Vans for the Environment - PART II

OFFICIAL PRESS RELEASE

Stuttgart, Germany, Jul 14, 2008

Mercedes-Benz Vans: Pacemakers on the road to sustained mobility

• More environmental protection, better economy
• Traffic density reduced by e-commerce
• Falling CO2 emissions despite a higher transport mileage
• ECO Start and the Sprinter NGT spare the environment and the wallet
• Only cost-effective environmental protection is really effective
• Vans of tomorrow: features with great savings potential
• End of the oil age: from diesel fuel to BTL and hydrogen
• Summer 2008: start of customer trials with 11 hybrid Spinters in the USA

In first place when it comes to environmental protection: what already applies to Mercedes-Benz trucks, buses and passenger cars is also true for the Mercedes-Benz Vans. Vans from Mercedes-Benz combine ecology with economy, thanks to the continuous further development of well-proven drive and vehicle concepts, the development of new drive concepts, research into alternative fuels and their practical implementation. As the technological leader, Mercedes-Benz Vans develops vehicles that are both environmentally friendly and economical for its customers. And now this business unit is set to capture more attention with more new developments: the Sprinter ECO Start, Sprinter NGT and Hybrid Sprinter.

More environmental protection with better economy

The challenge seems daunting, as the conflicting aims appear to be irreconcilable: requirements for the best possible environmental protection and low fuel costs versus increasing demand for new forms of transport. Trends such as e-commerce and the requirement for specialised delivery are leading to smaller and faster consignments. New answers are needed that address both of these complex questions. Mercedes-Benz Vans accepts the challenge and provides them.

There is no doubt that the demand for transport will also increase in the coming years and decades. Growth means goods transport, and goods transport is a precondition for growth: according to the European association of automobile manufacturers ACEA, total transport mileage in Europe will increase by roughly one third between 2000 and 2030. Most of this will be accounted for by road goods traffic, which will represent more than 75 percent of all goods traffic in the EU by 2030.

This development is inevitable, as it is unrealistic to transfer any major volume to other forms of transport such as the railways or internal waterways. The railways have reached the limits of their growth, and access to internal waterways is limited.

Moreover, road goods transport is particularly attractive by virtue of its unrivalled flexibility. Transporting practically any product anywhere and at almost any time is only possible by road transport. It delivers the level of performance today's information-based economies require and have come to expect.

Deep-frozen pizzas and books cannot be sent through broadband cables

The unrivalled flexibility of road goods transport is ideally suited to modern forms of distribution. Trends such as e-commerce with Internet-based ordering, and recent or revived services such as doorstep delivery of orders by specialist deep-frozen food suppliers, require small cargo volumes and fast delivery. Whether a book or an item of office equipment, both private and commercial customers expect the goods to be there within 24 hours. Business to Customer, or B2C for short, is the watchword. And transport is the indispensable precondition: high-tech electronics and deep-frozen pizzas, books and office materials cannot be sent through a broadband cable.

Social change is leading to new forms of distribution

It is not only the requirements of commercial organisations and private households that are changing, however, for society itself is changing: the size of households is decreasing, while the number of single-occupant households is increasing. This has an effect on day-to-day requirements, i.e. shopping in smaller quantities and delivery in smaller packs. Especially in urban areas, corresponding delivery services can only be provided by road goods transport using vehicles such as the Sprinter.

Demographic developments are also playing their part: the increasing number of older people is leading to changed consumption behaviour, and to demand for different services ranging from shopping to home care.

14 million parcels per day in Europe

Shopping on the Internet has now become almost a daily routine for all generations. Over the Christmas period, the Internet dealer "Amazon" alone handles more than 100 million items worldwide - this represents a six-figure number of items every hour. Many are ordered by customers on the basis of 24-hour delivery, therefore it is no wonder that the daily volume of parcels in Europa is set to double to around 14 million between 1996 and 2015. In Germany alone, courier and express services handle more than two billion consignments per year, and this set to increase (source: German association of international express and courier services). A positive outlook for the transport sector, with good prospects for employment figures and investment.

