The powertrain of the Chevy Volt. This concept image shows the lithium ion battery pack running down the center of the vehicle. (Image courtesy of GM)
If you’ve been thinking about buying a hybrid
vehicle sometime in the future, 2010 might be your
year. General Motors and Toyota have been battling
to be the first to build the next generation of hybrids.
And both say 2010 is the year it will happen. Dustin
Dwyer reports:
Transcript
If you’ve been thinking about buying a hybrid
vehicle sometime in the future, 2010 might be your
year. General Motors and Toyota have been battling
to be the first to build the next generation of hybrids.
And both say 2010 is the year it will happen. Dustin
Dwyer reports:
GM engineers and executives more or less admit that the first round of
hybrid vehicle development went to Toyota. The Prius is by far the best
selling hybrid on the road.
But GM has been racing to win the second round on hybrids.
GM CEO Rick Wagoner says his company will have a new kind of
hybrid battery, and a more powerful electric motor ready by 2010.
“And because our new system is three times more powerful, we’ll also
be able to use it in a wider range of powertrains, and that’s exactly what
we plan to do.”
Wagoner says the more powerful hybrid system will save more gas. And
applying it to more vehicles will make the system cheaper.
Toyota says it’s also working to have its next generation of hybrids ready by 2010.
Hybrid cars like this Honda Insight look good to consumers at first...until they see the price tag. (Photo courtesy of the National Park Service)
We’re hearing a lot more from automakers these days about new
technologies that will save you gas. Most of the technologies they talk about
are not in showrooms yet. So when will they be? And which technologies
will find their way to your car first? Dustin Dwyer has some answers:
Transcript
We’re hearing a lot more from automakers these days about new
technologies that will save you gas. Most of the technologies they talk about
are not in showrooms yet. So when will they be? And which technologies
will find their way to your car first? Dustin Dwyer has some answers:
There is already one kind of car out there that will save you a lot of gas. You’ve heard of
it before. It’s a hybrid. And it seems like everyone says they want one. They say they do:
“I live in the world where I don’t deal with what people say they think, or what they give
to a survey. I live in the world where they write the check.”
That’s Mike Jackson. He’s the head of the country’s largest chain of car dealerships –
Autonation. Jackson is pretty much the prototypical, no-nonsense businessman. He’s also
somewhat of an unlikely environmentalist, but Jackson doesn’t have much faith in today’s
hybrids:
“70% of our customers want to talk about hybrids when they walk through the door.
They’re aware of it. They think it’s a great idea. And they’re predisposed to buy hybrids.
You then get them at the table.”
Jackson says that’s when the customer asks how much extra the hybrid costs, and how
long it takes to make that money up by saving at the pump. That’s when the deal falls
apart:
“And we have a two percent closing rate.”
Jackson says, plain and simple, most people just aren’t willing to pay the extra money to
get a hybrid. So he says to really cut gas use, the industry still needs mass market
solutions, and the first technology that he’s looking out for is something that Ford
announced earlier this year. Ford’s chief marketing guy, Jim Farley calls it Ecoboost:
“Which uses direct fuel injection and turbocharging to get big engine power and all that
low end torque we love from smaller, inherently more fuel efficient engines.”
Direct injection and turbocharging have been around,
but mostly as a way to make cars go faster. Now the idea is to use them on small engines
so that when a customer comes in and wants a big powerful engine, Ford can give them
Ecoboost, which promises the same power with 20 percent less gas, and 15 percent fewer
CO2 emissions. Ford plans to put Ecoboost in more than half a million cars per year
within the next five years.
In that same time frame, you can also expect to see more diesel engines coming out from
all the automakers. Diesel will get you better mileage, and it’s now cleaner in some ways
than gasoline. But it can create more smog-forming gases such as nitrous oxide.
Ethanol is also still out there. But at best, most people say today’s corn ethanol really
doesn’t save any fossil fuels when you look at what it takes to raise the corn. So the big
hope is cellulosic ethanol, which can be made from grasses, or even used tires.
