This means that buyers will get 20% off the price of a plug-in electric van, up to a maximum of £8,000.

Eligibility criteria for vans include:

• Vans must new and have a gross weight of under 3.5t
• Tailpipe CO2 emissions of 75g/km or less
• Minimum range of 60 miles for fully electric vans or 10 miles on electric power for plug-in hybrid vans
• Maximum speed of at least 50mph
• A 3-year vehicle and drivetrain warranty.

You can see full details of eligibility requirements here, on the DfT website. The grant is only available to vans which are on the DfT’s approved list – van manufacturers can submit their vans for approval at any time and the deadline for inclusion on the initial list is 31st January 2012.

Commenting on the decision, Transport Minister Norman Baker said:

“Electric vehicles are the arrowhead for a low carbon revolution in motoring and as more models come to market we’ll begin to see sales gather pace.

“Car buyers have had a year to take advantage of our grant and now it’s time for van buyers to get their chance to go electric. This is great news for businesses given the lower running costs of these vehicles – fleet buyers tell us that this is one of the most important factor influencing their decision on what to buy.”

Scotland’s Lothian and Borders Police force has purchased an Ford Connect Electric van to replace a conventional diesel-powered van.

The van will primarily be used for urban work in central Edinburgh and has a range of 80 miles and a payload of 500kg.

The Ford Connect Electric is a Ford Transit Connect with an electric conversion by Azure Dynamics, a company that has partnered with Ford to product these vans, which are being marketed in Europe and the USA.

Lothian and Borders Police won’t be the first organisation in its area to be operating an Electric Transit Connect – East Lothian Council has already taken delivery of one to use as an internal mail delivery van.

Renault Kangoo Van Z.E. Voted International Van of the Year

The Renault Kangoo Van Z.E. has been voted International Van of the Year 2012

Renault’s all-electric Kangoo Van Z.E. has been voted International Van of the Year 2012. The winner was selected by a jury of 22 European journalists who specialise in the light commercial vehicle market.

Jury chairman Pieter Wieman explained: “With the Kangoo Van Z.E. Renault brings the electric van within the reach of the normal European van user,” he said, “thereby delivering a major contribution to environmental sustainability, one of the most important issues of the transport of goods by road nowadays.”

The Kangoo Van Z.E. launches in the UK on the 1st December and it probably is fair to say that it offers comparable running costs for urban use once diesel costs are taken into account.

As I discussed recently, the van will be sold but the batteries will be rented, enabling Renault to tailor battery pricing according to the van’s annual mileage and to ensure that battery care and life expectancy are not an issue for the operator of the van and do not impact its expected residual value.

The research was conducted for the International Council on Clean Transportation, an international think tank that wanted to assess the greenhouse gas emissions associated with biodiesel production.

Biodiesel Law Drives Up Palm Oil Demand

Biodiesel mandates like the RTFO and the corresponding EU policies, which require a percentage of biodiesel to be used in standard road fuels, have both a direct and indirect impact on palm oil demand.

The direct demand is due to the requirement for a suitable biofuel to mix with mineral diesel, while the indirect demand is the result of additional demand for food oil where crops formerly used for this purpose (e.g. rapeseed oil) have been diverted to biofuel use.

Peatland Biodiesel Is High In CO2

The problem lies in the fact that much of the additional palm oil being used to create European biodiesel comes from newly-created palm oil plantations on tropical peatland (e.g. in Indonesia).

Using tropical peatland to create new palm oil plantations releases vast stores of CO2 that were previously harmlessly locked away in the peat. This is akin to burning a forest or a large amount of coal – all the CO2 locked in the peat is released rapidly, having taken many millenia to accumulate.

Apparently, tropical peatland is one of the Earth’s largest and most effective carbon sinks when left uncultivated – but when used for plantations, the resulting degradation of the peat triggers huge carbon emissions that have not previously been accounted for when assessing the carbon emissions of biofuels.