At the same time there are greater challenges: increasing fuel prices, a likely scarcity of raw materials, more and more environmental awareness on the part of the public and politicians, increasing access restrictions to cities and municipalities with environmental limitations and road tolls, time constraints and weight limits - the hurdles that transport operators need to cross are getting higher. The debate about emissions of fine particles, CO2 and other exhaust constituents is putting pressure on the transport sector.

Urban living also means transport

Every one of these many millions of parcels per day must be transported, however. Every journey is the result of a demand for transport, and also the result of an order that has been placed. No commercial vehicle drives around on the roads "just for fun", or without some practical reason. Anybody who enjoys the pulsating life of the inner city with its attractive shops, restaurants and living spaces for the inhabitants cannot do without the transport that supplies the people and businesses within it.

Traffic density reduced by e-commerce

A closer look at e-commerce shows that it can even lead to reduced traffic volumes: although delivery traffic is increasing, there is a parallel and drastic reduction in individual, motorised shopping traffic. This has been confirmed e.g. by the "B2C-Verra" study sponsored by the German Ministry of Education and Research ("Qualitative and quantitative analysis of consumer and supplier behaviour and its effects on traffic in densely polluted areas"). Ordering via the Internet and using alternative delivery concepts such as safe deposit systems or collection points for the "final mile" would allow annual savings of 7.6 million vehicle kilometres compared to individual shopping trips in the greater Cologne area alone.

Tailor-made vans for individual requirements

Mer�cedes-Benz has responded to the growing demand by consumers and businesses for the fast, individual delivery of a wide range of goods by developing a wide range of individual vans. In addition to vans in the 3.0 t class such as the Mercedes-Benz Vito, the main emphasis is on vans with gross vehicle weights around the 3.5-tonne level - what has become known as the Sprinter class.

Express services, trading companies and tradesmen nowadays demand highly specialised vehicles. While a range that included two or three diesel engines, two vehicle lengths and two heights was sufficient to cover the requirements for many decades, the 2008-generation Sprinter is a highly individual van. Six engine variants, four lengths and three heights cover an enormous spectrum of requirements. The same applies to bodies and interior fittings: the classic body variants, i.e. panel van, crewbus, pickup and crewcab are now accompanied by an extensive ex factory range of special-purpose versions for courier and express services or chilled and deep-frozen produce, box bodies with or without insulation, tippers, panel vans with crewcabs or tailor-made workshop interiors.

Vans are increasingly economical and quiet

At the same time vans are becoming increasingly economical and quiet. Modern CDI engines with common-rail injection technology and encapsulation run smoothly and quietly, with a considerable reduction in noise emission. A combination of powerful engines, multi-stage transmissions and high ratios leads to low engine speeds. This also reduces noise while lowering fuel consumption. It is therefore quite justifiable to claim that modern vans with powerful engines do not consume more fuel than their predecessors, and frequently far less.

Falling CO2 emissions despite a higher transport mileage

There is no doubt that road traffic, and therefore of course road goods traffic, contributes its share to environmentally harmful CO2 emissions. Fuel consumption stands in direct relationship to CO2 emissions, however there is now a distinct downward trend. A report by the German automobile industry association (VDA) shows that while road traffic generated CO2 emissions in Germany increased by five percent between 1990 and 2004, they have been significantly declining since 1999. In other EU countries such as France, Italy and Great Britain, the increase in CO2 emissions has either been halted or at least considerably reduced. At the same time the volume of good traffic on the roads has increased considerably.

To put it differently: 40% less CO2 would be generated today for the same transport mileage as in 1990. All in all, the percentage of CO2 emissions accounted for by the transport sector in Germany initially rose from 16 % to 21 %, but it has since fallen to 18 %. Commercial vehicles account for around 8% of CO2 emissions within the EU. There are numerous initiatives for road traffic in general, especially with respect to the infrastructure. The association of European automobile manufacturers (ACEA) has calculated that if 50 % of the conventional traffic lights were to be replaced by dynamic systems, this could save 2.4 million tonnes of CO2. In Japan an additional road section on the Tokyo Metropolitan Espressway has been reducing annual CO2 emissions in the centre of Tokyo by around 22 000 to 31 000 tonnes since 2002. According to one traffic researcher, the tailbacks on German motorways alone generate around 714 000 tonnes of C02.