Nobody’s found a good way to make it yet and Mike Jackson, the no-nonsense car
salesman, says he’s not holding his breath. Instead, he’s looking for the real game
changer – hybrid vehicles that can be charged through a wall socket and run on electricity
alone for miles before a gas engine has to kick in. Jackson expects those plug-in hybrids
on the road within five years:
“The cost-benefit ratio is going to be so compelling, and people are going to be so
enthralled at the idea they don’t have to go to the gas station, just go home and plug it into
the socket, this idea will win over American consumers.”
The auto companies are scrambling to make a plug in hybrid. Right now the race is
basically between General Motors and Toyota. Both say they might be able to build a
plug in hybrid by 2010.
The problem is the battery. To get the higher charge, hybrids need a new kind of battery –
something called a lithium ion battery. It’s the same kind of battery, it turns out, that’s
used in your cell phone, but there are some challenges scaling that up for an automobile.
Lithium ion batteries can overheat, and right now they’re more expensive than the
batteries in today’s hybrids.
But Bob Lutz at General Motors says you can bet those problems will be solved:
“Every manufacturer in the world is hot on the trail of lithium ion technology, and the
battery manufacturers all say it’s going to work.”
And once you have viable lithium ion batteries, you’re talking about cars that can get
more than 100 miles to the gallon or better.
Most people say the next step is hydrogen fuel cells. With the fuel cells, you put
hydrogen in, and the only thing that comes out of the tail pipe is water vapor.
Some in the industry say fuel cells could be ready for the mass market in the 2020s.
Mike Jackson isn’t so sure. He pegs the arrival of fuel cells at somewhere between not in
our lifetime and never.
The powertrain of the Chevy Volt. This concept image shows the lithium ion battery pack running down the center of the vehicle. (Image courtesy of GM)
Car companies are making plenty of promises these days about future
cars that will save you gas. To make them happen,
automakers are counting on a new kind of battery. They’re called lithium ion
batteries. These batteries could bring about a revolution in automobiles.
In the second part of a two-part series on green cars, Dustin Dwyer reports it could take a while for the revolution to get
here:
Transcript
Car companies are making plenty of promises these days about future
cars that will save you gas. To make them happen,
automakers are counting on a new kind of battery. They’re called lithium ion
batteries. These batteries could bring about a revolution in automobiles.
In the second part of a two-part series on green cars, Dustin Dwyer reports it could take a while for the revolution to get
here:
Lithium ion sounds like a complicated term. And you don’t necessarily need to know
what it means. But it might help to know that you already use lithium ion batteries every
day:
“It’s being used now in video cameras, personal phones, it’s in iPods, it’s in a lot of small
electronics and in, of course, laptop computers.”
That’s Jim Hall. He’s a consultant to the auto industry. His company is called 2953
Analytics. Hall’s had some experience working on battery powered cars. He says lithium
ion batteries are attractive because they can store a lot more power than the batteries in
today’s hybrid vehicles, and Hall says in the race to get lithium ion batteries into cars,
there are two leading companies: General Motors and Toyota.
They have different approaches to getting the batteries ready, but they both depend on
contractors outside the company to figure out the complicated chemistry. Hall says the
problem is right now, they need a breakthrough:
“And the breakthrough could come from an entirely different source. It could be from
another company that neither company is dealing with. It could. That’s the thing with
breakthroughs. You can’t predict how and when they happen.”
As we mentioned, battery engineers have already invented ways to make lithium ion
work in small things like cell phones, laptops and power drills. But it’s not as easy to
make the batteries work for something big, like a car.
Hall says one problem is cost. Lithium ion batteries are expensive. Another problem is
heat. The more energy you store in a lithium ion battery, the better the chances that the
battery could become unstable. If it becomes too hot, the battery could explode. That’s
already been a problem in some laptops.
Bob Lutz is the Vice Chairman of General Motors. He says his company has already
solved the heat problem with lithium ion batteries by using a different chemistry than
what’s in laptops:
“We’ve cycled ’em in hot rooms, maximum discharge rate, and cut out the cooling system
to simulate a cooling system failure in the car, and we’ve had a temperature rise of maybe
eight degrees centigrade, I mean, just not enough to worry about.”
