Several Internet companies offer ways for drivers to offset the impact of their car’s greenhouse gas emissions by investing in clean energy. Now, one of the Big Three automakers wants to sign up its customers. The GLRC’s Rebecca Williams has more:
Transcript
Several Internet companies offer ways for drivers to offset the impact of
their car’s greenhouse gas emissions by investing in clean energy. Now,
one of the Big Three automakers wants to sign up its customers. The
GLRC’s Rebecca Williams has more:
It’s sort of like getting your sins forgiven… if you feel guilty for driving
an SUV.
It’s called carbon offsetting. What happens is… you spend anywhere
from 30 to 80 bucks for a carbon offset. The money gets invested in
cleaner energy projects – like wind farms – that don’t produce greenhouse
gasses.
Ford Motor Company is teaming up with a carbon offset company called
Terrapass… to promote carbon offsets to Ford customers.
Tom Arnold is a founder of Terrapass. He says Ford’s been criticized for
its poor fuel economy record… and for opposing California’s greenhouse
gas regulations on cars.
“It’s a question of helping Ford take steps in the right direction. Here’s
something that can help the organization better communicate to green
customers.”
Arnold points out there are also some free ways to cut down on carbon
dioxide emissions… such as driving less or buying a more fuel efficient
car.
Ford Motor Company installs a permanent Fumes to Fuel system at Michigan Truck Plant after a successful pilot program at the Ford Rouge Center last year. (Photo courtesy of Ford Motor Company)
Another look at the Fumes to Fuel system at Michigan Truck Plant. (Photo courtesy of Ford Motor Company)
Pollution from factories and other places might be dollars just going up in smoke. But a promising new technology turns these ordinarily troublesome waste products into something that’s especially valuable these days: cheap electricity. The Great Lakes Radio Consortium’s Julie Halpert has this
report:
Transcript
Pollution from factories and other places might be dollars just going up
in smoke, but a promising new technology turns these ordinarily
troublesome waste products into something that’s especially valuable
these days: cheap electricity. The Great Lakes Radio Consortium’s Julie
Halpert has this report:
Remember the children’s story, where Rumpelstiltskin was able to take
straw, a cheap, abundant material, and magically transform it into
precious gold? Well, these days, cheap energy is like gold, and one
company has found a way to similarly generate power from pollution.
(Sound of engine running)
To see how it works, I’m standing on a roof sixty-five feet above the
ground. This is where Ford Motor Company maintains its pollution
control equipment. There are rectangular gray metal boxes as tall as I am
all over the roof, so many that we can barely walk between them. Under
the roof, they’re painting trucks. The paint emits vapors that Ford is now
capturing with these big boxes of machinery.
Mark Wherrett is Ford’s principal environmental engineer.
“We’re here at the Ford Motor Company Michigan truck plant, where the
paint solvent is collected from the process and used as a fuel to make
electricity in a Stirling Engine.”
The Stirling Engine is key. Here’s how it works. Ford’s using an engine
developed by STM Power. STM is using an old engine style called a
Stirling Engine that was once used in place of a steam engine. Instead of
using coal or wood to heat up water and make steam, STM burns the
paint fumes to heat up hydrogen and power the engine. The fumes will
generate 55 kilowatts of electricity. That’s enough to power 11 homes.
There’s not as much pollution emitted at the end, since burning can be
adjusted to temperatures where pollutants are reduced. Wherrett says
that for Ford, the technology simply has no downsides.
“The fumes to fuel process takes the environmental emissions and turns
them on their head, so instead of them being a waste product that we
have to dispose of, we can then turn it into a commodity where we can
then use that to make electricity and use that in our plant systems.”
And that means Ford doesn’t have to purchase as much power from the
grid.
Dorrance Noonan is CEO of STM Power, the company that’s redesigned
the old engine. Noonan says Ford is a perfect candidate for this
technology.
“We’re really excited about the Ford project because it offers a
tremendous opportunity to manufacturing companies and large paint
operations, who have large VOC problems that they have to deal with in
very expensive ways.”
The Ford plant is just the beginning for the company. They also plan to
deliver their portable on-site generators to landfills and wastewater
treatment plants. In that situation, methane gas is used as the fuel to
generate electricity. Noonan says his company has a bright future.
