Clean Motion March 2007
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March 2007
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GM Targets 2010 for Volt Production
On
March 13, 2007, at the Geneva Motor Show in Switzerland, General Motors
Corp. Vice-Chairman Bob Lutz confirmed 2010 as the target year for
production of the all-electric Chevrolet Volt. While a prototype is
expected by the end of 2007, Lutz cautioned that uncertainty remains
whether lithium-ion (Li-ion) batteries can be developed soon enough to
power the Volt both economically and safely. Nonetheless, GM is
planning to open much of its development process to the media -- an
unusual decision for the U.S automaker. Commenting further on the Volt’s exterior design, Lutz shared that the production version would have to traditionalize certain features of the body styling of the concept car, including the extreme placement of the front wheels. However, Lutz did not go so far as to reveal an actual timeline for the Volt’s mass production. When asked about the skepticism expressed by some critics in response to GM’s unpopular decision to scrap its popular electric car, the EV-1, highlighted in the 2006 documentary “Who Killed the Electric Car?”, Lutz replied, “Competitors who write this off as a PR exercise are going to be brutally surprised.”
For more information on the Chevy Volt, please see:
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DOE Announces Draft Plug-In Hybrid Electric Vehicle R&D Plan The U.S. Department of Energy’s (DOE) Office of FreedomCAR and Vehicle Technologies (FCVT) has outlined a research and development plan to advance the technologies needed to bring plug-in hybrid electric vehicles (PHEVs) to the market. From technology assessment of viable lithium-ion battery development to mid-and long-term projections regarding production readiness, the plan’s R&D scope is comprehensive. In addition, the plan stresses the need to quantify the potential national benefits of PHEVs and seek collaboration with the international community in regard to technological advancement. DOE is proposing the following near, medium and long-term goals for battery development:
Despite significant progress in the development of Li-ion batteries, the cost and durability with a PHEV duty cycle remain a challenge. To address these issues FCVT will employ a 3-phase approach similar to that used for the development of nickel metal hydride (NiMH) batteries in the 1990’s:
The
DOE/USABC will release a PHEV battery solicitation and plans to award
proof of concept contracts this spring. The development of power
electronics and other electric components for PHEVs is also a
significant element of the draft R&D plan. DOE observes that PHEVs
do not present additional technical difficulties for electric drive
components since power requirements have been considered for existing
hybrid and electric vehicles.
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U.S. Alternative-Fuel Vehicle Sales Breaking Records 2006 was a banner year for alternative fuel vehicles with a record 1.5 million sold in the United States, surpassing industry estimates by 50 percent. There are more than 10.5 million alternative fuel vehicles in use, including hybrids, ethanol, biodiesel and other alternative fuel-powered vehicles according to the Alliance of Automobile Manufacturers (AAM), a Washington D.C.-based trade association. Consumers now have 60 models of alternative-fuel vehicles to choose from, up from a mere 12 models on the market in 2000. In related news, industry analyst R.L. Polk and Co. reported that U.S. sales of gas-electric hybrids climbed 28 percent in 2006 (254,545 hybrid vehicles sold, up from 199,148 in 2005) but has since begun to wane. A decrease in available tax credits on best-selling Toyota models have likely led to the second slowest growth rate in hybrid sales since 2000. Industry analysts predict continued growth due to sustained demand and even more models rolling into showrooms. R.L. Polk reports that hybrid vehicles accounted for approximately 1.5 percent of total sales last year in the United States. Toyota’s Prius led the pack with 42.8 percent of total hybrid registrations followed by the Highlander sport utility vehicle. However, Toyota reached the federally mandated 60,000 vehicle limit last summer which maxed out its hybrids’ ability to qualify for full federal tax credits. Hybrid buyers in the United States were entitled up to $3,150 in tax credits as a result of tax incentives in the Energy Policy Act of 2005. In October 2006 these tax credits were halved to $1,575 for the Prius. Toyota reported that their United States hybrid sales dropped that month to the lowest level since the previous year, likely as result of the tax credit reduction. Despite this trend, 2007 sales in the U.S. are expected to grow to upward of 300,000 hybrids.
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B20 Biodiesel Powering Monsanto Shuttles Leading agriculture technology company Monsanto is operating three employee shuttles powered by a B20 biodiesel blend (20 percent biodiesel, 80 percent petroleum diesel) at its St. Louis, MO world headquarters campus. Two of the shuttles travel 178 miles per day (the third is reserved for backup) and carry an average of 3,300 riders each month. By switching to biodiesel, the compact shuttles have increased fuel efficiency by 3 mpg and saved 20 percent in fuel costs. In addition, biodiesel burns more cleanly, resulting in a 20 percent decrease in unburned hydrocarbon emissions and 12 percent less carbon monoxide and particulate matter emissions.