GM expects to put the batteries in test cars and start running them on roads late this
spring. The goal is a lithium ion powered hybrid car named the Chevy Volt. It will go
forty miles on battery power alone, before a gas engine has to kick in. Lutz says he has no
doubt that the Volt will be ready to go by mid-2010, but officially, GM has not
set a production date.
Toyota says it’s also shooting to have the technology ready by 2010. But no other
automaker will even mention a date for lithium ion batteries. Not Ford. Not Honda. Not
Chrysler. Chrysler President Tom Lasorda says there’s a reason for that:
“When you’re trying to predict when a technology is going to be ready for mass market,
it’s very tough. Because you don’t know what the surprises might be.”
In the next few years, you can expect auto executives to make a lot of references to
lithium ion batteries. And basically anyone you talk to in the industry says these
batteries are no doubt, the next big thing that will save you gas.
The question is when. When will lithium ion batteries actually be in your car? Maybe
2010. Maybe a lot later. No one can really say for sure.
A view of the Chevy Volt, which could be in showrooms in the next few years. (Photo courtesy of GM)
Close-up of the Volt's powertrain system. (Photo courtesy of GM)
General Motors killed their last electric car
in the 1990s. Now the automaker is working on a new
car that could go 40 miles on electricity alone. The
car could be in showrooms in two to three years.
Dustin Dwyer visited the shop where
the new Chevy Volt is being designed:
Transcript
General Motors killed their last electric car
in the 1990s. Now the automaker is working on a new
car that could go 40 miles on electricity alone. The
car could be in showrooms in two to three years.
Dustin Dwyer visited the shop where
the new Chevy Volt is being designed:
Inside the design studio, a milling machine grinds away at a clay model of the Volt.
GM first introduced a concept version of the car last year. Now, designers and engineers
are working on a production version.
The Volt would basically be a hybrid. But it’s different than hybrids on the road today,
because the gas engine would just be a backup. Much of the time, the electric motor
would power the car on its own.
People at GM hope the Volt can improve GM’s image on the environment.
Bob Boniface of GM says the Volt is the real deal:
“This is not just a PR stunt… this is a real program, it’s got real engineers, real designers and obviously a real
building dedicated just to this car.”
Boniface says development of the Volt has been more public than most projects, and that
puts the pressure on for the company to get it right.
There’s a lot of talk these days in Washington about creating new laws
to cut greenhouse gas emissions. One major question right now is how
the government will handle carbon dioxide emissions from vehicles. Any
new regulation is expected to have some financial impact on automakers.
And, as Dustin Dwyer reports, the carmakers are looking to share the
burden:
Transcript
There’s a lot of talk these days in Washington about creating new laws
to cut greenhouse gas emissions. One major question right now is how
the government will handle carbon dioxide emissions from vehicles. Any
new regulation is expected to have some financial impact on automakers.
And, as Dustin Dwyer reports, the carmakers are looking to share the
burden:
Back in March, the House Energy and Commerce Committee held a hearing
on how the auto industry could help fight global warming. All the
bigwigs in the U.S. auto industry were there: the heads of Ford,
General Motors and Chrysler, the North American president of Toyota and
the head of the United Auto Workers.
At the hearing, all of them agreed they would support a cap on CO2
emissions from vehicles, but they had a sort of caveat:
“We believe that there’s a lot of merit to it. And we believe if it’s
upstream…”
“For Cap and Trade, I think the further upstream you go, the more
efficient you’re going to be.”
“I’d just echo the upstream part.”
“The upstream as I stated earlier and the rest is absolutely critical.”
That was Ron Gettlefinger of the UAW, Jim Press of Toyota, Alan Mulally
of Ford, and Tom Lasorda of Chrysler.
So what do they mean by “upstream”? Here’s Ford spokesman Mike Moran:
“Lower carbon fuels, so that it’s just not what comes out of the
tailpipe, but you’re moving upstream and including the fuels that would
be included in the equation in the transportation sector.”