“Well, in the next couple of years, we see strong penetration in our two focus
markets, which are the landfill markets in the U.S. and the wastewater
treatment markets in the United States, and then we see that expansion
going outside of the United States to Europe and eventually to Asia.”
There are some skeptics.
Dan Rassler, with the Electric Power Research Institute, says STM’s
technology does have the potential to create viable new sources of
energy, but more companies need to actually start using it before he can
know for sure, and he says that right now the technology is still too
expensive for many companies.
“We’d like to see the capitol costs of these systems be lower than where
they are today.”
Right now, an STM unit costs $65,000. Rassler would like to see overall
costs cut by 10 to 20 percent. He says costs could decrease as more of
these units come on line.
STM CEO Dorrance Noonan says the costs are comparable to competing
on-site generators, and these expenses will be offset by using the free
fuel used to generate electricity that his engines provide. Noonan says
that continuing high natural gas prices will be his technology’s best
friend, as companies strive for ways to reduce energy costs.
Ford has started converting some of the traditional, gasoline-fueled engines into hydrogen-powered engines. (Photo by Szekér Ottó)
Automakers from around the world spent last week showing off their latest concepts and production cars at the North American International Auto Show in Detroit. Many car companies announced plans to begin producing more hybrid vehicles. As the Great Lakes Radio Consortium’s Bill Poorman reports other environmental technologies got some attention as well, including a new way to use hydrogen to fuel the vehicles of the future:
Transcript
Automakers from around the world spent last week showing off their latest concepts and production cars at the North American International Auto Show in Detroit. Many car companies announced plans to begin producing more hybrid vehicles. As the Great Lakes Radio Consortium’s Bill Poorman reports other environmental technologies got some attention as well, including a new way to use hydrogen to fuel the vehicles of the future:
Many automakers now say that cars ultimately will be powered by hydrogen fuel cells. Fuel cells consume hydrogen to generate electricity to power a motor, while leaving on water as waste. There are problems with cells. They’re really expensive right now. And there aren’t many hydrogen re-fueling stations. Ford Motor Company thinks it has a solution. It’s converting some standard gasoline engines to burn hydrogen. Ford’s chief engineer for the system, Vance Zanardelli, says the new engine is a necessary step.
“In order to get people familiar with hydrogen as a fuel, realizing it is a clean, safe fuel, in order to help spur the development of more hydrogen fueling stations, the development of revised codes and standards, and really lay the groundwork, so that when fuel cells are ready for primetime, the world is ready for them.”
Ford plans to begin testing some of the new hydrogen-burning engines in shuttle busses next year.
For the Great Lakes Radio Consortium, I’m Bill Poorman.
The "Hydraulic Launch Assist" system - the system pressurizes a tank when the vehicle brakes. The pressurized tank then gives the motor a boost of power when the vehicle begins to accelerate. (Photo courtesy of Eaton Fluid Power Group)
Next month, the Environmental Protection Agency will unveil a Ford Expedition that sips, not guzzles, gas. It’ll have a new type of technology that should give a huge boost to the fuel economy of big commercial trucks. The Great Lakes Radio Consortium’s Julie Halpert filed this report:
Transcript
Next month, the Environmental Protection Agency will unveil a Ford Expedition that sips, not guzzles,
gas. It’ll have a new type of technology that should give a huge boost to the fuel economy of big
commercial trucks. The Great Lakes Radio Consortium’s Julie Halpert filed this report:
(sound of garbage truck)
Every morning garbage trucks spew annoying smog and guzzle fuel. Commercial vehicles, like this
garbage truck, and delivery trucks, get only about 8 miles to the gallon. That compares to 20 miles per
gallon for an average car. But that’s about to change, if the EPA has its way.
The EPA worked with private industry to develop a new way to help launch the engine, called a hydraulic
hybrid. This new technology could double the fuel economy of big, commercial vehicles and cut
emissions in half. It could also make the trucks a lot quieter. Christopher Grundler runs the EPA division
that helped design the new hydraulic hybrid.
“We’re pretty bullish about this technology, because it’s cheap and it delivers other attributes that
American consumers want, meaning performance and the ability to tow vehicles and so on. It’s
particularly well suited for larger vehicles, so that’s why we’re excited about it.”
