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“Powering
Sustainable Transportation”
The Electric Drive Transportation Association Conference
& Exposition 2005
By Mark E. Hanson
The EDTA conference on powering sustainable transportation was
held from December 6th through 8th in picturesque Vancouver, BC, Canada.
The charming surroundings were in stark contrast to the underlying sense of urgency to promote alternatives to polluting
technologies and dependence on Middle Eastern oil. Across the continent in Montreal,
the United Nations Climate Change Conference was taking place. Against the backdrop
of the UN event, the Kyoto Accord to reduce greenhouse gasses, and war in the Middle East, the 2005 EDTA conference offered
potential solutions to long-term problems. The featured speakers included representatives
from governments, power utilities, research laboratories, battery manufacturers, the automotive industry, and even a former
director of the CIA. The topics presented ranged from the recent dramatic rise
of oil prices and energy security to improvements in existing technology that could potentially lead to cheaper and cleaner
transportation. While incremental improvements in existing technologies were
on display throughout the exposition, pocket book issues were never far from any topic of discussion. The technology exists to create a fleet of hybrids that get 100 miles per gallon – a number guaranteed
to grab attention in light of recent fuel prices.
The overall theme of “Powering Sustainable Transportation”
was explored in three concurrent seminar tracks. These tracks offered insight
into improved battery and alternate power sources, automotive alternatives currently available to consumers, the infrastructure
available to reduce dependence on foreign oil, and military applications for electric drives.
Guests could also wander the convention floor, which was open to electric drive suppliers to display their products.
Improvements in Power Sources
Dr. Marcus Alexander of EPRI (Electric Power Research Institute)
spoke about NiMh and Li-Ion batteries, which he believes have the greatest potential for PHEVs (Plug-in Hybrid Electric Vehicles). Micro hybrids are a start-stop alternator, and mild hybrids are what is available
commercially from manufacturers like Honda and Toyota. According to Dr. Alexander,
the next step in hybrid evolution is the PHEV (a pure EV would have the greater demands on battery reserves for longer range). He says that batteries are improving and growing in power, but have less stored energy
for the cost. For instance, NiMh (nickel metal hydride) battery cycle life is
300 80 percent DOD (depth of discharge) cycles, while Li-Ion (lithium ion) battery life is 3300 cycles at 25 degrees Centigrade
(77 degrees Fahrenheit). Cycling at higher temperatures decreases battery life.
The calendar on either type of battery should be 15 years. Low storage temperature is best for longevity. Present costs
are $750 per kWh (kilowatt-hour) mainly due to nickel prices for NiMh. Li-Ion
is similarly priced. Dr. Alexander suggests that PHEV performance to a range
of 40 miles is a good target. Cycle life is actually very good, but cost is the
main issue for commercialization.
Southern California Edison’s Dean Taylor spoke of the cost
benefit of plug-in, hybrid, power assist hybrid, and conventional vehicles. Taylor
stated that EVs could meet or exceed cost parity with conventional vehicles. Motor-controller
costs have come down, helping to move EV technology forward. Gas prices at $2.25
when compared to 5-10 cent per kWh show a two-to-one benefit over gas per mile traveled per average vehicle. His analysis was based on data from NREL (National Renewable Energy Laboratory) and the Department of Energy
(DOE). They typical cost increase of a PHEV versus a standard hybrid is a $2,000
cost differential. Mr. Taylor pointed out that for payback, a cost parity results
in a break-even point at 10 years at $2.25 per gallon. However, at $4.00 per
gallon, the break-even point occurs within a couple of years. Recent gas price
spikes suggest that consumers need to prepare for higher costs, rather than a return to the lower oil prices of the 1990s. Battery cycle life is about 150,000 miles for both NiHm and Li-Ion. Mr. Taylor underscored what a dramatic improvement this is over the battery technology of the mid-1990s. At that time, 500 cycles was the norm. In
2005, that has increased to 3000 cycles. Unfortunately, consumer behavior isn’t
always logical. Taylor cited as an example the customer who will spend extra
for leather seats, where there is no obvious payback for the extra cost. Consequently
consumers are willing to pay only $1,400 more for a PHEV, as supported by the data gathered by the DOE. On the other hand, consumers voiced a strong preference for the convenience of charging cars at home (63%,
versus only 1% who expressed a desire to travel to a gas station to fuel their vehicles).
The Achilles Heel of personal electronics is the innate limitations
of battery technology. It is easier to design a combination cell phone/digital
camera/personal data assistant/mp3 player than it is to produce a lightweight battery capable of powering such a device for
more than a few hours. Electrovaya, Canada’s seventh fastest growing technology
company, recently signed a contract with Microsoft for their Scribbler PC. Battery
life and expense are even more crucial in electric drive vehicles, and more crucial still in space. NASA also recently contracted Electrovaya to supply Li-Ion
(lithium ion) batteries for use in space. The increased production in Li-Ion
batteries due to these contracts should allow for a drop in price, making the generally expensive batteries more attractive
to consumers. Li-Ion batteries already enjoy an advantage in terms of useful
life. Sankar Das Gupta of Electrovaya spoke at the conference about PHEVs. Electrovaya is promoting their “Super Polymer” battery, which uses cheaper
graphite with lithium ion phosphate and a new positive anode. As far as Mr. Gupta
is concerned, “Gasoline is a range extender for an electric car.” He
pointed out that with a PHEV, a motorist only needed to “gas up” a couple of times a year. Electrovaya’s work has demonstrated great promise in the field of Electric Drive technology. At the Tour de Sol, held in Saratoga Springs, NY this past May, Electrovaya displayed
a light eSUV that had a 230 mile range.
Saft America, represented by Mike Saft, demonstrated
their NiMh batteries, which struck me as viable in the near-term for general use. In
fact, I inquired about purchasing a set of NiMh batteries for my EV, but was told that Saft sells only whole systems. Their NiMh battery management system is required for safety and longevity. This is more complicated that buying lead acid batteries. In
the photos shown of their system, there was quite a bit of circuitry in the complex battery management controller mounted
on top of the battery pack. The capacity of the battery decreases on heavy acceleration,
and is dictated by driving habits. Saft also included information on safety in
their display, and can boast that they have had no issues from overcharge or over-discharge.
