Hydrogen can be produced at a wind turbine site for $5.55 / kg in the near term to $2.27 / kg in the long term, explains ‘Wind Energy & Production of Hydrogen & Electricity – Opportunities for Renewable Hydrogen’ prepared the DOE’s National Renewable Energy Laboratory. A second analysis examined if wind could produce hydrogen in a distributed fashion, where a windfarm signals a remotely located electrolyzer that would allow the electrolyzer to run only when the wind is blowing.

Wind Hydrogen for less than $3/kilogram is a post from: Clean Fleet Report

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On April 20, 2004, after 40 years of fighting it was all smiles between auto executives from Detroit and the regulators of California’s health and emissions. That day a new governor signed the historic California Hydrogen Highways Executive Order. California would be energy independent, instead of consuming more oil than all nations except the USA and China. You read that right. 38 million Californians uses more oil each year than all of Japan, all of Germany, and more than over one billion people in India.

Terry Tamminen, then Secretary California Environmental Protection Agency, now an energy and environmental consultant to governments and author of Lives per Gallon, walked to the podium and delivered a powerful address:

“More than six generations of Californians have relied upon petroleum to power everything from our industries to trips in the family car. But the basic motor vehicle has changed little in over a century, while air pollution sends one in seven children in this region to school every day carrying asthma inhalers. The health of our businesses is also threatened by rapidly rising fuel prices – - with no end in sight.

We cannot build a 21st Century economy on 19th century technology. Four decades ago, President Kennedy’s bold leadership sent Americans to the moon using hydrogen fuel and fuel cells. Today we can certainly harness that same technology to take us to work, to school, and on a family vacation.”

Terry Tamminen now drives a Honda FCX hydrogen fuel cell vehicle. The car is an electric vehicle that uses an electric motor, not an engine, and captures braking energy into advanced batteries. The car also has a fuel cell which takes hydrogen from the onboard storage tank and makes continuous electricity. From his home in Santa Monica, Terry can drive almost 200 miles then pull into a hydrogen station and refuel. Terry leases the car from Honda for $500 per month. The lease includes all maintenance and collision insurance. In the future, he may lease Honda’s latest fuel cell vehicle, the FCX Clarity for $600 per month, and get a range of almost 300 miles.

Unlike most places in the United States, Terry can find over ten hydrogen stations in the nearby Los Angeles area for a fill-up. Conveniently nearby is a new Shell gas station that also includes a hydrogen pump. The hydrogen is made from H2O at the station. Yes, water is split into hydrogen and oxygen. Customers like Terry can fuel their hydrogen vehicles in five minutes then drive off, an advantage over battery electric vehicles that are typically charged overnight.

With his zero-emission vehicle, Terry gets convenience while staying true to his environmental values.

This Thursday, June 26, Shell opened a new public hydrogen fueling station, conveniently located near two of the world’s busiest freeways – the 405 and the 10. The station looks like any other Shell Station.

You can also stop and fill-up with gasoline, buy snacks, use the restroom, even inflate your tires for better mileage. “California is leading the way with clean fuels,” said Graeme Sweeney, Executive Vice President for Shell Future Fuels and CO2 at the official opening of the station.

The electrolyzer will make enough hydrogen for about seven cars per day with 40kg of storage. Hydrogenics provided the integrated hydrogen fueling station, including electrolyzer, compressor, storage, and dispensing systems. In order to meet the demanding space requirements of the fueling station, Hydrogenics implemented a canopy system where all the components are mounted on the roof of the station canopy, minimizing the footprint of the hydrogen station.The electrolyzer is powered with Green Energy from the LA Department of Water and Power. By paying an extra 3 cents per kilowatt hour, Shell uses renewable energy generated by wind, solar, bioenergy, hydro and geothermal.

The station’s added capacity will be welcome by California’s fleet users of over 100 hydrogen vehicles who need refills on some of their trips. These fleet users include the nearby City of Los Angeles, City of Santa Monica, and UCLA. Most of California’s 24 hydrogen stations serve only their own fleets; some offer courtesy fills to other fleets. Shell competitor, BP, also offers a public hydrogen station at LA Airport, but this is not a full service station with gasoline filling.

The new Shell hydrogen station is also near the rich and famous who are starting to drive hydrogen vehicles. The station is easily accessed from Beverly Hills, Bel Air, Brentwood, and Santa Monica. Early customers of the new Honda FCX Clarity include actress Jamie Lee Curtis and filmmaker husband Christopher Guest, actress Laura Harris, and film producer Ron Yerxa.

Over the next three years, Honda will be leasing 200 FCX Clarity four-door sedans. In California, a three-year lease will run $600 a month, which includes maintenance and collision coverage. Although Shell will be selling hydrogen for about double the gasoline equivalent, the new Honda is speced at 68 miles per gallon equivalent (your mileage may vary), so drivers replacing gasoline vehicles that get less than 34 miles per gallon are likely to be money ahead in fuel costs.

The new FCX Clarity demonstrates the continuous improvement that Honda has made since its early fuel cell vehicles and electric vehicles with limited range: an advanced new four door, four-passenger sedan design, a greater than 30 percent increase in driving range to 280 miles, a 20+ percent increase in fuel economy, and a 40 percent smaller and 50 percent lighter new lithium-ion battery pack. Its fuel efficiency is three times that of a modern gasoline-powered automobile, such as the Accord.

American Honda has been recognized four consecutive times as America’s “greenest automaker” by the Union of Concerned Scientists, most recently in 2007, and has maintained the highest automobile fleet-average fuel efficiency (lowest fleet-average CO2 emissions) of any U.S. automaker over the past -years. In addition to hydrogen fuel cell vehicles, Honda is expanding its offerings of hybrid vehicles. My mother, who has carefully watched every dollar since her childhood in the Great Depression, loves the fuel economy of her Honda Civic Hybrid. The company is rumored to be planning a new hybrid for next year, priced well under $20,000 to reach a broader market.

Although Honda can deliver 280 mile range with hydrogen at the lower pressure 5,000 psi (35 mPa) delivered at this new hydrogen station, and at most stations, most other auto makers need double the pressure of 10,000 psi (70 mPa) to get adequate range.