Modern technology reduces emissions

Nonetheless Daimler AG accepts its environmental responsibility, and is continuing to reduce the CO2 emissions of its vehicles with continuous further developments of existing technology and new drive systems. Despite its larger dimensions and significantly greater weight compared to its predecessor, as well as far more environmental, safety and comfort features, the average fuel consumption of the current 2008 Sprinter 315 CDI is only 9.7 litres per 100 km.

Emissions of fine dust and particulates are also declining. Around eleven percent of the total fine dust emissions in Germany are accounted for by commercial vehicles (source: VDA). These have been drastically reduced by the continuously more stringent emission �standards from Euro 1 to the current Euro 4 standard in the case of vans. By introducing the particulate filter as standard for all models of the current Sprinter when it was launched in 2006, Mercedes-Benz also adopted the trailblazing role here.

Low CO2 emissions are in the interests of transport operators

These further developments were fully in line with the wishes of the transport sector. Low fuel consumption, and therefore an automatic reduction in CO2 emissions, is very much in the interests of transport operators - as is easily understandable in view of current filling station prices. Recent, dramatic increases in diesel fuel prices in e.g. German filling stations reinforce the desire for economical vans: the forecourt price has increased by around 50% to currently around 1.50 Euro in the last four years (source: Aral). Indeed the situation is worsening: while one litre of diesel cost an average of 1.15 Euro in Germany one year ago, the increase to 1.50 Euro represents a leap of more than 25 percent within just twelve months.

Annual fuel costs amount to half the cost of a van

This represents a major burden, not only for private car owners but also and particularly for businesses in the transport sector. If a courier van covers 50 000 km per year in short-radius operations, for example, its annual fuel costs amount to roughly 7000 Euro at current fuel prices. At the net prices (without VAT) usually applicable to commercial organisations, this amounts to around 6000 Euro, i.e. almost 20 % of the purchase price for a standard Sprinter 313 CDI with a normal wheelbase and high roof (list price 33 176 Euro).

A Sprinter operating on a supra-regional basis will often absolve three times that annual mileage each year. In this case the annual fuel costs will already equate to 50 % of the list price for a new van. In the light of this, the urgent wish for economical vans with favourable operating costs, accompanied by reduced CO2 emissions, is a matter of survival for these companies.

ECO Start and Sprinter NGT spare the environment and the wallet

Mercedes-Benz meets this wish with numerous state-of-the-art developments: since recently, the optional ECO Start start-stop system has been noticeably reducing fuel consumption in short-distance traffic. The particularly economical, natural gas powered Sprinter 316 NGT is also new in the range. And the future is also coming a major step closer with large-scale customer trials of a new-generation Sprinter Plug-In Hybrid. In addition, the company's engineers are developing other technologies which will further reduce both fuel consumption and emissions.

Environmental protection as an opportunity: the example of Hermes

Pressure on costs and demands for more environmental compatibility are however also developing into an opportunity for active companies in the transport sector. Environmentally compatible vehicles and business practices can increasingly be turned into competitive advantages. Hermes Logistic Group, for example, has its own corporate environmental guidelines, is environmentally certificated according to DIN EN ISO 14001 and has a policy of operating a modern fleet with an average age of only 1.5 years. High-quality engine oils, biodiesel, ecology training for management and drivers and environmental auditing of transport partners are just a few of the many aspects. Together with other major companies, Hermes Logistix Group is a member of an environmental partnership scheme in Hamburg whose goal is sustained business development. Vehicles intensively tested by Hermes in recent years include a Sprinter with hydrogen technology and a fuel cell Sprinter.

CWS/boco: environmental protection as a profession

For CWS and boco, companies supplying hygiene systems as members of the Haniel group, their field of activity is already enough to make the use of environmentally compatible vehicles a matter of course: both companies are full-range suppliers of professional clothing, washroom hygiene and anti-soiling matting. CWS and boco are environmentally certificated, and also operate according to in-house environmental and hygiene guidelines. 600 service vehicles are operated from 61 locations. The drivers cover a total annual mileage of roughly 60 million kilometres. CWS and boco are now the first companies in their industry to change their fleets over to natural gas powered vehicles.

