ENVIRONMENT | ELECTRIC VEHICLES
models for airport work because the battery can be removed for charg- ing and a new, fully-powered one slotted in, enabling the unit to be used non-stop. In addition, the cooling system is designed for hard, continu- ous working conditions. The ATX280E has a 3,000 kg towing capacity and 1,000 kg loading capacity. Alke is bringing out an airport service kit for the XT model to pro- vide special protection on the lower front, rear and sides of the unit, as well as signalling accessories, such as flashing lights. “Potential contact with other vehicles or equipment is easier at airports than in other en- vironments,” says a spokeswoman. “The service kit will ensure the units aren’t damaged.”
Airports choose electric for a number of reasons. As already men- tioned, some ban diesel and petrol-powered vehicles from entering build- ings, especially terminal facilities, which means electric units are essen- tial to collect and deliver baggage and, in some cases, cargo. They are also compact but claims that they are more manoeuvrable are debatable. “Electric vehicles are not really more manoeuvrable,” Kesy believes, “and they’re not as powerful as motorised vehicles. But they do have ex- tremely powerful acceleration and braking capacity, which is a valuable advantage in airside applications.”
Electric vehicles are also seen as the most environmentally friendly, as they do not emit any CO2, although one must take into account the effect battery construction and use has on the environment. Batteries themselves constitute the greatest disadvantage in using electric vehicles: they only have a limited running time before recharg- ing, which means they are not always available when needed, and air- ports have to set aside space for them to be accommodated. Fast-power systems can reduce charging time from 8-10 hours to just three or four, but in doing so, they also shorten the overall life of the battery. “A battery life of four or five years can be cut to three if fast- charging is used,” says Lampier. “As the energy package is a big percent- age of the total cost of ownership, users have to weigh up the pros and cons before opting for this system.”
Without proper cooling systems, fast-storage can also lead to over- heating, which could potentially cause an unwelcome explosion. But without a fast solution, Lampier admits that airports have to plan the use of their electric fleet very carefully. “Take the case of the cleaning company,” he suggests. “If the aircraft is 10 or 15 minutes late, the cleaners have to be flexible enough to respond to that. If they are
“The fuel cell is the same size as a battery but can be filled at an ordinary filling station, with hydrogen instead of diesel. It has zero emissions, but produces water and a little heat which can be used to warm the driver’s cab in winter”
using an electric vehicle, they have to know that vehicle will be available whenever they need it.”
“The same is true with crew transport. It is hard to predict when crew will arrive at the airport - and they, too, are affected by delayed flight arrivals. They won’t want to be hanging around waiting for an electric vehicle when they want to get to their aircraft.” Mulag’s hybrid unit combines electricity with diesel power to over- come some of these problems. “The unit switches from one to the other as required,” says Kesy. “So it can switch off the diesel engine when it goes indoors, and turn it on when more power is required.” Now Mulag is working on a fuel cell version of its Comet 3 towing
tractor. Due to be field tested in Germany late winter or early spring, the fuel cell model, called H2Logic, should be available as an option by the end of the year or early 2013.
“The electricity required to power the vehicle will in turn be gener- ated by a chemical reaction of hydrogen and oxygen,” Kesy explains. “The fuel cell is the same size as a battery but can be filled at an ordinary fill- ing station, with hydrogen instead of diesel. It has zero emissions, but produces water and a little heat which can be used to warm the driver’s cab in winter.”
“Several manufacturers are looking at fuel cell technology, but we’re not worried about being first to market: it’s more important to ensure the technology is reliable.” Technological developments will probably increase the price of electric vehicles but improved systems will ultimately be more cost-effective and ef- ficient. Unfortunately, cost remains a major deterrent to potential customers. “Electric vehicles will always have limits,” Lampier admits. “But some airports are accepting these limits in order to reduce emissions. Airports in the Netherlands, Germany and Scandinavia are prepared to pay more to improve the environment, unlike other countries such as Belgium and France. Governments which claim to have a green agenda could help, for example, by banning the deployment of diesel-powered equipment in warehouses. There was an increase in the use of electric forklifts in the Netherlands when the Government banned diesel-powered trucks enter- ing such warehouses.” Governments could also offer tax incentives to airports which pur- chase electric vehicles or provide grants for their use. But these are all big asks. It is really up to the aviation industry itself to decide to go elec- tric, for the sake of their staff, their customers and the environment.
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