The crush-testing photo showed no explosion or fire on impact. Saft could
also reveal that General Dynamics developed a stealth military vehicle using Saft Li-Ion batteries. On the subject of Li-Ion batteries, Mr. Saft stated that Li-Ion meets all the criteria for EVs and will
be more affordable as time goes on. Saft manufactures batteries at a plant in
Cockeysville, MD (just a short distance from Baltimore), which suggests that green technology can be a boon to America’s
fading manufacturing sector. Mr. Saft acknowledged that the expense of materials
used in their Li-Ion batteries was a drawback, but pointed out that while Nickel prices have gone up, Lithium prices have
the potential to drop. Cobalt is used in the Li-Ion manufacturing process and
is expensive, but Saft is also using Lithium salts and alternative materials that are more affordable. He also stressed that Li-Ion batteries are not as toxic as they sued to be, and will be recycled to the
factory, as will NiMh batteries with Nickel. Li-Ion batteries have twice the
capacity of their NiMh counterparts. Presently, 98% of lead auto batteries are
recycled; due to the value of Li-Ion and NiMh batteries, they are 100% recyclable. In
addition to this, Saft points to secondary uses in NEVs (neighborhood electric vehicles) for these batteries.
Saft had a new Li-Ion battery, the VLE 22-42
at 21.6V at 42ah, which weighs 8 kg. The company still does not have indicating
(water level) caps for its Ni-Cads, which I requested, since that has been an issue with verifying automatic watering.
The use of ultracaps for power peaks in conjunction
with batteries was the subject presented by Manahem Anderman, president of Advanced Automotive Battery Consortium. Ultracaps compliment Li-Ion, lead acid and NiMh batteries by reducing voltage drop during high current
usage. Ultracaps can replace some batteries in future hybrid vehicles, since
they provide stand-by power for specialized tasks. Current energy density is
5Wh per liter, about 5 percent of high power batteries. Cost is $30 to $70 per
Wh and batteries are typically 1000 less per Wh. For automotive volumes we could
get to $10-$20 per Wh. Presently these are used in Toyotas for back-up brakes,
and also augment the reliability of starts on high-end European cars. The main
benefit over batteries is reliability. Micro-hybrids are a good application for
ultracaps for start-stop of the engine at traffic lights, although they need to operate above 14V to get appreciable benefits.
There is about a 3 percent fuel efficiency improvement using the stop-start operation of a micro-hybrid. If the ultracap is sized for an acceleration event, it could be a cost-effective battery replacement. It is competitive at 5 seconds charge/discharge rate but if greater than 10 seconds,
there is no cost benefit. It can also be used in buses where there are many stop-start
cycles. Ultracaps are a natural for fuel cell vehicles because the fuel cell
cannot supply the initial acceleration power requirement. If price can be $10-15
per Wh, Mr. Anderman surmised, they will be cost effective for these applications and will see more widespread use.
Dr. Marc Wiseman of Ricardo Inc., spoke about the hybrid market today with low volumes compared to total vehicle sales. “So how do we get it mass-produced in the majority of vehicles?” he asked. Ricardo, an automotive engineering company, has helped develop micro through strong hybrids. Dr. Wiseman answered his own question this way: hybrids not
only deliver superior fuel economy but also provide better performance and can supply power to other onboard electrical devices. Ricardo has helped develop micro through strong hybrids. The cost comparison is directly proportional to the micro to full hybrid in voltage, the 12V, 42V, and
144V with the 288V strong hybrid being the most costly. Hybrids do add significant
cost to the vehicle. A graph Wiseman used in his presentation showed the diesel
as having similar fuel efficiency to the hybrid at less cost (so the next step would be a diesel hybrid). He said this is, “… an exciting time for the auto industry with the development of hybrids.”
Dr. Evan House of AltairNano spoke next with
regard to advancements in his company's batteries. He is the program director
for their new battery initiative, announced this past September. He just moved
from south Florida because a hurricane destroyed his house and noted that we need a less risky situation with regard to fuel
supplies. Increasing hybrid sales are good for battery manufacturers and for
increasing power, he said. The advancements in NiMh and Li-ion batteries are
slow going, however. When we get a new technology, it becomes superseded with
another technology, Dr. House noted. Sanyo recently came out with NiMh and he
believes Li-ion will replace NiMh by 2010. AltairNano has been working
quietly for years developing a new battery that increases a 2-order magnitude improvement in surface area over conventional
Li-Ion materials. Nano materials improve Li-Ion power supply to enhance rapid
acceleration without the use of supercaps. AltairNano is going to show the benefits
of this design but not make batteries themselves. They are setting up a “dry
room” in Reno, NV to R&D engineering, and also creating a small manufacturing cell to help bring this new battery
to market. To accomplish their go, they will work with other companies to enhance
their products and batteries. They want to form partnerships with existing battery
companies. In Anderson, Indiana, a facility was also built near GM to supply
the automotive industry. AltairNano is comprised of veteran GM/Adelphi guys who
started this company about 10 years ago. The main focus of the lithium manganese
nano material is the anode, with a 12-year demonstrated life and a 6-minute charge tome.
4000 watts per kilogram are realized with this new technology. Dr. House
said you could get twice the power out of a nano battery compared to a standard Li-Ion battery. Remember, "small is huge." By the end of January they should
have cells and a working battery available.
Today’s
Automotive Alternatives
As of November of this year, Toyota had sold
over 98,000 units of their popular 2005 Prius model worldwide. Even in America’s
conservative automotive market, reports of demand outstripping production have led to such curiosities as used Priuses demanding
a higher price than new models. While the Prius is the sales leader among currently
available hybrids, other models from Ford, Honda, and Lexus are also selling briskly.
In spite of this proven market, and in spite of the sympathetic audience the EDTA conference attracts, few automakers
were willing to commit to a target date of when they’d introduce existing low-emission, high-efficiency vehicle models
in the U.S.