Biofuel Policies Likely To Fail At Reducing Global CO2 Emissions

The outcome of all of this is that the carbon emissions caused by using biodiesel from tropical peatland palm oil plantations are so great that they cancel out any reduction in emissions relative to using standard fossil fuel diesel.

The end result is that as I have discussed a number of times before, the EU’s love affair with biofuels at almost any cost is gradually being revealed as the short-sighted, ill-conceived notion that many scientists and environmentalists have always believed it to be.

For more detailed information, the full report is available on the ICCT’s website.

The Kangoo Van Z.E. looks the same as any other Kangoo

Back in February I blogged about the forthcoming launch of the Renault Kangoo Van  Z.E. – the electric Kangoo.

That hour has now arrived (almost) and the Kangoo Van Z.E. goes on sale in the UK in November. Externally it looks virtually identical to the standard Kangoo and this electric model will be available in most of the same configurations, too:

• Two and five-seat versions
• Maxi long wheelbase model
• 650kg payload
• Load capacity of up to 4.6 cubic metres

The Kangoo Van Z.E. will use lithium ion batteries which are relatively lightweight and do not suffer from ‘memory’ problems. This means that they can be partially charged and discharged without any concerns over a loss of battery capacity, unlike older types of rechargeable battery.

Most people are pleasantly surprised when they first drive an electric vehicle. Maximum torque is available almost from a standstill, giving a responsive drive. Electric vehicles don’t have manual gearboxes either – they have seamless ‘reducer’ transmission systems that are fully automatic – just select forward or reverse.

The Kangoo Van Z.E. has a 44kW electric motor (equivalent to 60hp) that delivers a maximum torque of 226Nm. This level of torque should make the van feel quite lively, even when loaded. Renault says that the battery, when fully charged, should be good for up to 106 miles on the combined driving cycle (they test electric cars like this, too).

In reality, the Kangoo’s range (like that of all electric vehicles) will vary considerably depending on how it’s used. According to Renault, the operational range of electric vehicles varies more than that of an internal combustion-engined vehicle and depends on factors like speed, the lie of the land, use of the climate control system or heater, the outside temperature, driving style (sporty, normal or ‘eco-driving’), etc.

Inside the Kangoo Van Z.E. - note the automatic-style gear lever

Unlike internal combustion-engined vehicles, electric vehicles are at their most energy-efficient in built-up areas in heavy traffic, when a range of 125 miles can be achieved.

When the vehicle is at a standstill (red lights, heavy traffic, etc.), the electric motor doesn’t use any energy, while the system that recovers energy under deceleration, works more frequently during city motoring because of repeated braking and stopping.

In contrast, severe weather conditions coupled with sporty driving, hilly routes and no use of the pre-heating system, can reduce the vehicle’s range to around 50 miles.

Buying A Kangoo Van Z.E.

Renault has decided to seperate vehicle and battery ownership, presumably in the hope that it will reassure potential buyers who are worried about eventual battery replacement costs.

The Kangoo Van Z.E. will be priced from £16,990 +VAT and battery rental will cost from £60 per month (+VAT). This price is for a battery contract of 36 months or more with a mileage of 6,000 miles per year. Higher mileages or shorter contracts will cost more – up to a maximum of £105 per month + VAT for a 1 year/15,000 miles contract, at the time of writing. For comparison, prices for the standard Kangoo start from about £11,500 +VAT.

The battery hire also includes 24/7 breakdown cover, including towing to the nearest charging point (within 50 miles) if you run out of battery power.

So far, Renault has appointed twenty Z.E. (Zero Emission) dealers in the UK – at present, only these will sell Z.E. vehicles, but all Renault dealers will be able to perform non-specialist maintenance. The Z.E. vans will come with 3 year/100,000 miles warranties, just like standard vans.

Charging Facilities

Charging the Kangoo Van Z.E. from a 13A supply will take 6-8 hours – more powerful sockets can be used for a faster charge if they are available.