General Motors is putting 100 of its larger crossover SUV Hydrogen Equinox on the road with fleets and individuals. For example, in Burbank the Walt Disney Company is using ten of the GM Equinoxes in a 30 month trial. They fill at a private 10,000 psi (70 mPa) station in Burbank to achieve a 160 mile range. Anyone filling an Equinox at the new Shell station is likely to only get an 80 mile range at the lower pressure. Burbank and Irvine have the only 10,000 psi (70 mPa) stations in California. GM’s Project Driveway

GM is placing a bigger bet on its Chevy Volt, the sleek 4-door sedan plug-in hybrid targeted to start selling in 2010. The vehicle will travel 40 miles on an electric charge, then use a small gasoline engine to extend its range. GM will eventually offer a family of vehicles using the Volt’s E-Flex architecture. One E-Flex concept car that GM has demonstrated, uses a fuel cell not a gasoline engine to give extended range. Plug-in hydrogen vehicles may be in GM’s future.

Both Honda and GM will face competition from Daimler which has over 100 hydrogen vehicles in use by customers. 60 are Mercedes F-Cell passenger vehicles, 3 are Sprinter delivery vans used by UPS and others, and close to 40 buses that transport thousands globally on a daily basis.

By using green energy to power the electrolysis, Shell provides a zero emission source-to-wheels solution. This overcomes the problem at half of California’s hydrogen stations where hydrogen is remotely reformed from natural gas, then truck transported, providing modest lifecycle GHG benefits when compared with the most fuel efficient gasoline hybrids. Newer stations, however, use approaches that dramatically reduce emissions such as pipelining waste hydrogen, onsite reformation, and electrolysis using renewable energy.

Over the next twenty years, hydrogen will neither be the sole solution to energy security and global warming, nor will it fail. There will not be a Hydrogen Economy. Nor, as some critics claim will there never be hydrogen vehicles.

Most likely, hydrogen will follow the success of natural gas vehicles. There are about five million natural gas vehicles in operation globally. Over 90% of the natural gas used in the USA is from North America. Transportation use of natural gas has doubled in only five years. Natural gas vehicles are popular in fleets that carry lots of people: buses, shuttles, and taxis. Los Angeles Metro uses 2,400 natural gas buses to transport millions. Most of the City of Santa Monica’s 595 vehicles run on natural gas, be they buses, trash trucks, or heavy vehicles.

Natural gas is primarily hydrogen. The molecule is four hydrogen atoms and one carbon. Steam reformation makes hydrogen from CH4 and H2O. Hydrogen is used in fuel cell electric vehicles with far better fuel economy than the natural gas engine vehicles that they replace. For example, at Sunline Transit, their hydrogen fuel cell bus is achieving 2.5 times the fuel economy of a similar CNG bus on the same route. Specifically 7.37GGE to the CNG vehicle’s 2.95GGE. Sunline has a new fuel cell bus on order with even great expected gains. NREL Report

Some major auto makers and energy providers calculate that it will only take about 40 public hydrogen stations and reasonably priced vehicles to the hydrogen dilemma of which comes first, vehicles or stations. By targeted the area from Burbank to Irvine, in Southern California, both are happening.

Public education will also be critical for hydrogen to be embraced by the public. In addition to the new hydrogen pump at the Santa Monica Boulevard Station, Shell has converted an unused service bay into a visitor center to help educate drivers about the use of hydrogen and fuel cell vehicles.

From London to Los Angeles, from Shanghai to Santa Monica, cities are planning for a zero-emission future. To encourage the transition, cities like London have imposed pricey congestion fees, but exempted zero-emission vehicles such as battery-electric and hydrogen fuel cell. In response, auto makers have accelerated their electric vehicle development and providers like Shell are planning on hydrogen stations for these cities.

Southern California will have cleaner air and less gasoline usage for several reasons including: electric rail, more fuel efficient vehicles, plug-in hybrids and electric cars. In an upcoming article, I will also document the growing success of public transportation in Southern California. The advances being made by major providers such as Honda, GM, and Shell are part of the solution.

Copyright © 2008. John Addison. Portions of this article may be included in John Addison’s upcoming book. Permission to reproduce if this copyright notice is included.

HMC, GM, RDSA, DAI, BP

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Hydrogen

California currently has 2,500 daily riders on hydrogen vehicles including cars, light trucks, delivery vans and buses. New California regulation will require major public transit operators to have over 1,000 hydrogen fuel cell buses in service before 2022. Early fleet adopters of hydrogen are often major users of solar power. About half the stations in California put renewable power on the grid during daylight hours, then buy less expensive electricity at night to electrolyze hydrogen from water. The least expensive stations get their hydrogen from pipelines or onsite reformation of natural gas. About 70% of the California hydrogen vehicles use fuel cells. The balance run pure hydrogen or hydrogen blended with CNG in engines.

This section is all about the fuel hydrogen, how it’s being utilized in energy and transportation, and what’s in the plan for future expansion and implementation.

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By John Addison (4/16/08). “One of the most serious business issues currently facing General Motors is our product’s near total dependence on petroleum as a source of energy. To address this issue, we have been implementing a strategy to displace petroleum through energy diversity and efficiency,” explained Dr. Larry Burns, Vice-President of Research and Development for General Motors, during his keynote speech on April 2 at the National Hydrogen Association (NHA) Conference.

When Dr. Burns speaks, the industry listens because he directly influences the future of General Motors and of the auto industry. March was one of the worst in years for all vehicle makers. GM and Chrysler saw a 19% drop in sales; Honda a more modest 3% drop. There was a direct correlation in sales loss and fuel efficiency. GM and Chrysler fleets gulp oil refined fuels; Honda’s takes large sips.

Make no mistake, GM is determined to be less dependent on oil as Larry Burns clearly stated, “We view renewable biofuels, electricity, and hydrogen as the most promising alternative energy carriers for automobiles. We are working very hard and fast on all three fronts to develop and implement meaningful technology solutions that provide our customers with a range of choices from “gas-friendly to gas-free” vehicles.” Next generation biofuels, however, will likely take years to get from labs to large scale production. When available, they will primarily be blended with gasoline and diesel, rather than requiring new stations. GM, and other auto makers, is frustrated to see hydrogen in only a few dozen stations globally.