Basically the idea is, if you have less carbon in the fuel, you’ll pump
less carbon dioxide into the air.
But car companies really can’t take the carbon out of fuel. That’s
really more of a job for the oil industry. So are auto executives just
passing the buck?
David Friedman of the Union of Concerned Scientists says yeah, they’re
dodging the issue:
“The auto companies are basically finding more creative ways to say,
‘No,’ they won’t do anything to improve their products.”
Auto executives would say they’re already working to improve their
products, with millions of ethanol-capable vehicles on the road, and a
growing number of gas-electric hybrids. And many in the auto industry feel that they’ve been singled out for
regulation in the past.
The carmakers main lobbying group, the Alliance of Automobile
Manufacturers says that for the past 30 years, the auto industry has
been the only industry subject to carbon dioxide regulations. Though
most people try to avoid saying so in public, there is clearly some
tension between the auto industry and the oil industry.
Louis Burke is with Conoco Phillips. He says his company is willing to
do more to cut greenhouse gas emissions. In fact, the oil company just
came out in favor of setting up mandatory federal rules. Those include a
possible system that caps carbon dioxide emissions, and allows
companies to trade carbon credits as if they were commodities:
“You can cap and trade at some point down within the value chain,
whether it’s all the way upstream, or whether it’s pretty far downstream. You
can also apply a carbon tax throughout the whole value chain. The whole
idea is it’s gotta be transparent, it can’t penalize any one group.”
So upstream, downstream, the point is something needs to be done.
David Friedman of the Union of Concerned Scientists says everyone can
do a little more:
“Everyone has to do their part. That means car companies have to
produce vehicles to get more miles to the gallon. Oil companies need to
have lower carbon fuels and yes, even consumers need to find ways to
drive less.”
It’s still not clear what exactly what approach Congress will take
toward cutting auto emissions, but while leaders in Washington try to
settle on a plan, local and state officials across the country are
coming up with their own plans.
California and 10 other states have their own plans to regulate
tailpipe emissions. Those plans are being challenged in court by the
auto industry. And California has also gone forward with the nation’s first low carbon
standard for fuels.
That “upstream” plan has the support of both auto and oil companies.
Fuel cell-powered cars will be much simpler and cheaper to build than internal combustion engine-powered vehicles. (Photo courtesy of Ford Motor Company)
Diagram of a fuel cell. (Image courtesy of Ford Motor Company)
Hydrogen fuel cells have been billed as the next big thing for cutting
down on vehicle emissions. Cars that run on these fuel cells emit only
water. Automakers are investing heavily in the technology, and there
are still some major obstacles. But as Dustin Dwyer reports, there is
at least one big advantage for automakers to push fuel cells:
Transcript
Hydrogen fuel cells have been billed as the next big thing for cutting
down on vehicle emissions. Cars that run on these fuel cells emit only
water. Automakers are investing heavily in the technology, and there
are still some major obstacles. But as Dustin Dwyer reports, there is
at least one big advantage for automakers to push fuel cells:
Of course, automakers want to be seen working on something that could
be good for the environment, and people in the industry will tell you
there are a number of reasons for pushing fuel cells. But there’s one
reason that might matter more than all the others.
(Sound of music…”money, money, money”)
Yep, money.
And if you don’t believe ABBA, you can just take it from Larry Burns.
He’s the head of research and development at General Motors. GM says
it’s spent more than a billion dollars developing fuel cell technology.
That’s money a company like GM can’t afford to waste.
At a recent energy symposium, Burns broke it all down, and talked about
the real reason GM is involved in the technology:
“First of all, we want to accelerate industry growth, for business
reasons. In fact, if I was up here telling you we were doing it for
reasons other than business reasons, you shouldn’t take me sincerely.”
So, what are those business reasons?
For Larry Burns it starts with the fact that today only 12 percent of
people worldwide own a car. To get the other 88 percent, Burns says
future vehicles need to be cheap and clean.
