Green Car Congress

Carbon Pricing Can Cut CO2 Emissions from Power Generation Even Before New Tech Is Deployed

Levying an instantaneous price on carbon dioxide released by electric generators could reduce greenhouse gas emissions from the sector even before the deployment of lower-carbon generation technology, according to an analysis by scientists at Carnegie Mellon University in Pennsylvania. Their report is scheduled for the 1 May issue of Environmental Science & Technology.

In the study, Jay Apt and colleagues estimate that a price of $35 per metric ton on generators’ CO₂ emissions would decrease consumer demand for electricity. As a result, utilities would burn less fuel, release less carbon dioxide and cause emissions to fall by as much as 10% in certain transmission regions (such as PJM and the Midwest ISO).

Regions with a large percentage of natural gas or other low-carbon generation would see smaller decreases (4% for ERCOT).

A price on carbon dioxide emissions that has been shown in earlier work to stimulate investment in new generation technology also provides significant CO₂ reductions before new technology is deployed at large scale.

Resources

• Adam Newcomer, Seth A. Blumsack, Jay Apt, Lester B. Lave, and M. Granger Morgan (2008) Short Run Effects of a Price on Carbon Dioxide Emissions from U.S. Electric Generators. Environ. Sci. Technol., 42 (9), 3139–3144, 2008. DOI: 10.1021/es071749d

GM Introduces Higher Fuel Economy Version of the Cobalt

GM has introduced the new Chevy Cobalt XFE (Xtra Fuel Economy). Powered by a 2.2L Ecotec engine, the Cobalt XFE delivers 25 mpg US city and 36 mpg highway—an improvement of more than 9% over the previous highway rating.

The Cobalt XFE is on sale now and includes LS and 1LT coupe and sedan models with the manual transmission. It uses revised engine calibration, low rolling-resistance tires, a new, 3.74:1 final drive ratio and other technologies to reduce fuel consumption.

The new, higher-efficiency Cobalts are identified with XFE badges on the trunk lid.

San Diego Launches CNG Hybrid-Electric Bus

The CNG hybrid bus.

The San Diego Metropolitan Transit System (MTS) has launched its first commercial bus with a Compressed Natural Gas (CNG) hybrid-electric drive system (CNG Hybrid Drive System). ISE Corporation (ISE) developed and supplied the system, a variant of its ThunderVolt gasoline hybrid drive, and integrated it into a standard 40-foot transit bus supplied by MTS.

The $1-million CNG hybrid prototype bus will further cut emissions and fuel consumption of the CNG buses in the MTS fleet, providing more power and a quieter ride. Funding for the program was provided by grants from the South Coast Air Quality Management District (SCAQMD), San Diego Air Pollution Control District (APCD), and the California Air Resources Board (CARB).

This new technology is important to California transit agencies that have invested heavily in CNG infrastructure and are seeking even more efficient power drives. The CNG-electric hybrid technology represents the next step forward in our commitment to a healthier environment.

—San Diego County Supervisor Ron Roberts, who also represents San Diego on the boards of directors of MTS, APCD and CARB

The CNG Hybrid Drive System features a Cummins ISB Gas Plus engine, a Siemens 165 kW electrical generator, two Siemens duo inverters, two Siemens 85 kW drive motors and Cobasys-developed NiMH batteries. MTS provided a New Flyer bus for the program and New Flyer assisted ISE in the modification of the bus chassis.

The addition of the new CNG hybrid bus to the MTS fleet comes in conjunction with the recently authorized MTS purchase of up to twenty 35-foot gasoline hybrid buses for delivery this fall, and up to 250 40-foot conventional CNG powered buses or gasoline hybrid powered buses over the next five years. The new order of buses will be the biggest procurement order in the history of MTS.

Currently MTS maintains and operates 476 buses of which 75% are CNG. The new CNG hybrid bus and the new bus procurement will align MTS with its stated goal of converting its entire fleet to CNG or hybrid technology within the next 6 years.

The CNG hybrid bus will travel all over the MTS network, providing commuters the opportunity to experience the new technology.

ISE Receives Order for 25 Gasoline Hybrid-Electric Drive Systems for Long Beach Buses

ISE Corporation (ISE) recently received an order from New Flyer of America (New Flyer) for 25 gasoline hybrid-electric drive systems to be applied in 40-foot buses. This new order will increase Long Beach Transit’s fleet of buses powered by ISE hybrid drive systems from 62 hybrid buses to 87 hybrid buses.