Electricity is the most promising alternative fuel for GM and most auto makers. Electric motors are far more efficient than gasoline engines. Electric motors are used in hybrids, plug-in hybrids, battery electric vehicles, and hydrogen fuel cell electric vehicles. In late 2010, General Motors will start selling the Chevrolet Volt, a plug-in hybrid that will give many drivers 100 miles per gallon of gasoline, because it will primarily run on electricity. In three years, consumers may have multiple plug-in choices including Toyota’s planned offering.

The Volt is an implementation of E-Flex. GM’s E-Flex is an electric drive system centered on advanced batteries delivering power to an electric motor. Additional electricity can be delivered by a small engine coupled to a generator, or by a hydrogen fuel cell. In the future GM could elect to implement E-Flex in a pure battery-electric vehicle.

Over two million vehicles now use electric motors and advanced batteries, thanks to the early success of hybrids. Electric drive systems will continue their strong growth as they are implemented in battery electric vehicles, hybrids, plug-in hybrids and hydrogen fuel cell vehicles.

The plug-in hybrids’ big competition will be battery electric vehicles (EV). London’s congestion tax is cascading into a growing number of cities that will require zero-emission vehicles. Announced EV offerings are coming by 2010 from Nissan, Renault, Mitsubishi, Subaru, and emerging players such as Smart, Think, Tesla, Miles, and a host of Asian companies. With the average U.S. household having two vehicles, these EVs would be perfect for the 80% of U.S. driving requires far less than 100 miles per day.

Where does this leave hydrogen? Fleets. Hydrogen’s fleet use continues to grow, especially in public transportation. Three factors are contributing to the growth of hydrogen vehicles: energy security, success of natural gas vehicles, and the growth of electric vehicles.

Hydrogen delivers energy security by being available from a wide range of sources including waste hydrogen from industrial processes, electrolysis of water, biosources, and steam reformation of natural gas. Where truck delivery is avoided, all of these approaches significantly reduce greenhouse gases, source-to-wheels, in comparison to diesel, gasoline, and current biofuel alternatives. Emission Comparisons from LCFS

In transportation, hydrogen may be the long-term successor to natural gas. There are about five million natural gas vehicles in operation globally. Over 90% of the natural gas used in the USA is from North America. Transportation use of natural gas has doubled in only five years. Natural gas vehicles are popular in fleets that carry lots of people: buses, shuttles, and taxis.

Natural gas is primarily hydrogen. The molecule is four hydrogen atoms and one carbon. Steam reformation makes hydrogen from CH4 and H2O. Hydrogen is used in fuel cell electric vehicles with far better fuel economy than the natural gas engine vehicles that they replace. For example, at Sunline Transit, their hydrogen fuel cell bus is achieving 2.5 times the fuel economy of a similar CNG bus on the same route. Specifically 7.37GGE to the CNG vehicle’s 2.95GGE. Sunline has a new fuel cell bus on order with even great expected gains. NREL Report

Most early adapters of hydrogen vehicles are natural gas fleet owners with vehicles that use compressed natural gas. Some fleets are mixing hydrogen with natural gas and running it in the existing CNG vehicles. A common approach is a 20% blend with minor changes such as timing in existing engines.

Public transportation is hydrogen’s biggest success. The San Francisco Bay Area is now upgrading from six hydrogen fuel cell buses to twelve. The area will grow from carrying two thousand passengers a day on hydrogen, to five thousand, using lighter next generation drive systems with fuel cells whose warranties have expanded from 1,000 hours to 12,000 hours.

For the 2010 Winter Olympics, Whistler will use twenty hydrogen fuel cell buses which will transport over 100,000 visitors during the games, then continue as the majority of Whistler’s fleet.

Although hydrogen will grow in fleets that can install the fueling and the vehicles, it will be many years before average consumers consider hydrogen vehicles. Outside of Southern California there is a lack of public infrastructure. To achieve a range of 300 miles, most auto makers want high pressure (700 bar). In California, only Irvine offers the higher pressure. GM is putting nine temporary 700 bar fuelers in Southern California. GM is also putting another 100 hydrogen vehicles on the road. Project Driveway Article

Honda is ahead of all other hydrogen vehicle makers in offering its acclaimed FCX Clarity for $600 per month. It does fine with the 350 bar pressure offered at California’s 24 hydrogen stations and delivers a 270 mile range. The vehicle will probably only be offered to select individuals in California communities where public stations are available such as Irvine, Torrance and Santa Monica. Even for Honda, Fuel Cell Marketing Manager Steve Ellis observes that “Success with hydrogen is more like a marathon than a sprint.”

To succeed, all businesses must monitor their industry, looking for points of inflection that lead to a new paradigm. In talking with Larry Burns at the NHA conference he told me that he has seen the signs since 2001. 9/11, Katrina, and oil prices have signaled major changes. All the world’s major economies from the USA to China are highly dependent on imported oil. Dr. Burns now concludes that in 2008 we are at a tipping point.

He stated, “We truly are at a defining point in the development of the technology. What and how we execute over the next 5 years will shape the next 50 years!…Together, we must act rather than debate, create the future rather than try to predict it, and solve the challenges we face now rather than handing these challenges off to future generations.”

John Addison publishes the Clean Fleet Report. He will be leading a panel about PHEV and EV at the FRA Renewable Energy Conference and presenting “The Great Fuel Race” at Fuel Cell 2008.

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Tim Powers, GM Western Regional Manager, revealed more details of the GM Project Driveway at the California Hydrogen Business Council meeting. GM will select at least 100 initial drivers of the Chevrolet Equinox Fuel Cell from people applying to participate at chevy.com. GM Application

My past drives of the Equinox Fuel Cell demonstrated that it offered a smooth drive comparable to the gasoline Equinox, a roomy four-door crossover vehicle. Due to the added need for hydrogen fuel storage, it is a four-seater instead of five in the gasoline Equinox. Conventional gasoline vehicles emit about 20 pounds of greenhouse gases with every gallon burned. The Equinox Fuel Cell only emits water vapor.