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$260,000 Awarded For Clean Fuel Advanced Transportation Projects
The
North Carolina Solar Center at NC State University recently awarded a
total of $261,828 through its Clean Fuel Advanced Technology (CFAT)
Project for eight projects that will reduce transportation-related
emissions in counties that do not meet national ambient air quality
standards. Two additional projects, totaling another $125,000, are
expected to be announced soon. The CFAT Project is an initiative
funded by the N.C. Department of Transportation, State Energy Office,
and Division of Air Quality that will directly reduce harmful emissions
in addition to providing related educational outreach. The first round
of awards includes neighborhood electric vehicles, diesel retrofit
technologies, biodiesel refueling infrastructure and truck stop
electrification.
Source: Anne Tazewell, Transportation Manager, North Carolina Solar Center/NCSU
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EPA Revises Fuel Economy Estimates In an effort to better reflect current driving conditions and habits, the U.S. Environmental Protection Agency (EPA) recently announced that it will begin updating fuel economy standards for all new cars and light trucks sold in the United States. Beginning with 2008 models, which arrive in showrooms later this year, new fuel mileage estimates will factor in faster speeds, quicker acceleration, air conditioner use and colder outdoor temperatures, as well as less measurable factors such as wind resistance and road surface friction. As a result, most vehicles, fuel-efficient gas-electric hybrids included, will receive lower fuel economy estimates. The Toyota Prius, the country’s best selling and most fuel-efficient hybrid model, for example, is likely to have its combined (city and highway) fuel economy rating reduced by 16 percent to 46 mpg. The Prius will top the automobile market in terms of overall best mileage despite the EPA’s new formula. The new ratings don’t seem to concern Toyota officials too much. For years they have contended that EPA’s estimates for the hybrids were too high. Further, fuel economy estimates are expected to decline for most vehicles under EPA’s new system, so the Prius will likely remain at the top of the most fuel efficient cars list. EPA’s fuel economy tests have been subject to intense criticism over the years. The test methodology, which hasn’t been updated in 30 years, is said to overestimate fuel economy by nearly 30 percent. The EPA has tried to adjust the estimates in recent years to compensate for changing driver habits, traffic patterns and vehicle technologies. This has resulted in the lowering of combined fuel efficiency estimates by 15 percent. A provision in the Energy Policy Act of 2005 required EPA to evaluate and adjust fuel economy test procedures to reflect real-world driving scenarios (higher speeds, faster acceleration, temperature variation, use of air conditioning, etc.).
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New Rule Cleans Up Locomotive and Ship Pollution The U.S. Environmental Protection Agency (EPA) has proposed the Clean Air Locomotive and Marine Diesel Rule to help significantly reduce air pollution from locomotive and marine engines and improve the public health of Americans nationwide. This initiative will cut particulate matter emissions from locomotive and marine engines by 90 percent and nitrogen oxides (NOx) emissions by 80 percent. Locomotives alone are estimated to churn out as much NOx as 120 coal-fired power plants (an estimated 930,000 tons) and as much particulate pollution as is emitted from 70 coal fired plants (roughly 32,000 tons). According to agency estimates, the rule will result in annual health benefits of $12 billion by the year 2030 with a continued in improved public health as respiratory illnesses, premature deaths, and hospitalizations drop with the continued replacement of outdated polluting engines. The rule targets all types of newly manufactured and remanufactured diesel locomotive engines, including line-haul, switch and passenger rail. Exempt from the rule are existing fleets of locomotives owned by very small railroad companies. A variety of marine sources including tugboats, ferries, yachts and marine auxiliary engines fall under regulation for newly manufactured engines. The three-part proposal includes:
Short-term standards to drastically reduce emissions from locomotive and marine diesel engines will phase in beginning in 2009. In the meantime, a locomotive remanufacturing proposal could take effect as early as 2008, pending the availability of certified systems. Long-term standards would come into effect in 2014 for marine and 2015 for locomotive diesel engines. To learn more about the proposal, visit:
Clean Diesel Locomotive: http://www.epa.gov.otag/locomotv.htm
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Rep. Doggett Introduces Plug-In Tax Credit Rep. Lloyd Doggett (D-TX), Austin’s longtime supporter of plug-in hybrids, recently introduced tax credit legislation to benefit plug-in hybrids. H.R. 1331 will amend the tax code to allow consumers to qualify for a tax credit if they purchase an eligible plug-in hybrid vehicle (PHEV). The legislation is aimed at the light-duty vehicle market and offers a $3000 base credit for the purchase of a PHEV. The credit increases by $150 if the vehicle is flexible-fuel capable. The bill offers an additional credit based on the size of the battery pack in the PHEV. The credit starts at $500 for a minimum of a 5kWh pack plus $250 for each kWh that the pack exceeds 5kWh. There is a cap of $3000 for this additional credit. The bill has drawn impressive support with 64 co-sponsors. It has been referred to the House Committee on Ways and Means of which Rep. Doggett is a member.