Plug-In Hybrids received lavish praise at the
conference in a day-long track but the main players (Toyota, Chrysler, Ford and General Motors) were noncommittal, although
DaimlerChrysler is testing a plug-in “Sprinter” van with Li-Ion and NiMh to analyze which battery technology is
best. The plug-ins would be the best of both worlds as true hybrids that can
be driven on electric for about 30 miles after plugging in at night and then on gas for long trips, albeit costing an additional
$3K over present hybrids (for the larger battery). The marketing “plug,”
so to speak, is to charge at less than $1 per gallon equivalent and get 100 miles per gallon.
Of course, that is with electric assist from the wall outlet the night before, but “100 miles per gallon”
is a magical number that can grab the attention of the average consumer.
Dominique Portmann of Daimler Chrysler was
invited by the conference to speak about DaimlerChrysler’s Sprinter work van.
Mr. Portmann pointed to Daimler’s test center in Germany to evaluate new vehicles as proof of their commitment
to exploring alternatives to ICE technology. They have tested mild hybrids at
42V. He sees the PHEV as the most advantageous when compared to other vehicle
technologies. He said the Sprinter tests with Lithium Ion batteries look good
for a production vehicle. Daimler used conventional, already available engines
and components for reliability and cost. The battery is placed behind the rear
axle for good traction over the drive wheels. The vehicle was also checked for
EMI in an electromagnet compatibility lab. They are working on a 4-cylinder diesel
engine for worldwide use in their vehicles for better hybrid efficiency. They
are also looking at the U.S. for the SmartCar, which is already available in all other countries. He would not commit to a date of introduction, however.
The Mercedes SMART car, a popular gas and diesel vehicle in Europe,
should be available in the U.S. next year and gets excellent fuel economy although DaimlerChrysler once again would not commit
to a release date. I was told that it is available on the “gray market”
by doing a Google search and importing through customs in New Jersey. They are
now selling two models in Canada. The SMART car will be available next year in
electric using a Zebra battery (about 2,500 cycles) but the electric version was $30k. as compared to $10k for the gas or diesel version. The electric, using Zebra batteries
NA/NiCL (heated @ 250C), is sold under the Zytek name. A quick visit to the SMART
car website featured a pull-down menu of different countries. The US website
is clearly a work in progress, with flash animation and attractive imagery, but as yet, no information about when and where
to buy any of the vehicles. This is in stark contrast to the UK website, which
included several models, their features, where to buy them, what options were available, and even where used SMART cars could
be purchased. I’m afraid this says more about how the US is perceived (e.g.:
foot dragging on the Kyoto Accord) than SMART’s marketing savvy.
While Plug-In Hybrids were the main buzz of
the conference and the topic of a full day track session, neither Toyota nor Honda would commit to a target date of when factory-produced
PHEVs would be available. Various people have built them over the years, so are
a viable technology albeit adding some cost about $3k to a production vehicle.
Toyota showed its new Lexus RX 400h SUV hybrid, but it was not
as energy efficient as the Prius. The RX 400h offers mpg of 31 in the city
and 27 on the highway. This still compares favorably against other SUVs of its
size, such as the internal combustion engine BMW X5 (16 mpg city and 22 on the highway).
The RX 400h did not have plug-in capability or a diesel option for improved fuel economy. The Ford/Mazda Escape hybrid was similar in this regard. The
Prius is the best hybrid I have driven so far due to its seamless shifting between electric motor and gas engine components. I have not yet test-driven the VW diesel
hybrid, but would like very much to compare it with the better-known Japanese offerings.
Masatimi Takimoto, Director of Toyota Corporation, said that,
“… a responsible company must be proactive about heading off a fuel crisis.”
He also noted that the Toyota Prius has done very well in the marketplace and Toyota also has a fuel cell prototype
vehicle. The RX400 Lexus hybrid achieved good driving performance and reduced
CO2 emissions compared to other vehicles in its class. The RX400 electric motor has enough power to be used as the main power source. The hybrid transmission has a CVT for seamless acceleration. The
FCHV (fuel cell hybrid vehicle) was made in 2002 but needs an infrastructure to make it viable. With fuel supplies down, he said, “…we need immediate action with hybrids, electrics &
CNG vehicles.” Toyota would like to see more involvement from other carmakers
as well. Mr. Takimoto underscored the situation with, “We need action today
for a better tomorrow.”
Not to be outdone, Honda was in attendance with its hybrid Civic
IMA (Integrated Motor Assist) and CNG (Compressed Natural Gas) models. They also
presented a new hybrid scooter for sale and an electric moped. The moderator for the opening plenary was Edward B. Cohen,
Vice President of Government and Industry Relations from Honda North America. Cohen said he would share the “Insight”
that electric driving is the “Civic” thing to do, which inspired some good-natured groans from the audience.
Matthias Rabe, VW’s head of Corporate Research, noted that
we must design for individual mobility that is sustainable. CO2, NOx
(Nitrogen Oxide), soot and HC must be reduced. TDI hybrid (diesel) technology
was demonstrated in the VW Golf to use less than 1L diesel per 100km. The diesel
hybrid can be used with biodiesel at 1.4L for all VW production vehicles. The
Golf has been used as a demo vehicle for a 25% increase in fuel economy over the stock diesel vehicle with better acceleration. VW has also developed a combined gas-diesel engine, which operates on “sun fuel”
biodiesel or ethanol, as noted above. This
reduces CO2 emissions and replaces fossil fuels. Addressing the possibility
of fuel cell-powered cars, Rabe said that hydrogen must be economical for introduction and it will be at least 20 years before this might be available.
Neighborhood Electric Vehicles, or NEVs were represented by GEM
and Dynasty IT. With a limit of 25 milers per hour, these vehicles are most popular
in niche markets, such as Disney’s model community of Celebration, FL. Both
the DaimlerChrysler GEM and Dynasty IT were 72V with 6ea 12V sealed DEKA batteries that had 300 80% DOD (depth of discharge)
cycles typical. Typical golf cart flooded batteries are twice that at 600 cycles,
but both companies say that customers prefer sealed batteries. Both companies
offer flooded batteries as an option if desired.
One of the highlights of the conference was an “automotive
roundtable” moderated by Robert Stempel of ECD Ovonics. Stempel was once
the CEO of General Motors, but has come out of retirement out of a commitment to zero-emission technology. Joining Mr. Stempel were Larry Oswald of GEM, Toyota’s Trent Bowman, Elizabeth Munger of Honda, and
Harold Sanborn of the US Army’s Tank-Automotive and Armaments Command. The
roundtable was enhanced by questions from the audience.
