Hydrogen-Powered Honda FCX to go Into Production - Automobile.com Honda Auto News
Several months ago at the Tokyo Motor Show, Honda introduced a wind cheating, earth friendly, fuel cell-powered concept called the FCX. Several weeks ago in Detroit at the NAIAS, Honda quietly announced that they would build a production vehicle based on the FCX concept. With the advancements theyve made for this latest generation of hydrogen-powered fuel cell vehicles, a production model will be ready within three to four years. It will probably be available only to a small group of alternative fuel loyalists and devotees, and likely only in Japan or possibly California where Honda previously introduced the FCX-V4 of which a portion of 30 examples found their way into government fleets (see new vehicle preview section of this website for January 16, 2003: 2003 Honda FCX-V4 Preview) and at least one famiy (see automotive news section of this website for July 3, 2005: Honda Tests Hydrogen-Powered FCX with Private Family for First Time), but the packaging solutions Honda has developed for hydrogen storage as well as their clever Home Energy Station, alleviating the need for widespread hydrogen refilling stations on the road, point the way around many of the obstacles, or detours, on the road to the hydrogen highway and zero-emission culture of the future.
Many of the advancements with the new FCX center around Hondas V Flow fuel cell platform. The cells are stacked vertically in the center tunnel and arranged in a vertebral layout (think of it as though the stacks are your backbones if you are lying on your back) for higher efficiency packaging as well as more efficient management of gas flow (from top to bottom). Another breakthrough was in the realm of storage, and with a newly developed higher absorption material in the tanks which allowed Honda to double storage capacity. The FCX can achieve a real-world driving range of over 350 miles.
The fuel cells work by collecting energy from the conversion of hydrogen and oxygen into water, which gives off electricity. In the case of the FCX, the energy is then fed to three efficient motors, two compact 25kW motors in each of the rear wheels and a larger energy-efficient 80kW motor in the front. The three motors combine to make a total of 100kW, and the primary emission is water, which flows through those vertical stacks more easily than the usual horizontal arrangements.
Another advantage of the V Flow fuel cells vertical arrangement along the center tunnel is that it frees up huge amounts of space for the interior. The floor is lower and the front dash pushed forward for cavernous space for all passengers, and the low floor also lowers the cars center of gravity, benefiting handling and giving the concept a low-slung space bullet look.
Maybe its just how low and streamlined the shape of this car is, but it looks long, really long, until you get right next to it and realize its no longer than your average large sedan; but its profile makes it seem Lamborghini low - perhaps it is, I didnt pull out my tape measure to tell you the truth. Its shape is a definitive tear drop for the top profile, and is just about the most aerodynamic shape achievable for a car, with rear fender spoilers leading into a back deck that also looks like it might provide some extra downforce.
The interior is also spacious, and pretty spacey, too, like it might be an interior set left over from 2001: A Space Odyssey. Clean, wide-open surfaces in light colors picked out with organic shapes and optical illusion floor surfaces, with cradling chairs and integrated unseen technology. One feature that blew me away when I saw it in action at the Detroit show was the nav system, which renders in full 3D, tilting down to street-level perspective for upcoming turns, then floating up overhead for long straights. Apologies to Hondas show stand people who had to wipe down all the fogged up windows as I had my face pressed to the glass to get a better look. Another feature that stood out from the press release are sensors that detect eye movement to specific menu icons, and then activate the switches accordingly, for truly hands-free and silent operation of onboard functions.
I also really like the living room they have the FCX parked in front in one of the press photos, with one chair, a stand-up CD player and stand-up speaker with a shiny reflective floor, bare white walls [the future, where white is the new color], and a super-panoramic seamless window, outside of which is parked the FCX, right by its home hydrogen-generation refueling station.
And that brings me to the last item relating to this revolutionary concept: Hondas Home Energy Station (HES). The HES is an all purpose energy station for home and vehicle energy needs. When fed a steady diet of natural gas (which, at the molecular level, consists mostly of carbon and hydrogen) that is readily available in most residences, the HES converts the gas to straight hydrogen. The hydrogen is then stored for future use, piped into your hydrogen-powered car, or used by the HES for its own set of fuel cells to generate electricity for the home. The system not only reduces carbon dioxide emissions by some 40 percent, it also is expected to lower the total running cost of household electricity, gas and vehicle fuel by 50 percent. Who wouldnt want to save 50 percent on their gas bill? [Crazy people, thats who, and maybe the guy that who just bought Exxon stock, and probably the Saud family!]
That just about wraps up the FCX news. As I mentioned earlier, it wont be hitting North American shores any time soon, but it is definite progress, and the Home Energy Station is a great solution to the lack of hydrogen fuel stations to refill hydrogen cars of the future. I doubt the concept could be patented, only the specific technology in it, so any company selling hydrogen cars can sell its own stations if they develop their own technology or through partnerships with home energy suppliers. Prices will be stratospheric to begin with, but that doesnt come close to how much Honda, and other companies intensively researching hydrogen fuel cells (GM, Ford and BMW come immediately to mind, not to mention Ballard), have invested in this technology. And when the time comes, they will be poised to make a killing as the leaders in the hydrogen race, just as Toyota is ahead of the pack with hybrids, and when that happens, the other car companies that lag behind will be feeling, well, green with envy.
wont be hitting North American shores any time soon, but it is definite progress, and the Home Energy Station is a great solution to the lack of hydrogen fuel stations to refill hydrogen cars of the future. I doubt the concept could be patented, only the specific technology in it, so any company selling hydrogen cars can sell its own stations if they develop their own technology or through partnerships with home energy suppliers. Prices will be stratospheric to begin with, but that doesnt come close to how much Honda, and other companies intensively researching hydrogen fuel cells (GM, Ford and BMW come immediately to mind, not to mention Ballard), have invested in this technology. And when the time comes, they will be poised to make a killing as the leaders in the hydrogen race, just as Toyota is ahead of the pack with hybrids, and when that happens, the other car companies that lag behind will be feeling, well, green with envy.
Thursday, February 16, 2006
Hydrogen Economy May Get Legs
The hydrogen economy has yet to get its legs but if or when it does, it could put the country light-years ahead. The ultimate goal is the replacement of traditional fossil fuels, although the pathway to get there is full of potholes.
The federal government wants to do its part to facilitate the hydrogen economy, a development that could affect the way electricity is generated as well as how cars are driven. It has allocated $1.7 billion over five years toward the effort. The key question, of course, is whether the costs are worth the benefits. While the answer is not yet known, advocates of greater research say that fuel cell cars and fuel cell electric generation would create zero emissions.
"People understand the appeal," says Susan Hock, director of electric and hydrogen technology systems for the National Renewable Energy Laboratory in a conversation at her Golden, Co. office. "We could wean ourselves from fossil fuels and become more energy independent to power cars and homes -- and the only emission would be distilled water. But, you have to produce, distribute and store it."
Hock goes on to say that she believes the hydrogen economy will have its first commercial uses for transportation. That's because the major automobile manufacturers along with the oil companies are working jointly to bring about forward momentum.
Hydrogen does not stand alone in nature and must therefore be separated from oxygen -- but to break it out requires energy produced by other fuels. If fossil fuels are used, the process then consumes more energy than it creates and the end result is likely more pollution. If renewable sources are used, the procedure is far more benign. But then questions arise about whether it is more efficient to make hydrogen or just produce electric energy directly. Nuclear proponents say that their processes are both efficient and non-polluting.
The Skepticism
It is also difficult to store hydrogen -- something the U.S. Department off Energy has said is the number one priority when it comes to commercializing fuel-cell vehicles. This issue is now the focus of countless universities and federal laboratories along with industrial partners that include car makers and oil companies. The goal is to travel 300 miles before a car would have to refill.
Right now, though, filling cars and sport utility vehicles with the equivalent of one gallon of gasoline takes about 14,500 gallons of uncompressed hydrogen, says Sandia National Laboratories. Meantime, the production of hydrogen is inefficient. But Hock says that hydrogen has nearly three times the energy content of gasoline, which more than compensates for the efficiency losses.
Critics also say that because hydrogen is hazardous, any leakage could be highly explosive and might possibly accumulate in the atmosphere and harm parts of the ozone layer. Moreover, the transportation of the hydrogen is problematic. According to Hock, more than 1,000 kilometers of steel pipeline in the United States is now being used to transport it. Natural gas companies and pipeline experts estimate that new hydrogen pipelines would be 30 percent more expensive than traditional gas pipelines.
Progress is being made now. In the 1970s, for instance, fuel cell parts were custom-made. Now more and more of them are pressed and molded. That has lowered the cost of manufacturing, although the materials that go into their making -- platinum and membranes -- are expensive. Indeed, the cost of fuel ccells has already been cut significantly in the last 15 years and it will continue to fall, says Hock.
"The cost of a fuel cell prototype remains high at $3,000 a kilowatt, but the high production volume of 500,000 units per year" is projected to reduce that price tag to $200 a kilowatt, she says. Eventually, she says the cost could decline to $30 a kilowatt. At the same time, Hock is hopeful that the cost to produce hydrogen could drop from today's $3.60 a gallon of gasoline equivalent to as little as $2 for the same unit by 2015.
Why place so much emphasis on fuel-cell vehicles when hybrid cars exist today? Such cars use an internal combustion engine that run on petroleum. But, unlike conventional cars, they convert energy during braking or coasting and store that in a battery used by the electric motor. That conversion process is using energy that is normally wasted by all gas cars. That's why hybrids get better gas mileage in the city.
Ali Emadi, director of Advanced Automotive Systems at Illinois Institute of Technology in Chicago, says that hybrids are a reality now: "Clearly, fuel cell vehicles are not currently economically feasible. In addition, their overall efficiency is less than hybrids. Therefore, hybrids are going to be more and more popular every year. In fact, I believe that this is the trend not only for the short term, but also for the long term."
The Transition
Hock disagrees, saying that hybrids will serve as a bridge to the hydrogen economy. Hybrid vehicles will decrease oil consumption, she says. But, because the demand for oil is expected to increase, any long-term solution must rely more on petroleum substitutes. And companies are working toward this. Electric Fuel, for example, is developing a prototype that will power cars and buses with fuel cells for a whole shift without having to refuel. Already, the New York City-based company proved that it can run a bus for 101 miles without having to stop and juice up.
"Now is the time for the U.S. government and U.S. industry to create a partnership that can lead the world in the charge to achieve this vision ...," says Byron McCormick of General Motors Corp., in a release. "We were given one mandate by our management: Take the automobile out of the environmental debate."
By any measure, the transition to a hydrogen economy will take lots of time. Many well qualified entities are working on technologies that would overcome the current obstacles. President Bush along with hydrogen innovators say that fuel cell vehicles could make their commercial break-through by 2020. And if such a vision comes to be, even the biggest optimists agree it may be another 20 years to make a complete transformation to the hydrogen economy. The prospects and the subsequent benefits are forcing government and private industry to put the pedal to the metal.
The hydrogen economy has yet to get its legs but if or when it does, it could put the country light-years ahead. The ultimate goal is the replacement of traditional fossil fuels, although the pathway to get there is full of potholes.
The federal government wants to do its part to facilitate the hydrogen economy, a development that could affect the way electricity is generated as well as how cars are driven. It has allocated $1.7 billion over five years toward the effort. The key question, of course, is whether the costs are worth the benefits. While the answer is not yet known, advocates of greater research say that fuel cell cars and fuel cell electric generation would create zero emissions.
"People understand the appeal," says Susan Hock, director of electric and hydrogen technology systems for the National Renewable Energy Laboratory in a conversation at her Golden, Co. office. "We could wean ourselves from fossil fuels and become more energy independent to power cars and homes -- and the only emission would be distilled water. But, you have to produce, distribute and store it."
Hock goes on to say that she believes the hydrogen economy will have its first commercial uses for transportation. That's because the major automobile manufacturers along with the oil companies are working jointly to bring about forward momentum.
Hydrogen does not stand alone in nature and must therefore be separated from oxygen -- but to break it out requires energy produced by other fuels. If fossil fuels are used, the process then consumes more energy than it creates and the end result is likely more pollution. If renewable sources are used, the procedure is far more benign. But then questions arise about whether it is more efficient to make hydrogen or just produce electric energy directly. Nuclear proponents say that their processes are both efficient and non-polluting.