Most drivers that GM will select will live in California within ten miles of 700 bar hydrogen stations located from San Diego to Burbank, California. They are likely to include everyone from Marines to Mouseketeers. GM will also select drivers in other parts of the U.S. including Metro New York and Washington D.C. and other countries including Germany, China, Korea, and Japan. Five different types of drivers will be selected by GM:

• Media
• Public policy makers
• Celebrities and influentials
• Mainstream drivers
• Fleets

Most individuals will try the vehicle for three months. It is a free trail with GM covering the vehicle, insurance, maintenance, and fuel. Fleets will put the vehicles through more extensive 30 month tests. For example, Disney will be using ten for employee use in Southern California for 30 months. Fleets could also include universities, city government, military, taxis, and delivery. Over three years, 300 to 500 people are likely to try the vehicles for three months each.

One of the first drivers will be David Shelton a computer systems operator from Irvine. This will be his fourth electric vehicle. He tried General Motors’ EV1 in the late ’90s, experimented with a Ford Think City electric car and, since 2002, has owned a Toyota RAV4 EV. The Equinox Fuel Cell is an electric vehicle with an electric drive motor, no engine, nickel metal hydride batteries, and a hydrogen fuel cell which generates electricity.

GM is making a priority of customer support. At the heart of the support is OnStar. OnStar is GM’s in-vehicle safety and security system. OnStar’s innovative three-button system offers: 24-hour access to one of 6, and later 12, Equinox Fuel Cell Advisors; a connection to emergency assistance; and access to OnStar Hands-Free Calling. Each driver will have one person to deal with at GM, a driver relationship manager. All drivers will receive training. OnStar and the Advisor will recommend maintenance. Detailed data acquisition and analysis will help GM develop a knowledge base that will influence the roll-out of the next generation fuel cell vehicle.

Customer support will include three dedicated service hubs for vehicle prep, training, deliver, maintenance and vehicle return. The hubs are at Burbank, CA; Ardsley, NY; and at U.S. Army Ft. Belvoir, VA.

Three dealers will also be active in customer training and support. This will help GM prepare for large-scale sales and support of vehicles with electric drive systems. The initial dealers will be in California, New York, and Maryland.

Range is a challenge for all makers of electric vehicles. The Equinox Fuel Cell will typically deliver a range of 160 miles between hydrogen fueling, but only by using higher pressure 700 bar. This range estimate from GM is more conservative than earlier 200 mile announcements. In California, only the Irvine station currently offers the higher 700 bar pressure as well as 350 bar. All other stations offer only 350 bar. The Equinox Fuel Cell only has a range of about 80 miles when fueled at 350 bar. Another challenge is that a number of hydrogen stations are dedicated to one fleet and are not available to the public.

Over the next few years, range will greatly improve from drivers of fuel cell vehicles. Today, fuel cell buses with ten times the weight of the Equinox have ranges greater than 300 miles. With more hydrogen storage, more range is achieved. Toyota has demonstrated a range of 350 miles by using extra 700 bar storage. GM has demonstrated a range of 300 miles by using 8 kg of storage. Honda will achieve a 270 mile range with the new FCX Clarity using the lower pressure 350 bar. The Honda is a lighter four-passenger vehicle designed from the ground-up to be an electric fuel cell vehicle.

The Equinox Fuel Cell uses 35 kW of NiMH batteries in a mild-hybrid configuration. In other vehicles, such as the Volt, GM is testing new lithium batteries. In its next generation fuel cell vehicle, GM could achieve a range exceeding 300 miles by reducing vehicle weight, having a more battery-dominate full-hybrid design such as E-Flex, using its fifth generation fuel cell, and by switching to lithium batteries.

To accelerate the presence of higher pressure stations with public access, GM is spending millions to establish nine temporary 700 bar stations from Burbank to San Diego. At least three of the portable fueling stations will be provided by Quantum (QTWW). Hydrogen will be made by large-scale reformation of natural gas that is truck delivered.

A number of existing California hydrogen stations use zero-emission hydrogen production by using electrolysis powered by renewable energy, such as solar. Others, such as AC Transit and USMC Camp Pendleton, make hydrogen with on-site electrolysis of pipelined natural gas. AC Transit’s approach produces about 40% of the greenhouse gas emissions of diesel alternatives by using solar power in the reformation and compression of hydrogen. Next year, pipelined byproduct hydrogen will be available at a Torrance station for less than the cost of gasoline. GM and other stations in development will increase California’s hydrogen infrastructure from 25 to 40 stations. In California, the number of hydrogen vehicles from all makers on the road is likely to double from over 150 today to over 300 in 2008, with GM leading the way.

Copyright © 2007-2008 John Addison. This article may be reproduced if it includes this copyright notice. John Addison publishes the Clean Fleet Report.

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UPS delivers 15 million packages per day in over 200 countries. UPS has over 100,000 vehicles and 600 airplanes. UPS employs over 400,000 people. UPS is the ninth largest airline on the planet. They are experts at reducing the cost and fuel usage of moving millions of packages. 1,500 of those vehicles use alternative fuel, savings millions of gallons of oil and lowering greenhouse gas emissions. Since 2000, UPS alternative-fuel vehicles have logged 108 million route miles — enough to circle the Earth more than 4,300 times. These 1,500 vehicles run on natural gas, propane and hydrogen. UPS Details

UPS has one of the largest private fleets of CNG vehicles in the U.S. with 808 operating in the United States, Germany, Brazil and France. UPS began extensively testing CNG in 1989 to assess its benefits and viability as an alternative fuel. The results have been impressive: particulate emissions are 95 percent lower than with diesel engines; carbon monoxide emissions are 75 percent lower; and emissions of nitrogen oxides are 49 percent lower. 11 liquefied natural gas (LNG) tractors operate in the UPS West Coast fleet, hauling more than 31,000 packages a day. Because of its density, LNG is a viable alternative fuel source for large trucks that need to go long distances before stopping to refuel.

UPS has ordered 50 hybrid delivery trucks, which will reduce fuel consumption by 44,000 gallons per year. These will be diesel hybrids due to the efficiency of diesel engines. Hybrid technology is perfect for delivery vehicles because braking energy is stored in batteries and later feed to an electric motor, thereby reducing the size and fuel needed in a diesel engine. Delivery trucks make lots of stops and capture lots of braking energy. The trucks have 60 percent to 70 percent higher fuel efficiency and emit 40 percent less carbon dioxide than normal UPS delivery trucks. UPS invests an added $7,000 per truck for these fuel efficient hybrids, and saves over $7,000 in fuel in less than three years.