This order is part of the Montebello Consortium program initiated last year for the purchase of 150 gasoline hybrid-electric 40-foot buses. (Earlier post.) This is a Federal Transit Administration pooled procurement program that provides 90% Federal funding to participating agencies.

ISE’s ThunderVolt gasoline hybrid drive system was certified as an alternative fuel system by the California Air Resources Board (CARB) in November 2003. More than 100 of these hybrid systems are already in revenue service in various California cities, including Long Beach, Orange County, Norwalk, Montebello, Gardena, San Bernardino, and Fresno. The Long Beach Transit gasoline hybrid bus fleet has exceeded 5 million miles of total revenue service.

Advanced Low Temperature Diesel Combustion: Low Emissions and Better Fuel Economy

Researchers at Wayne State University and the US Army’s TARDEC (Tank-Automotive Research, Development and Engineering Center) are proposing a strategy to reduce the penalties in diesel engine performance, fuel consumption and HC and CO emissions associated with a low temperature combustion (LTC) operating regimes.

LTC spans a number of approaches designed to reduce engine-out emissions of NO_x and PM. The researchers devised an Advanced Low Temperature Combustion (ALTC) strategy to counter the downsides of one of those, the LTC Modulated Kinetics (LTC MK) approach. LTC MK reduces NO_x and PM by burning a pre-mixed fuel-air charge, low in oxygen concentration, at low temperatures.

LTC MK accomplishes this by retarding injection timing to have combustion start late in the expansion stroke; applying high EGR rates; using medium injection pressures; and increasing the swirl ratio to increase the rate of burning. However, while NO_x and PM are lowered, LTC MK causes fuel penalties, higher HC and CO emissions, and unstable engine operation. To address that, the researchers are proposing a four-step approach.

• Combustion phasing. The first step advances the start of combustion (SOC) to improve fuel economy and to stabilize the operation of the engine. This also has the effect on increasing NO_x and PM.

• Increased EGR. To address the increased NO_x, the second step is to increase Exhaust Gas Recirculation (EGR) from 60 to 64%—made possible by the early combustion phasing in the first step. This results in an increase in PM emissions.

• Increased injection pressure and/or swirl ratio. To deal with the increased PM, the third step they took was to increase injection pressure. In work presented at the recent 2008 SAE World Congress, they boosted pressure from 800 bar to 1,200 bar at a swirl ration of 1.44. Alternately, another approach is to maintain the 800 bar pressure and to increase the swirl ratio from 1.44 to 7.12.

• The fourth step is to optimize the combustion phasing, injection pressure and swirl ratio to give targeted engine-out emissions and fuel consumption, with stable combustion and operation at different operating points.

In their paper at the SAE World Congress, the researchers noted:

...optimization should take into consideration the effect of varying LPPC [location of peak rate of heat release due to premixed combustion], EGR, injection pressure and swirl ratio on fuel economy and engine operation. For example, there is no need to go to the LTC regime at the part load used in this investigation...In such a case a lower rate of EGR can be applied, reducing the need to use higher injection pressures or swirl ratios. Producing higher injection pressures consumes more energy in driving the injection pump. Also, higher swirl ratios might affect fuel economy, because of the increase in heat losses...In addition, higher swirl ratios reduce the volumetric efficiency of the engine, increase the load on the cooling system and limit the power rating of the engine.

It should be noted also that the optimization should also take into consideration the effective operation of the aftertreatment devices under the different operating modes of the vehicle. Thus both the engine and aftertreatment devices should be treated as one system that is required to meet certain targets in engine performance, fuel economy and tailpipe emissions.

Resources

• N. A. Henein, A. Kastury, K. Natti and W. Bryzik (2008) Advanced Low temperature COmbustion (ALTC): Diesel Engine Performance, Fuel Economy and Emissions (SAE 2008-01-0652)

Survey: 75% of UK Drivers Would Buy a Car with Stop-Start System

Three out of four UK drivers would buy a car with a stop-start system, according to the latest survey of motorists by Motorpoint, the UK’s leading car supermarket group.

Fuel costs saving of up to 8% in urban driving is the top reason voiced. Only Citroën, BMW and Mini are offering stop-start on non-hybrids. Most manufacturers are expected to introduce stop-start, on both manuals and automatics, over the next few years—either across the range or on designated “green” models.

