Solving the auto riddle and reducing greenhouse gas
by Ray Block
In 1990, General Motors was accused by people who love conspiracy theories of killing the electric car at the behest of the oil industry. GM was then intending to market the EV1 electric car, which was to be marketed in Southern California on a lease basis. At least, that’s the opinion of the 2006 documentary “Who killed the electric car.”
GM wasn’t the only guilty party in the conspiracy according to the documentary. Others were the California Air Resources Board, which initially gave a mandate to the company for the car’s release and then later reversed its stand, the Bush Administration, the oil industry, and even consumers for not being more enthusiastic.
Conspiracies aside, these days with governments subsidising the development of the green car, greenhouse gas now realised as a danger to the planet, developing the green car with zero emissions is attracting a great deal of attention.. The fact that oil prices is likely to rise again to record levels, when the world recession now engulfing the US, UK, Europe and Japan ends around 2010, is another reason for taking quick action..
Another piece of the puzzle, oil will soon reach its peak supply, at least for regular oil, excluding Canadian tar sands which is going to be very expensive, and digging up the Arctic to find more oil, which is going to be devastating for planet survival.
Auto makers in Europe in 1998 promised to cut emissions from their cars over 10 years from 190 grams of carbon dioxide per kilometre to 140. But by the end of 2007, emissions were still at 158g/km across Europe. The situation in America is a bit better, with California’s zero emission vehicle standard (ZEV), which is to be adopted by 10 other US states from 2012. So the goal of zero emissions is necessary, and cars which can do without gasoline would be a very positive step forward.
The Bush Administration sneakily secured a US$25 bailout loan to the US auto companies in an omnibus bill, which with the tax credits to the renewable energy sector were passed by Congress, with the $700 billion bank bailout. The loans are to be made available at a concession interest rate. Some of these funds are earmarked for green cars. There is also the $1.2 billion Hydrogen Fuel initiative in 2003, with emphasis on fuel cells.
But what kind of electric car? There are two candidates- the plug-in electric and the hydrogen fuel cell, with the latter another form of electric car. A number of auto companies are releasing concept cars of both plug-in electric and hydrogen.fuel cells. For example, GM is pinning hopes on the $40,000 Chevy Colt, to be released in two years, which is an electric plug-in Equinox 100, which is being loaned out to selected drivers getting everyday use in New York, Washington and California.
Honda is keen on its FCX Clarity hydrogen fuel-cell car with zero emissions, which has a back-up lithium-ion battery for supplemental power. As reported by Associated Press (June 15 2008), the fuel cell draws on energy synthesized through an electro-chemical reaction between hydrogen gas in the fuel tank and oxygen in the air. The gas passes through membranes in the fuel cell, generating electricity to run the motor and produces water vapour as exhaust.
The car has a range of about 450 km (270 miles) per tank. Only about 25 units will be released this year and about 200 within three years. It will be available only on a three year lease, with a price tag of $600 a month, which includes maintenance and collision coverage. The test car’s fuel efficiency is 3.11/100 km, which is outstanding. Tank holds 4.1 kg (8.8 lbs) hydrogen gas in pressurized tanks.
As the Green Chemistry blog points out, although hydrogen can be explosive under some conditions, it is considered safe in hydrogen cars, because a leak in the system would simply cause the hydrogen to become diluted by air, reaching concentrations that aren’t flammable.
Honda says the FCX Clarity is two times more energy efficient than a gas electric hybrid, and three times that of a standard gasoline powered car. The customer base is expected mainly in Los Angeles, and is already particularly popular with movie stars, some of whom have already ordered. There were 50,000 web based requests for leases, but the marketing program is to limit customers to those within areas where hydrogen filling stations are located.
The US has only 61 hydrogen filling stations, of which about half are in California. The need for a network of filling stations until resolved will be a major impediment to their growing popularity. So far only California has more than 100 fuel cell hydrogen cars, light trucks and buses.
One item of good news is that American scientists have discovered a cheap source of producing hydrogen. The blog Hydrogen Cars and Vehicles, which had previously reported that Toronto researchers created hydrogen from biowaste at sewage treatment plants, by introducing dried sludge pellets. But the researchers at Oregon State University (OSU) have achieved a 75 per cent more efficient method of producing hydrogen than the traditional electrolysis of water.
“All of this was achieved through fundamental research on ‘microbial electrolysis cells,’ or MECs, that use a new ‘membrane free’ approach that costs less and is significantly more efficient than existing approaches.” Many types of biowaste could be used in this process, including food processing factory waste, woody waste and manure from farm animals. Biowaste is fed into this device and the output is clean water, electricity and hydrogen.
By comparison, all the hope had been on the plug-in electric car, provided there was a leap forward in battery design. While the battery in Toyota’s Prius hybrid is a nickel metal hybride, it was agreed by the industry that the battery of choice would be lithium-ion. Sounds fine, but this battery has a potential for instability. As Popular Mechanics’s Jennifer Bogo pointed out in the September 28 2008 issue: “as the lithium-ion battery ages, its negative electrode chemically reacts with the electrolyte, potentially touching off a heat-generating thermal runaway event that could send the car up in flames.”
Even apart from the issue of instability, Toyota’s Prius hybrid plug-in electric to go sale in 2010 is limited to an EV-only range of about 16 km (10 miles). The car will be tested on North American fleets in about a year. The car’s range before recharging is very disappointing, and more research is needed to solve the battery’s problems. Popular Mechanics October 2 2008 issue interviewed Toyota’s Bill Reinert, national manager of the Advanced Technology Group.
“Current lithium-ion batteries still can’t tolerate large swings in the electric charge cycle. So before the gas in modern hybrids kicks in, and as drivers expect their plug-in cars to operate at higher speeds and longer distances in electric-only mode, battery life will be strained significantly. As a result, the li-ion packs grows larger, which adds expense and makes them hard to package in a small car. For example, at 6-ft 5-in long and 300 pounds, the battery in the Chevy Volt is downright huge”.
The eureka moment hasn’t come. The aim is to produce a $20,000 commuter or family car, which reduces demand for gasoline and has zero emissions. Neither the plug-in or hydrogen fuel-cell car can yet compete at the popular selling range. Both the plug-in and hydrogen.fuel-cell cars will appeal to some business leaders, entrepreneurs, along with the niche buyer and the entertainment crowd, who always must have the latest model.
But the race is on for the battery of choice, and it is one which will be won. There is too much investment at stake to lose out.
y Ray Block
Posted under Economies, Global Warming, Low Carbon Economy, Renewable Energies, World Inflation