UPS demonstrated its hydraulic hybrid delivery vehicle at the South Coast Air Quality Management District in Diamond Bar, Calif. The unique UPS delivery vehicle uses hydraulic pumps and hydraulic storage tanks to store energy, similar to what is done with electric motors and batteries in hybrid electric vehicles. Fuel economy is increased in three ways: vehicle braking energy is recovered that normally is wasted; the engine is operated more efficiently; and the engine can be shut off when stopped or decelerating. The vehicle was designed with the support of the UPS, Eaton Corporation – Fluid Power, International Truck and Engine Corporation, U.S. Army – National Automotive Center, and Morgan-Olson.

“If every drayage truck and yard hostler in the ports adopted this technology, we could further reduce emissions by almost 50 percent,” said Matt Haber, air division deputy director, of the EPA’s Pacific Southwest region. “Southern California residents breathe the dirtiest air in the country and we all have to do our part to clean the air.”

UPS is going green to make more green – money. Fuel costs UPS over 2 billion dollars every year. Their approach to saving fuel is not based on one big technology breakthrough. Rather, it is based upon hundreds of smart decisions. For example, USP designed delivery routes to minimize left turns because turning across traffic is not only more dangerous, it requires longer idling time, wastes fuel and creates more congestion. The right-turn only approach saved UPS 3,000,000 gallons of fuel.

UPS has two hydrogen fuel cell vehicles in operation. UPS currently operates one DaimlerChrysler Sprinter fuel cell van in Ontario, California and one in Ann Arbor, Michigan The EPA provides a hydrogen refueling station at its national fuel emissions laboratory in Ann Arbor, Michigan In California, UPS gets its hydrogen fuel from a station in the South Coast Air Quality Management District.

The company is working to develop future generations of delivery vehicles that reduce dependence on fossil fuels, significantly reduce fuel consumption and create a vehicle platform to bridge to the hydrogen economy. Some of these efforts include:

• 21st Century Truck Partnership – In this government-industry partnership, federal agencies and the transportation/trucking industry are working together on technologies to make vehicles safer, cleaner and more efficient, while maintaining fleet safety and cost-effectiveness.
• EPA SmartWay Transport Program – This voluntary partnership with leading members of America’s truck and rail transport sectors aims to reduce pollution and greenhouse gas emissions from ground freight carriers. The goal of this initiative by 2012 is to reduce 18 million tons of carbon and 200,000 tons of nitrogen oxides (NOx) annually. These reductions will create fuel savings of up to 150 million barrels of oil annually.
• Clean Cargo & Green Freight – UPS is an active member of Business for Social Responsibility’s Green Freight working group. Together with the Clean Cargo group, Green Freight is developing voluntary environmental guidelines to enhance fleets’ performances while spurring a broader movement toward a sustainable transportation future.

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Leaders from public transportation, the California Air Resources Board (CARB), bus and fuel cell manufacturers meet on June 21 at the South Coast Air Quality Management District (AQMD) to discuss plans to have 1,000 hydrogen fuel cell buses in service in California. Currently there are eight. 1,000 hydrogen buses would result in over 400,000 daily riders on hydrogen buses and a demand for over 40,000 kg/day of hydrogen.

The proposed Zero Emission Bus (ZEB) Regulation would accelerate the transition to hydrogen in California by providing large “anchor fleets” and large capacity fueling stations. Public response has been excellent for the hydrogen buses at AC Transit in Oakland, VTA in Santa Clara, and Sunline in Thousand Palms. Proposed Transit Agency ZEB required buses would be as follows:

• Long Beach Transit 29
• Golden Gate Transit 33
• San Mateo County Transit District 52
• Santa Clara Valley Transportation Authority 80 (has 3 HFC buses)
• AC Transit 101 (has 3 HFC buses)
• San Francisco Municipal Railway 134 (meets requirement with electric trolleys)
• North County Transit District 23
• Santa Monica Big Blue Bus 26
• Omnitrans 26
• Sacramento Regional Transit District 38
• Foothill Transit 46
• San Diego Metropolitan Transit System 68
• Orange County Transportation Authority 92
• Los Angeles County MTA 384

1,132 is the total ZEB requirement if public transit fleets do not grow. Assuming some of these will be electric with limited range or an expensive overhead electric system, 1,000 are likely to be hydrogen.

Half the fleets are proposed to put ZEB in-service in 2009, half in 2010. These agencies will typically purchase buses annually, replacing buses that have been in service at least 12 years. The proposed 15% ZEB would not affect some of these agencies until 2011, and others until 2012. From there, it would take 12 years to reach the number of ZEB listed above.

Facilitating the meeting for CARB was Gerhard Achtelik and Analisa Bevan. Mr. Achtelik summarized the proposal and alternatives. His presentation included acknowledgement of public transit agencies concerns:

• Cost
• Reliability
• Availability
• Fuel cell service life
• Fueling infrastructure

Many of the leading California public transit agencies took part in the workshop as did the MTC which represents the bay area’s leading agencies. The proposal is controversial. Public transit leadership in ZEV and hydrogen will accelerate large capacity fueling and fleet adoption of clean vehicles, but early hydrogen buses cost over $3 million each. Public transit agencies run on tight budgets. Concerns were discussed, but no public transit agency stated that the proposed program could not be achieved.

Several factors will make hydrogen buses affordable. Jaimie Levin, Director of Marketing for AC Transit, reports than their suppliers VanHool, UTC and ISE are building a new 40-foot hydrogen fuel cell bus for about $2 million. Public transit normally receives 80% FTA funding for buying new buses. This would put the initial transit agency outlay at $400,000 per hydrogen bus vs. about $80,000 for a diesel bus.

The bigger concern about hydrogen for transit agencies is operating cost over the typical 12 year life of a bus. For most, hydrogen would be affordable if the fuel cell was replaced only once during the life of the bus and the replacing fuel cell would be a fraction of the current $1 million. Meeting both concerns appears likely.