The Skepticism
It is also difficult to store hydrogen -- something the U.S. Department off Energy has said is the number one priority when it comes to commercializing fuel-cell vehicles. This issue is now the focus of countless universities and federal laboratories along with industrial partners that include car makers and oil companies. The goal is to travel 300 miles before a car would have to refill.
Right now, though, filling cars and sport utility vehicles with the equivalent of one gallon of gasoline takes about 14,500 gallons of uncompressed hydrogen, says Sandia National Laboratories. Meantime, the production of hydrogen is inefficient. But Hock says that hydrogen has nearly three times the energy content of gasoline, which more than compensates for the efficiency losses.
Critics also say that because hydrogen is hazardous, any leakage could be highly explosive and might possibly accumulate in the atmosphere and harm parts of the ozone layer. Moreover, the transportation of the hydrogen is problematic. According to Hock, more than 1,000 kilometers of steel pipeline in the United States is now being used to transport it. Natural gas companies and pipeline experts estimate that new hydrogen pipelines would be 30 percent more expensive than traditional gas pipelines.
Progress is being made now. In the 1970s, for instance, fuel cell parts were custom-made. Now more and more of them are pressed and molded. That has lowered the cost of manufacturing, although the materials that go into their making -- platinum and membranes -- are expensive. Indeed, the cost of fuel ccells has already been cut significantly in the last 15 years and it will continue to fall, says Hock.
"The cost of a fuel cell prototype remains high at $3,000 a kilowatt, but the high production volume of 500,000 units per year" is projected to reduce that price tag to $200 a kilowatt, she says. Eventually, she says the cost could decline to $30 a kilowatt. At the same time, Hock is hopeful that the cost to produce hydrogen could drop from today's $3.60 a gallon of gasoline equivalent to as little as $2 for the same unit by 2015.
Why place so much emphasis on fuel-cell vehicles when hybrid cars exist today? Such cars use an internal combustion engine that run on petroleum. But, unlike conventional cars, they convert energy during braking or coasting and store that in a battery used by the electric motor. That conversion process is using energy that is normally wasted by all gas cars. That's why hybrids get better gas mileage in the city.
Ali Emadi, director of Advanced Automotive Systems at Illinois Institute of Technology in Chicago, says that hybrids are a reality now: "Clearly, fuel cell vehicles are not currently economically feasible. In addition, their overall efficiency is less than hybrids. Therefore, hybrids are going to be more and more popular every year. In fact, I believe that this is the trend not only for the short term, but also for the long term."
The Transition
Hock disagrees, saying that hybrids will serve as a bridge to the hydrogen economy. Hybrid vehicles will decrease oil consumption, she says. But, because the demand for oil is expected to increase, any long-term solution must rely more on petroleum substitutes. And companies are working toward this. Electric Fuel, for example, is developing a prototype that will power cars and buses with fuel cells for a whole shift without having to refuel. Already, the New York City-based company proved that it can run a bus for 101 miles without having to stop and juice up.
"Now is the time for the U.S. government and U.S. industry to create a partnership that can lead the world in the charge to achieve this vision ...," says Byron McCormick of General Motors Corp., in a release. "We were given one mandate by our management: Take the automobile out of the environmental debate."
By any measure, the transition to a hydrogen economy will take lots of time. Many well qualified entities are working on technologies that would overcome the current obstacles. President Bush along with hydrogen innovators say that fuel cell vehicles could make their commercial break-through by 2020. And if such a vision comes to be, even the biggest optimists agree it may be another 20 years to make a complete transformation to the hydrogen economy. The prospects and the subsequent benefits are forcing government and private industry to put the pedal to the metal.
The case for nuclear power The case for nuclear power / Economists, environmentalists and energy consumers find incentives to start building new plants: "A quarter-century ago, I spent many months shuttling back and forth to a small town near San Luis Obispo, joining thousands of protesters opposed to a nuclear power plant named Diablo Canyon that was being built on an earthquake fault on a picturesque stretch of Central California's coastline.
Although far more expensive than anticipated, the plant was put into service by its owner, Pacific Gas and Electric Co., in 1985. Repeated shakers, including a large quake last year, never interfered with the plant's electricity output, which has steadily improved through the years. Diablo, once dismissed by critics as superfluous, is now an essential part of the state's energy mix. The only other nuclear plant in the state is San Onofre in San Diego County, near San Clemente.
I don't regret my youthful opposition to Diablo. Back then, nuclear plants were badly run and uneconomical, and the near-disaster at Three Mile Island exposed nuclear regulations as a sham. But much has changed in the past 25 years, and for a variety of reasons I think nuclear power deserves another chance.
So does President Bush, who on Tuesday night in his State of the Union address highlighted the nation's need to boost nuclear power generation.
I know I've lost a lot of readers already, so let me immediately introduce an important qualification: We can only push an expansion of nuclear power, which today supplies 20 percent of America's electricity, as part of a comprehensive program to limit the production of greenhouse gases, promote renewable energy sources, and dramatically raise the cost of burning fossil fuels in automobiles. Expanding nuclear powe"
Although far more expensive than anticipated, the plant was put into service by its owner, Pacific Gas and Electric Co., in 1985. Repeated shakers, including a large quake last year, never interfered with the plant's electricity output, which has steadily improved through the years. Diablo, once dismissed by critics as superfluous, is now an essential part of the state's energy mix. The only other nuclear plant in the state is San Onofre in San Diego County, near San Clemente.
I don't regret my youthful opposition to Diablo. Back then, nuclear plants were badly run and uneconomical, and the near-disaster at Three Mile Island exposed nuclear regulations as a sham. But much has changed in the past 25 years, and for a variety of reasons I think nuclear power deserves another chance.
So does President Bush, who on Tuesday night in his State of the Union address highlighted the nation's need to boost nuclear power generation.
I know I've lost a lot of readers already, so let me immediately introduce an important qualification: We can only push an expansion of nuclear power, which today supplies 20 percent of America's electricity, as part of a comprehensive program to limit the production of greenhouse gases, promote renewable energy sources, and dramatically raise the cost of burning fossil fuels in automobiles. Expanding nuclear powe"
Pilot project probes brown coal booster [February 06, 2006]
A PROCESS that could improve the efficiency of Victoria's Latrobe Valley coals -- already one of Australia's cheapest energy sources -- is to be investigated in a new project funded by industry and government.
A Mechanical Thermal Expansion (MTE) pilot plant costing $6.3 million will be built at Loy Yang that will dry 15 tonnes of coal an hour by the middle of next year.
The aim is to reduce the water content of Latrobe Valley coals meaning that their main customers -- electricity generators such as Loy Yang Power -- receive feedstook that has a substantially higher energy content per tonne.
If successful, the process will also reduce greenhouse gas emissions. Construction of the pilot plant is scheduled to start in May. Victoria's Energy Industries Minister Theo Theophanous said the MTE technology had been developed over several years by the Co-operative Research Centre for Clean Power from Lignite.
The centre says brown coal power generation provides more than 85 per cent of Victoria's electricity, and underpins the state's competitive advantage through the provision of reliable base load generation at low prices relative to Australia's competitors.
But the centre says the relatively high greenhouse gas emission intensity of brown coal power generation provides a potential challenge for industry in a carbon constrained future.
The development and commercialisation of cleaner brown coal power generation technologies will enable brown coal to continue to play an important role in the energy mix.
Mr Theophanous said MTE could reduce the high water content of the coal before it was used in power stations.
"This project is one of the best prospects for keeping electricity prices competitive while also reducing the impact on our environment," he said.
A PROCESS that could improve the efficiency of Victoria's Latrobe Valley coals -- already one of Australia's cheapest energy sources -- is to be investigated in a new project funded by industry and government.
A Mechanical Thermal Expansion (MTE) pilot plant costing $6.3 million will be built at Loy Yang that will dry 15 tonnes of coal an hour by the middle of next year.
The aim is to reduce the water content of Latrobe Valley coals meaning that their main customers -- electricity generators such as Loy Yang Power -- receive feedstook that has a substantially higher energy content per tonne.
If successful, the process will also reduce greenhouse gas emissions. Construction of the pilot plant is scheduled to start in May. Victoria's Energy Industries Minister Theo Theophanous said the MTE technology had been developed over several years by the Co-operative Research Centre for Clean Power from Lignite.
The centre says brown coal power generation provides more than 85 per cent of Victoria's electricity, and underpins the state's competitive advantage through the provision of reliable base load generation at low prices relative to Australia's competitors.
But the centre says the relatively high greenhouse gas emission intensity of brown coal power generation provides a potential challenge for industry in a carbon constrained future.
The development and commercialisation of cleaner brown coal power generation technologies will enable brown coal to continue to play an important role in the energy mix.
Mr Theophanous said MTE could reduce the high water content of the coal before it was used in power stations.
"This project is one of the best prospects for keeping electricity prices competitive while also reducing the impact on our environment," he said.
Turkey will construct own nuclear power plant with US support
On February 9, during a visit of Turkish Energy and Natural Resources Minister Hilmi Guler in the US, he will discuss participation of American companies in construction of a nuclear power plant in Turkey.
Winter decrease of gas supply from Russia and Iran caused the Turkish government to seek for alternate power sources. The project of a nuclear power plant construction has become especially vital for Ankara after negotiations held by Guler in Turkmenistan about gas purchase from the country.
Besides these questions, other guidelines of the Turkish power engineering will be discussed, including construction of hydro- and thermoelectric power plants, privatization of coal mining, construction of oil pipelines Samsun-Ceyhan and TransThracia. Because of exploration of new oil fields in the country, Guler will conduct negotiations with Exxon Mobil, BP and Shevron.
Turkey needs more and more energy. In 2005, annual amount of energy consumption in the country increased by 8%. In the next 10 years Ankara plans to provide industry and citizens with 40 thousand megawatt of energy.
http://www.mathaba.net/news
On February 9, during a visit of Turkish Energy and Natural Resources Minister Hilmi Guler in the US, he will discuss participation of American companies in construction of a nuclear power plant in Turkey.
Winter decrease of gas supply from Russia and Iran caused the Turkish government to seek for alternate power sources. The project of a nuclear power plant construction has become especially vital for Ankara after negotiations held by Guler in Turkmenistan about gas purchase from the country.
Besides these questions, other guidelines of the Turkish power engineering will be discussed, including construction of hydro- and thermoelectric power plants, privatization of coal mining, construction of oil pipelines Samsun-Ceyhan and TransThracia. Because of exploration of new oil fields in the country, Guler will conduct negotiations with Exxon Mobil, BP and Shevron.
Turkey needs more and more energy. In 2005, annual amount of energy consumption in the country increased by 8%. In the next 10 years Ankara plans to provide industry and citizens with 40 thousand megawatt of energy.
http://www.mathaba.net/news
Nanoscale Engineering to Power a Greener Future
Researchers at the University of St Andrews have discovered a new material which could lead to significantly more powerful fuel cells than currently available. The School of Chemistry scientists have found a new electrode material allowing the more efficient direct utilisation of natural gas or biogas (as produced from waste) in fuel cells and which could help achieve voltages up to 40% higher than currently achieved.
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The findings, carried out in collaboration with the University of La Laguna in the Canary Islands, are reported in Nature (Thursday 2 February 2006).
Such an increase in voltage would lead to a similar increase in electrical energy obtainable from a specific volume of natural gas or biogas. As well as enhanced voltage, these new electrodes provide highly competitive performance with conventional state of the art electrodes.
Scientists believe future generations will use fuel cells to power everything from handheld electronic devices to cars and buildings. The global market for fuel cells and hydrogen technology is estimated to be worth $20 billion by 2011.
The work was carried out by Professor John Irvine and Drs Juan Carlos Ruiz-Morales, Jesus Canales- Vazques, Cristian Savaniu and Wuzong Zhou.
Professor John Irvine believes the findings illustrate a significant step forward in the development of fuel cells to reduce CO2 emissions through the utilisation of renewable fuels such as biogas that are close to CO2 neutral in their environmental impact.
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(Ads by Google)The new materials were developed through a carefully directed programme of study to control and manipulate their structure on the nanoscale. The radical new approach involved the introduction of nanometer thick layers through control of composition and then directing the composition to the point where these layers became disrupted, but retained their activity.
Early dramatic proof that this approach was likely to be successful came from measurements of the resistance under mildly reducing conditions, where it was discovered that disruption of the defect layers yields an enhancement in the electrical conductivity by a factor of 100,000.