TNT: natural gas and electric vehicles, particulate filter and biofuels

The globally operating postal and express service TNT based in the Netherlands employs around 161 500 personnel in 63 countries. TNT Express delivers 4.1 million consignments per week in more than 200 countries, using a network of more than 1200 depots, hubs and sorting centres. It has a fleet of 23 400 vehicles and 44 aircraft. Quality and environmental management - both certificated - are consolidated into an integrated management system. In Germany TNT has increasingly opted for vans powered by natural gas since as early as 1999, and these now number in the hundreds. In Great Britain TNT is already using 50 electrically powered light trucks. In the Netherlands 136 trucks have been retrofitted with particulate filters. TNT is testing the use of biofuels in several locations around the world. And not least, the entire company has been involved in the TNT environmental initiative "Planet me" since the summer of last year. Its major aim is to reduce CO2 emissions at all levels.

All these companies have one thing in common: they are our partners in customer trials of new, environmentally friendly technologies in Mercedes-Benz vans.

Only cost-effective environmental protection is really effective

Development engineers at Mercedes-Benz Vans are also working at full speed to reduce the emissions of vans bearing the Mercedes star. While the use of energy-saving lightbulbs in households involves no extra costs per tonne of saved CO2 emissions over their operating life, the situation is rather different for automobiles: according to calculations by ACEA, the costs amount to roughly 130 to 230 Euro per tonne of CO2, and this cost is inevitably reflected in the procurement costs per vehicle.

This gives rise to conflicts for vans as a capital investment: commercial vehicles must be cost-effective to fulfil their purpose. Not only must fuel-efficient and environmentally optimal vans be competitive, their buyers must too. Accordingly only cost-effective environmental protection is effective environmental protection.

Further technical development: evolution rather than revolution

The answer is continuous further development, with the aim of achieving even greater improvements in the environmental compatibility and economy of vans. A policy of "one step at a time", which is also a natural consequence of long product lifecycles often exceeding ten years. At the same time it is unacceptable to experiment with unpredictable and insufficiently tested technology, without regard to vehicle reliability. A long operating life, a high level of product maturity and assured reliability are indispensable for a van in professional use.

The result is evolution rather than revolution in vehicle development, with particularly steady and sustained progress. It is not the number of innovations that is decisive, but rather their benefits for the customer. The object is to make alternative drive systems such as hybrid and fuel cell technologies a practical proposition, as well as numerous other technical developments. And without compromising in terms of economy, reliability and performance.

Technical improvements cost money

According to a joint study conducted by the corporate consultants McKinsey and the Confederation of German Industry (BDI), the German transport sector can potentially save up to 28 million tonnes of CO2 by the year 2020. The most important contributing measure is identified as technical improvements to vehicles, though this involves high initial investments. The focus for light commercial vehicles is on hybrid drive systems. Low-friction lubricants, improved aerodynamics and start-stop systems will assist the reduction of fuel consumption and therefore CO2 emissions.

ECO Start: low cost, major effect

How major effects can be achieved at little cost is demonstrated by the Mercedes-Benz Sprinter ECO Start, the first stop-start system for vans. Especially in densely populated areas with a high proportion of stop-and-go traffic, this enables considerable savings to be achieved. Mercedes-Benz engineers quote a reduction in fuel consumption by five to eight percent, and in individual cases even 20 percent. As an added bonus for businesses, the additional investment is low and pays off within a very short time in inner-city operation. ECO Start is available for all Sprinter CDI models with a four-cylinder diesel engine and manual transmission.

Sprinter NGT: saves fuel and protects the environment

Though involving a considerably higher investment, the situation is similar with the new Sprinter 316 NGT, the natural gas powered Sprinter (NGT = Natural Gas Technology). Despite a high engine output of 115 kW (156 hp), its operating costs are around 30 percent lower than those of a diesel engine. As natural gas powered vehicles benefit from very varied regional subsidies in Germany and Europe, precise cost figures in Euro and Cents depend on the individual case. The great benefit is economy combined with environmentally compatible operation by virtue of considerably lower exhaust and noise emissions. With numerous model variants available, the Sprinter 316 NGT is highly adaptable in meeting the needs of transport operators.