UTC supports the CARB proposal. With manufacturing volume, UTC is confident of reducing fuel cell cost and extending fuel cell life. UTC currently provides a 4,000 hour warranty. In the future, UTC hopes to extend fuel cell life to 40,000 hours, which would match the 12-year life of most buses. The four buses currently using UTC fuel cells at AC Transit and Sunline are reaching double the equivalent miles-per gallon of standard diesel buses. The current fuel cell buses are demonstrating reliability, performance and a quiet ride. Michael Tosca, Senior Product Manager for UTC, felt that a $1 million hydrogen fuel cell bus could be produced if 100 were ordered together, lowering component and manufacturing costs.

CARB is considering several alternatives to soften requirements and timeline should technology not progress as expected: initiate purchase requirement through an Advanced Demonstration program; increase the fleet requirement from 2 to 15% as technology milestones are achieved; and the well-received Executive Officer Discretion Clause in implementing requirements as cost and warranty targets are achieved.

Hydrogen ICE (HICE) and CNG with hydrogen blends (HCNG) may also be allowed for the Advanced Demonstration and for being credited as 1/3 of a fuel cell bus. Such proposals would lower initial costs and simplify the transition. Many fleets are predominately CNG.

The proposed ZEB would accelerate the transition to cost-effective hydrogen transportation in California, reduce emissions, and reduce dependency on foreign oil.
Presentations on ARB Website

CARB ZEB Program Would Add 1,000 Hydrogen Buses is a post from: Clean Fleet Report

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When Coke and Pepsi were in the middle of their diet wars, California was an early battle ground. It is a state which tends to do much in excess, including drinking colas. In fact, only a handful of countries spend more money on beverages. Parties of happy and surprisingly fit youth were shown on TV commercials drinking their beverage of choice.

Now millions of Californians are being targeted as early adopters for a low carbon fuel diet. More miles, less carbon emission. It is the law. Executive Order S-1-07, the Low Carbon Fuel Standard (LCFS), calls for a reduction of at least 10 percent in the carbon intensity (measured in gCO2e/MJ) of California’s transportation fuels by 2020. Low Carbon Fuel Standard Program

Successful implementation of the LCFS will be critical to California’s even more ambitious law, the California Global Warming Solutions Act (AB-32), which requires California’s 2020 greenhouse gas emissions to not exceed 1990 emissions. The challenge is that in 2020, California’s population will be double 1990.

Because transportation is the main source of greenhouse gases in California, it is urgent that Californians use vehicles with better miles per gallon and that less greenhouse gases be emitted from the use of each gallon of fuel.

The world will learn from the successful implementation of LCFS because gasoline and diesel are currently becoming more carbon intense. There has been a shift from oil that is easy to get, to extraction and refining that increases greenhouse gases, as we make gasoline from tar sands, coal-to-liquids, and a future nightmare of shale oil. For example, monster earth movers strip-mine northern Alberta, extracting tar sands. Elizabeth Kolbert reported in the New Yorker that 4,500 pounds of tar sand must probably be mined to produce each barrel of oil. The converting of tar sands to petroleum will require an estimated two billion cubic feet of natural gas a day by 2012. Carbon intensity includes all the emissions from the earth movers and all the natural gas emissions from refining.

“All unconventional forms of oil are worse for greenhouse-gas emissions than petroleum,” said Alex Farrell, of the University of California at Berkeley. Farrell and Adam Brandt found that the shift to unconventional oil could add between fifty and four hundred gigatons of carbon to the atmosphere by 2100. Article

So, how can California reduce the carbon emission from fuel use? As a major agricultural state, E10 ethanol will be part of the solution. E10 can be used in all gasoline vehicles including 40 mile per gallon hybrids and in the new 100 mile per gallon plug-in hybrids being driven by early adaptors. Higher percentage blends of next generation ethanol are even more promising. Biodiesel is better at reducing carbon intensity than corn ethanol. Most heavy vehicles have diesel engines, not gasoline. Exciting new European diesel cars are also starting to arrive.

There are over 25,000 electric vehicles in use in California. Heavy use of electricity for fuel would take California far beyond the minimal target of a ten percent reduction in carbon intensity. This is especially true in California where coal power is being phased-out in favor of a broad mix of renewable energy from wind, geothermal, solar PV, large-scale concentrated solar, ocean, bioenergy and more.

California Low Carbon Fuel Standard Technical Analysis documents that there is a rich diversity of sources for biofuels within the state and in the USA including the following in million gallons of gasoline equivalent per year:

In-state feedstocks for biofuel production Potential volume
California starch and sugar crops = 360 to 1,250
California cellulosic agricultural residues = 188
California forest thinnings = 660
California waste otherwise sent to landfills = 355 to 366
Cellulosic energy crops on 1.5 million acres in California = 400 to 900
California corn imports =130 to 300

Forecasted 2012 production capacity nationwide Potential volume
Nationwide low-GHG ethanol = 288
Nationwide mid-GHG ethanol = 776 to 969
Nationwide biodiesel = 1,400
Nationwide renewable diesel = 175

A variety of scenarios have been examined with detailed analysis by U.C. Berkeley, U.C. Davis, and stakeholder workgroups that include technical experts from the California Energy Commission and the California Air Resources Board. Several scenarios are promising including one that would achieve a 15% reduction in carbon intensity with the following percentage mix alternate fuels and vehicles of some 33 million light duty vehicles by 2020:

Fuels:
Low-GHG Biofuel 3.1%
CNG 1.7%
Electricity 0.6%
Hydrogen 0.4%
Low-GHG FT Diesel .9%
Sub-zero GHG Biofuel 3.9%

Vehicles:
CNG vehicles 4.6%
Plug-in hybrid vehicles 7.4%
Flex-fuel vehicles 34.7%
Diesel vehicles 25.5%
Battery electric vehicles 0.5%
Fuel cell vehicles 1.9%

The ultimate mix will be determined by everyday drivers in their choice of vehicles and fuels. Low emission choices are becoming more cost-effective with the growth of electric vehicles, waste and renewable hydrogen, fuel from biowaste and crops grown on marginal land, and even fast growing poplar trees that absorb more CO2 than is emitted from resulting biofuels. The alternatives make fascinating reading for those interested in future scenarios for fuels and vehicles:

California Low Carbon Fuel Standard Technical Analysis and Scenario Details 
California Low Carbon Fuel Standard Policy Analysis

California’s ambitious goals to reduce greenhouse gas emissions will benefit by the increased motive energy per CO2e that is described in these scenarios. California will also benefit from vehicles that will go more miles with the same energy input. Vehicles are getting lighter and safer as high-strength carbon fibers and plastics replace heavy metal. The shift to hybrids and full electric-drive systems allow replacement of heavy mechanical accessories with light electric-powered components. Hybrids allow big engines to be replaced with smaller, lighter engines. Pure electric vehicles can eliminate the weight of engines and transmissions. Less fuel weight is needed. Aerodynamic vehicles are becoming more popular.