In these days of increasing fuel prices and demands for lower CO₂ emissions, its surprising that this tried and tested technology isn’t already more widespread. We always maintain a mix of stock that offers our customers what they tell us they want. This survey shows an overwhelming vote in favour of stop-start technology. We already stock new and nearly new Citroen, BMW and Mini models and we shall make sure, as more manufacturers make the technology available, that we stock those cars too.

—Paul Winfield, Motorpoint operations director

18% of Employees Signing up For Commuter Benefits Programs Were Solo Drivers

Although mass transit users are the most likely to participate in a consumer benefits program, 18% of participants in the survey had been solo drivers. Click to enlarge.

Eighteen percent of employees signing up for tax-free commuter benefits switches from driving a car to commuting by mass transit to get to work, according to a study conducted by BusinessWeek Research Services (BWRS) and commissioned by TransitCenter, Inc., a nonprofit organization that develops tax-free transit benefits as a means to promote mass transit use.

Since 1993, employers have been able to offer employees a tax-free benefit for commuting by mass transit and eligible vanpools or to pay for commuter parking primarily at transit or ridesharing locations under IRS tax code section 132(f). Tax-free commuter benefits can be structured as an employee-funded tax-free payroll deduction; as an employer-funded benefit; or the costs can be shared by employer and employee.

The benefit can be delivered in the form of transit provider-specific passes, universally accepted vouchers and terminal–restricted debit cards, or through a reimbursement model under specific conditions defined by the IRS. Current IRS limits allow for participants to set aside up to $115 a month tax-free to pay for transit and vanpool commuting costs, and up to $220 for commuter parking.

The study also found that 53% of employees whose companies don’t currently offer tax-free commuter benefits would participate in a program if it was offered.

Switching from driving to riding mass transit reduces CO₂ emissions by 20 pounds per person per day—or more than 4,800 pounds per year—according to the American Public Transportation Association (APTA).

While commuter benefits have often been seen as a ‘nice to have’ for encouraging mass transit, we increasingly see it as a ‘necessary to have’ if we want to see an immediate and long-lasting impact on CO₂ levels. If every company offered commuter benefits, the positive impact on CO₂ levels would be a major contribution by corporate America in the effort to preserve the environment and in supporting the needs of commuters.

—Larry Filler, president and CEO of TransitCenter

Among the study’s findings:

• 92% of respondents were concerned about the high cost of fuel; 80% were concerned about the cost of commuting to work.

• 92% had some degree of concern about the impact of global warming on the environment.

• About 50% said their commute was getting worse.

• 47% are looking for subsidized commuter benefits from their companies.

• 40% report that their employers offer tax-free commuter benefits programs;

• Among those who reported working at a company offering commuter benefits, 62% say they participate in the program.

• Mass transit respondents are the most likely to participate in a tax-free commuter benefits program. 72% of participants were already taking mass transit when they decided to enroll in a commuter benefits program; 18% were solo drivers; and 10% used other means.

• Among employees who signed up for commuter benefits, 41% increased their use of mass transit, and 46% increased their mass transit usage during weekends.

The study covered 1,048 respondents in Chicago, New York and San Francisco in October 2007. These cities were chosen due to their geographically dispersed markets and high concentration of commuters as identified by the US Census’ 2005 American Community Survey. Qualified respondents either resided within the city limits or within an 80-90 mile radius of one of these cities. The survey has a 95% confidence level with a margin of error of +/- 3 percent.

University Spin-Off to Begin Field Trial of Methanogenic Degradation of Heavy Oil Next Month

Researchers from Canada and the UK expect to begin field trials next month on the ability of anaerobic microbes to process in-situ heavy oil to produce methane—i.e., methanogenic degradation of heavy oil.

Scientists at Newcastle University, England, and the University of Calgary, Canada, have set up a company, Profero Energy Inc, to build on their recent research, which demonstrated how naturally-occurring microbes convert oil to methane over tens of millions of years. The team recently published a paper on their latest work in the journal Nature. (Earlier post.)

The research, led by Professor Ian Head and Dr Martin Jones of Newcastle University and Professor Steve Larter, who works at both Newcastle University and the University of Calgary, concluded that two types of microbe found in environments containing crude oil were responsible for converting it into methane.

First, bacteria called Syntrophus digest the oil and produce hydrogen gas and acetic acid. Secondly, methanogenic Archaea combine the hydrogen with carbon dioxide to produce methane.

The research team also discovered that the geological timescale of this process could be shortened to a few hundred days in the laboratory by feeding the oil-based microbes with special nutrients. They reasoned that similar results could be obtained in an oilfield in a timescale of a year to tens of years.