Stempel talked about the battery electric vehicle and the pros
and cons of hybrids. In his opinion, the parallel hybrid is presently the most
viable. The complexity of hybrids and hybrid components make keeping up with
demand particularly difficult as they’ve become more popular. On the pro
side, Mr. Stempel pointed to the phenomenal growth of hybrid technology over the past five years. Hybrid powertrains on busses have become a viable option as large vehicles are good applications for hybrids
and fuel cells in terms of the cost/benefit ratio. Looking forward, ECD Ovonics
chairman said that there must be effective consumer incentives, including tax incentives, consumer education, and preferred
parking. Preferred parking programs for hybrids and other low-emission vehicles
have been introduced in such places as Baltimore, MD and Honolulu, HI.
Larry Oswald of GEM talked about battery electric vehicles, pointing
out that GEM has sold some 30,000 units so far. Oswald conceded that battery
electrics cannot be long distance vehicles. In spite of their low speed and short
range, NEVs sell well in places as diverse as retirement communities and military bases.
High fuel prices have a positive impact on NEV sales. Mr. Oswald said
that most customers want to try a NEV before buying one at the $11,000 price, but under the right neighborhood conditions,
and with some discretionary income, NEVs become an attractive alternative to gas-powered cars.
NEVs travel about 20 miles a day with six sealed 300 cycle batteries. I
asked about battery life in the vehicles, and Oswald responded that GEMs get about 5,000 miles per battery pack replacement. I noted that this is roughly half the life of flooded golf cart batteries, but was
told that GEM’s customers have expressed a preference for the sealed batteries they use.
On a more positive note, he went on to say that the cost figured to operate per mile is about half that of a gasoline
vehicle, especially in light of low maintenance costs. The long-life expectancy
of EVs also helps to keep the operating price low. Mr. Oswald also recognized
the importance of having DaimlerChrysler as GEM’s parent company when it comes to marketing their vehicles.
It was natural for Trent Bowman of Toyota to
talk about hybrid vehicles. The second-generation Prius is selling well with
over 98,000 units sold to date in 2005 Bowman observed that people are willing
to buy hybrids but do not want to make compromises in performance - the price premium must be mitigated to make them attractive. He showed that the Prius is cleaner than the RAV4 EV with dirty power generation. The Highlander SUV does not have the fuel economy of the Prius but utilizes hybrid
technology for enhanced performance power (while still achieving greater mpg than ordinary SUVs of the same size).
Elizabeth Munger of Honda talked about electric
drives with a lot of, “… paths and bridges to the future.” Honda’s
hybrid lineup is selling well and has better emissions than either gas or natural gas vehicles. People love to refuel their vehicles at home, as with EVs, so Honda developed a natural gas refueling station. The hydrogen fuel cell vehicle will be Honda’s next generation vehicle. It can now start at –4 degrees Fahrenheit, which is a breakthrough according
to Ms. Munger. She also mentioned that the fuel cell car’s navigation system
tells you where the next hydrogen fuel station is.
TACOM’s Harold Sanborn talked about what the military is
doing with hybrid technology and noted that, “… on this date, December 7th in 1941, we got into a war
that spurred innovation.” Incorporating military requirements in new products
can produce dual uses in industry and military and a more robust product. As
a hybrid owner he sees the Advanced Vehicle Initiative as an integrated solution with partnerships among providers. Sanborn noted that petroleum will run out in the near future, so a systems approach to hybrids, EVs, and
other alternative technologies with government involvement will help these technologies get to market sooner.
An audience member asked about the inefficiency of using hydrogen. Mr. Oswald said that solar or wind creating electricity and operating a battery electric
is the most efficient. For short range travel, battery EVs are the best but beyond
that distance a hydrogen vehicle would be needed. The hydrogen going into the
fuel cell after compression is 1/6th the end result mentioned by the audience member. Mr. Stempel said there are some other ways to get the efficiency up.
Oswald remarked that the current fuel cell vehicle is more efficient than a hybrid, but the well-to-wheels efficiency
is lower overall than existing technologies.
Another audience member asked about plug-in
hybrids. Ms. Munger of Honda said they would be ready at the appropriate time. Larry Oswald said that a plug-in could be used for short trips on electric but this
is a very expensive hybrid because it has a full-size electric motor and a full-size gas engine. Mr. Stemple said that the plug-in technology is, “… reliable and ready now.”
Cleaner Air and Reduced Dependence on Foreign Oil
At the Plug-In Hybrid Overview session, the
potential benefits, impacts, and markets were reviewed. Ed Kjaer of Southern
California Edison was the moderator and speaker. He spoke about electric drive
solutions to environmental and energy security imperatives. California
Edison serves 4.2 million customers and produces 21000 MW with 20 percent of renewable sources in the mix. He noted that there are 261,000 diesel vehicles and 9 million gas vehicles in the area covered by Southern
California Edison’s grid.
Mr. Kjaer said we are in a “perfect storm”
and headed for a “clear and present danger” if we do not reduce our oil usage.
He noted that oil terrorism would be an ongoing problem. The SUV craze
has shifted the wealth overseas and funded terrorism. He also said that 90 percent
of Californians live in unhealthy air. We must focus on current solutions, not
possibilities 20 years down the road. Plugging in is growing all across the transportation
sectors, he said -- it’s good for the grid and good for the country. Battery
electrics plugging in on off-peak hours will help smooth out demand and additional power plants will not need to be built
to meet the need. This is not related to pollution transfer, he noted, because
only 2 or 3 percent of electric generation is petroleum-based. Implementing power
to truckers, with air conditioning and electricity for sleeper cabs, will reduce 1 gallon per hour diesel usage for overnight
sleeping, he said. He mentioned that just 16 ships daily out of Los Angeles ports
produce pollution equivalent to 1 million cars, which could be alleviated with port side power and air conditioning lines. He said that fuel cells are not read for “prime time” and we should focus
more on PHEV-type viable technology that could meet the needs of 4 million people in that area. The bottom line, as far as
Kjaer is concerned, is that hybrids are practical today, not a generation in the future.
