Green Options

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Editor’s note: Here’s the final installment of Alexis Madrigal’s series on California’s ethanol mandate.  If you haven’t read the first four parts, you’ll find them linked at the bottom of the page.

V: Where the Khakis Meet the Carhartts

Dozens of companies up and down Silicon Valley are hard at work rethinking the gasoline that’s powered internal combustion engines since Henry Ford oversaw assembly lines. They’re designing and growing fatty algae whose bodies are filled with oil that just so happens to mimic diesel fuel. They’re using genetically-modified bacteria to munch tires and sugar cane into petrol. Anything that contains carbon, they reason, can be turned into a liquid hydrocarbon with the right combination of chemical process and engineered microbes. They call these experiments advanced biofuels, and they, we’re assured, will be better for the environment than ethanol.

And yet, for all the press, all the beautiful minds at work on the best science, the ultimate success of the enterprise might rest in the crusty industrial checklist of the logistics situation. Trains, trucks, and the people who connect one to the other could have as much of an impact on the market as the particular molecular manipulations that produce the right fuel.

We are a single car family and have been so for five years. This is seen as a sacrifice by some, especially my own father who has four vehicles of his own and just married a woman with two more. To me, living with one car is a convenience. I work from home and we live in a small town where almost everyone can walk to work, school, and the beach. Weeks go by when I don’t even get behind the wheel. This is all about to change as we move across Canada to eastern suburbia.

Though we’re excited about the change and the opportunity to be closer to family, my husband insists that we’re going to need two cars. I think “need” is too strong of a word, though I’m close to admitting that it will be difficult living with one car when the kids get older. Still, I want to try, and this is one eco-battle/financial scrap I’m determined to win. Here are our arguments. What do you think my chances are?

Last month I reported on some Car & Driver spy photos that indicated Honda would be building a hybrid-only car that looked almost exactly like the Prius. Today, Honda confirmed that those spy photos were genuine — and that their designers don’t have any creativity.

In what he describes as misplaced behavior, Nikola Davidson, program director for the Northwest Biofuels Association, has raised a good point in a Seattle Weekly article — why is it that biofuels are becoming the ire of green activists while petroleum appears to be getting a free pass?

The issue stems from activist and Green Party candidate for Washington governor Duff Badgley’s attempts to drive customers away from a new biofuel station in northwest Seattle. Allegedly Badgley and his group, One Earth, have been harassing customers by taking pictures of their license plates and passing out leaflets that proclaim biofuels as a “scourge on humankind.”

Biofuels certainly have a hard row to hoe in terms of reaching sustainability, and the activists have some valid concerns, but a “scourge on humanity”? Really? It’s almost laughable.

When you think about fuel cell-powered transportation, you probably also think about automobiles. But Proton Power Systems might just change your perspective. PPS claims to have launched the world’s first fuel cell-powered passenger ferry. The ferry marks the first use of fuel cells in marine passenger transport.

The Zemship runs on a hybrid unit consisting of two 48 kW fuel cell systems and a lead gel battery— a combination that has twice the fuel efficiency of a diesel engine.

Last Monday, the California State Assembly passed a bill, that if approved by the Senate, will become the nation’s most far-reaching attempt to curb urban and suburban sprawl.

Ford says the next generation of their Ecoboost engine technology, codenamed Bobcat, will provide 30% more fuel efficiency than a traditional gasoline combustion engine by directly injecting ethanol into the gas/air mixture prior to detonation.

Although Ford’s first generation Ecoboost engines start hitting the market next year — promising a 20% gain in fuel economy over traditional engines — Ford is already tweaking their new Bobcat technology to squeeze out even more fuel efficiency from the direct ethanol injection system.

The technology works by merging a turbocharger with a high compression ratio in the same engine. Combining these two features normally results in an incompatible and disastrous mix which causes premature detonation of the fuel/air mixture — referred to as engine knock.

Editor’s note: Part three of Alexis Madrigal’s series on California’s ethanol mandate focuses on the challenges of transporting the fuel.

III. How to Move A Billion Gallons of Fuel from Iowa to California

Back in the 1980s, with smog choking American cities, the government decided to tinker with the gasoline hydrocarbon formula to create cleaner burning fuels. The easiest way to do that is to add a little oxygen to the gas. Adding O2 is a little like blowing on a flame: the controlled fire inside your car’s engine burns a little more efficiently and thus a little cleaner, reducing toxic air pollutants, carbon monoxide, and ozone.

Spurred by state and Federal regulations but committed to selling the most petroleum they could, oil companies found the cheapest oxygenate they could, a crude-derived chemical called MTBE. Subsequent environmental impact studies determined that MTBE was a groundwater pollutant, and in 1999, then-Governor Gray Davis ruled that all MTBE had to be removed from California’s gasoline by the end of 2002 (though the phase out was extended).

That left the state casting around for an alternative way to get extra oxygen into its gasoline blend while maintaining the smog-control benefits of the previous blend, and quick. They settled on ethanol, the only scaleable oxygenate available.

“This actually was a major shift in a lot of different things. The phase out was something extremely rapid. It required [the oil industry] to use the only other oxygenate alternative, which was ethanol,” says Rahul Iyer, a founder of the biofuels infrastructure startup Primafuel.

Dutch-based EV start up Detroit Electric has announced that, by the end of next year, it plans to produce a range of affordable electric cars that are much more powerful than existing models and have zero emissions.

The company is in talks with Proton, the national Malaysian car-maker to produce the cars at their facilities in South East Asia. It is also in negotiations with two other, as yet unnamed, auto manufacturers from Germany and the U.S.

Speaking at a prototype viewing at the Proton test circuit in Malaysia, Detroit Electric’s Chief Executive, Albert Lam said, “We believe in affordable electric vehicles for the public. That is our dream … to find innovative ways to counter global warming.”

The cars, a sportscar, a sedan and a subcompact car, will feature a li-ion battery with a range of 200 miles on a single 7-8 hour charge and a total life span of 125,000 miles. They will also contain electric motor technology produced in-house. According to Chief Scientist Frits van Breemen-Schneider, the motor is 4 to 12 times lighter than exisiting designs, giving it a superior power-to-weight ratio. This means that it can produce 5kw of power per kilogram, whereas the best electric car in existence can only currently produce 0.25 kw per kilogram.

VentureBeat reports that PowerGenix has developed a nickel zinc (NiZn) battery that has 35 percent higher power and energy density than a nickel metal hydride (NiMH) battery (used in hybrid vehicles), but is half the cost of a lithium-ion battery.

This is great news for scooter fanatics, who right now are forced to choose between cheap scooters with lead-acid batteries and expensive scooters with powerful lithium-ion batteries.

Good news for BMW this year.  Studies by the European Union committee on transport pollution, or the European Federation for Transport and Environment (T&E), showed that the high-performance, luxury automotive maker reduced carbon emissions by more than 7% across all models released and sold in 2007.

The average level of greenhouse gases emitted by BMW vehicles dropped from 184 grams of CO2/km to 170 g/km. That number is still a bit too high as far as the European Union is concerned, but it’s admirable to see an automobile manufacturer known for performance attempting to clean up a fraction of the mess it leaves behind.