Source: University of St Andrews
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Researchers at the University of St Andrews have discovered a new material which could lead to significantly more powerful fuel cells than currently available. The School of Chemistry scientists have found a new electrode material allowing the more efficient direct utilisation of natural gas or biogas (as produced from waste) in fuel cells and which could help achieve voltages up to 40% higher than currently achieved.
46 cent per gallon Diesel - www.dieselsecret.com
Not Biodiesel. No conversions. Revolutionary New Diesel Fuel.
Hydrogen Generation plant - www.mahler-ags.com
Mahler AGS – world leader in hydrogen generation plants.
Sponsored Links (Ads by Google)
The findings, carried out in collaboration with the University of La Laguna in the Canary Islands, are reported in Nature (Thursday 2 February 2006).
Such an increase in voltage would lead to a similar increase in electrical energy obtainable from a specific volume of natural gas or biogas. As well as enhanced voltage, these new electrodes provide highly competitive performance with conventional state of the art electrodes.
Scientists believe future generations will use fuel cells to power everything from handheld electronic devices to cars and buildings. The global market for fuel cells and hydrogen technology is estimated to be worth $20 billion by 2011.
The work was carried out by Professor John Irvine and Drs Juan Carlos Ruiz-Morales, Jesus Canales- Vazques, Cristian Savaniu and Wuzong Zhou.
Professor John Irvine believes the findings illustrate a significant step forward in the development of fuel cells to reduce CO2 emissions through the utilisation of renewable fuels such as biogas that are close to CO2 neutral in their environmental impact.
Make Your Own Biodiesel
From used cooking oil. Free book contains full details and much more
Hydrogen Energy
Hydrogen storage & fuel cells for education and portable power.
Cellkraft F-Series
High capacity humidifier, up to 800 nl/m flow, up to 75 deg C Temp
Build Your Own Fuel Cells
Complete illustrated instructions Download E-book, only $12.95
(Ads by Google)The new materials were developed through a carefully directed programme of study to control and manipulate their structure on the nanoscale. The radical new approach involved the introduction of nanometer thick layers through control of composition and then directing the composition to the point where these layers became disrupted, but retained their activity.
Early dramatic proof that this approach was likely to be successful came from measurements of the resistance under mildly reducing conditions, where it was discovered that disruption of the defect layers yields an enhancement in the electrical conductivity by a factor of 100,000.
Source: University of St Andrews
Rate the story: User rating: 4.6 out of 5 after 12 total votes
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Wind farm fire caused blackout [12feb06]
$3 MILLION wind farm turbine caught fire while dozens shut down at the time South Australia most needed them - when a heatwave left 63,000 South Australian homes without power last month.
Adding to the drama, firefighters could not extinguish the blaze because the tower was too high at 67m.
Lack of wind and automatic shutdowns triggered by hot temperatures were to blame for the state's 180 turbines producing just 10 per cent of their maximum power capacity during the January heat wave, according to experts.
The experience proved SA could not rely on wind power to provide electricity when demand was greatest, the Electricity Supply Industry Planning Council (ESIPC) said.
"You never know if the wind will be blowing when you need it to or if wind turbines will shut down," ESIPC spokesman Brad Cowain said.
Operators of the Lake Bonney wind farm, where the turbine fire occurred on Sunday, January 22, said all of its 46 turbines had automatically shut down during the heat wave when temperatures exceeded 40C.
"We want the turbines to operate during peak demand to capture revenue but power output is limited by the automatic shut down to protect electrical instruments," wind farm operator Miles George of Babcock and Brown Wind Partners said.
He said the turbine fire – the first in Australia – had been caused by an electrical fault while maintenance crews were working on it after it had shut down.
Around 3pm, 40 CFS firefighters and six trucks rushed to the wind farm to extinguish the blaze but fire hose water couldn't reach the steel generator at the top of the tower.
Instead, the firefighters watched as fire destroyed the $3 million turbine – which weighs 75 tonnes – and extinguished spot fires ignited by ashes from the turbine blaze.
According to ESIPC, many of the European manufactured turbines used in SA shut down during extreme temperatures to avoid generator meltdown.
"Most turbines are manufactured in Europe where they don't have to worry about operating at high temperatures," Mr Cowain said.
"We are investigating which individual turbines were not operating because of a shut down or lack of wind."
Between Thursday, January 19 and Sunday, January 22, maximum temperatures exceeded 40C throughout most of the state, creating record demands for electricity while wind farm output averaged only 10 per cent.
But during Saturday's peak power demand wind farm output plummeted to just 2 per cent of capacity, producing enough power for only 3500 homes, according to ESIPC. This compared with the maximum capacity of 318MW to power 175,000 homes. SA leads the nation in wind farm energy with five established sites – Starfish Hill, Canunda, Wattle Point, Cathedral Rocks and Lake Bonney.
There are numerous other approved wind farm developments including an AGL plan for 43 turbines at Hallet in the state's Mid North.
But AGL also plans to more than double the capacity of its nearby gas-fired plant, from 180MW to 430MW, at a cost of more than $100 million to ensure peak demand during hot weather can be met.
The state's independent energy regulator Pat Walsh declined to comment about the wind farm performance during the heat wave or its implications on the state's overall energy supply.
$3 MILLION wind farm turbine caught fire while dozens shut down at the time South Australia most needed them - when a heatwave left 63,000 South Australian homes without power last month.
Adding to the drama, firefighters could not extinguish the blaze because the tower was too high at 67m.
Lack of wind and automatic shutdowns triggered by hot temperatures were to blame for the state's 180 turbines producing just 10 per cent of their maximum power capacity during the January heat wave, according to experts.
The experience proved SA could not rely on wind power to provide electricity when demand was greatest, the Electricity Supply Industry Planning Council (ESIPC) said.
"You never know if the wind will be blowing when you need it to or if wind turbines will shut down," ESIPC spokesman Brad Cowain said.
Operators of the Lake Bonney wind farm, where the turbine fire occurred on Sunday, January 22, said all of its 46 turbines had automatically shut down during the heat wave when temperatures exceeded 40C.
"We want the turbines to operate during peak demand to capture revenue but power output is limited by the automatic shut down to protect electrical instruments," wind farm operator Miles George of Babcock and Brown Wind Partners said.
He said the turbine fire – the first in Australia – had been caused by an electrical fault while maintenance crews were working on it after it had shut down.
Around 3pm, 40 CFS firefighters and six trucks rushed to the wind farm to extinguish the blaze but fire hose water couldn't reach the steel generator at the top of the tower.
Instead, the firefighters watched as fire destroyed the $3 million turbine – which weighs 75 tonnes – and extinguished spot fires ignited by ashes from the turbine blaze.
According to ESIPC, many of the European manufactured turbines used in SA shut down during extreme temperatures to avoid generator meltdown.
"Most turbines are manufactured in Europe where they don't have to worry about operating at high temperatures," Mr Cowain said.
"We are investigating which individual turbines were not operating because of a shut down or lack of wind."
Between Thursday, January 19 and Sunday, January 22, maximum temperatures exceeded 40C throughout most of the state, creating record demands for electricity while wind farm output averaged only 10 per cent.
But during Saturday's peak power demand wind farm output plummeted to just 2 per cent of capacity, producing enough power for only 3500 homes, according to ESIPC. This compared with the maximum capacity of 318MW to power 175,000 homes. SA leads the nation in wind farm energy with five established sites – Starfish Hill, Canunda, Wattle Point, Cathedral Rocks and Lake Bonney.
There are numerous other approved wind farm developments including an AGL plan for 43 turbines at Hallet in the state's Mid North.
But AGL also plans to more than double the capacity of its nearby gas-fired plant, from 180MW to 430MW, at a cost of more than $100 million to ensure peak demand during hot weather can be met.
The state's independent energy regulator Pat Walsh declined to comment about the wind farm performance during the heat wave or its implications on the state's overall energy supply.
Solar thermal power coming of age - Green Machines - MSNBC.com
NEW YORK - People will soon cool their homes with power from the searing desert sun, according to companies investing in a little-used solar technology.
Deserts are becoming hot spots for solar thermal power in which futuristic troughs concentrate the sun’s rays and create steam to run power-producing turbines at power plants. It is a different technology than rooftop solar panels.
Tiny experimental plants built in the 1980s in California ran into problems when energy prices dropped.
Story continues below ↓
--------------------------------------------------------------------------------
advertisement
--------------------------------------------------------------------------------
But as oil, natural gas and electricity costs soar, companies are racing to build commercial solar thermal plants that are the size of conventional power plants.
“Now the industry starts again,” said Burghard von Westerholt, head of thermal solar for private German specialty glass company SCHOTT.
Mandatory caps and potential limits on emissions of greenhouse gases from fossil fuels have also promoted the new technology, industry officials said.
Utah-based International Automated Systems Inc. on Thursday signed an agreement to install a $150 million, 100-megawatt power plant for Solar Renewable Energy in Nevada.
And North Carolina-based Solargenix, in which Spanish building and services company Acciona SA is buying a 55 percent stake, will break ground over the weekend on a 64 MW, $100 million solar thermal plant called Nevada Solar One. The company said it will be the first U.S. commercial solar thermal plant, coming on line in 2007.
Currently, all the types of solar energy provide only about 1 percent of U.S. power. One hurdle is price. Solar thermal at present costs about 12 to 15 cents per kilowatt hour, Westerholt said, compared with natural gas power which costs 10 cents per KWH.
But as production grows, solar companies expect costs to slip to 8 cents per KHW in five years.
SCHOTT will provide components for at least one 50 MW plant per year in the U.S. Southwest deserts every year until 2010, said Westerholt.
He said the region’s intense sun and growing population make it ideal. SCHOTT plans to open a manufacturing center in the United States that would provide 100 jobs, he said.
And solar thermal is growing globally.
A white paper produced by environmental group Greenpeace, the International Energy Agency’s SolarPACES, and the European Solar Thermal Industry Association, claims that by 2040 solar power could satisfy more than 5 percent of the world’s electricity demand. The best places for it are Australia, the United States, Spain, the Middle East and North Africa, which could export power from the sun to Europe on high-tech power lines, the report said.
Westerholt said SCHOTT will provide parts for 500 MW of solar thermal in Spain by 2010.
Fred Mayes, an alternative energy expert at the U.S. Energy Information Administration, said that solar thermal is pricey compared with wind energy and fuel from biomass. But it does have advantages, he said. Power from the desert sun is more reliable than wind power during the day -- the time of peak prices. And unlike biomass fuels, it emits no greenhouse gases.
Rhone Resch, president of the Washington, D.C.-based Solar Energy Industries Association, said the technology is ideal for power in the U.S. West where supply is tight and prices are high. “(Utilities) are negligent to their ratepayers if they are not considering building a concentrating solar plant in the next five years.”
Nevada Solar One will provide power to Nevada Power, a subsidiary of Sierra Pacific. At least one other U.S. utility is interested. A PG&E spokeswoman told Reuters it is in talks with companies about buying power from solar thermal plants.
Copyright 2006 Reuters Limited. All rights reserved. Republication or redistribution of Reuters content is expressly prohibited without the prior written consent of Reuters.
NEW YORK - People will soon cool their homes with power from the searing desert sun, according to companies investing in a little-used solar technology.
Deserts are becoming hot spots for solar thermal power in which futuristic troughs concentrate the sun’s rays and create steam to run power-producing turbines at power plants. It is a different technology than rooftop solar panels.
Tiny experimental plants built in the 1980s in California ran into problems when energy prices dropped.
Story continues below ↓
--------------------------------------------------------------------------------
advertisement
--------------------------------------------------------------------------------
But as oil, natural gas and electricity costs soar, companies are racing to build commercial solar thermal plants that are the size of conventional power plants.
“Now the industry starts again,” said Burghard von Westerholt, head of thermal solar for private German specialty glass company SCHOTT.
Mandatory caps and potential limits on emissions of greenhouse gases from fossil fuels have also promoted the new technology, industry officials said.
Utah-based International Automated Systems Inc. on Thursday signed an agreement to install a $150 million, 100-megawatt power plant for Solar Renewable Energy in Nevada.
And North Carolina-based Solargenix, in which Spanish building and services company Acciona SA is buying a 55 percent stake, will break ground over the weekend on a 64 MW, $100 million solar thermal plant called Nevada Solar One. The company said it will be the first U.S. commercial solar thermal plant, coming on line in 2007.
Currently, all the types of solar energy provide only about 1 percent of U.S. power. One hurdle is price. Solar thermal at present costs about 12 to 15 cents per kilowatt hour, Westerholt said, compared with natural gas power which costs 10 cents per KWH.