Jon Leonard of TIAX said that PHEV’s
would save 1.46 million tons of pollutants per year. In his career at TIAX, Leonard
has worked toward reducing serious health risks through implementing cleaner technologies.
This can be as simple as replacing aging truck fleets that serve the country’s ports with modern vehicles that
have better pollution control equipment.
Ken Kurani of the University of California
at Davis noted that with the recent gas price surge, many SUV owners bought hybrids out of anger from paying the higher prices. Kurani observed that people bought the SUVs thinking they were going to water ski
or tow a boat but never got around to those tasks. In his marketing study he
noted that mothers bought them because their mothers had minivans and they wanted something different. This tied in well with something EVAAP (Electric Vehicle Association of Asia Pacific) President Hisashi
Ishitani mentioned in his remarks during the technical sessions. Ishitani stated
that the EV industry has failed to actively involve women. Women are crucial
players in family consumer decisions.
The international security implications of
oil independence were echoed in the remarks of EVS-21 President Bernard Fautier, Masatimi Takimoto of Toyota Corporation,
and Kapil
Sibal, India’s Minister of Science &
Technology. Citing the urgency for change now, Sibal called for “liberation”
in the EV industry. He noted that, “… the bottom of the oil barrel
is visible… Shell and Conoco said that we must look for alternative fuels… India and China’s oil demand is rising so we can’t wait 20 years to solve
this problem.” As a personal note, Minister Sibal added that he had driven
the electric car “REVA” from India and liked it very well.
Walter Schmied, president of agricultural local
and regional affairs, Council of Europe (translated with a French interpreter), called upon world politicians to, “…
empower their people to deal with environmental issues.” He thanked the
principality of Monaco for bringing together everyone for such a good cause. Schmied
stated clearly that Europe is devoted to the Kyoto Treaty for the reduction of greenhouse gases, adding that the European
bill RE 243 will help to implement Europe’s commitment to sustainability. Tax
incentives, public awareness and environmental education will help further. “Particulate
pollution causes health problems and could be reduced by EV use,” he noted. Schmied
also pointed out that a focus on increasing mass transportation in the U.S. also would help immensely.
Robert Durdilly, Director of EDEV for EDF (Electric de France),
translated by a French interpreter, asserted a common future for energy. Sustainable
transportation is needed for economic growth and social progress. Regarding economic,
social, and other issues, Durdilly stated, “Act now IS the best answer.” He also cited these facts: EVs are
used in the EDF (Electric de France); Electric buses are used in 10 cities, including
Bordeau and Rouen; Zebra high-density batteries have been used; Trolleys are well adapted for cleaner mass transit. He prefers
mass transit to individual use for clean vehicles and efficiency. Poly-metal
Lithium-ion batteries were liked. “We need to succeed with adaptive sales
and we can only move ahead if we are working together,” he said.
Brian Wynne, president of the EDTA, spoke about
U.S. dependence on foreign oil and how vulnerable the West is to disruption of the oil supply, as revealed by recent hurricanes. Because oil needs will double in 20 years and cannot be sustained, something needs
be done now. Wynne noted that there are a variety of opportunities in hybrids,
EVs, and fuel cell vehicles as an integral part of building a sustainable future involving industry and federal partners.
Greg Casper of GEM NEVs in British Columbia
said he is committed to leaving an invisible footprint. He noted that Toyota,
Honda, Daimler-Chrysler, B.C. Transit, Edison Electric and B.C. Hydro, as well as others that are conference sponsors, are
fulfilling the needs of alternative transportation.
Peter Ostagard of Energy and Petroleum Resources
of B.C. Canada said that, “… trolleys and Skytrain are good examples of Vancouver’s commitment to clean
transportation.” Because 40 percent of oil is used for transportation,
Ostagard said that Energy and Petroleum Resources would promote hybrids with incentives.
Alternative energy sources and technologies are being used in his company’s fleet, such as natural gas, electric
vehicles, and hybrid vehicles.
John Tak, president of Fuel Cells, Canada,
noted that unrestrained growth is not feasible because every hour there are 10,000 more people on the planet. Alternative fuel is now called “preferred fuel,” he noted.
Greenhouse gases must be reduced and Japan plans to eliminate its CO2 emissions by 2100. With global demand doubling in 20 years, Mr. Tak echoed other
speakers in pointing out that we must now reduce dependency on foreign oil. Tak
also remarked that recent hurricanes have shown that we need to decentralize our energy sources. There will be an impending global disaster if we do not do something now, Mr. Tak warned, noting that the
U.S. now imports 64 percent of its oil.
Fuel cells are a stepping stone to zero carbon
fuels, Mr. Tak said, and forklifts and transit buses are the first targets for fuel cells.
Fuel cells provide the average power and batteries provide the peaks. Presently
750 hybrid busses have been ordered, showing a demand for more efficient vehicles. Canada
is hosting the 2010 winter Olympics and the country is readying itself by purchasing 20 hybrid busses before the Olympics. These busses will be used for transportation from the Vancouver and Whistler ski areas. This will not be a demonstration project but, “… real use,” Mr.
Tak asserted.
Peter Toom, the energy director for the 2010
winter Olympics, spoke about additional sustainable energy uses, and vehicles to be put in place before the Olympics. Wind, small hydro, and geothermal heating are desired to meet the needs of the present
without compromising the future. He said he supports, “… ground-source
heat pumps and alt-fuel clean vehicles with government tax incentives.” Vehicles
to meet these needs include bio-fuels, CNG, ethanol, diesel-hybrids and battery electrics for the Vancouver-Whistler corridor.
Cynthia Verugo-Peralta of South Coast (California)
Air Quality noted that 40 percent of our oil consumption is for transportation. In
Los Angeles and southern California, diesel is the worst NOx offender at 75 percent of the output from vehicles. “Diesel is the most cancer-producing pollution generator in the Long Beach area, and needs to be
addressed,” she said, noting that new technology in transportation can help reduce such irreversible health effects. She said it is amazing that the U.S. government is not addressing these problems or
taking them seriously. “The Clean Air Act of 1988 has helped to reduce
pollution, but we still need twice the reduction and a 20 percent mix of nonpolluting vehicles by 2020 and 30 percent by 2030,”
Ms. Verugo-Peralta estimated. She remarked that of the alternate-fuel vehicles
in development that she’s seen, the Sprinter Van PHEV by DaimlerChrysler and the AC Propulsion converted Jetta look
promising.