Some will debate whether hydrogen vehicles would truly be clean. They
say, at best, hydrogen just shifts the pollution upstream to the power
plant.
As for the cheap part, that’s also a problem. Right now, prototype fuel
cell cars cost hundreds of thousands of dollars to make. But fuel cells
have a few things going for them on the cost front. Take Ford’s new HySeries Drive Hybrid Edge prototype.
Engineer Mujeeb Ijaz looks under the hood:
“So I guess the first thing you’ll notice when you look under the hood
of the Edge is it doesn’t have a lot of equipment here. In fact, it’s
quite empty.”
It’s empty because all the important stuff, including the fuel cell, is
tucked in a sleek package hidden underneath the vehicle.
The fuel cell itself is only about six inches high, and about as big
around as a coffee table. That’s an incredibly simple design compared
to today’s complicated and clunky internal combustion engines:
“There’s a lot of technology that goes into it, but from a fundamental
standpoint, when you lay out a fuel cell and you lay out an engine,
we’re not dealing with a lot of unique parts.”
So, unlike an engine that has to be machined and assembled in different
ways for most vehicles around the world, a fuel cell only has a few
parts that get stacked together the same way every time. That means
once they ramp up to mass production, fuel cells could save automakers
a lot of, well…
(Sound of music…”money, it’s a gas”)
But before automakers can save all that fuel cell money, they still
have to answer all the questions about where the hydrogen itself comes
from, how to get it into gas stations, and how to store it in the
vehicle.
Automakers say they can make it work. But not everyone agrees. Joseph
Romm is an expert on energy issues, and he says, a lot of the problems
with hydrogen fuel cells might be out of automakers’ hands:
“Each of them probably requires a major technology breakthrough, and
you just don’t know. You might see a breakthrough in five years, you
might not see a breakthrough for fifty years.”
Romm wrote a book called The Hype About Hydrogen. He says fuel
cells have long been thought to be just over the horizon:
“Fuel cells are always just 10 or 20 years away, and so it allows the
car company to seem like they’re doing something for the environment,
without actually having to do anything.”
Romm says he’d bet on better battery technology and biofuels to cut
down on gas use.
Regardless of who’s right, what’s clear is that the auto industry could
be on the verge of a revolutionary change, one that could be good news
for the environment: the end of the internal combustion engine.
It won’t happen just to make people feel good, or to save the
environment.
If you plan to buy a new car or truck this
year, you might find some showrooms filled with
vehicles that run largely on ethanol instead of
gasoline. Car companies are pushing these corn-fueled vehicles as environmentally friendly.
Julie Grant takes a look at those claims:
Transcript
If you plan to buy a new car or truck this
year, you might find some showrooms filled with
vehicles that run largely on ethanol instead of
gasoline. Car companies are pushing these corn-fueled vehicles as environmentally friendly.
Julie Grant takes a look at those claims:
More people are considering buying cleaner, more fuel-efficient
cars now that gas prices and global temperatures are on the rise. The gas-
electric hybrids made by Toyota and Honda are becoming popular. And
American car companies are also jumping on board and offering alternative-
powered vehicles.
General Motors CEO Rick Wagoner has put much of his company’s stock in
ethanol:
“At GM, we believe that the bio-fuel with the greatest potential to
displace petroleum-based fuels in the US is ethanol, and so we have
made a major commitment here to vehicles that can run on E85 ethanol.”
E85 is a blend that’s 85% ethanol with 15% gasoline. GM’s not the only company offering cars that run on them:
(Sound of vehicle introduction)
Angela Hines is from Green Bay, Wisconsin. She’s taking notes as she looks at one
flex fuel car. The E85 only matters to her if it’s going to save her a
few bucks:
“I drive anywhere from 80-200 miles
a day for work, so yeah, gas is important.”
Gui Derochers is looking at a Chevy Silverado pickup truck:
(Grant:) “Does it matter to you that it’s a flex fuel?”
“I think it’s a good thing… flex-fuel. Particularly, we know there are some ethanol plants in Michigan coming, right? Isn’t
that what flex fuel is? Ethanol?”