But as production grows, solar companies expect costs to slip to 8 cents per KHW in five years.
SCHOTT will provide components for at least one 50 MW plant per year in the U.S. Southwest deserts every year until 2010, said Westerholt.
He said the region’s intense sun and growing population make it ideal. SCHOTT plans to open a manufacturing center in the United States that would provide 100 jobs, he said.
And solar thermal is growing globally.
A white paper produced by environmental group Greenpeace, the International Energy Agency’s SolarPACES, and the European Solar Thermal Industry Association, claims that by 2040 solar power could satisfy more than 5 percent of the world’s electricity demand. The best places for it are Australia, the United States, Spain, the Middle East and North Africa, which could export power from the sun to Europe on high-tech power lines, the report said.
Westerholt said SCHOTT will provide parts for 500 MW of solar thermal in Spain by 2010.
Fred Mayes, an alternative energy expert at the U.S. Energy Information Administration, said that solar thermal is pricey compared with wind energy and fuel from biomass. But it does have advantages, he said. Power from the desert sun is more reliable than wind power during the day -- the time of peak prices. And unlike biomass fuels, it emits no greenhouse gases.
Rhone Resch, president of the Washington, D.C.-based Solar Energy Industries Association, said the technology is ideal for power in the U.S. West where supply is tight and prices are high. “(Utilities) are negligent to their ratepayers if they are not considering building a concentrating solar plant in the next five years.”
Nevada Solar One will provide power to Nevada Power, a subsidiary of Sierra Pacific. At least one other U.S. utility is interested. A PG&E spokeswoman told Reuters it is in talks with companies about buying power from solar thermal plants.
Copyright 2006 Reuters Limited. All rights reserved. Republication or redistribution of Reuters content is expressly prohibited without the prior written consent of Reuters.
Power grid gets closer [11feb06]
THE viability of establishing a national electricity grid to allow the trading of power between the states will be known by the end of the year.
Prime Minister John Howard and the state premiers ordered the creation of a high-level energy group yesterday to start work on examining the grid proposal.
A national wholesale energy pricing market now exists in Australia, but it has been mooted that each of the separate states abolish their grids.
The Council of Australian Governments meeting in Canberra yesterday found the country's energy market needed to become more efficient and secure.
It has proposed rolling out "smart meters" from next year when pricing could be judged on the time of use.
The meeting agreed to also investigate the current structural issues and introduce clearer pricing signals for energy consumers.
"While Australian enjoy lower electricity and gas prices than much of the developed world," the COAG meeting report said, "and secure energy markets help underpin Australia's industrial base, further reform would yield significant efficiency and energy security benefits."
Treasurer Peter Costello has been a proponent of the national grid as a measure to increase competition between the states. He has previously named it as one of the greatest economic hurdles facing the country.
Mr Costello has argued the move would create cheaper power. But last night Mr Costello refused to comment on the grid's feasibility.
The Energy Reform Implementation Group, created yesterday, is due to report back to COAG on whether a national grid is possible by the end of the year. A separate ministerial council on energy reform is also investigating the viability of a national gas regulatory framework.
The move is part of the government's new economic reform agenda which will rejuvenate the National Competition Policy. It has been pushed by the Bracks government.
The meeting also named six red-tape "hot spots".
A report ordered by the Treasurer from productivity chairman Gary Banks is now under consideration by the Government.
The COAG agreed that each state will review its regulatory requirements on businesses each year.
It named rail safety regulation, occupational health and safety, national trade measurement, chemicals and plastics, development assessment arrangements and building regulation as six key areas.
"COAG agreed that effective regulation is essential to ensure markets operate efficiently," the report said.
THE viability of establishing a national electricity grid to allow the trading of power between the states will be known by the end of the year.
Prime Minister John Howard and the state premiers ordered the creation of a high-level energy group yesterday to start work on examining the grid proposal.
A national wholesale energy pricing market now exists in Australia, but it has been mooted that each of the separate states abolish their grids.
The Council of Australian Governments meeting in Canberra yesterday found the country's energy market needed to become more efficient and secure.
It has proposed rolling out "smart meters" from next year when pricing could be judged on the time of use.
The meeting agreed to also investigate the current structural issues and introduce clearer pricing signals for energy consumers.
"While Australian enjoy lower electricity and gas prices than much of the developed world," the COAG meeting report said, "and secure energy markets help underpin Australia's industrial base, further reform would yield significant efficiency and energy security benefits."
Treasurer Peter Costello has been a proponent of the national grid as a measure to increase competition between the states. He has previously named it as one of the greatest economic hurdles facing the country.
Mr Costello has argued the move would create cheaper power. But last night Mr Costello refused to comment on the grid's feasibility.
The Energy Reform Implementation Group, created yesterday, is due to report back to COAG on whether a national grid is possible by the end of the year. A separate ministerial council on energy reform is also investigating the viability of a national gas regulatory framework.
The move is part of the government's new economic reform agenda which will rejuvenate the National Competition Policy. It has been pushed by the Bracks government.
The meeting also named six red-tape "hot spots".
A report ordered by the Treasurer from productivity chairman Gary Banks is now under consideration by the Government.
The COAG agreed that each state will review its regulatory requirements on businesses each year.
It named rail safety regulation, occupational health and safety, national trade measurement, chemicals and plastics, development assessment arrangements and building regulation as six key areas.
"COAG agreed that effective regulation is essential to ensure markets operate efficiently," the report said.
Shell CEO says technology needed to meet fuel demand
HOUSTON, Feb. 10 -- The oil and gas industry must apply new technologies on unprecedented scale and pace to meet the world's expanding demand for fossil fuels, said Jeroen van der Veer, chief executive of Royal Dutch Shell PLC, at the Cambridge Energy Research Associates annual energy conference in Houston.
With continued economic growth, the world's energy needs could increase by 100 million b/d of crude over the next 25 years—"more than we added over the past quarter century," Van der Veer said. Most of that increased demand will be in new markets where infrastructure and international trade must be developed. "And this has to go together with cutting carbon dioxide emissions from energy," he said.
"I have a vision of green—or greener—fossil fuels with much of their carbon dioxide captured and sequestrated either underground or in inert materials," Van der Veer said. "A typical 1 Gw coal-fired power plant produces the same carbon emissions as 1.5 million cars. China alone is building about 17 of these plants a year. That's why I think sequestration for power plants should be a priority."
Alternative energy sources
Consumption of liquefied natural gas could double over the next decade, depending on "technological as well as commercial innovation," said Van der Veer. Gas-to-liquids technology also "will be increasingly important, providing high-quality fuels to help reduce transport emissions." Other large unconventional resources include heavy oil, oil sands and shales, "contaminated" and tight gas, coalbed methane, and "lots of coal, particularly in countries like the US and China," he said. Royal Dutch Shell and other major oil companies are involved in developing those resources.
The biggest benefit, said Van der Veer, would be to increase the amount of crude recovered from reservoirs. That can be done through "smart technology" that allows engineers to monitor and control development and production. Enhanced oil recovery techniques using heat, gas, or chemicals to increase the oil flow are costly, complex, and technically demanding but will be increasingly important, he said.
The challenge facing the industry is to deliver the necessary technology. "That means applying advances on the scale necessary to make real progress," Van der Veer said. "It means learning from experience to use them increasingly effectively and quickly sharing that learning around the world. It means integrating many technologies because that's where the real benefits come in this complex business. It means applying those technologies in increasingly demanding projects—accessing more difficult resources and creating the complex chains needed to deliver the energy people need."
Van der Veer also sees a growing need for energy efficiency. "I believe the world is just starting this journey, partly because it is politically painful to push forward changes that must involve all energy users," he said.
The technology to develop those new energy sources depends on experienced workers in the industry. Shell is focusing on global recruitment of new employees, "with considerable success last year," Van der Veer said.
"In North America and Europe, fewer young people pursue scientific and technical education. Here in the US, for example, the number of university students studying petroleum engineering has fallen by more than 80% since the early 1990s," he said. "We need to convince young people that a technical career in this industry is both stimulating and worthwhile."
The International Energy Agency, Paris, estimates the oil and gas industry will have to invest $17 trillion by 2030 to meet the world's future energy needs.
"Oil and gas prices have risen. But so have industry costs. And developing more difficult resources will mean higher unit investment," Van der Veer said. "Given the urgent investment needs, exacting 'windfall' taxes is counterproductive, particularly in an industry with a history of volatile prices. In an increasingly uncertain world, long-term investors need predictable terms."
Contact Sam Fletcher at samf@ogjonline.com.
HOUSTON, Feb. 10 -- The oil and gas industry must apply new technologies on unprecedented scale and pace to meet the world's expanding demand for fossil fuels, said Jeroen van der Veer, chief executive of Royal Dutch Shell PLC, at the Cambridge Energy Research Associates annual energy conference in Houston.
With continued economic growth, the world's energy needs could increase by 100 million b/d of crude over the next 25 years—"more than we added over the past quarter century," Van der Veer said. Most of that increased demand will be in new markets where infrastructure and international trade must be developed. "And this has to go together with cutting carbon dioxide emissions from energy," he said.
"I have a vision of green—or greener—fossil fuels with much of their carbon dioxide captured and sequestrated either underground or in inert materials," Van der Veer said. "A typical 1 Gw coal-fired power plant produces the same carbon emissions as 1.5 million cars. China alone is building about 17 of these plants a year. That's why I think sequestration for power plants should be a priority."
Alternative energy sources
Consumption of liquefied natural gas could double over the next decade, depending on "technological as well as commercial innovation," said Van der Veer. Gas-to-liquids technology also "will be increasingly important, providing high-quality fuels to help reduce transport emissions." Other large unconventional resources include heavy oil, oil sands and shales, "contaminated" and tight gas, coalbed methane, and "lots of coal, particularly in countries like the US and China," he said. Royal Dutch Shell and other major oil companies are involved in developing those resources.
The biggest benefit, said Van der Veer, would be to increase the amount of crude recovered from reservoirs. That can be done through "smart technology" that allows engineers to monitor and control development and production. Enhanced oil recovery techniques using heat, gas, or chemicals to increase the oil flow are costly, complex, and technically demanding but will be increasingly important, he said.
The challenge facing the industry is to deliver the necessary technology. "That means applying advances on the scale necessary to make real progress," Van der Veer said. "It means learning from experience to use them increasingly effectively and quickly sharing that learning around the world. It means integrating many technologies because that's where the real benefits come in this complex business. It means applying those technologies in increasingly demanding projects—accessing more difficult resources and creating the complex chains needed to deliver the energy people need."
Van der Veer also sees a growing need for energy efficiency. "I believe the world is just starting this journey, partly because it is politically painful to push forward changes that must involve all energy users," he said.
The technology to develop those new energy sources depends on experienced workers in the industry. Shell is focusing on global recruitment of new employees, "with considerable success last year," Van der Veer said.
"In North America and Europe, fewer young people pursue scientific and technical education. Here in the US, for example, the number of university students studying petroleum engineering has fallen by more than 80% since the early 1990s," he said. "We need to convince young people that a technical career in this industry is both stimulating and worthwhile."
The International Energy Agency, Paris, estimates the oil and gas industry will have to invest $17 trillion by 2030 to meet the world's future energy needs.
"Oil and gas prices have risen. But so have industry costs. And developing more difficult resources will mean higher unit investment," Van der Veer said. "Given the urgent investment needs, exacting 'windfall' taxes is counterproductive, particularly in an industry with a history of volatile prices. In an increasingly uncertain world, long-term investors need predictable terms."
Contact Sam Fletcher at samf@ogjonline.com.
Power Air Targets Multi-Billion Dollar Backup Generator Market; Zinc Air Fuel Cell Technology Could Displace Fossil Fuel-Based Generators
LIVERMORE, Calif., Feb. 13 /PRNewswire-FirstCall/ -- Power Air Corporation
(OTC Bulletin Board: PWAC), an alternative fuel technology company, announced
today its intent to enter the multi-billion dollar indoor and outdoor back up
generator markets with its unique Zinc Air Fuel Cell (ZAFC) based technology.
"Utilizing our state-of-the-art, zinc-based fuel cells, we are developing
the world's first cost-effective, re-fuelable back-up generator that can
operate indoors, safely, silently, efficiently, and emissions-free, with
extended run capability," said Don Ceci, VP Sales & Marketing for Power Air.