This hydraulic power source is expected to hike big truck costs by only a couple thousand dollars. That’s
not much, considering the cost of those trucks these days can run 40 to 45 thousand dollars.
(sound of hydraulic hybrid)
Hydraulic hybrids are different from the electric hybrids now on the road in Toyota and Honda vehicles.
Electric hybrids use a small gasoline engine along with an electric generator and use batteries to story
energy. But the hydraulic system is different. It uses a tank that stores energy as a compressed nitrogen
gas. When you want to accelerate, the high pressure gas runs a motor and the energy is used to drive the
wheels. The system uses the energy that’s generated by braking and helps keep the hydraulic system
pressurized. So for vehicles that stop and go a lot, this system is especially efficient. The holding tank can
store so much energy that there’s swift pick-up. EPA’s test vehicle starts effortlessly and lurches forward
like a race car.
Next month, at the Society of Automotive Engineers conference in Detroit, the EPA will be displaying this
technology in an Expedition, Ford’s second largest SUV.
The agency is working with Eaton Corporation. Eaton is a large worldwide industrial supplier that makes
hydraulic parts. Steve Nash is a manager with Eaton and he says hydraulic trucks could be a big market
for the company.
“We know that the greatest benefit of a regenerative braking product like a hybrid hydraulic or electric is
that you need to be doing a lot of start and stop type driving and with certain vocations, such as refuse
vehicles, such as city transit busses, such as shuttle busses and pick-up and delivery vehicles, it’s a perfect
application because they do a lot of start and stop-type driving.”
Eaton first worked with Ford Motor Company to develop the technology. Ford later dropped the project,
but Nash says Eaton forged ahead.
“We saw the opportunities as being so attractive that we decided to continue on our own and that’s where
we are today.”
Eaton’s now working with Workhouse Custom Chasses. That’s a truck manufacturer in Indiana. They
plan to bring out roughly 150 hydraulic delivery trucks within the next year. And that’s just a start.
Christopher Grundler says that commercial trucks burn a huge amount of fuel, so cutting fuel costs in half
makes them a perfect target market.
“Those customers care a lot more about fuel economy than the average American driver. It’s a significant
business cost to them so there is a market for fuel economy in these segments, much more so than in the
car and light truck segments.”
An industry observer says that might be true. Bill Viznik is an automotive journalist who covers
technology for Wards Communications. But he says the systems are really heavy. So they have limited
use and don’t make sense for smaller, personal vehicles.
“SUVs already are large, bulky and heavy and certainly don’t need a lot of extra weight added to them, so
I think at this point to look at adding a system like this to a conventional SUV, like a Ford Explorer,
something like that, you reach a point of quickly diminishing return. If you add a lot of weight to the
vehicle then it makes everything ratchet up from there.”
Viznik says hydraulics can actually make fuel economy worse for small vehicles. But the Environmental
Protection Agency is more optimistic. Christopher Grundler thinks hydraulic SUVs are possible.
“It depends on the SUV. I think for smaller SUVs, it does provide a packaging challenge for the hydraulic
technology, but I think for larger SUVs, the medium to large SUVs, this technology is well-suited as well
as the larger urban delivery trucks.”
EPA plans to announce partnerships with private companies later this year to begin testing the hydraulic
hybrid engines in delivery trucks like those Fed Ex uses. The final determination will depend on how well
they fare on the street.
For The Great Lakes Radio Consortium, I’m Julie Halpert.
Despite the recent defeat in Congress of a measure that would have raised fuel efficiency standards, carmakers are still feeling pressure to design and produce less polluting vehicles. Some companies are betting on new technologies to make those dramatic pollution reductions, and a debate’s emerging over how best to get there. Some observers say what’s at stake is nothing less than the future of the automobile. The Great Lakes Radio Consortium’s Julie Halpert filed this report:
Transcript
Despite the recent defeat in Congress of a measure that would have raised fuel efficiency standards, carmakers are still feeling pressure to design and produce less polluting vehicles. Some companies are betting on new technologies to make those dramatic pollution reductions. And a debate’s emerging over how best to get there. Some observers say what’s at stake is nothing less than the future of the automobile. The
Great Lakes Radio Consortium’s Julie Halpert filed this report:
It’s a clear battle between emerging technologies: what’s available now: hybrid engines, versus fuel cells, which aren’t due for at least ten years. Hybrids use current technology, a gasoline engine, and add an electric engine for additional boost. A hybrid car typically gets double the mileage of a non-hybrid.