The advantages of natural gas powered vans have also gained the attention of environmental protectionists. The environment-oriented motoring organisation "Verkehrsclub von Deutschland" (VCD) recommends natural gas powered vans as "particularly suitable in densely populated areas with medium to high annual mileages: no restrictions in environmental zones, particularly low emissions, low-cost fuel". And in its advisory brochure for fleet operators, the Berlin Energy Agency states: "Natural gas powered vehicles emit no particulates, and excel with particularly low nitrogen oxide emissions compared to diesel vehicles". Where climate protection is concerned, there is an equally important benefit compared to petrol-powered vehicles: up to 20 % of carbon dioxide emissions are saved versus comparable petrol vehicles.

Sprinter Plug-In Hybrid: clean and quiet in town

Mercedes-Benz is opening up a new chapter with the Sprinter Plug-In Hybrid. After successful customer trials with hybrid variants based on diesel models in France and the USA, a large-scale customer trial with the Sprinter Plug-In Hybrid based on a petrol engine is due to begin. This combination is an option for countries whose priority is on petrol-powered vehicles. From summer this year, eleven vehicles will commence these trials in four major American cities. The experts at Mercedes-Benz are keen to find out what actual fuel savings can be achieved.

The Sprinter Plug-In Hybrid is able to cover up to 30 km at a stretch under electric power alone, almost silently and with no emissions. Its new-type lithium-ion batteries are recharged by the engine, during braking (recuperation) and from the mains overnight or during breaks (plug-in). Other impressive features in addition to the potential savings include the 190 kW (258 hp) output of the internal combustion engine and the 71 kW maximum output of the electric motor. An intelligent operating strategy controls the alternate or simultaneous use of the internal combustion engine and electric motor.

Plug-In Hybrid: the end of the oil age?

Hybrid drive is an interim technology on the road to emissions-free driving. The Sprinter Plug-In Hybrid with its major savings and at times emissions-free operation is another important and logical step towards the fuel cell drive system. A similar view is held by recognised institutions in the fields of environmental protection and nature conservation. "Plugged In - The End of the Oil Age" is the title the renowned World Wildlife Fund (WWF) has given to its latest study in spring this year on the subject of transport and energy. The WWF concludes that: "Battery electric vehicles and plug-in hybrid electric vehicles can dramatically reduce the oil dependency of automotive transport in an efficient and sustainable manner". Naturally the deciding factor is the environmental compatibility of the necessary power supply from the mains - there is only a corresponding benefit to the environment if it is generated with low emissions. Daimler AG concerns itself intensively with the so-called "Well to Wheel" balance, and incorporates the results into its decision-making processes.

Hybrid drive: ideal for densely populated areas

The date for the series production start-up of hybrid vans is coming nearer, and further developments in battery technology have a decisive part to play in this. For several decades, heavy batteries with large dimensions and a low storage capacity have hampered the development of vehicles with electric or semi-electric drive systems. Depending on the configuration, the latest advance from nickel/metal hydride batteries (NiMH) to lithium-ion technology (Li-Ion) achieves a doubling in capacity for the same weight. The operating life of Li-Ion batteries is also much longer.

In terms of fuel economy and reduced emissions, hybrid vehicles are especially suitable for densely populated areas, less so for inter-urban operations and hardly at all for long-distance journeys. In addition to developing alternative drive systems, it is therefore also important to optimise the diesel engine even further.

Vans of tomorrow: features with great savings potential

Numerous projects are conceivable for the future which in part correspond to aspects of the hybrid drive system. A major focus is on the demand-related control of ancillary units. Why should e.g. the steering servo pump, air conditioning and generator still operate when they are not required? The watchword is energy management. This hybrid technology features an electrically controlled steering servo pump, for example, so that the driver receives the necessary servo assistance even when the internal combustion engine is not operating. It operates economically by only switching on when servo assistance is actually needed, thereby saving drive energy and consequently fuel on straight sections of a journey. A similar approach is also being taken in the development of generator management, where the vehicle battery is mainly charged on the overrun or to operate the energy-intensive air conditioning.