Steve Lough, president of the Seattle EAA,
questioned whether the ZEV (zero emission vehicle) mandate is still being looked at, in light of legal challenges attacking
it. Ms. Veruga-Peralta noted that the ZEV mandate will be under review over the
next year and a half, and said PHEVs will be considered to meet these needs.
Ed Innes with Manitoba Hydro noted that 90
percent of Canada’s electric supply is in renewables, mostly hydroelectric.
With this in mind, Innes said that energy consumption (off-peak) could power all vehicles if they were battery electrics. However, he cautioned, the electrolysis process of making hydrogen is inefficient
and would cost double the process of making hydrogen with off-peak power. Roger
Martin from United Limited, an audience member, pointed out that the wells-to-wheels efficiency of battery electrics is 75
percent versus 25 percent for fuel cell vehicles, citing studies by Washington University and Paul McCready of Aerovironment.
·
New Federal and State Interest in Plug-In HEV’s
Bob Graham of EPRI (Electric Power Research Institute) spoke about the Plug-In Hybrid Vehicle Initiative. One of the bright
spots of the energy bill passed earlier in 2005, PHEVs were recognized as a need to fulfill.
Energy Security, Co2 reduction, economic development, and air pollution are the main reasons for going to PHEVs. Graham presented a graph showing that millions of people drive less than 30 miles
a day. As an example, he said, we could use a Federal Express PHEV to reduce
the operating cost. EPRI is also working on the DaimlerChrysler Sprinter PHEV
van and a 40’ bus project in Brazil. EPRI is measuring the improvements
in life quality and cost of PHEVs. Half of the batteries are Li-Ion and half
are NIMH to compare which one’s are the best. The Sprinter van is discharged
to 80 percent DOD (depth of discharge) every day in the test. Lithium-Ion batteries
would make battery EVs a large market for manufacturers, he said. EPRI wants
to work with anyone who wants to work on PHEVs.
Like Bob Graham and Ed Kjaer, Daryl Slusher of Austin Energy says
that PHEVs are very promising. Austin Energy has undertaken the Austin Plug-In
Partnership Campaign, and Slusher was pleased with the results. According to
Mr. Slusher, Austin Energy is the leading renewable power company in the nation. Austin Energy has concluded that PHEVs
would make a large contribution to a cleaner environment and the lowering of U.S. dependence on foreign fuels. PHEVs have shown the, “… fastest results and could go into mass production quickly… We could charge millions of PHEVs without adding any power plants.” Slusher produced a graph showing that power generated from coal (about 30 percent in Austin) is still about
10 times cleaner than operating gas vehicles. Wind is generated mostly at night
in the Texas area and would result in zero emissions in a battery electric vehicle.
Austin Energy is working with Chrysler and other manufacturers to illustrate PHEV reliability. They have a petition with 10,000 signatures saying that the people would buy a PHEV if available and pay
more for it than a standard gas car.
Brian Stokes, PG&E (Pacific Gas & Electric) manager talked
about “The Advanced Hybrid Vehicle Development Consortium.” Stokes
emphasized user-friendly elements to introducing PHEV technology to the public at large.
For instance, it is desirable to the consumer to use common 120vac or 240vac connectors, not infrastructure required
paddles or Avcon type proprietary connectors. TOU (Time of Use) rates and incentives
help with PHEVs because “we are all seeking reduced pollution and dependence on foreign oil”, he said. Achieving higher utilization of assets and load equalization can bring the cost of electricity down for
all users. Wind generation tends to occur in the wee hours of the morning, which
would work well with battery electrics combining with off-peak demand. PG&E
tested a large Ford F550 PHEV truck showing better efficiencies, about double that of a standard vehicle of its class.
Andy Frank at UC Davis built his first PHEV
in 1971 and he said many since then have talked about the future of automotive technology and engineering with regard to sustainability. “Every car and bus can be converted to a PHEV with no change in lifestyle and
with reduced energy costs,” Mr. Frank said. The average person, “…
uses his or her car three hours a day,” and it could be plugged into a renewable source the rest of the day. One-tenth to one-third the fuel cost is realized when compared to the gasoline equivalent or the same as
buying gas at 25 cents to $1 per gallon. Frank’s view is that the guy on
the street only cares about cost, so that is the best marketing argument. It
is more convenient to plug in at home rather than visit a gas station 35 times a year.
A 10kw solar system is good for 30 miles of driving for each hour of sun. “This
is the same as creating a gallon of gas an hour with a payback period,” he said, “of 8 years.” Wind turbines could also be used to generate energy. Frank
was much less optimistic about fuel cell-powered cars, which have been touted by the Bush Administration as the future of
transportation. He pointed out that hydrogen is 50 percent wasteful for fuel
cells so charging batteries is the most efficient. An EV will go 3-4 times farther
than on the same hydrogen generation fuel cell car. Batteries can be charged
at night from the wind generator at a 1.5kw charge rate, no infrastructure required.
As you increase the battery size, you increase the motor size but the ICE can be decreased by half thus a smaller CVT
(constant variable transmission). PHEVs are most effective where large renewable
solar/wind resources are present. “We are integrating transportation with
a stationary energy producer for a most efficient system… We know the PHEV is real, so let's go do it automotive industry!”
he said.
Felix Kramer of CalCars, and the founder of the California Cars
Initiative, talked about promoting the PHEV technology and showed modified Priuses that are now PHEVs. “Commercializing Plug-In Hybrids” was his topic. The
goal, he said, is making a PHEV that is $1 per gallon equivalent and is like having
a second small fuel tank that gets filled at that cheaper rate from U.S.-made clean energy.