Toyota and Honda have both opted for the quicker path. They’ve been offering hybrid cars now for the past few years. Toyota’s Prius is a sedan. Honda opted for a sporty, two-seater, the Insight. But whether sporty or practical, Honda’s Andy Boyd says consumers embraced the new engine.
“We had a great reaction to Insight – people really excited by the technology, very accepting of it. It’s very transparent technology, easy to use and we think it’s ready for prime time.”
Prime time for Honda means putting the hybrid engine on a more practical vehicle, which they’re doing. The Honda Civic is a company best seller. The hybrid Civic goes on sale in April. Priced around $20,000 the Civic will get 50 miles per gallon. And Boyd thinks it will result in even broader acceptance of hybrid technology.
A domestic automaker is also jumping on the hybrid bandwagon, hoping to broaden the hybrid’s appeal. Ford Motor Company will launch the hybrid Escape sport utility vehicle later next year. Ford’s Jon Harmon says that’s an even better vehicle choice than the Japanese offerings.
“Most of those vehicles have limitations because they’re such small vehicles and we think that by giving a vehicle with more functionality that customers are looking for, like the Escape HEV, that we’re really going to open up that market.”
The hybrid Escape will get 40 miles to the gallon in the city, twice the mileage of its gasoline engine counterpart.
But while hybrids make big dents in reducing pollution, they’re not considered the final answer to the environmental problem. The more promising contender is fuel cells.
“In a minute we’ll introduce a revolutionary concept, so revolutionary that we believe it’s no stretch to say it could literally reinvent the automobile.”
General Motors President and CEO Rick Wagoner unveiled his company’s first fuel cell car prototype, the Autonomy, at the North American International Auto Show earlier this year. Fuel cells run on a mixture of hydrogen and oxygen. They emit only water vapor and heat, so they’re essentially pollution free. They’re also extremely fuel-efficient. But even the GM fuel cell car won’t be available for at least ten years. That’s because the technology still faces many financial and engineering hurdles.
Even so, GM spokesman Bill Nowak says that investing in fuel cell technology is smarter than putting money in less effective, near-term hybrids.
“It has a fair amount of potential to improve your efficiency but you’re adding another power plant. A hybrid combines an internal combustion engine with an electric motor so there’s some cost factors involved in that. That’s why we think the best technology by far is the pure fuel cell.”
Still, many experts and other automakers don’t expect to see fuel cells on the road very soon. David Hermantz is with Toyota’s Technical Center. He says it could take 20 or 30 years. And he’s concerned that by pushing for fuel cells; GM’s trying to postpone any near-term actions to reduce auto pollution.
“GM’s interim image appears to be that ‘leave us alone for now and we’ll get to fuel cells in the future’ and we think we need some kind of progressive path to get to the future.”
That path for Toyota is a commitment to offer 300,000 hybrid vehicles a year worldwide beginning 2005. Honda also will continue promoting hybrids. Again, Honda’s Andy Boyd.
“In the long-term, fuel cells are probably going to be the answer, but again, if we’re looking out about 30 to 40 years, do we want to wait that long to try and do something about fuel efficiency and reducing emissions? Reducing fuel consumption is the greatest thing we can do to cut emissions, so we’re trying to do that.”
Still, the federal government currently prefers the long-term option. The Energy Department recently scrapped an existing hybrid research program and instead decided to fund an effort to develop a fuel cell powered vehicle.
That concerns Mike Flynn. Flynn runs the University of Michigan’s office for the study of automotive transportation in Ann Arbor, Michigan. He says the government’s decision, which comes amidst a slump in the auto industry, will take pressure off automakers to pursue hybrids.
“They have tremendous demand on their resources right now, so why would I do other than what the government is telling me I should be doing, which is this longer term bet on fuel cells which I may be able to defer a little bit in the first few years and use my resources elsewhere.”
Flynn’s also worried about focusing only on fuel cells. He says that if another technology wins out, the domestic auto industry could be left behind.
But GM’s Bill Nowak says that’s unlikely. And he’s convinced that ultimately, the company’s bet on fuel cells will pay off.
For the Great Lakes Radio Consortium, I’m Julie Halpert.