To view this bill, please visit:
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National Grid Capacity Sufficient for Millions of New Plug-Ins Says New Report A recent report by Pacific Northwest National Laboratory (PNNL) estimates that if the nation’s fleet of 198 million cars and light trucks were plug-in hybrid electric vehicles (PHEV), 84 percent of them could be fueled by the off-peak electricity production and transmission capacity of the U.S electric power grid, although percentages vary by region. The study evaluated the market penetration impacts of PHEVs on oil imports, the environment, electric utilities and consumers. According to the report, while battery life and performance for PHEVs continues to be tested and improved, current battery technology is sufficient for storing the energy necessary to drive the average daily commute, approximately 33 miles round trip. The study estimates sufficient off-peak capacity to power 84 percent of the nation’s cars and trucks assuming that they were all PHEVs. What is not sufficient, however, is regional power availability. Researchers determined that in the East and Midwest, off-peak electricity generation, transmission and distribution is sufficient for all vehicles to run on batteries. In the Pacific Northwest, forecasts change dramatically (only 10 – 18 percent) because electricity availability is limited due to a large amount of hydroelectric power generation with power demand very close to maximum capacity.
In addition, the study considers the environmental impact of a complete switch to PHEVs. In terms of economic impact on consumers, the PNNL report evaluated how long it will take owners to break even after purchasing a PHEV. The price of gas and cost of electricity weigh heavily, as does the cost of batteries which are expected to set PHEV price tags $6,000-10,000 higher than today’s gasoline-powered vehicles. Researchers estimate payback time on PHEVS to range between five and eight years. In an effort to attract buyers, utility companies could consider discount off-peak power rates coupled with “smart grid” technologies that ensure PHEVs only charge during off-peak periods. The Pacific Northwest National Laboratory report may be accessed at: http://www.pnl.gov/energy/eed/etd/pdfs/phev_feasibility_analysis_combined.pdf
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UK Budget Proposes Tax Increase for Gas Guzzlers The United Kingdom is seeking to penalize gas guzzling cars by nearly doubling the tax on such vehicles. In the recently introduced 2007 budget, Chancellor Gordon Brown presented a proposal to increase the vehicle excise duty tax of Band G vehicles to £300 ($591) for 2007-08 with an additional increase to £400 for the following year. Vehicles in the U.K are taxed based on their carbon dioxide emissions. For example, vehicles emitting 100g of CO2 per kilometer (Band A) pay no excise tax. Currently there are no cars that meet this emission level. Band B cars emitting between 101-120g of CO2/km pay £35 (examples include the Ford Fusion and Toyota Yaris). Cars in the Band G category emit more than 225 g of CO2/km (examples include Toyota Land Cruiser, Chrysler’s Jeep Cherokee and the Volkswagen Toureg - all sport utility vehicles). The budget proposal seeks to gradually raise taxes for Bands C-E by £5 each year and taxes for Band F by £10 in 2008 and by £5 in subsequent years. Other initiatives of interest in the budget include an increase in fuel duty rates, providing incentives for biogas and biofuels and a two percent company tax discount for use of flexible-fuel vehicles powered by 85 percent ethanol (E-85).
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Rome has recently made a switch to biodiesel in its fleet of transit buses. The city has signed an accord to operate its entire fleet of 2800 buses on a B20 blend (20 percent biodiesel, 80 percent petroleum diesel) to cut air emissions and reduce greenhouse gases. The transit fleet will soon begin a trial of 200 buses and, if successful, will convert the entire fleet by 2008. Estimates indicate a reduction of carbon dioxide emissions by 40,000 tons per year.
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Malaysia Investing in Clean Buses Malaysian bus operator Nadicorp Holdings recently announced that it will buy 465 clean natural gas (CNG) buses from Samsung Corp. in South Korea. The $77 million deal requires Samsung to deliver the chassis and provide technical training for the construction of the buses which are to be built by a subsidiary of Nadicorp. Samsung also will assist with the loan financing granted to Nadicorp by South Korean and Malaysian banks. Nadicorp will save approximately 24 percent in fuel costs because natural gas is much cheaper than diesel in Malaysia. The country’s national petroleum company will partner with Nadicorp and install 200 CNG fueling stations nationwide in 2008. Source: Richard Kolodziej, NGVAmerica newsletter
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Joining a growing number of equipment and engine manufacturers, Cummins Inc. has approved the use of a B20 blend of biodiesel (20 percent biodiesel, 80 percent petroleum diesel) in many of its engines, including its 2002 and later emissions-compliant ISX, ISM, ISL, ISC and ISB engines. The approved engines power medium and heavy-duty trucks, school buses, emergency vehicles, motor homes and shuttle buses. Cummins had earlier approved the use of a five percent blend of biodiesel. On completing its own testing with B20, Cummins felt comfortable enough to provide its customers with the necessary guidance and support for the use of biodiesel. Cummins is one of the largest manufacturers of diesel engines in the United States.