Derochers works on engines and transmissions:
“You have to remember, I work for Daimler-Chrysler. But we have flex fuel as well. It’s a good thing. It’s wonderful.”
But not everyone thinks the move toward ethanol-fueled cars is
wonderful. Tadeusz Patzek is a professor of civil and environmental
engineering at the University of California in Berkeley. He says
ethanol is not cheaper and it’s not any better for the environment than
regular gas.
Patzek says each gallon of ethanol burned might emit less greenhouse gas
into the air, but you have to burn more fuel to go the same distance:
“So, mile for mile, emissions of CO2 are exactly the same for gasoline as
they are for ethanol. Because they are proportional to the energy stored in
the fuel.”
When it comes to gas mileage, Patzek calls claims that ethanol is any
better then gasoline an imaginary economy… and he’s not alone. When Consumer Reports magazine tested a Chevy Tahoe that runs on gas mixed
with only ten percent ethanol, the truck got 14 miles per gallon. But
it got less than 11 miles per gallon when the ethanol content was
raised to 85%, as in E85. That’s a 27% drop in fuel economy with E85.
Consumer Reports concluded that to go the same distance, you wind up paying more than a dollar
extra per gallon on E85 then on regular
gas.
Patzek says it’s not a good deal for consumers or for the environment:
“You emit less because you have oxygen but you burn more, so it comes as a wash.”
Patzek says ethanol has other environmental costs. To grow the corn needed to make it, farmers have to use more fossil fuel-based fertilizers, tractor fuel, and then more fuel to truck the fuel to gas stations.
Even so, many scientists say ethanol still provides an energy benefit over fossil fuels and some auto engineers say ethanol cars
are just a stop-gap measure until a better technology comes along, but Patzek disagrees with that logic:
“So, you’re saying the following: why don’t we have a terribly bad
solution and call it a stop-gap solution because it’s politically
convenient. I’m saying is, if I’m an engineer, I have to, essentially, if I’m honest with myself and others, do I want a
better technological solution or do I want to say, let’s do probably the worst possible solution
that delays other solutions 10-15 years into the future… while the
world is running out of time?”
Patzek says the real reason American car companies are moving toward
vehicles that run on E85 is that the federal government rewards them
for it.
GM and the others get extra credit for meeting fuel efficiency
standards just for making cars that can run on E85, even if those cars
aren’t more fuel efficient.
Patzek knows he’s become unpopular among many farmers, engineers,
scientists and politicians who want easy answers. He wants people to
start reducing their energy-use rather than waiting for technological
magic bullets.
While new factories take up a lot of land, some corporations, such as GM, are setting aside acres for wildlife on corporate campuses. (Photo by Dustin Dwyer)
General Motors’ newest auto plant is the first to be certified gold by LEED. Included in the plans were several acres set aside for wildlife. (Photo by Dustin Dwyer)
About a quarter of all private property in the
U.S. is owned by corporations. In the past, many
companies have gone to great expense to maintain
their property with manicured landscaping and green
lawns. Now, as environmental issues are becoming an
important focus in the business world, more
corporations are turning their land into wildlife
habitats. As Gretchen Millich reports,
they are finding it’s good for the environment and
it’s good for business:
Transcript
About a quarter of all private property in the
US is owned by corporations. In the past, many
companies have gone to great expense to maintain
their property with manicured landscaping and green
lawns. Now, as environmental issues are becoming an
important focus in the business world, more
corporations are turning their land into wildlife
habitats. As Gretchen Millich reports,
they are finding it’s good for the environment and
it’s good for business:
Setting aside land for wildlife is becoming a big trend among
corporations in the US. For example, near its plant in Muscatine, Iowa,
the Monsanto Company set aside a 500-acre sand prairie. It’s home to
some rare species, including the Illinois mud turtle. Just outside of
New York City, Exxon Mobil is protecting 750 acres as a habitat for
birds like wild turkeys and wood ducks.
Bob Johnson is president of the Wildlife Habitat Council.