Not contradictory: top performance and environmental responsibility

The coming generation of diesel engines will feature common-rail direct injection with injection pressures of up to 2000 bar - a maximum of 1600 bar is possible at present. These engines will operate even more economically than those of today. Directly driven piezo-electric injectors will allow even faster and more precise injection control, saving fuel and improving engine responsiveness to movements of the accelerator. Top performance and environmental responsibility are by no means contradictory.

Low-friction oils reduce friction and therefore help to reduce fuel consumption even further. Controlled fuel, oil and coolant pumps consume less energy, and the same applies to tyres with a reduced rolling resistance. Even more finely graduated and slightly higher transmission ratios is another development topic for the vans of tomorrow, as is a display of the most favourable shift points to assist the driver.

Downsizing: compacts engines require less fuel

While other manufacturers are still talking about engine downsizing as a way of reducing fuel consumption, Mercedes-Benz has already taken this step. Since es early as summer 2000, the Sprinter has been predominantly powered by compact, highly turbocharged diesel engines with four cylinders and a displacement of 2.15 litres. These units are both powerful and economical: with a figure of 51.2 kW (69.6 hp), the 110 kW (150 hp) variant currently has the highest output per litre in the Sprinter class.

With its supercharged 1.8-litre internal combustion engine, the new Sprinter 316 NGT is likewise an excellent example of high but economical performance from a compact power unit. Both engine series also impress with a long operating life and long, economical service and oil-change intervals. They also demonstrate impressively that Mercedes-Benz Vans benefits from all research developments made throughout the group, as well as from its close links to passenger car development and the resulting, continuous technology transfer.

The diesel engine in particular continues to be a drive technology with a future, as it still has enormous potential either as a stand-alone unit or as part of a hybrid drive system. Technology can only ever provide the preconditions for economical and environmentally friendly driving that conserves resources, however, as the behaviour of the driver is also a decisive factor when it comes to fuel consumption.

Alternatives to diesel fuel

Van drivers will find new fuels available at filling stations in the foreeeable future. Crude oil resources are finite, and dependence on fossil fuels is not only fraught with environmental, but also with economic and political risks. In parallel with the development of low-consumption, environmentally friendly drive systems, Mercedes-Benz Vans as a member of Daimler AG is involved in the development of alter�nativ�e fuels. These are an important means of avoiding emissions and becoming less dependent on fossil-based energy. Ambitious political objectives in the EU, the USA and Asia are providing an impetus for their introduction. This is due to force of circumstances: the demand for energy is set to increase by around 20% within the EU between 2000 and 2030, while energy production in these countries is forecast to decrease by around 25 % in the same period.

The EU Commission has therefore formulated clear goals: by as early as 2010, biofuels and biogas are to account for almost 6% and 2% respectively of the total fuel consumption within the EU. For the year 2020 the Commission has prescribed proportions of 8 % biofuels, 10 % biogas and 5 % hydrogen. To achieve these goals the EU is subsidising alternative fuel projects, and the authorities in other regions of the world are taking a similar approach.

The end of the oil age: from diesel fuel to BTL and then hydrogen

A clear, future-proof strategy is necessary to avoid confusing businesses and consumers with the variety of alternative fuels and the proportions in which these may be mixed. Daimler has formulated just such a strategy on the basis of three decades of research and intensive practical in-vehicle trials. The way to the fuel of the future leads from fossil-based diesel to BTL (Biomass To Liquid = fuel from biomass) and finally to hydrogen from renewable sources for fuel cell powered vehicles.

Daimler is among the pioneers in alternative fuel development: as early as 2003 the company presented the world's first biomass fuel produced from renewable resources - Biomass-to-Liquid (BTL) could be the watchword for the future. BTL can be mixed with normal diesel fuel in practically unlimited proportions. This fuel has the brand name SunDiesel, and is synthesised from renewable raw materials and waste products. Daimler is actively involved in the development process through its shareholding in the manufacturer, Choren.

Diesel fuel is changing

For the foreseeable future diesel will remain the number one energy source for heavy commercial vehicles. Worldwide availability, a well-established infrastructure and highly developed engine technology with respect to performance and environmental protection make diesel the clear front-runner among fuels. Nonetheless, the diesel of the future will be different from the current product for reasons associated with environmental protection, energy costs and the security of energy supplies.