It is great that this is getting into the public's mind, like adding the “Prius Button” that is only available
in Europe, he said. He showed a PHEV converted Prius along with Steve Lough,
president of the Seattle EAA (Electric Auto Association). Austin kicked in with
PHEVs and suppliers have added batteries needed for this technology. He would
like an energy prize similar to the X-Prize to garner more public attention. James
Woolsey, former CIA director on oil and terror, is pushing for PHEVs also and
a back-door way to pure electrics. The California AAA is sponsoring PHEVs along
with CalCars. CalCars is continuing
development projects showing operation with existing battery technology. They
are setting up an EAA kit to do-it-yourself with about $3k to convert your hybrid to a PHEV.
Stewart Evans of Delta-Q Technologies manages
the electric “plug side” of the PHEVs, designing chargers and interface power electronics. Delta-Q’s chargers are used by both GEM and Dynasty IT NEVs.
The Delta-Q charger allows the user with a 1kW charger to charge in 9 hours off 12A 120vac for a 30 mile range. They also do battery management with data communication. Opportunity charging can also be realized. It is PFC (Power
Factor Corrected) and can run on foreign power as a solid state high frequency charger.
They have a package for the OEMs that can be used in their vehicles. The
cost of a Delta-Q charger is $600 for the individual building his own vehicle.
Looking Forward
Barry Penner spoke at the Closing Plenary session. He is British Columbia's Minister of Environment and an advocate
for renewable energy sources, hydro, solar and wind. He also serves as the co-chair
of the Alternative Energy and Power Technology Task Force, where industry and government joins together to work for sustainable
energy solutions. Mr. Penner received the E-visionary award at the final presentation
from the EDTA. He arrived from Montreal, where he attended the UN conference
on global warming. He believes that the EDTA conference provides engineering
solutions to the global warming problem. “Horses produced thousands of
pounds of manure on New York streets when cars were introduced to improve the ‘environment,’” Mr. Penner
noted. “Now with many gas cars, they are the problem and environmental
solutions need to be found. The first cars were electric and in 1900 there were
more electrics than gas cars. They also ran on kerosene and coal gas. Now we are "back to the future," revisiting electricity to provide a solution. It takes time for people to catch up to the technology,” he said.
Mr. Penner pointed to the example of his government’s promotion of renewable and clean energy. He said that these efforts need to be adopted by individuals and industry
Mr. Penner is hardly alone in these thoughts. Former CIA Director Jim Woolsey publicly called for the invasion of Iraq back in 2001, citing security
reasons. He appeared at the EDTA conference to promote hybrid technology as a
security imperative. Likewise, Southern California Edison’s Ed Kjaer strongly
emphasizes electric and hybrid technologies’ potential to alleviate problems ranging from pocketbook issues to the global
war on terrorism.
“The middle class in China outnumbers the U.S. population,
is the number two consumer of oil, and is increasing,” Mr. Kjaer said during the Plug-In Hybrid Overview session. “Oil companies have been revising their reserves downward. The U.S. is shipping a vast amount of money overseas for fighting terrorism and protecting the oil supply. The impact of this, he said, is that because of these events we have gone from $20
a barrel of oil to $70, and we will hit $100 in the not-too-distant future. Transportation
is becoming more electronic and less mechanical. 65 percent of airborne pollution
comes from transportation and 60 percent of U.S. oil is imported from countries that do not particularly care for us. We are trading miles per gallon for miles per minute.
We are putting more performance into hybrids, trading off fuel economy, so we are heading in the wrong direction toward
SUV hybrids. They are not as thrifty as the EPA has advertised. We are shifting tremendous wealth overseas by purchasing all this foreign oil.” He said he is seeing a fundamental shift in the marketplace: the general population is seeing fuel economy
as being “patriotic”. “They are seeing the connection between
politics and oil,” he said as he put up a slide of President Bush and a Saudi sheik.
“There is a better way,” he said, “plug-in hybrids.”
“It is a fallacy,” Mr. Kjaer said, “to suggest
that pollution is moved from the tailpipe to the smoke stacks with PHEVs. There
are many good reasons to connect our transportation to the grid, including energy security, excess capacity, less pollution,
and sustainable power grid supplies. We would not need to add any more power
plants if everyone owned a PHEV.”
Many thanks to the EDTA
staff Pam Turner and Jennifer Watts for their hard work in coordinating another successful EV conference and exposition in
a well picked area that embraces renewable energy and electric vehicles. For
more information on the conference and future events, see www.edta.org or www.edtaconference.com (202) 408-0774
NOTES ON VANCOUVER
I noticed when I first arrived here that the electric trolley
trackless busses downtown brush the overhead wires. Vancouver has had the traditional
trolleys for 100 years and the bus-like versions for the last 50 years. They
operate directly from the overhead wires without batteries so the driver must follow the dual single-phase wires because he
is not on a track but in a rubber tire bus. I occasionally noticed that the wiper
would jump the overhead wires and the driver would have to jump out and reset the wiper manually. I also noticed that there were no car horns blowing anywhere
in a city of 2 million, which was amazing. The people were very polite drivers
and I have observed this also in other parts of Canada. This respect for other
drivers also spills over to the environment, where there is a general appreciation for sustainability, minimal pollution vehicles,
and renewable energy supplies.
Initially, to become familiar with the area, I took several Eco-Tours
with a local guide up into Grouse Mountain, and Capilano big trees; I saw salmon fish spawning as they jumped up the river
in the nearby rainforest park. I got close enough to a wolf to get a great photo
and to a grizzly den where some cubs were sleeping. There was a bald eagle natural
habitat where I saw literally hundreds of bald eagles nesting between Vancouver and Whistler.
Twenty-five percent of all bald eagles in North America reside here, I was told.
The area gets 44 inches of annual precipitation and is mountainous down to the ocean.
Further inland it becomes drier and colder. The temperature in Vancouver
stayed around 40 degrees Fahrenheit and varied from partly cloudy to drizzly this time of the year. The dry season is from June – September. For more information
on area Eco-Tours, phone (604) 451-1600.