The council brings together businesses and environmental groups to
conserve and restore natural areas. His group has helped set up
hundreds of wildlife preserves at corporate facilities:
“Most of our members are not recognized as being very green and I think
that is really changing now because many companies are trying to find
ways of being a lot more conscientious about materials and energy. But
the real bottom line is habitat. Habitat is the greatest factor in the
control of the decline of species on the planet and I think companies
are realizing this is important for them to do.”
Johnson says there are lots of advantages to being green in the world of
business. Studies show that employees are happier and more productive
when they work for a business that shares their values. Also, it’s much
less expensive to maintain a wildlife habitat than to fertilize and mow
several acres of grass.
Bridget Burnell works at a new General Motors assembly plant near Lansing, Michigan.
Burnell is an environmental engineer. She oversees 75 acres on the factory grounds
that’s been set aside as wildlife habitat:
“What we’re walking up to right now is the first major wetland that you
come across. This is what all the employees can see as they are
driving along the main road east of the plant.”
It’s an unlikely spot for a wildlife refuge: on one side a sprawling
automobile factory, on the other, the intersection of two major
highways. It’s noisy, but still somehow serene.
Birds, turtles, muskrats, and frogs all live here undisturbed. A great
blue heron is flying over the wetland and in the distance, we see three
whitetail deer. Burnell says on nice days, teams of employees come here
to take care of the grounds and sometimes they work with community
groups:
“We’ve had about 20 events this year that we’ve had different community
organizations out here. Some of it’s directly related to educational
type things, like learning about the wetlands and the prairie
and different types of habitat. Others are specific to a particular
project, maybe wood duck boxes or song bird boxes, that type of thing.”
This factory is the only automotive plant to receive certification from
the US Green Building Council for Environmental Design and Construction.
GM saves about a million dollars a year in energy costs and more than 4
million gallons of water. And although there’s no direct cost savings on
a wildlife habitat, GM is finding that preserving natural areas can
improve the company’s image in the community, and also with its
customers and investors.
Bob Johnson of the Wildlife Habitat Council says these wildlife projects
are attractive to green investors, who choose stocks based on how a
company deals with the environment. He says some investors believe that
environmental responsibility is a reflection of how a business is
managed. And a lot of that information is available on the Internet:
“The individual on the street can do that today. They can evaluate this
kind of information and make judgments. So I think people are looking
for ways of distinguishing where they are placing their resources.”
Johnson says since corporations are the largest group of landholders,
they’re in a good position to slow down the fragmentation of wildlife
habitat. He says corporate leaders are discovering that with a little
effort, they can win friends and gain a competitive advantage.
For the Environment Report, this is Gretchen Millich.
The company accused of “killing the electric car” says it’s going to bring a new version of plug-in car back to the market. General Motors recently unveiled plans for a new hybrid SUV. But as Dustin Dwyer reports, the CEO of GM says he’s not sure when the vehicle will be on the roads:
Transcript
The company accused of “killing the electric car” says it’s going to bring a new version of plug-in car back to the market. General Motors recently unveiled plans for a new hybrid SUV. They claim the new technology will get double the gas mileage of any current SUV. But as Dustin Dwyer reports, the CEO of GM says he’s not sure when the vehicle will be on the roads:
GM CEO Rick Wagoner announced the hybrid project at the Los Angeles Auto Show. He said the vehicle would have the ability to be plugged into a wall, to use more electricity and less gas.
The announcement was part of a major speech on GM’s commitment to alternative technologies.
And, although Wagoner set no dates for when his company would have these technologies, Bradley Berman of hybridcars.com says the speech was a big first step.
“For so long, we didn’t even hear the right talk. How can you walk the right walk if you’re not even talking the right talk? At least now it’s the right message. It’s the right way of looking at it. And that sounds promising.”
Berman says GM still has a long way to go to catch up with rival Toyota on hybrid technology.