With respect to conventional fuel, Mercedes-Benz Vans is strongly in favour of sulphur-free diesel fuel with the lowest possible aromatics content, such as is used in the industrialised countries. Biodiesel is increasingly being added to diesel fuel even now, and the EU has announced a target content of 5.75% by the year 2010. There are large differences between requirements and standards from region to region, however. They vary greatly between North America, Brazil and the EU, and a standardization process would be desirable. The same applies to all the other biofuels and alternatives.

Biodiesel is not only gaining in importance as an alternative fuel within the EU, but also in other regions of the world such as NAFTA. Biodiesel is however controvertial in political terms, as its production competes with the agricultural production of food, and the large acreages of plants intended for biodiesel production are held responsible for increases in food prices in many parts of the world.

Engines with particulate filters: biodiesel in pure form is unsuitable

All in all, biodiesel reduces CO2 emissions by around 50 percent. It is free from sulphur and aromatics, and biologically degradable. In high concentrations the reverse side of the coin is incompatibility with some plastics and rubber, poor low temperature performance, an inadequate shelf life and higher nitrogen oxide emissions during combustion. As biodiesel tends to clog up the particulate filter, it is unsuitable for the current generation of vans in its pure form, and is not approved for these. It has also become less and less attractive in Germany, as the tax incentives for its use have now ceased. Biodiesel generates up to 20 % more nitrogen oxide emissions than diesel fuel based on crude oil.

The use of non-estered, practically unprocessed vegetable oils in commercial vehicle engines has no realistic future. This raw material for biodiesel is subject to inadequate checks and causes damage to valves, injection nozzles, pistons and piston rings. There is also a risk of oil dilution and partial breakdown of the engine oil, with potentially serious consequential damage.

NExBTL a useful addition to biodiesel

Using biofuel admixtures in a higher dosage than 7% is currently under discussion, and following a proposal by VDA, Daimler AG and Mercedes-Benz Vans favour the biofuel NExBTL as an admixture. This is based on hydrated vegetable oils or animal fats, and is already produced industrially. Whether as an admixture or in its pure form, NExBTL is able to supplement or partially replace diesel fuel without problems.

BTL - a fuel of the future for diesel engines

First-generation biofuels such as biodiesel made from rape or sunflowers, or bio-ethanol made from sugar-beet or cereals as a substitute for petrol, only use part of the relevant plants to produce fuel. Accordingly they are sometimes in competition with food production. The same applies to NExBTL as a hydrated vegetable oil.

All this will change with the advent of second-generation (BTL) fuels, where the entire plant, and also waste material such as wood chips, is used for the production of fuel. This requires a smaller growing acreage and saves more CO2. The annual yield of roughly 4000 litres per hectare is around three times as high for BTL than for biodiesel. In the future even ten times the yield may be possible. In simplified terms, a gas is obtained from the mashed biomass as a multi-stage procedure, and this is turned into liquid fuel during a subsequent process known as Fischer-Tropsch synthesis.

BTL: first industrial-scale unit in operation

These synthetically based BTL fuels give rise to great hopes for the future. If correctly processed they achieve the same quality as diesel fuel, and have a higher energy density. As synthetic "designer fuels", their characteristics can even be tailor-made within certain limits. They are able to use the existing refuelling infrastructure, and can either be added to diesel fuel in any ratio without problems or used in pure form as a direct replacement. Not least, they also exhibit a very favourable CO2 balance and have the potential to meet future exhaust emission limits. During the combustion of BTL fuels, only as much CO2 is generated as the plants originally obtained from the atmosphere during their growth.

In the view of experts, BTL fuels could cover at least 20 percent of the total European fuel requirement. The first commercially operated production plant on an industrial scale went into operation with Choren in Freiberg/Saxony in the spring of this year.

The relevant legislation needs to be changed if these advantages are to be exploited, however, as fuel complying with standard EN 590 is currently prescribed for the certification of engines and vehicles.