"Replacing traditionally expensive and inefficient outdoor generator sales
with our environmentally-friendly, cost effective solution provides a
'Greenfield,' significant revenue opportunity- estimated at several hundred
million potential indoor sites worldwide."
As a result of power outages nationwide becoming more and more frequent
and widespread, apartment and home occupants are regularly inconvenienced and
often placed in dangerous situations due to power outages that result from
storms and technical failures. Residents and businesses are forced to cope
with no lights, no heat, no information, spoiled food, and no working
appliances or equipment for hours, days or even weeks at a time. Battery
operated back-up generators are the current solution, but these generators
often cannot be used indoors, are noisy, dangerous, polluting, heavy and
messy. No extended run back-up solution is currently offered to apartments
and small businesses unless the whole building is backed up with a large
diesel or natural gas generator.
"Products powered by our Zinc Air Fuel Cell can be the first cost-
competitive, clean air alternative to existing fossil fuel powered
generators," adds Steve Williams, Power Air's President. "The lifetime and
durability demands for these First to Market applications are more achievable
in the short term than those of transportation and co-generation which require
much longer life time and established fuel infrastructures."
Power Air will initially focus resources on developing Generator products
fueled by its ZAFC technology, for indoor and outdoor settings, offering its
exclusive technology to OEM partners already successfully serving those
markets. The first Power Air ZAFC-based product will be provided to OEM
partners for integration into a Portable Emergency Generator ("PEG") designed
for back-up, emergency, or stand-alone use. Power Air intends to address the
"sweet spot" (over 70%) of the traditional generator market - with units
ranging from 600 Watts to 6.6 kW. These units can also meet the back-up power
needs of a large portion of the initial demand for indoor generators.
About Power Air Corporation
Power Air Corporation, with head offices in Livermore, California, is
engaged in the business of developing, manufacturing and marketing fuel cell
based commercial products. Power Air has the exclusive worldwide license to
zinc-air fuel cell technology that has been developed at the Lawrence
Livermore National Laboratory, in Livermore, California, for all fields of use
(portable, stationary, light mobility and transportation applications) and
commercialization.
For further information please visit our website at
http://www.poweraircorp.com.
LIVERMORE, Calif., Feb. 13 /PRNewswire-FirstCall/ -- Power Air Corporation
(OTC Bulletin Board: PWAC), an alternative fuel technology company, announced
today its intent to enter the multi-billion dollar indoor and outdoor back up
generator markets with its unique Zinc Air Fuel Cell (ZAFC) based technology.
"Utilizing our state-of-the-art, zinc-based fuel cells, we are developing
the world's first cost-effective, re-fuelable back-up generator that can
operate indoors, safely, silently, efficiently, and emissions-free, with
extended run capability," said Don Ceci, VP Sales & Marketing for Power Air.
"Replacing traditionally expensive and inefficient outdoor generator sales
with our environmentally-friendly, cost effective solution provides a
'Greenfield,' significant revenue opportunity- estimated at several hundred
million potential indoor sites worldwide."
As a result of power outages nationwide becoming more and more frequent
and widespread, apartment and home occupants are regularly inconvenienced and
often placed in dangerous situations due to power outages that result from
storms and technical failures. Residents and businesses are forced to cope
with no lights, no heat, no information, spoiled food, and no working
appliances or equipment for hours, days or even weeks at a time. Battery
operated back-up generators are the current solution, but these generators
often cannot be used indoors, are noisy, dangerous, polluting, heavy and
messy. No extended run back-up solution is currently offered to apartments
and small businesses unless the whole building is backed up with a large
diesel or natural gas generator.
"Products powered by our Zinc Air Fuel Cell can be the first cost-
competitive, clean air alternative to existing fossil fuel powered
generators," adds Steve Williams, Power Air's President. "The lifetime and
durability demands for these First to Market applications are more achievable
in the short term than those of transportation and co-generation which require
much longer life time and established fuel infrastructures."
Power Air will initially focus resources on developing Generator products
fueled by its ZAFC technology, for indoor and outdoor settings, offering its
exclusive technology to OEM partners already successfully serving those
markets. The first Power Air ZAFC-based product will be provided to OEM
partners for integration into a Portable Emergency Generator ("PEG") designed
for back-up, emergency, or stand-alone use. Power Air intends to address the
"sweet spot" (over 70%) of the traditional generator market - with units
ranging from 600 Watts to 6.6 kW. These units can also meet the back-up power
needs of a large portion of the initial demand for indoor generators.
About Power Air Corporation
Power Air Corporation, with head offices in Livermore, California, is
engaged in the business of developing, manufacturing and marketing fuel cell
based commercial products. Power Air has the exclusive worldwide license to
zinc-air fuel cell technology that has been developed at the Lawrence
Livermore National Laboratory, in Livermore, California, for all fields of use
(portable, stationary, light mobility and transportation applications) and
commercialization.
For further information please visit our website at
http://www.poweraircorp.com.
MICHIGAN'S $2-BILLION INITIATIVE: State aims to become nation's alternative energy hub
The State of Michigan is racing to become the nation's first alternative energy research hub, as Americans grapple with President George W. Bush's recent statement that the United States is addicted to foreign oil.
The initiative calls for investing up to $2 billion in research, development and business incubation and could create thousands of jobs for engineers and other technically skilled Michigan residents if it's successful.
And, given the president's mandate to wean the country off foreign oil, public and private interests in Michigan are pushing aggressively to ensure that the Great Lakes State is the hub for research in alternative energy.
"We want Michigan to be the state that lays claim to this emerging sector," said Gov. Jennifer Granholm, who pointed out the need to focus on alternative energy research during her State of the State address in January. "To take advantage of that legacy of research and development in the auto industry is a huge opportunity for our state."
Michigan, the automotive capital of the world for the past century, plans to spend $2 billion in bond money in the next decade to ensure that it becomes the nation's alternative energy epicenter. Close to $400 million of Michigan's tobacco settlement revenue in 2006-07 will go to support the program that involves research and development in alternative energy, life sciences, advanced manufacturing and homeland security. About $50 million in grants will be available each year from fiscal year 2006 through fiscal year 2011. State development departments will administer the money.
In fact, much of that money will be earmarked for non-transportation ventures that promote cleaner heating and cooling of homes and businesses.
As a key component of the governor's 21st Century Jobs Fund program, research into alternative energy and renewable fuels is expected to be the hallmark of a new high-tech workforce in Michigan. Among the technologies being examined are:
Hydrogen fuel cells: Fuel cells use stored hydrogen and oxygen from the air to produce electricity to power cars, trucks and stationary products. Fuel cells are virtually pollution free because they create only water vapor as exhaust.
Biodiesel: This is a domestic, renewable fuel technology for diesel engines. It comes from natural oils like soybean oil that can be combined with petroleum-based diesel fuel and used in existing diesel engines with little or no modification.
Ethanol: An alcohol-based additive made from corn and other agricultural products that can be blended with gasoline to promote greater fuel efficiency and cleaner emissions.
Solar: Solar panels capture the energy in sunlight. Solar power can be used in vehicles and households. Sunlight can be converted into electricity, too.
Nuclear: Primarily used to generate electricity, nuclear power is considered by some to be a cleaner form of energy compared to fossil fuel-based materials. The major concern, however, is whether nuclear power is safe enough to utilize more widely.
When asked about the possibilities of nuclear power being part of the future of alternative energy sources, Granholm said, "I think everything should be on the table, as long as it's safe and it's clean and its energy won't result in an accident."
Michigan's efforts to explore futuristic energy sources became more urgent after the president's State of the Union speech last month. In that speech, he named breaking America's addiction to foreign oil as a major priority for the nation.
NextEnergy model
The model for Michigan's rise to the top of the alternative energy sector is the public-private partnership that started NextEnergy in Detroit.
NextEnergy is a nonprofit research-and-development incubator focused on high-tech and alternative solutions to current energy problems.
Since it started in 2001, during the administration of Gov. John Engler, NextEnergy has become Michigan's premier example of how the state's economy is becoming less dependent on automotive companies and more diversified to boost its fortunes.
The 40,000-square-foot facility is near the campus of Wayne State University, in one of Michigan's 11 SmartZones that offer tax incentives to lure technology companies.
The U.S. Department of Energy gave the NextEnergy Alternative Fuel Infrastructure funding to test and demonstrate emerging fuel production and storage systems for vehicles and on-site power -- alternatives such as hydrogen, natural gas and bio-synthetic fuels.
"If we're serious about reducing large amounts of oil, transportation is the place we should be looking," said Jason Mark, a transportation analyst with the Union of Concerned Scientists in Berkeley, Calif. "I think we are one of a handful of places in North America that is focusing a significant amount of attention on this," said Jeff Mason, senior vice president for technology at the Michigan Economic Development Corp. "Michigan is one of the top states that is focusing its attention and investment dollars on research and development of emerging industries such as alternative energy and renewable fuels."
If the $2-billion investment in future energy technologies comes to fruition, it could create about 72,000 jobs in the alternative energy field, according to Granholm and some industry projections. The governor didn't elaborate on the timetable for the estimated job expansion.
Michigan ranked fifth in the nation for alternative energy research because eight of the top 250 alternative energy companies are here, according to a 2004 survey conducted by Plunkett's Renewable, Alternative & Hydrogen Energy Industry Almanac. The companies were Consumers Energy, DaimlerChrysler AG, Delphi Corp., Dow Chemical Corp., Energy Conversion Devices, Ford Motor Co., General Motors Corp., and United Solar Ovonic.
Meanwhile, 17 of the 250 companies had a significant technological presence in the state. In terms of overall investments states made for studying alternative energy sources, Michigan ranked eighth, with $17.37 billion in expenditures.
Currently, Michigan has 51 biomass plants, 12 photovoltaic facilities and seven wind-powered plants operating, and five ethanol plants are being built around the state.
"Whether it's corn production or other types of products that could be converted into ethanol, we clearly can be competitive and have market potential with ethanol," Mason said. "I think we can compete in that arena."
Contact ALEJANDRO BODIPO-MEMBA at 313-222-5008 or bodipo@freepress.com.
Email this
The State of Michigan is racing to become the nation's first alternative energy research hub, as Americans grapple with President George W. Bush's recent statement that the United States is addicted to foreign oil.
The initiative calls for investing up to $2 billion in research, development and business incubation and could create thousands of jobs for engineers and other technically skilled Michigan residents if it's successful.
And, given the president's mandate to wean the country off foreign oil, public and private interests in Michigan are pushing aggressively to ensure that the Great Lakes State is the hub for research in alternative energy.
"We want Michigan to be the state that lays claim to this emerging sector," said Gov. Jennifer Granholm, who pointed out the need to focus on alternative energy research during her State of the State address in January. "To take advantage of that legacy of research and development in the auto industry is a huge opportunity for our state."
Michigan, the automotive capital of the world for the past century, plans to spend $2 billion in bond money in the next decade to ensure that it becomes the nation's alternative energy epicenter. Close to $400 million of Michigan's tobacco settlement revenue in 2006-07 will go to support the program that involves research and development in alternative energy, life sciences, advanced manufacturing and homeland security. About $50 million in grants will be available each year from fiscal year 2006 through fiscal year 2011. State development departments will administer the money.
In fact, much of that money will be earmarked for non-transportation ventures that promote cleaner heating and cooling of homes and businesses.
As a key component of the governor's 21st Century Jobs Fund program, research into alternative energy and renewable fuels is expected to be the hallmark of a new high-tech workforce in Michigan. Among the technologies being examined are:
Hydrogen fuel cells: Fuel cells use stored hydrogen and oxygen from the air to produce electricity to power cars, trucks and stationary products. Fuel cells are virtually pollution free because they create only water vapor as exhaust.
Biodiesel: This is a domestic, renewable fuel technology for diesel engines. It comes from natural oils like soybean oil that can be combined with petroleum-based diesel fuel and used in existing diesel engines with little or no modification.
Ethanol: An alcohol-based additive made from corn and other agricultural products that can be blended with gasoline to promote greater fuel efficiency and cleaner emissions.
Solar: Solar panels capture the energy in sunlight. Solar power can be used in vehicles and households. Sunlight can be converted into electricity, too.
Nuclear: Primarily used to generate electricity, nuclear power is considered by some to be a cleaner form of energy compared to fossil fuel-based materials. The major concern, however, is whether nuclear power is safe enough to utilize more widely.