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Wal-Mart Expands Commitment to Hybrids Wal-Mart continues to expand its interest in hybrid trucks. The retailer giant recently announced a partnership with Peterbilt Motors and Eaton Corporation to jointly develop and test a Class 8 hybrid truck as part of its “Sustainability 360” program. The heavy-duty hybrid electric power system developed by Peterbilt and Eaton features a manual transmission with an idle reduction option and a parallel hybrid system incorporating a 44kW electric motor/generator. The hybrid system will be able to recover energy usually lost during braking and store this energy in the batteries. The electric torque created is sent through the motor and combined with torque from the engine to enhance the performance of the vehicle. The result is a more fuel-efficient engine with the ability to operate only via electric power in certain situations. The system’s batteries will power the truck’s electrical systems, including the heat and air conditioning, even when it is turned off. Engine operation will be limited to charging the battery automatically when the idle reduction mode is active. Charging time is estimated to take approximately five minutes per hour to reach the system’s maximum. Another feature of the proposed system design includes minimizing of engine vibration during start-up and shutdown during the recharge periods. This will allow drivers to rest without interruption.
Third-party
testing of the system has consistently achieved a 5 to 7 percent fuel
savings versus comparable, non-hybrid models and may result in saving
one gallon of fuel per hour when idling. With the average price of
diesel at $2.50 per gallon, the vehicles currently stand to save about
$9,000 -10,000 per year in fuel costs. There are plans to introduce
the heavy-duty hybrid truck by 2008, if the test and evaluation is
successful.
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Air-Powered Cars -- Fact or Fiction? The notion of bringing a vehicle powered by compressed air and capable of “zero pollution” to market has for years fascinated yet vexed engineers. However, a recent partnership between Tata Motors of India and Moteur Development International (MDI) signals that production of a cost-effective, compressed air car might soon be a reality. MDI, designers of the MiniC.A.T., will unveil a light urban automobile, with a tubular chassis and a fiberglass body. A computer serves as the “heart” of the vehicle’s communications system and offers an array of information about the car’s performance as well as the ability to integrate with external features such as voice recognition, Global Positioning System guidance, Global System for Mobile Communication telephone connectivity, emergency and fleet management connectivity and a keyless ignition system managed by a personal access card. The MiniC.A.T. is very cost-efficient to operate. According to MDI, it costs less than one dollar per 62.14 miles, which is approximately a tenth that of a gasoline-run vehicle. The car’s maximum speed is 68 mph. Given the absence of combustion and the fact that the MiniC.A.T. runs on vegetable oil, oil changes are only necessary every 31,068 miles. In addition, the air conditioning system uses expelled cold air from the engine to cool the interior of the car. The exhaust pipe emits clean air which ranges from 0 to 15 degrees below zero. As a result, no gas additives are needed for air conditioning and the vehicle loses no power when the system is in use.
Pending market development, gas
stations would need to be adapted to offer compressed air to refill the
MiniC.A.T. Refills are estimated to take no more than two or three
minutes and will enable the vehicle to travel another 124- 186 miles at
a cost of roughly $1.50. As an alternative to filling up at the pump,
the car has a small compressor which can be used to refill the tank in
3 to 4 hours.
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APTA Bus & Paratransit Conference
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Alternative Fuels & Vehicles Conference + Expo
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EESI’s
Transportation Program is eager to learn about your clean vehicle
fleet/efforts. If you are in the process of procurement, or if you
already operate heavy or light-duty vehicles that produce fewer
emissions and consume less fuel than conventional diesel or gasoline
powered vehicles, let us know if we haven’t heard – and told -- your
story! We’ll post this information on our website and include it in
future editions of Clean Motion! |
| Clean Motion is a free monthly periodical providing an overview of current program and policy activities related to the deployment of low-polluting, energy-efficient transportation in the United States. Topics include technology developments, clean vehicle deployment, energy consumption, the environment, government policy, and public health. If there are issues we are missing and you think we should cover, please let us know. |
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The Environmental and Energy Study Institute is a non-profit organization established in 1984 by a bipartisan, bicameral group of members of Congress to provide timely information on energy and environmental policy issues to policymakers and stakeholders and develop innovative policy solutions that set us on a cleaner, more secure and sustainable energy path . EESI's valuable work in energy, climate change, agriculture, transportation and smart growth is made possible through financial support from people like you. Your tax deductible contribution will help EESI develop innovative policy solutions for a cleaner, safer, healthier world. For more information, go to our website or contact Jan Mueller at jmueller [at] eesi.org or call 202-662-1883.
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