. “I think it’s a big start, and today was helpful in providing some of the information to coach tour operators. Attractions and destinations are part of the journey, and it’s essential that they’re aware of the need to provide charging infrastructure.”