When asked about the possibilities of nuclear power being part of the future of alternative energy sources, Granholm said, "I think everything should be on the table, as long as it's safe and it's clean and its energy won't result in an accident."
Michigan's efforts to explore futuristic energy sources became more urgent after the president's State of the Union speech last month. In that speech, he named breaking America's addiction to foreign oil as a major priority for the nation.
NextEnergy model
The model for Michigan's rise to the top of the alternative energy sector is the public-private partnership that started NextEnergy in Detroit.
NextEnergy is a nonprofit research-and-development incubator focused on high-tech and alternative solutions to current energy problems.
Since it started in 2001, during the administration of Gov. John Engler, NextEnergy has become Michigan's premier example of how the state's economy is becoming less dependent on automotive companies and more diversified to boost its fortunes.
The 40,000-square-foot facility is near the campus of Wayne State University, in one of Michigan's 11 SmartZones that offer tax incentives to lure technology companies.
The U.S. Department of Energy gave the NextEnergy Alternative Fuel Infrastructure funding to test and demonstrate emerging fuel production and storage systems for vehicles and on-site power -- alternatives such as hydrogen, natural gas and bio-synthetic fuels.
"If we're serious about reducing large amounts of oil, transportation is the place we should be looking," said Jason Mark, a transportation analyst with the Union of Concerned Scientists in Berkeley, Calif. "I think we are one of a handful of places in North America that is focusing a significant amount of attention on this," said Jeff Mason, senior vice president for technology at the Michigan Economic Development Corp. "Michigan is one of the top states that is focusing its attention and investment dollars on research and development of emerging industries such as alternative energy and renewable fuels."
If the $2-billion investment in future energy technologies comes to fruition, it could create about 72,000 jobs in the alternative energy field, according to Granholm and some industry projections. The governor didn't elaborate on the timetable for the estimated job expansion.
Michigan ranked fifth in the nation for alternative energy research because eight of the top 250 alternative energy companies are here, according to a 2004 survey conducted by Plunkett's Renewable, Alternative & Hydrogen Energy Industry Almanac. The companies were Consumers Energy, DaimlerChrysler AG, Delphi Corp., Dow Chemical Corp., Energy Conversion Devices, Ford Motor Co., General Motors Corp., and United Solar Ovonic.
Meanwhile, 17 of the 250 companies had a significant technological presence in the state. In terms of overall investments states made for studying alternative energy sources, Michigan ranked eighth, with $17.37 billion in expenditures.
Currently, Michigan has 51 biomass plants, 12 photovoltaic facilities and seven wind-powered plants operating, and five ethanol plants are being built around the state.
"Whether it's corn production or other types of products that could be converted into ethanol, we clearly can be competitive and have market potential with ethanol," Mason said. "I think we can compete in that arena."
Contact ALEJANDRO BODIPO-MEMBA at 313-222-5008 or bodipo@freepress.com.
Email this
500 MW Hydrogen Power Plant Will Test Carbon Sequestration
Carson, California [RenewableEnergyAccess.com] BP and Edison Mission Group (EMG), a subsidiary of Edison International, plan on building a new $1 billion, 500 MW hydrogen-fueled power plant in California, which, while not using renewable energy, will generate clean electricity and sequester its carbon dioxide (CO2) emissions.
"Wide-scale deployment of technology such as hydrogen power can make a significant contribution towards the reduction in greenhouse gas emissions needed worldwide."
-- Ross Pillari, BP America president The first-of-its-kind plant would test the theories surrounding carbon-sequestration as a solution to the emissions currently escaping fossil fuel-based power plants all across the U.S. and countries beyond. Somewhat like the gases captured at east coast landfills for power production, this project would use the vast byproducts of an oil refinery to provide commercial power generation from the relatively clean combustion of hydrogen while also separating and sequestering the CO2. The following paragraphs are drawn directly from a BP press release.
The plant would be located alongside BP's Carson refinery, about 20 miles south of Los Angeles, and would be capable of producing 500 MW of "low-carbon" generation, enough power to serve 325,000 Southern California homes.
BP and EMG hope to complete detailed engineering and commercial studies in 2006, finalize project investment decisions in 2008 and bring the new power plant online by 2011.
The proposed Carson project would combine a number of existing industrial processes to provide a new option for generating electricity without significant CO2 emissions. Petroleum coke produced at California refineries would first be converted to hydrogen and CO2 gases and around 90 percent of the CO2 captured and separated. Petroleum coke is a residue produced when all useful volatile hydrocarbons are removed from crude oil in the refining process. Carson refinery's coker units produce around 3 to 4,000 tons of coke a day.
The hydrogen gas stream would be used to fuel a gas turbine to generate electricity. The captured CO2 would be transported by pipeline to an oilfield and injected into reservoir rock formations thousands of feet underground, both stimulating additional oil production and permanently trapping the CO2.
"This will be the first plant of its kind in the whole country and I think it is a perfect fit for our state," said California Governor Arnold Schwarzenegger, speaking at the announcement in Carson. "With our Strategic Growth Plan, a commitment to air quality, and innovative projects like this hydrogen plant, I know we can have clear skies, improve our quality of life and build a stronger, more vibrant economy for California."
Final project investment decisions will follow further study by the partners and review by the California Energy Commission and the South Coast Air Quality Management District. BP and EMG are beginning project discussions with state and federal government agencies and local stakeholders and are exploring options for selling the electricity the plant would generate. BP is in discussions with Occidental Petroleum to develop options for sequestering the CO2 in Occidental's California oilfields.
The costs of hydrogen power are higher than those of traditional power plant fuels. As a result, the project will depend, in part, on incentives provided in the Federal Energy Policy Act of 2005 for advanced gasification technologies. In addition, continued progress on the California Public Utilities Commission's electricity "resource adequacy" procurement policies will encourage this first-of-its-kind facility.
"Wide-scale deployment of technology such as hydrogen power can make a significant contribution towards the reduction in greenhouse gas emissions needed worldwide," said Ross Pillari, president of BP America. "California is a natural location for this project. Both the state and federal government have challenged businesses to take a leadership role in tackling carbon dioxide emissions. With this project, we expect to make a meaningful contribution to those goals."
--------------------------------------------------------------------------------
For further Information
BP Alternative Energy
Please Note: RenewableEnergyAccess.com does not endorse the sites behind these links. We offer them for your additional research. Following these links will open a new browser window.
--------------------------------------------------------------------------------
Total Comments (4) reader comments on this story
post a new comment
-- John Donaldson, February 14, 2006
While the Idea of sequestering the co2 back into the underground caverns shows promise of eliminating co2 buildup in the atmosphere, the larger problem of oxygen depletion needs to be addressed.
Large scale Hydrogen combustion contributes enormously towards the inherently greater problem of oxygen depletion of the atmosphere. Hydrogen combustion reduces the atmospheric content of oxygen and replaces it with water vapor. Without adding oxygen to the atmosphere during the production process of Hydrogen for combustion, atmospheric oxygen is depleted. Reprocessing carbon based fuels to generate hydrogen is generally a path towards oxygen depletion.
Electrolysis with energy from green sources in conjunction with releasing the associated oxygen particles guarantees a net zero affect on the oxygen content of the atmosphere.
As oxygen is required for most life forms depletion is not an acceptable large scale process.
-- Patrick Hubert, FinÆnviro, February 15, 2006
Order of magnitude : O2 in atmosphere = 20% ; CO2 = 0,04% (+/- 400 ppm). O2 depletion is an intriguing concept, but it seems to me we'll run out (or get out) of fossil fuels long before it becomes a concern.
P.H.
-- John Donaldson, February 15, 2006
This is not strictly a fossil fuel issue but a combustion issue. A good reference to this subject can be found at: http://www.magnegas.com/technology/part6.htm. If we do indeed move to hydrogen fuel we need to use extreme caution in replenishing the o2 in the atmosphere as part of the generation or combustion cycle of the engine.
J.D.
-- Stuart Bloom, February 15, 2006
I think the order-of-magnitude issue is a good point. I just don't think we'll make much of a dent in O2 concentration with this application. This is another good example of trying something for real and analyzing the results. If carbon sequestration doens't work as well as hypothesized, then we'll know before we invest too much into trying to do it with clean coal initiatives. If it works, then we have the means to make coal and natural gas a better long-term energy source.
Stu
Add Your Comment
Registered users, please make sure to Log In. We and others want to know your ideas and opinions.
If you are not yet Registered -- it's quick and easy. Just click below.
Carson, California [RenewableEnergyAccess.com] BP and Edison Mission Group (EMG), a subsidiary of Edison International, plan on building a new $1 billion, 500 MW hydrogen-fueled power plant in California, which, while not using renewable energy, will generate clean electricity and sequester its carbon dioxide (CO2) emissions.
"Wide-scale deployment of technology such as hydrogen power can make a significant contribution towards the reduction in greenhouse gas emissions needed worldwide."
-- Ross Pillari, BP America president The first-of-its-kind plant would test the theories surrounding carbon-sequestration as a solution to the emissions currently escaping fossil fuel-based power plants all across the U.S. and countries beyond. Somewhat like the gases captured at east coast landfills for power production, this project would use the vast byproducts of an oil refinery to provide commercial power generation from the relatively clean combustion of hydrogen while also separating and sequestering the CO2. The following paragraphs are drawn directly from a BP press release.
The plant would be located alongside BP's Carson refinery, about 20 miles south of Los Angeles, and would be capable of producing 500 MW of "low-carbon" generation, enough power to serve 325,000 Southern California homes.
BP and EMG hope to complete detailed engineering and commercial studies in 2006, finalize project investment decisions in 2008 and bring the new power plant online by 2011.
The proposed Carson project would combine a number of existing industrial processes to provide a new option for generating electricity without significant CO2 emissions. Petroleum coke produced at California refineries would first be converted to hydrogen and CO2 gases and around 90 percent of the CO2 captured and separated. Petroleum coke is a residue produced when all useful volatile hydrocarbons are removed from crude oil in the refining process. Carson refinery's coker units produce around 3 to 4,000 tons of coke a day.
The hydrogen gas stream would be used to fuel a gas turbine to generate electricity. The captured CO2 would be transported by pipeline to an oilfield and injected into reservoir rock formations thousands of feet underground, both stimulating additional oil production and permanently trapping the CO2.
"This will be the first plant of its kind in the whole country and I think it is a perfect fit for our state," said California Governor Arnold Schwarzenegger, speaking at the announcement in Carson. "With our Strategic Growth Plan, a commitment to air quality, and innovative projects like this hydrogen plant, I know we can have clear skies, improve our quality of life and build a stronger, more vibrant economy for California."
Final project investment decisions will follow further study by the partners and review by the California Energy Commission and the South Coast Air Quality Management District. BP and EMG are beginning project discussions with state and federal government agencies and local stakeholders and are exploring options for selling the electricity the plant would generate. BP is in discussions with Occidental Petroleum to develop options for sequestering the CO2 in Occidental's California oilfields.
The costs of hydrogen power are higher than those of traditional power plant fuels. As a result, the project will depend, in part, on incentives provided in the Federal Energy Policy Act of 2005 for advanced gasification technologies. In addition, continued progress on the California Public Utilities Commission's electricity "resource adequacy" procurement policies will encourage this first-of-its-kind facility.
"Wide-scale deployment of technology such as hydrogen power can make a significant contribution towards the reduction in greenhouse gas emissions needed worldwide," said Ross Pillari, president of BP America. "California is a natural location for this project. Both the state and federal government have challenged businesses to take a leadership role in tackling carbon dioxide emissions. With this project, we expect to make a meaningful contribution to those goals."
--------------------------------------------------------------------------------
For further Information
BP Alternative Energy
Please Note: RenewableEnergyAccess.com does not endorse the sites behind these links. We offer them for your additional research. Following these links will open a new browser window.
--------------------------------------------------------------------------------
Total Comments (4) reader comments on this story
post a new comment
-- John Donaldson, February 14, 2006
While the Idea of sequestering the co2 back into the underground caverns shows promise of eliminating co2 buildup in the atmosphere, the larger problem of oxygen depletion needs to be addressed.
Large scale Hydrogen combustion contributes enormously towards the inherently greater problem of oxygen depletion of the atmosphere. Hydrogen combustion reduces the atmospheric content of oxygen and replaces it with water vapor. Without adding oxygen to the atmosphere during the production process of Hydrogen for combustion, atmospheric oxygen is depleted. Reprocessing carbon based fuels to generate hydrogen is generally a path towards oxygen depletion.