Ethanol as an admixture in petrol engines

BTL, NexBTL and biodiesel are contenders in either pure form or as an admixture for diesel engines. The corresponding alternative for petrol engines, which are relatively seldom used in vans in Europe, is ethanol. This is obtained from cereals, sugar-beet or wood. A 5% mixture with standard or premium petrol is permitted for fuel manufacturers, and a level of 10% is envisaged though this requires technical modifications to the vehicles concerned. Depending on its origin, ethanol is also in competition with food production. The possibility cannot be excluded that it might be produced by forest clearances.

Natural gas operation as a modern alternative

The modern and readily available alternative to the diesel engine in vans is natural gas. The current Mercedes-Benz Sprinter is now available with a natural gas powered engine as the Sprinter 316 NGT. From 1997 the preceding series was also available with natural gas drive. Particulates and sulphur dioxide are at practically undetectable levels in the exhaust gases of this engine, while nitrogen oxide emissions are far below those of diesel or petrol engines. In addition the natural gas engine runs particularly quietly.

Natural gas engines operate on the reciprocation principle, however thanks to turbocharging, the six-cylinder in-line unit in the Sprinter 316 NGT develops a high torque. A particularly high level of environmental compatibility is desired by express services and for municipal vehicles.

Natural gas engines have a promising future in commercial vehicles by reason of their minimal pollutant emissions, considerably lower CO2 emissions compared to diesel engines and - with respect to the future-proof aspect - the world�s large deposits of natural gas. A comparatively favourable natural gas price also helps to reduce operating costs. There is also political support for natural gas as a vehicle fuel: by 2010 natural gas is to account for 2% of the total fuel used within the European Union, for 5% by 2015 and no less than 10% by 2020.

Biogas can supplement natural gas as a fuel

Biogas (methane) as an alternative to natural gas is among the fuels of the future. The high level of investment is a good indicator: in 2006 more than one billion Euro was invested in biogas generating plants in Germany alone. There are now around 3500 such facilities in existence, more than three times as many as in 2000. Biogas is generated from biomass such as energy-producing plants and orga�nic waste, and can be distributed using the existing gas network. Emissions are very low, and combustion produces no additional CO2 because biogas is obtained from plant material and therefore part of the earth�s natural CO2 cycle. Biogas can be used in natural gas powered vehicles with no modifications.

BTL and biogas drastically reduce the greenhouse effect

Biogas has a greenhouse gas reduction potential of up to 90 %, being bettered by only BTL (SunDiesel) with 92 % to 95 % CO2 reduction in this respect. Biodiesel achieves a CO2 reduction of 37 % to a maximum of 72%, fuels made from vegetable oils and animal fats (HVO, NexBTL) are capable of between 0 % and 60 %, and depending on the raw material, ethanol can achieve a CO2 reduction of between 10 % and 80 %.

With hydrogen and fuel cell to the Zero Emission Vehicle

Daimler supports the development and introduction of renewable fuels. With biodiesel as an admixture in low doses, BTL fuels ("SunDiesel") as a fully-fledged fuel for diesel engines and later biogas, environmentally friendly and sometimes even CO2 neutral alternative fuels are either available now or will be so in the near future. There is however a general trend towards a diversification of fuel types in Europe, and it is incumbent on the EU to create some unification of biofuel objectives.

The next stage will lead to hydrogen as the fuel of the future. Currently obtained primarily from natural gas and crude oil, hydrogen will be generated by electro�lysis using hydroelectric, wind and solar energy in the future. This will require large investments in an appropriate infrastructure, however, a production and filling station network plus a reliable legislative framework for this technology. Hydrogen obtained by environmentally friendly means as an energy source for fuel cell powered vehicles will then turn the vision of the Zero Emission Vehicle into reality.

The world's first fuel cell powered car was a van

In 1994 the world's first fuel cell powered car was a van, the Mercedes-Benz NECAR 1 (New Electric Car) based on the MB 100 D. Just a few years later the fuel cell powered Mercedes-Benz Sprinter impressively demonstrated its potential during customer trials in Europe and the USA. The hybrid drive Sprinter from Mercedes-Benz Vans now represents the ideal bridging technology on the road to fuel cell drive systems.

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