Accordingly, Profero is preparing to move on-site to begin pumping a special mixture of nutrients, dissolved in water, down an oil well above exhausted oil deposits in western Canada to test the process.

The research we published was important scientifically because it settled an argument that has been running for decades about how oil is degraded in oilfields; it turns out it is converted to natural gas. The discovery of how this process works could have major implications for the oil and gas industry because we think we will be able to extend the 20-30 year operating lifespan of a typical oil reservoir.

—Professor Head

An estimated six trillion barrels of oil remain underground because the oil has become either solid or too thick to be brought to the surface at economic cost by conventional means.

In North East England, similar processes may occur in abandoned coal mines, opening the door to a possible means for recovery of the region’s extensive abandoned energy resources as methane, said Professor Head.

Both Newcastle and Calgary universities have financial stakes in Profero Energy, which is being financed with an initial £500,000, and a further £4 million earmarked for the future, by Novotech Investments Ltd, a venture capital company which was established to provide backing for very high value new technologies.

In a couple of years time we should know a lot more about how this technology works in practice and what proportion of the oil which is currently unrecoverable could be converted to methane gas. Even a small fraction could be a very attractive commercial proposition.

—David Rafter, Profero CEO

In theory, the technology could also be used to produce hydrogen gas from inaccessible oil reserves, he said.

Profero Energy was established quickly following consultation between the scientists, the commercial development teams at Newcastle and Calgary universities, and Novotech. Newcastle University’s Business Development Directorate handled the intellectual property issues and brokered the financing deal with Novotech. The Directorate worked closely with IGNITE, University Technologies International’s company creation division, where Profero Energy is based. University Technologies International is the technology transfer, commercialization and incubation centre at the University of Calgary.

This groundbreaking research clearly had commercial potential and we knew that we had to act quickly and decisively to take full advantage. The days when universities did the research and left the private sector to develop the commercial potential are long gone. These days, governments expect universities to play a major role in economic development and that means being much more savvy about commercial opportunity.

—Robin Lockwood, Head of Commercial Development at Newcastle University

Resources

• D. M. Jones, I. M. Head, N. D. Gray, J. J. Adams, A. K. Rowan, C. M. Aitken, B. Bennett, H. Huang, A. Brown, B. F. J. Bowler, T. Oldenburg, M. Erdmann & S. R. Larter; “Crude-oil biodegradation via methanogenesis in subsurface petroleum reservoirs”; Nature, Published online 12 December 2007 doi: 10.1038/nature06484

Sweden Pushing Plug-in Hybrid Vehicle Development

Sweden, home to an automotive cluster represented by brands such as SAAB, Scania and Volvo, along with some 1,000 suppliers, is looking to expand its research and development of plug-in hybrid vehicles.

Delegates from the Swedish automotive industry will be present at the upcoming Advanced Automotive Battery and Ultracapacitor Conference and Symposia (AABC) in Tampa, Florida, 12-16 May, with the aim of strengthening the Swedish vehicle battery cluster with further investment.

Representatives will highlight Swedish hybrid technology projects, including the Swedish Hybrid Vehicle Centre (SHC).

The only vehicle with zero emission in the tailpipe is an electrical vehicle. Our biggest challenge at the moment is the energy storage needed to realise this.

—Hans Folkesson, chairman of SHC

Volvo, SAAB, energy company Vattenfall, and ETC Battery and FuelCells Sweden are already partnering with the Swedish State and the Swedish Energy Agency on a five-year, $40-million joint-venture project to develop next-generation plug-in hybrid vehicles. (Earlier post.)

10M Tonnes of CO2 Now Sequestered at Sleipner

StatoilHydro has stored 10 million tonnes of carbon dioxide underground at Sleipner in the North Sea. The company removes 2,800 tonnes of CO₂ from natural gas produced on the Sleipner West field in the North Sea every day and injects and stores it in the Utsira formation.

This sandstone formation extends over a large area in the Norwegian sector of the North Sea. The facility has been online since the autumn of 1996, recording a very high regularity.

Research and monitoring of the carbon injection into the Utsira formation show that the greenhouse gas is retained in the formation.

The Sleipner organization is exploring the possibilities of offering other petroleum discoveries in the area the opportunity to process gas, remove CO₂ from the gas and store it in the Utsira formation. The possibility of receiving carbon dioxide from land for injection into the Utsira formation is also being considered.

A decision by the EU Parliament as to whether, and on what conditions, carbon storage may be permitted is scheduled for this year.