Electrolysis with energy from green sources in conjunction with releasing the associated oxygen particles guarantees a net zero affect on the oxygen content of the atmosphere.
As oxygen is required for most life forms depletion is not an acceptable large scale process.
-- Patrick Hubert, FinÆnviro, February 15, 2006
Order of magnitude : O2 in atmosphere = 20% ; CO2 = 0,04% (+/- 400 ppm). O2 depletion is an intriguing concept, but it seems to me we'll run out (or get out) of fossil fuels long before it becomes a concern.
P.H.
-- John Donaldson, February 15, 2006
This is not strictly a fossil fuel issue but a combustion issue. A good reference to this subject can be found at: http://www.magnegas.com/technology/part6.htm. If we do indeed move to hydrogen fuel we need to use extreme caution in replenishing the o2 in the atmosphere as part of the generation or combustion cycle of the engine.
J.D.
-- Stuart Bloom, February 15, 2006
I think the order-of-magnitude issue is a good point. I just don't think we'll make much of a dent in O2 concentration with this application. This is another good example of trying something for real and analyzing the results. If carbon sequestration doens't work as well as hypothesized, then we'll know before we invest too much into trying to do it with clean coal initiatives. If it works, then we have the means to make coal and natural gas a better long-term energy source.
Stu
Add Your Comment
Registered users, please make sure to Log In. We and others want to know your ideas and opinions.
If you are not yet Registered -- it's quick and easy. Just click below.
Nissan Canada Puts Fuel Cell Technology to the Test in British Columbia
SURREY, BC, Feb. 14 /CNW/ - Nissan Canada Inc. (NCI) today announced an
initiative that will put its newest fuel cell-equipped vehicle to the test.
The new 70 megapascal (MPa) high-pressure hydrogen-powered Nissan X-Trail FCV
(fuel cell vehicle) arrived in Canada for testing which will take place in and
around the Greater Vancouver Area.
The Nissan X-Trail FCV contains a Canadian-built hydrogen fuel cylinder
manufactured by Dynetek Industries Ltd. of Calgary, Alta. The vehicle is being
tested at Surrey, B.C.-based Powertech Labs Inc., a wholly owned subsidiary of
BC Hydro, in conjunction with Fuel Cells Canada. Fuel Cells Canada manages the
Hydrogen Highway(TM), a coordinated, large-scale demonstration and deployment
program intended to accelerate the commercialization of hydrogen and fuel-cell
technologies. Nissan joined these organizations today in Surrey to kick off
the testing.
"Through Nissan's advances in hydrogen fuel cell technology, we hope to
improve the practicality of fuel cells as a future clean power source," said
John Junker-Andersen, Director, Parts, Service and Quality Assurance at NCI.
"Together with the assistance of Powertech and BC Hydro, we are working hard
to make the benefits of fuel cells and their promise of high efficiency and
zero emissions a viable reality."
A fuel cell vehicle is in effect an electric vehicle, using a fuel cell
to convert hydrogen and oxygen into electricity. The electricity is generated
by a chemical reaction inside the fuel cell stack when hydrogen from the fuel
cylinder combines with oxygen in air. The only by-product is water, making
FCVs completely emissions-free.
"With partners such as Nissan and BC Hydro, we are able to test
compressed hydrogen in real world situations," said Robb Thompson, Dynetek
Industries Ltd. "Through these tests, we have demonstrated that compressed
hydrogen is the best commercially suitable alternative for the success of the
hydrogen economy."
Nissan will test the vehicle in a number of environments and drive
cycles, including moderate cold-weather, high-speed hill climbs and highway
driving, to evaluate the vehicle's capabilities and the hydrogen fuel system's
performance.
"As members of the Hydrogen Highway(TM), we are pleased to support
Nissan's vehicle testing program," said Livio Gambone, Manager, Vehicle
Programs at Powertech. "Our climate and geography, plus access to our 70 MPa
hydrogen filling station, make the Vancouver area the best and only place to
test the viability and endurance of this FCV."
The 70 MPa high-pressure hydrogen-powered Nissan X-Trail FCV is the
company's most-recent developmental fuel cell vehicle. Equipped with the
first-ever Nissan-constructed fuel cell stack, the X-Trail FCV also boasts a
more compact design and increased power. A previous 2003 model offered a
cruising range of 350 km, but thanks to improved stack efficiency and a
30 percent increase in the high-pressure Dynetek hydrogen cylinder's storage
capacity, the new X-Trail FCV is expected to achieve a cruising range of more
than 500 km.
"We applaud Nissan Canada's decision to test their newest hydrogen
powered fuel cell vehicle along the Hydrogen Highway(TM)," said John Tak,
President and CEO, Fuel Cells Canada. "As a world-leading centre for hydrogen
and fuel cell expertise, British Columbia's Hydrogen Highway(TM) is an ideal
proving ground to test and demonstrate these technologies."
Nissan has been working on FCV development since 1996. In addition to
design and engineering work conducted in Japan, extensive testing and
development has also been conducted in other markets, including the United
States, where Nissan is a member of the California Fuel Cell Partnership
(CaFCP).
About Nissan Canada Inc.
Nissan Canada Inc. is the Canadian sales, marketing and distribution
subsidiary of Nissan Motor Limited and Nissan North America, Inc. With offices
in Vancouver (BC), Mississauga (ON), and Kirkland (QC), Nissan Canada directly
employs 290 staff, while 146 independent businesses hold exclusive Nissan
dealerships and 29 hold exclusive Infiniti dealerships.
About Powertech Labs Inc.
Powertech is recognized internationally for its expertise in fuel storage
and delivery systems for compressed gas fuelled vehicles, and is the only
provider in the world of 70 MPa hydrogen filling stations. With over 18 years'
experience with high-pressure fuel systems for vehicles, Powertech dedicates
its expertise to the testing of hydrogen and CNG rather than their production,
to ensure that the products entering the marketplace are reliable and
certified.
About Dynetek Industries Ltd.
Dynetek Industries Ltd. designs, produces and markets one of the lightest
and most advanced fuel storage and refueling systems for compressed natural
gas, low emission vehicles and compressed hydrogen, zero-emission fuel cell
vehicles. Dynetek is recognized around the world for its solutions-of-choice
to the alternate fuel vehicle sector, evidenced by strategic relationships
with major manufacturers around the globe. Dynetek is listed on the Toronto
Stock Exchange, symbol: DNK.
About Fuel Cells Canada
Fuel Cells Canada is a non-profit, national industry association. It
works closely with industry, government and academia to achieve its mandate of
accelerating the development of Canada's world-leading fuel cell and hydrogen
industry. FCC provides services and support to Canadian corporations,
educational institutions and business alliances promoting, developing,
demonstrating, and deploying fuel cell and related products and services in
Canada.
/NOTE TO PHOTO EDITORS: A photo of the all new Nissan X-Trail FCV with
representatives from Nissan Canada Inc., Powertech Labs Inc. and Fuel
Cells Canada is available on the CNW Photo Network./
For further information: or photography, please contact: John Lindo,
Nissan Canada Inc. at (905) 629-6461 or john.lindo@nissancanada.com; or
Barb Bryson, Cohn & Wolfe at (416) 924-5700, ext. 4057 or
barbara_bryson@ca.cohnwolfe.com; or For a photo of Nissan's latest X-Trail
FCV (vehicle only), please visit:
http://press.nissan-global.com/EN/PHOTOGRAPHS/technology.htm
(From left to right) John W. Tak, President and CEO, Fuel Cells Canada, Richard Marchant (inside car), Chief Operating Officer, Powertech Labs Inc., and John Junker-Andersen, Director, Parts, Service and Quality Assurance at Nissan Canada Inc., celebrate the kick off of testing on Nissan's all new X-Trail Fuel Cell Vehicle (FCV). The X-Trail FCV, which features Nissan’s first in-house built fuel cell stack, is being tested at Surrey, B.C.-based Powertech labs in conjunction with Fuel Cells Canada in an effort to make FCVs a viable future clean power source. With water as their only byproduct, FCVs are completely emissions free. (CNW Group/ Nissan Canada Inc.)
SURREY, BC, Feb. 14 /CNW/ - Nissan Canada Inc. (NCI) today announced an
initiative that will put its newest fuel cell-equipped vehicle to the test.
The new 70 megapascal (MPa) high-pressure hydrogen-powered Nissan X-Trail FCV
(fuel cell vehicle) arrived in Canada for testing which will take place in and
around the Greater Vancouver Area.
The Nissan X-Trail FCV contains a Canadian-built hydrogen fuel cylinder
manufactured by Dynetek Industries Ltd. of Calgary, Alta. The vehicle is being
tested at Surrey, B.C.-based Powertech Labs Inc., a wholly owned subsidiary of
BC Hydro, in conjunction with Fuel Cells Canada. Fuel Cells Canada manages the
Hydrogen Highway(TM), a coordinated, large-scale demonstration and deployment
program intended to accelerate the commercialization of hydrogen and fuel-cell
technologies. Nissan joined these organizations today in Surrey to kick off
the testing.
"Through Nissan's advances in hydrogen fuel cell technology, we hope to
improve the practicality of fuel cells as a future clean power source," said
John Junker-Andersen, Director, Parts, Service and Quality Assurance at NCI.
"Together with the assistance of Powertech and BC Hydro, we are working hard
to make the benefits of fuel cells and their promise of high efficiency and
zero emissions a viable reality."
A fuel cell vehicle is in effect an electric vehicle, using a fuel cell
to convert hydrogen and oxygen into electricity. The electricity is generated
by a chemical reaction inside the fuel cell stack when hydrogen from the fuel
cylinder combines with oxygen in air. The only by-product is water, making
FCVs completely emissions-free.
"With partners such as Nissan and BC Hydro, we are able to test
compressed hydrogen in real world situations," said Robb Thompson, Dynetek
Industries Ltd. "Through these tests, we have demonstrated that compressed
hydrogen is the best commercially suitable alternative for the success of the
hydrogen economy."
Nissan will test the vehicle in a number of environments and drive
cycles, including moderate cold-weather, high-speed hill climbs and highway
driving, to evaluate the vehicle's capabilities and the hydrogen fuel system's
performance.
"As members of the Hydrogen Highway(TM), we are pleased to support
Nissan's vehicle testing program," said Livio Gambone, Manager, Vehicle
Programs at Powertech. "Our climate and geography, plus access to our 70 MPa
hydrogen filling station, make the Vancouver area the best and only place to
test the viability and endurance of this FCV."
The 70 MPa high-pressure hydrogen-powered Nissan X-Trail FCV is the
company's most-recent developmental fuel cell vehicle. Equipped with the
first-ever Nissan-constructed fuel cell stack, the X-Trail FCV also boasts a
more compact design and increased power. A previous 2003 model offered a
cruising range of 350 km, but thanks to improved stack efficiency and a
30 percent increase in the high-pressure Dynetek hydrogen cylinder's storage
capacity, the new X-Trail FCV is expected to achieve a cruising range of more
than 500 km.
"We applaud Nissan Canada's decision to test their newest hydrogen
powered fuel cell vehicle along the Hydrogen Highway(TM)," said John Tak,
President and CEO, Fuel Cells Canada. "As a world-leading centre for hydrogen
and fuel cell expertise, British Columbia's Hydrogen Highway(TM) is an ideal
proving ground to test and demonstrate these technologies."
Nissan has been working on FCV development since 1996. In addition to
design and engineering work conducted in Japan, extensive testing and
development has also been conducted in other markets, including the United
States, where Nissan is a member of the California Fuel Cell Partnership
(CaFCP).
About Nissan Canada Inc.
Nissan Canada Inc. is the Canadian sales, marketing and distribution
subsidiary of Nissan Motor Limited and Nissan North America, Inc. With offices
in Vancouver (BC), Mississauga (ON), and Kirkland (QC), Nissan Canada directly
employs 290 staff, while 146 independent businesses hold exclusive Nissan
dealerships and 29 hold exclusive Infiniti dealerships.
About Powertech Labs Inc.
Powertech is recognized internationally for its expertise in fuel storage
and delivery systems for compressed gas fuelled vehicles, and is the only
provider in the world of 70 MPa hydrogen filling stations. With over 18 years'
experience with high-pressure fuel systems for vehicles, Powertech dedicates
its expertise to the testing of hydrogen and CNG rather than their production,
to ensure that the products entering the marketplace are reliable and
certified.