Renault have partnered with British Gas to supply and fit Chargemaster charging systems for Z.E. customers at either their home or office premises.

Interestingly, Renault say that they will offer van rental of internal combustion-engined vans at preferential rates to Z.E. van owners so that they can undertake longer journeys where charging facililties are not available.

Find out more at www.renault-ze.com.

Update 28/10/2011: Renault has just announced that it has received orders for 15,000 Kangoo Van Z.E. over the next four years. The biggest order by far – 10,000 vans – comes from La Poste, the French postal service. The remaining orders come from large French companies and public sector organisations.

French motor manufacturers have a long history of enjoying support from French public sector organisations and large French companies. The French like buying French cars, vans and lorries – the same is true with German manufacturers in Germany. Perhaps the UK should pursue a policy of buying British-made vehicles, too – although the manufacturers are no longer British, plenty of cars and vans are made in British factories – more than most people realise.

The deal means that ePower Trucks now offers 35 EV (electric vehicle) models, including 10 which are road legal.

Jerry Hanss, Managing Director of ePowerTrucks, said: “Our goal has always been to offer customers freedom of choice when selecting electric vehicles. After securing the GEM dealership, ePowerTrucks now offers the widest range of EVs in the UK.”

Many people assume that electric vehicles are relatively new – but in fact the market for specialist electric vehicles has been evolving for some years. GEM was founded in 1997 and has sold 45,000 electric vehicles to date – providing an indication of the scale of the EV market.

You can see ePower Trucks’ full range of electric vehicle by visiting the company’s website.

GOVEC GO! T Series Electric Cargo Scooter - the ultimate pizza delivery machine?

If the manic buzzing of scooter engines characterises your business delivery vehicles, then why not consider something a little more refined, cheaper to run, and much less polluting?

German company GOVECS’ new range electric scooters offer speeds of up to 80km/h (50mph) and a range of up to 100km (62 miles) – enough for the vast majority of urban delivery applications. The scooters’ integral cargo boxes means that goods or packets to be delivered can be kept safe, secure, dry, and away from prying eyes – ideal for postal work, urban couriers, pizza deliveries and much more.

GOVECS say that loads of up to 175kg (including the driver) are possible and box capacities up to 170 litres are offered – plus the ability to mount existing boxes. GOVECS’ top of the range T Series model even has regenerative braking to extend battery life.

All models can be charged to 85% battery capacity in two hours from a standard 13A household socket, using the integrated charger that’s built in to each scooter.

GOVECS GO! T Series scooters will be available to order from 1st October and will cost from €4445 (approx. £3850) each.

I wonder how long it will be before van rental companies start offering electric van hire?

Visit www.govecs.com for more information.

One electric van I haven’t covered – for some reason – is a model that has been around for some years now and continues to thrive – the Aixam Mega:

The Aixam Mega has a smaller footprint than a Mini and is available in diesel and electric versions

Aixam is a French company that makes a variety of small vehicles, many of which are available in electric versions. Aixam specialises in ‘quadricycles’ – a little known category of vehicle that can historically be driven by holders of motorcycle licences. In the UK, you must have passed your motorcycle test before 1st March 2001 to do this – if you have passed your motorcycle test since then, you will need a car licence to drive an Aixam.

The Mega is Aixam’s commercial offering and has been quietly but steadily successful in both electric and diesel-powered versions. It has a footprint that is small than that of the current Mini (which admittedly is not that small anymore) and offers a payload of up to 3 cubic metres and 625kg – the same as some conventional small vans.

The electric version of the Mega has a range of around 60km and a maximum speed of about 45km/h. Anyone wanting more performance can opt for a diesel version, which can achieve speeds of up to 75km/h. The electric Mega takes 8-10 hours to charge and is of course zero-rated for road tax (and exempt from the London Congestion Charge).