Employer programs are leading to more flexible work, less travel, and increased use of public transit. Demographics may also cause a shift to more urban car sharing, use of public transit, bicycling, walking, and less solo driving. It can all add-up to a celebration of low-carbon living.

John Addison publishes the Clean Fleet Report which includes over 50 articles about clean transportation.

California’s Low Carbon Diet is a post from: Clean Fleet Report

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Electric light rail is a popular way to whisk millions through cities with speed, ease, and minimal emissions. Per passenger mile, source-to-wheels emissions are far less than people trying to navigate busy cities in their cars. Even if there is a coal power plant supplying the electricity, the efficiency of moving masses with efficient electric drive systems results in very clean transportation.

Unfortunately, the initial capital expense of light rail prevents many worthy projects. MTA New York City is spending over $7.5 billion to extend its sub-way. Most light-rail costs over $10 million per mile.

Buses can move millions for a fraction of the cost of light-rail. Bus routes can be easily changed as cities grow, change in shape, and alter in transportation demands. Light-rail tracks are likely to be fixed for over forty years; bus routes may change annually. For most major cities, the ideal is intermodal solutions that include both bus and light-rail.

Now AC Transit in Oakland, California, is making bus travel as appealing as light-rail. Each day, over one thousand people ride on three hydrogen fuel cell buses in Oakland and in environmentally conscious Berkeley. By 2012, five thousand people daily will be riding on twelve such buses. The only emission is water vapor.

At the heart of these electric buses are Siemens electric-motors, similar to the larger motors which power electric light-rail. The motors are powered by electricity generated from 120kW fuel cells and from 95kW of batteries. The batteries are also used to capture braking and downhill energy. The batteries are recharged nightly, making these buses plug-in hybrid hydrogen fuel cell buses.

The hydrogen is made by onsite reformation of natural gas. Basically CH4 is combined with steam (H2O) to produce hydrogen. The electricity to power the reformation and the compression of the hydrogen gas is from solar power. The 150 kg/day of hydrogen is used by the three buses and up to eleven Hyundai vehicles for supervisors.

The net result is electric buses that can run hundreds of miles up 18 percent grades, and then be cleanly refueled in minutes. By 2010, the buses are likely to run 16 hours daily, up from the current eight. In five years, AC Transit is likely to buy at least seven hydrogen buses annually, staying ahead of California’s zero-emission bus mandate.

These are the most advanced buses used in the world with 40-foot Van Hool A330 bus chassis modified to accommodate UTC’s PureMotion™ 120 kW fuel cell power system and ISE’s hybrid-electric drive system. Hydrogen tanks on the roof give the bus a range of 300 to 350 miles, and batteries recharged during braking can provide an extra 95kW of power for acceleration and climbing steep grades.

HyRoad, this exciting model of public transportation, was made possible by more than $21 million of funding from the Bay Area Air Quality Management District, California Air Resources Board, California Energy Commission, California Transportation Commission, CalStart, Chevron Corporation, Department of Energy, and the Federal Transit Administration.

The National Renewable Energy Laboratory released a preliminary report on its evaluation of AC Transit’s fleet of fuel cell buses. The report includes eight months of performance data on three fuel cell buses in service, as well as data from a fleet of diesel control buses.

AC Transit; SunPower (SPWR); MMA Renewable Ventures; and PG&E (PCG) dedicated the AC Transit’s state-of-the-art 621-kilowatt solar electric system. The system, located on AC Transit facilities in Hayward and Oakland, is expected to generate approximately 767,000 kilowatt hours of power each year.

Over the 30-year life of the system, AC Transit expects to save $5 million in utility costs as a result of the clean, renewable solar power that the system will generate. It will offset the production of more than 14.5 million pounds of carbon dioxide emissions – equivalent to planting 2,000 acres of trees or removing 1,400 cars from California’s highways.

“AC Transit is committed to reducing emissions of greenhouse gases and improving the quality of life for the entire region in which we operate,” said AC Transit General Manager Rick Fernandez. “While installing a solar system to power our facilities makes a great deal of financial sense, it will also provide more than enough power to offset the 189,000 kilowatt hours per year required to operate AC Transit’s hydrogen production facility, and help lower the overall amount of energy we use from conventional sources.”

Instead of spending millions to install the solar system, AC Transit arranged to pay 13.5 cents per kilowatt hour to MMA Renewable Ventures, which finances and owns AC Transit’s solar power systems under a SunPower Access™ program. “AC Transit selected an innovative financing structure to effectively meet its financial goals and environmental objectives,” said Matt Cheney, CEO of MMA Renewable Ventures. “With its forward-thinking approach and commitment to clean energy, AC Transit is demonstrating that solar power is an affordable option for public agencies concerned with reducing carbon emissions.”

“AC Transit is an environmental leader that is doing its part to address our ongoing energy challenges,” said Howard Wenger, SunPower vice president. “By generating solar power, AC Transit is reducing demand from the utility grid, reducing operating costs, and improving air quality for its community. This energy solution saves money while helping the environment.”

A large portion of the installation cost of these solar systems was covered by a $1.9 million incentive from PG&E, under California’s Self Generation Incentive Program. Through this program, PG&E can provide almost $950 million in incentives over the next 10 years to help customers buy their own solar systems.