Sidebar: Convention Exhibitors
and Resources:
Advanced Hybrid Vehicle Development Consortium
www.hybridconsortium.org , contact David West at david.west@rasertech.com
801-765-1200
Accelerate Development of Hybrid Vehicles in Provo, Utah
Advanced Transportation Technology Institute
www.atti-info.org, contact Gwen Bishop at gbishop@atti-info.org
423-425-5459
Non-profit organization to advance clean technologies in Chattanooga,
Tennessee
American Honda Motor Company
www.hondacars.com, contact Gunnar Lindstrom at Gunnar_Lindstrom@ahm.honda.com
310-781-4450
Civic and Insight Hybrid with natural gas powered Civic in Torrance,
California
Analytic Systems
www.analyticsystems.com, contact Bill Walker at billw@analyticsystems.com
800-668-3884
Military Inverters, battery chargers and power supplies in Surrey,
B.C. Canada
Azure Dynamics
www.azuredynamics.com, contact Mark Federle at sales@azuredynamics.com
781-932-9009
Hybrid Electric Propulsion Systems in Woburn, Massachussetts
Ballard Power Systems
www.ballard.com, contact Michelle Cormack at marketing@ballard.com
604-454-0900
Fuel Cell Development in Burnaby, British Columbia
BC Transit
www.bctransit.com, contact Ron Harmer at Ron_Harmer@bctransit.com
250-995-5663
British Columbia Transit System in Victoria, British Columbia,
Canada
Boshart Engineering, Inc.
www.boshartengineering.com, contact Chad Kelland at chad@boshartengineering.com
909-466-1602x104
NEV low speed vehicle in Ontario, California
CalCars
www.calcars.org for more information to build your own or buy a PHEV.
Cobasys
www.cobasys.com, contact Lynn Pendzich at lpendzich@cobasys.com
248-620-5768
NIMH Batteries in Orion, Michigan
Delta-Q Technologies
www.delta-q.com, contact Stuart Evans at sevans@delta-q.com
604-327-8244
Battery Chargers, DC Converters and Motor Controllers in Burnaby,
B.C., Canada
Dynasty Electric Car Company
www.itiselectric.com, contact Nick Banks at info@itiselectric.com
604-526-6060
NEV’s and utility EV’s, low speed in Delta, British
Columbia, Canada
E-Power Synergies
www.ePowersynergies.com, contact Amy Nielson at AmyNeilsen@frontiernet.net
309-654-9299
Vehicle and wireless networks/software in Cordova, Illinois
Electric Drive Transportation Association
www.electricdrive.org, contact Briane P. Wynne at info@electricdrive.org
202-408-0774
Annual EV Conferences and advancing EV technology in Washington
D.C.
Electro Energy Inc.
www.electroenergyinc.com, contact Michael Reed at Mreed@ElectroEnergyInc.com
203-797-2699
NiCd, NiMH, NiZn and Li-Ion Batteries in Danbury, Connecticut
Electrovaya
www.electrovaya.com, contact Gitanjall DasGupta at gdasgupta@electrovaya.com
905-855-4610
Lithium Ion SuperPolymer Battery in Mississauga, Ontario, Canada
Fuel Cells Canada
www.fuelcellscanada.ca, contact Javis Lui at jlui@fuelcellscanada.ca
604-822-0841
Accelerating Fuel Cell Technology in Vancouver, B.C. Canada
Global Electric Motorcars
www.gemcar.com, contact Russ Kiefer at rkiefer@gemcar.com
701-232-2500
NEV’s for Chrysler Corporation in Fargo, North Dakota
Globe Foundation of Canada
www.globe2006.com, contact Pat Row at pat.row@globe.com
604-775-6197
GLOBE 2006 energy sustainability Conference in Vancouver, B.C.
Canada
Honda Civic IMA and CNG
www.world.honda.com
Lexus
www.lexus.com, contact Vince Salisbury at vince_Salisbury@lexus.com
310-468-4582
RX 400h Luxury Hybrid in Torrance, California
Michelin North America
www.michilen.com, contact Don Baldwin at don.Baldwin@us.michelin.com
864-458-6356
LRR fuel efficient tires and travel guide maps in Troy, Michigan
National Alternative Fuels Training Consortium
www.NAFTC.wvu.edu, contact Al Ebron at Al.Ebron@mail.wvu.edu
304-293-7882
Alternative Fuels Consortium in Morgantown, West Virginia
NPR report on the Kyoto Treaty
http://www.npr.org/templates/story/story.php?storyId=4501636
Opal-RT Technologies
www.opal-rt.com, contact Kirsty Whitefield at info@opal-rt.com
514-935-2323
Simulation Services and Products in Montreal, Quebec, Canada
Raser Technologies
www.rasertech.com, contact Randy Blosil at randy.blosil@rasertech.com
801-765-1200
R&D on Motor and Control Technology in Provo, Utah
Ridek Corporation
www.ridek.com, contact Gordon Dower at dower@whidbey.com
360-945-0876
Quick change modular vehicle in Washington state U.S.
Saft
www.saftbatteries.com, contact Patrick McDevitt at Patrick.McDevitt@saftbatteries.com
410-771-3200
NiMh, NiCd and Lithium batteries in Cockeysville, Maryland
SatCon Power Systems
www.satcon.com, contact Peter Morgan at peter.morgan@satcon.com
810-225-4699
High Voltage DC Motion Systems in Worcester Massachussetts
Toyota
www.toyota.com, contact Celeste Migliore at Celeste_Migliore@toyota.com
310-468-4491 – also see www.toyota.fr
Hybrids and Lexus hybrid in Torrance, California
Union of Concerned Scientists
www.hybridcenter.org
U.S. Department of Energy, Advanced Vehicle Testing
http://avt.inl.gov, contact Jim Francfort at James.Francfort@inl.gov
208-526-6787
Modling of hydrogen ICE, hybrids and advanced batteries in Idaho
Falls, Idaho
UQM Technologies (formerly Unique Mobility)
www.uqm.com, contact Mike McAuley at mmcauley@uqm.com
303-215-3497
Develops BLDC motors and motor drives in Frederick, Colorado
Zytek and SMART cars from DaimlerChrysler
See www.zytek.co.uk and www.smart.com
EVS-22 will be in Yokohama, Japan October 23-28, 2006, in a scenic
area. See www.evs22.org
There is also a Renewable Energy Expo scheduled in Monaco March
30-April 2, 2006 at the Grimaldi Forum (same as EVS-21). The Expo will include
wind and solar as well. Email lhb@miti.mc for more information.