The Mega is obviously not suitable for long-distance work, but it is extremely suitable for urban work, site work and other local work where its slim versatility comes in handy. The Mega is also available with a range of body types:

• Panel van
• Tipper
• Dropside
• Pickup
• Skip Tipper (integral skip body on tipper mechanism)

Image courtesy of One Planet Living In Sutton

Here at VanRental.co.uk, we are always on the look out for innovative and eco-friendly ways to use vans. I recently stumbled across The Veg Van, a brightly-painted retired milk float that’s used to sell fresh fruit and veg to the residents of Sutton.

Pedants might say that a milk float is not a van, but I would beg to differ – it’s a light goods vehicle designed to perform local deliveries – what else can it be but an electric van?

The Veg Van is a non-profit initiative that aims to encourage both healthy eating and local produce – some of The Veg Van’s produce is grown on Sutton Community Farm, meaning food miles and environmental impact are both minimised. The Veg Van is supported by BioRegional and EcoLocal, two organisations dedicated to helping people live more sustainably and reduce their impact on the environment.

The Veg Van’s current weekly schedule is Hackbridge Primary School (3-3.45pm Tuesdays), St Helier Hospital (12-3pm Wednesdays) Hackbridge Station (4.30-8pm Wednesdays) and Carshalton Station (4.30-8pm Thursdays).

Over the last decade, the percentage of US corn grown for corn ethanol production has risen from 6% to 40% of the crop, raising concerns about the knock-on impact this has had on food prices, especially in the developing world.

Environmentalists have also concluded that using corn ethanol has no environmental benefits, thanks to the large amounts of energy and water that are required to convert corn into fuel-ready ethanol. Bill Freese of the Centre for Food Safety told The Guardian that:

“The research is very clear by now. Turning corn into ethanol is not environmentally sound … It’s really an environmental disaster.”

While Congress have yet to finalise whether the corn subsidies will go as part of the American government’s deficit reduction plan, it seems likely and in fact quite appropriate. Removal of the market imbalance caused by strong government support for corn ethanol should level the playing field for other potential alternative fuels, allowing those offering genuine benefits to gain more support.

However, from a European perspective, what is most interesting is the possibility that this could mark a turning point for the current policy of mandatory biofuel use in regular fuels. So far, any evidence of genuine, whole life-cycle environmental benefits is shaky at best and downright dishonest at worst.

After all, where the USA leads, others, especially the UK, tend to follow. Let’s hope in this case that some of the current half-baked, short-sighted biofuel policies that inflate food prices and don’t provide significant carbon reductions will be phased out and replaced with more meaningful and less prescriptive directives that encourage development of new ideas and reward genuine reductions in environmental impact.

The underlying problem is that the environmental cost of producing biofuels can be quite high, especially where there has been an ‘indirect land use change’. Examples of this include deforestation in South America to make room for growing more sugar cane. Green groups believe that the new certification schemes do not go far enough but they should, at least, be a step forwards. Biofuels that have been grown on land that was formerly forest or wetland will not qualify for certification; hopefully this will remove some of the more blatant abuses from the biofuel production system.

There are seven new certification schemes, covering different types of biofuel and different production locations. To qualify for certification under any of the schemes, biofuels will have to produce at least 35% less greenhouse gas than fossil fuel equivalents.

Of course, all of this still does not address the madness of using food crops as vehicle fuel, thus putting pressure on food prices and availability of edible oils globally. Many farmers around the world have switched from growing food crops to biofuel crops over the last year, thanks to generous subsidies and guaranteed market prices in areas, such as the EU, where biofuel use in regular fuels has been mandated by law.

To me, the use of biofuels makes no sense – it is not sufficiently scalable to drive a serious reduction in fossil fuel use and it is fraught with abuses, complications and inefficiencies that make it likely to cause at least as many problems as it solves. Developing the potential of electric and perhaps hydrogen power for vehicles makes much more sense – and the electricity needed to generate both these fuels should come from a combination of modern power stations (including nuclear) and renewable power generation facilities.

Read more on this issue here, here and here.