Underneath the hood of a hydrogen powered car. (Photo courtesy of US Department of Energy)
You’ve probably heard that the auto industry is looking into hydrogen as a possible fuel for future cars and trucks. Hydrogen offers the potential for cars with close to zero harmful emissions, but those cars won’t be on the roads in big numbers anytime soon. Dustin Dwyer has this look at what’s being done now to get ready for a hydrogen future:
Transcript
You’ve probably heard that the auto industry is looking into Hydrogen as a possible fuel for future cars and trucks. Hydrogen offers the potential for cars with close to zero harmful emissions, but those cars won’t be on the roads in big numbers anytime soon. Dustin Dwyer has this look at what’s being done now to get ready for a hydrogen future:
To many people, hydrogen-powered cars might sound about as legitimate as flying cars. They both seem like really good ideas. Hydrogen could lead to cars that have basically no harmful emissions. Flying cars are just cool. For flying cars, the technology hasn’t come through. That’s despite all the promises of countless sci-fi movies.
But people in the auto industry insist hydrogen cars are the real deal, and they’re backing it up with real investment money. General Motors, the world’s biggest car company, has spent more than $1 billion already to develop hydrogen fuel cells.
Julie Beamer is GM’s director of fuel cell commercialization. She says things such as biofuels and gas-electric hybrid technology are important in the short term.
“But ultimately, you are back to what is the long-term sustainable solution? We believe very strongly, it is hydrogen and fuel cell technology.”
At GM, hydrogen fuel cells represent a complete reinvention of the automobile. The internal combustion engine, which has powered nearly every car for the past century, is out. And there’s a lot of other high-tech gadgetry in GM’s prototype hydrogen vehicles.
But Hydrogen doesn’t have to be a revolution. You can actually use existing engines.
Jeff Schmidt is an engineer with Ovonic Hydrogen Systems in Michigan. He’s hooking a hydrogen pump up to a modified Toyota Prius.
“You can hear the fuel is pushing through the nozzle, there are orifices and it just whistles as it’s fueling up.”
This is a pump that looks like any other gas pump you see. It has a few extra tubes and wires, but basically it works the same as gas pumps you use all the time. As Schmidt jumps behind the wheel, he says that was the idea with the prototype car, as well.
“The car is very similar to standard Prius in function and drivability. Simply a matter of getting in the car, seat belt, push the power button to start.”
Essentially, Ovonics just pulled out the standard gas tank, and put in a tank that could safely store Hydrogen. That tank is a little bit heavier than a normal gas tank, and you lose some horsepower from an engine that was originally built for gasoline. But Schmidt says for the most part, this hydrogen powered car works the same as your car does. It just uses a cleaner fuel.
And the technology is pretty much ready to go. Schmidt says the car could be mass produced and put on the roads right away. The problem is nobody would know where to fill up.
“That has to be worked out. I mean, we see a gas station on every corner right now.”
Gary Vasilash is editor of Automotive Design and Production magazine. He points out there are already problems with just getting biofuels such as ethanol into gas stations, and he says getting Hydrogen to filling stations will be much worse.
“People are talking about, ‘Well, gee it’s so difficult to get ethanol,’ you know, and ethanol’s from corn, right? Well, where is there free hydrogen? Nowhere.”
The most talked about way of getting hydrogen at least in the short term, is from a process involving fossil fuels, but that process would create heavy CO2 emissions on the production side. So the total measure of pollution from cars, what’s called the well-to-wheel impact, might only be cut in half compared to current levels.
So GM’s Julie Beamer says the ultimate goal is using renewable wind or solar electricity to pull Hydrogen out of water through electrolysis.
“Those sources obviously, while they’re near term not as economically attractive as what natural gas would be, but the renewable-based options do represent to completely eliminate greenhouse gas emissions through the total well-to-wheel basis.”
That could be a big, big improvement for the environment. But no one can really say how long it might take. In the meantime, auto companies and researchers continue to work on the incremental steps, while the rest of us wait for the era of truly clean automobiles to take flight.
The powertrain of the Chevy Volt. This concept image shows the lithium ion battery pack running down the center of the vehicle. (Image courtesy of GM)
