More haste, less environmental gain?

Should the internal combustion engine really be ditched? Or are we seeing a case of politicians being too hasty in their quest to rid the planet of this so-called “evil”?

Earlier this year, I attended the IAA Transportation in Hannover – and, as you will have read in FOCUS last month, it was fascinating. One thing, however, was missing from many of the stands: diesel engines.

Now I can just imagine what you’re thinking: we need to move away from diesel and internal combustion engines, right?

Maybe, but chatting to many people at the exhibition, there was much concern at the European Union’s haste to ban internal combustion engine technology. It’s not that the truck and bus manufacturers aren’t ready with alternative powertrains; the exhibition was populated by a multitude of greener technologies – notably electric and fuel cell. We’re also writing about alternative powertrains in FOCUS November (see pages 26 onwards). The original equipment manufacturers (OEMs) have done a magnificent job of developing “green” products in a relatively short period of time. Lots of products have already been launched and more are coming; I’ve just driven MAN’s superb eTruck (you will be able to read all about it in the next issue of FOCUS). Internal combustion engines on trucks aren’t banned yet – however, OEMs are ready for a combustion engine-free future.

But nothing else is ready. There’s little or no charging infrastructure; there’s no reliable and universal source of green electricity.

So, while some environmental organisations are celebrating the European ban on internal combustion engines come 2035 – “it’s game over for the internal combustion engine in Europe,” chortled green group Transport & Environment (T&E) – there are a number of serious issues at play.

EU Internal Market Commissioner Thierry Breton has verbalised a number of other concerns regarding a ban on internal combustion engines from 2035 onwards. Breton has pointed out that a shift to all-electric mobility will entail a huge consumption of raw materials, especially critical, scarce raw materials. In addition, 20 to 25% more electricity will be needed, the production of which using gas or coal would make no sense from a climate point of view.

The Verband Deutscher Maschinen- und Anlagenbau (more commonly known as the VDMA, an association which represents the mechanical engineering industry in Germany and Europe) concurs.

“Commissioner Breton is absolutely right to question the decision and to point out the complex and not entirely foreseeable consequences. Moreover, the de facto ban on the internal combustion engine is the wrong way to go. To achieve effective climate protection quickly, all climate-friendly drive options must be used. This also applies to the combustion engine powered by CO₂-neutral, green efuels,” asserts Hartmut Rauen, its deputy executive director.

There certainly appears to be considerable merit in efuels. One of the IAA exhibitors was a company called Neste, which has developed its MY Renewable Diesel. This fuel reduces greenhouse gas emissions by up to 90% compared to fossil diesel. It works in regular diesel engines – so it’s a practical and implementable solution.

We’ve also seen companies exploring hydrogen-powered combustion engines – which could be a potential solution. At the IAA, Cummins displayed a truck prototype using a hydrogen combustion engine. This solution, the company maintains, is “more aligned with current vehicle designs to reduce complexity for OEMs and their customers”.

“The reuse of appropriate components drives economies of scale while also providing reliability and durability equal to diesel. A hydrogen combustion engine fits in today’s vehicles, works with today’s transmissions, and integrates seamlessly into the industry’s existing service networks and practices,” explains Alison Trueblood, Cummins executive director – On-Highway Business Europe.

So, there are some potential solutions. Clear, progressive thinking is needed, not ill-conceived or hasty decisions.