In the past twenty years, solar power has dropped 90% in price due to technology breakthroughs and production volume. Over the next twenty years, we will see the same improvement with hydrogen transportation. Already, the hydrogen used cost AC Transit no more per mile than diesel fuel used in similar buses.

As fuel cells reach lives beyond 10,000 hours, and as costs are significantly reduced, advanced transportation like AC Transit’s HyRoad will become available worldwide. When it does, we can thank AC Transit and its partners for leading the way.

John Addison publishes the Clean Fleet Report (www.cleanfleetreport.com). September 24 to 27 he will be researching future articles at Solar Power 2007. On October 25 he will be a featured speaker at the California Hydrogen Business Council. Permission is granted to reproduce this story.

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With panoramic views of the ocean, over 86,000 make Santa Monica their home. On the edge of Los Angeles, Santa Monica is a desirable place to work and live. Residents want to keep it that way and make the city a model of sustainable living.

Santa Monica plans to be the nation’s first “Net Zero” city. Through energy efficiency, solar and other renewable energy, the city envisions generating clean energy that matches its total energy consumption.

Santa Monica currently has over 60 buildings with solar power. Other residential and commercial buildings are in the process of installing solar roofing.

The Civic Center Parking Structure will have 250 kW of PV. Where the city government does not use solar power, the city has contracted with Electric America to supply the City with 100% renewable electricity. Electric America has the flexibility to use a mix of renewable sources including geothermal, wind, biomass power plants, and solar.

Solar Santa Monica launched a two year program on January 1, 2007. The voluntary program starts with 50 residential and commercial buildings. With the benefit of what is learned from these 50 projects, the program will be made available to all. The 50 buildings will include 30 to 35 residences, 5 to10 business and 5 municipal buildings.

Susan Munves estimated that over 20 years, $1.4 billion is the probable investment required to achieve being a “Net Zero” city. This is likely to be less than the current utility electric costs. The city will only invest a small part of that investment. The city’s primary role is facilitating and project management. Santa Monica’s 20 year plan would eliminate electricity produced by coal and natural gas power plants, and all the resulting greenhouse gas emissions.

Stuart Cooley, Energy Efficiency Engineer for the city, explained that a detailed GIS database was developed of all the roofs of the city. Aerial photography was used to identify over 100MW of available rooftops on the 17,500 roofs in the city. With future solar PV technology, the roofs could represent even more solar energy potential.

Solar Santa Monica makes it easy for citizens to participate. To prevent excess expensive solar power from being installed, the city offers energy audits and identifies solutions from efficient fluorescent lighting to energy saving appliances to cut usage. The city is prequalifing “preferred partners” to install efficiency upgrades. Prepackaged PV and solar thermal systems are offered to residents and include preferred pricing, streamlined purchasing, permitting, installation and financing.

For commercial properties, Solar Santa Monica will provide comprehensive energy assessments for both the property owners and the leasing businesses. Proposals will be delivered with energy bill analysis, system specifications and pay-back analysis. Tax advantages will be detailed. Preferred financing sources will be offered.

Santa Monica goes beyond clean electricity to be a city that models clean transportation. Use of electric vehicles increases every year. The city has over 30 battery electric vehicles (BEV). The largest BEVs are Toyota RAVs which are used by inspectors, engineers, and in other city jobs. The city has a variety of light electric vehicles (LEV) including Dymac, Columbia, e-Ride, GEM, and Taylor-Dunn which make ideal utility vehicles for people maintaining parks, the Pier, and Promenade. The small size and quiet-running of these LEVs are appropriate are in these public places.

The city is now planning on adding two Phoenix BEV sport utility trucks: one for the water department and one for the library. The Phoenix trucks have an impressive 130 mile range. Santa Monica will trickle recharge each night at 220 volts, rather than use Phoenix’s fast recharge option. In addition to the city’s BEV, there are 21 hybrid-electric vehicles. One Prius is an Energy CS plug-in hybrid that averages 120 miles per gallon.

Rick Sikes, Fleet Superintendent, showed me a wide range of clean vehicles. A total of 265 city vehicles run on natural gas, include heavy trucks and street sweepers. The City compresses natural gas from the same SoCal Gas pipeline residents use to cook with and heat water. The cost of this fuel has remained well under $2 per gallon equivalent, even when gasoline was over $3.00 per gallon.

Over 80% of the city’s 519 vehicles are either alternate fuel (alt-fuel) or electric. 100 of Santa Monica’s Big Bus fleet is liquid natural gas (LNG), which they state is 77% cleaner than diesel. LNG provides a 300 mile range. 88 buses run on B20 biodiesel. Only about 20 older buses run on standard diesel. Santa Monica is committed to the State of California’s zero-emission bus regulation. 15% of their fleet replacements starting in 2012 will either be battery-electric or hydrogen fuel cell.

5 of the city’s fleet of Toyota Priuses were converted by Quantum to run on pure hydrogen. The city has a Proton electrolyzer that splits water (H2O) into hydrogen and oxygen. Because the city buys renewable energy for the electricity that runs the electrolyzer, resulting in the hydrogen Priuses producing no green house gases, on a “well to wheels” basis. Over the next few years the city fleet will get cleaner. Hydrogen can be mixed with CNG to make many of the existing vehicles run cleaner.

For jobs like parking enforcement and quick commutes inside the city, the zero-emission vehicles are perfect, as are the 70-mile range hydrogen Priuses.

Santa Monica commuters are encouraged to burn less oil than the national average. Only 69% drive solo vs. 76% as the national average. In Santa Monica, 19% carpool, 7% bus, 3% walk and 2% bike to work. The city is making progress. In 1993, the average vehicle ridership was only 1.1; by 2005, it had jumped to 1.4.

Rideshare programs are encouraged. Financial incentives work. The City of Santa Monica implements a mandatory “Parking Cash Out” Program, which is a State law requiring employers of fifty or more employees who lease their parking and subsidize any part of their employee parking to offer their employees the opportunity to give up their parking space and rideshare to work instead. In return for giving up their parking space, the employer pays the employee the cost of the parking space. The city provides this for its only employees, achieving an AVR of almost 1.8.

Santa Monica is a model of clean transportation, energy efficiency and renewable energy.

Solar Santa Monica is a post from: Clean Fleet Report

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