About Dynetek Industries Ltd.
Dynetek Industries Ltd. designs, produces and markets one of the lightest
and most advanced fuel storage and refueling systems for compressed natural
gas, low emission vehicles and compressed hydrogen, zero-emission fuel cell
vehicles. Dynetek is recognized around the world for its solutions-of-choice
to the alternate fuel vehicle sector, evidenced by strategic relationships
with major manufacturers around the globe. Dynetek is listed on the Toronto
Stock Exchange, symbol: DNK.
About Fuel Cells Canada
Fuel Cells Canada is a non-profit, national industry association. It
works closely with industry, government and academia to achieve its mandate of
accelerating the development of Canada's world-leading fuel cell and hydrogen
industry. FCC provides services and support to Canadian corporations,
educational institutions and business alliances promoting, developing,
demonstrating, and deploying fuel cell and related products and services in
Canada.
/NOTE TO PHOTO EDITORS: A photo of the all new Nissan X-Trail FCV with
representatives from Nissan Canada Inc., Powertech Labs Inc. and Fuel
Cells Canada is available on the CNW Photo Network./
For further information: or photography, please contact: John Lindo,
Nissan Canada Inc. at (905) 629-6461 or john.lindo@nissancanada.com; or
Barb Bryson, Cohn & Wolfe at (416) 924-5700, ext. 4057 or
barbara_bryson@ca.cohnwolfe.com; or For a photo of Nissan's latest X-Trail
FCV (vehicle only), please visit:
http://press.nissan-global.com/EN/PHOTOGRAPHS/technology.htm
(From left to right) John W. Tak, President and CEO, Fuel Cells Canada, Richard Marchant (inside car), Chief Operating Officer, Powertech Labs Inc., and John Junker-Andersen, Director, Parts, Service and Quality Assurance at Nissan Canada Inc., celebrate the kick off of testing on Nissan's all new X-Trail Fuel Cell Vehicle (FCV). The X-Trail FCV, which features Nissan’s first in-house built fuel cell stack, is being tested at Surrey, B.C.-based Powertech labs in conjunction with Fuel Cells Canada in an effort to make FCVs a viable future clean power source. With water as their only byproduct, FCVs are completely emissions free. (CNW Group/ Nissan Canada Inc.)
Motoring - Si, mama, no battery! Fiat goes fuel-cell direct
Si, mama, no battery! Fiat goes fuel-cell direct
February 14, 2006
The Fiat Panda Hydrogen prototype is the result of a joint venture between Fiat, the Italian research and environment ministries and top component suppliers - most of them Italian.
It was developed, says Fiat, to safeguard the environment while offering performance and interior space on a par with conventional vehicles.
The Panda Hydrogen, unlike previous fuel-cell prototypes, uses a "full power" system. There's no battery – the fuel cells deliver all the power required by the electric motor.
The system is based on fuel cells made by Italian-American fuel-cell specialist Nuvera with a turbo-blower to supply the cells with air, a cooling system to deal with the exhaust gases (superheated steam!) and auxiliary components developed within the Fiat group
There's no battery – the fuel cells deliver all the power required by the electric motor
.
The fuel cells, each made up of a number of smaller cells connected in series, are housed under the floor. Inside them a catalyst forces hydrogen and oxygen molecules to react, producing water vapour and heat; electricity is generated with very high efficiency and zero emissions.
The hydrogen is contained at a pressure of 350 bar in a tank made of composite material under the car's rear floor. Hydrogen is supplied to the cells at 1.5 bar, together with oxygen contained in the air.
The system is so efficient, says Fiat, that 60 percent of its output is available at 20 percent of maximum power. Its construction is relatively simple and it performs well at low temperatures, making it suitable for use in vehicles
The system is so efficient that 60 percent of its output is available at 20 percent of maximum power
.
The alternating current, three-phase electric motor and transmission are in the engine compartment along with the accessories required to operate the system as a whole.
The engine delivers a claimed 60kW at full power, giving the Panda Hydrogen a top speed of more than 130km/h and acceleration from 0-50km/h in five seconds. The car can also pull away up a 20º slope.
The hydrogen tank capacity gives the Panda Hydrogen a range of more than 200km around town. Refuelling takes less than five minutes, about the same as a car powered by compressed natural gas.
Fiat has been active in the development of alternative minimum environmental impact power units for some time, beginning with the Seicento Elettra H2 Fuel Cell and Seicento Hydrogen in 2001.
With the Panda Hydrogen, the company plans to move its research from laboratory prototypes to field trials. A small fleet of demonstration cars will be introduced in 2006 ahead of wide-ranging test programmes supported by the Italian government and the European Union.
The ultimate aim is to have the cars in showrooms within 20 years.
Si, mama, no battery! Fiat goes fuel-cell direct
February 14, 2006
The Fiat Panda Hydrogen prototype is the result of a joint venture between Fiat, the Italian research and environment ministries and top component suppliers - most of them Italian.
It was developed, says Fiat, to safeguard the environment while offering performance and interior space on a par with conventional vehicles.
The Panda Hydrogen, unlike previous fuel-cell prototypes, uses a "full power" system. There's no battery – the fuel cells deliver all the power required by the electric motor.
The system is based on fuel cells made by Italian-American fuel-cell specialist Nuvera with a turbo-blower to supply the cells with air, a cooling system to deal with the exhaust gases (superheated steam!) and auxiliary components developed within the Fiat group
There's no battery – the fuel cells deliver all the power required by the electric motor
.
The fuel cells, each made up of a number of smaller cells connected in series, are housed under the floor. Inside them a catalyst forces hydrogen and oxygen molecules to react, producing water vapour and heat; electricity is generated with very high efficiency and zero emissions.
The hydrogen is contained at a pressure of 350 bar in a tank made of composite material under the car's rear floor. Hydrogen is supplied to the cells at 1.5 bar, together with oxygen contained in the air.
The system is so efficient, says Fiat, that 60 percent of its output is available at 20 percent of maximum power. Its construction is relatively simple and it performs well at low temperatures, making it suitable for use in vehicles
The system is so efficient that 60 percent of its output is available at 20 percent of maximum power
.
The alternating current, three-phase electric motor and transmission are in the engine compartment along with the accessories required to operate the system as a whole.
The engine delivers a claimed 60kW at full power, giving the Panda Hydrogen a top speed of more than 130km/h and acceleration from 0-50km/h in five seconds. The car can also pull away up a 20º slope.
The hydrogen tank capacity gives the Panda Hydrogen a range of more than 200km around town. Refuelling takes less than five minutes, about the same as a car powered by compressed natural gas.
Fiat has been active in the development of alternative minimum environmental impact power units for some time, beginning with the Seicento Elettra H2 Fuel Cell and Seicento Hydrogen in 2001.
With the Panda Hydrogen, the company plans to move its research from laboratory prototypes to field trials. A small fleet of demonstration cars will be introduced in 2006 ahead of wide-ranging test programmes supported by the Italian government and the European Union.
The ultimate aim is to have the cars in showrooms within 20 years.
Time to get serious: America has dithered for decades on oil conservation, but market will force action
Columbus Dispatch (Ohio) (KRT) Via Thomson Dialog NewsEdge) Feb. 14--What will it take for President Bush, Congress and ordinary Americans to get serious about using less oil?
The nation has spent nearly two weeks dissecting the president's dramatic State of the Union declaration that he wants to break America's addiction to oil, and the prognosis for meaningful change is gloomy.
First of all, Bush's bold stance for oil-import reductions is an old idea, voiced by President Nixon in 1971 and by President Carter in 1977. Both vowed to reduce America's dependence on foreign oil and both urged conservation, yet the percentage of imported oil has risen substantially since the 1970s, and Hummers still are considered a lot sexier than cardigan sweaters.
Further, Bush's attention-getting call to reduce Mideast oil imports by 75 percent in the next 20 years was undercut the day after the State of the Union speech when Energy Secretary Samuel Bodman told reporters in a conference call that the president was just being hypothetical. The backtracking is disappointing, but it shouldn't be a surprise.
Last year's long-awaited energy bill did little to move the nation beyond fossil fuels, concentrating most of its subsidies and tax breaks on oil and coal companies. In the State of the Union address, Bush spoke of boosting research on alternatives, such as solar, wind and nuclear energy, as well as hydrogen fuel cells and new formulations of ethanol for cars. But his five-year projections for the federal budget show cuts or only modest funding for alternative-energy research.
Bush and Congress also have failed, year after year, to take the most elemental steps to encourage energy conservation, the surest and simplest way to use less oil. Gas-mileage requirements for cars and trucks are overly modest. Congress' refusal to place gas-guzzling sport utility vehicles, vans and pickup trucks under the same requirements as other cars compounds the waste.
While the economy would benefit if the government supported alternative-energy research more substantially, market forces already are on the job.
Ever-higher oil and gas prices are certain; the only question is how high they'll go and how fast, and the nation's original oil-pusher -- the auto industry -- finally may be responding. The annual North American International Auto Show in Detroit in January showcased alternative-fuel works-inprogress by all the major automakers.
On display were vehicles powered by ethanol-gasoline blends, low-sulfur diesel, biodiesel compressed natural gas, liquid hydrogen and gaseous hydrogen.
Since the peak of the SUV craze in 2000, sales of the fuel-hog monsters have dropped markedly. In 2005, sales of large SUVs dropped by more than 200,000, a decline of 20.5 percent. Medium-SUV sales dropped by a similar percentage.
At the same time, sales of gas-electric hybrids have taken wing. In 2000, Toyota and Honda combined sold fewer than 10,000 hybrids. In 2005, with many more players in the hybrid market, according to the automotive Web site Edmunds.com, hybrids accounted for more than 175,000 new cars sold.
As gasoline becomes more expensive, consumers are starting to demand alternatives.
Though nobody likes to see prices for oil and gas climb, the increases are a blessing because they drive research, development and demand for such alternatives.
[ Back To TMCnet.com's Homepage ]
Columbus Dispatch (Ohio) (KRT) Via Thomson Dialog NewsEdge) Feb. 14--What will it take for President Bush, Congress and ordinary Americans to get serious about using less oil?
The nation has spent nearly two weeks dissecting the president's dramatic State of the Union declaration that he wants to break America's addiction to oil, and the prognosis for meaningful change is gloomy.
First of all, Bush's bold stance for oil-import reductions is an old idea, voiced by President Nixon in 1971 and by President Carter in 1977. Both vowed to reduce America's dependence on foreign oil and both urged conservation, yet the percentage of imported oil has risen substantially since the 1970s, and Hummers still are considered a lot sexier than cardigan sweaters.
Further, Bush's attention-getting call to reduce Mideast oil imports by 75 percent in the next 20 years was undercut the day after the State of the Union speech when Energy Secretary Samuel Bodman told reporters in a conference call that the president was just being hypothetical. The backtracking is disappointing, but it shouldn't be a surprise.
Last year's long-awaited energy bill did little to move the nation beyond fossil fuels, concentrating most of its subsidies and tax breaks on oil and coal companies. In the State of the Union address, Bush spoke of boosting research on alternatives, such as solar, wind and nuclear energy, as well as hydrogen fuel cells and new formulations of ethanol for cars. But his five-year projections for the federal budget show cuts or only modest funding for alternative-energy research.
Bush and Congress also have failed, year after year, to take the most elemental steps to encourage energy conservation, the surest and simplest way to use less oil. Gas-mileage requirements for cars and trucks are overly modest. Congress' refusal to place gas-guzzling sport utility vehicles, vans and pickup trucks under the same requirements as other cars compounds the waste.
While the economy would benefit if the government supported alternative-energy research more substantially, market forces already are on the job.
Ever-higher oil and gas prices are certain; the only question is how high they'll go and how fast, and the nation's original oil-pusher -- the auto industry -- finally may be responding. The annual North American International Auto Show in Detroit in January showcased alternative-fuel works-inprogress by all the major automakers.
On display were vehicles powered by ethanol-gasoline blends, low-sulfur diesel, biodiesel compressed natural gas, liquid hydrogen and gaseous hydrogen.
Since the peak of the SUV craze in 2000, sales of the fuel-hog monsters have dropped markedly. In 2005, sales of large SUVs dropped by more than 200,000, a decline of 20.5 percent. Medium-SUV sales dropped by a similar percentage.
At the same time, sales of gas-electric hybrids have taken wing. In 2000, Toyota and Honda combined sold fewer than 10,000 hybrids. In 2005, with many more players in the hybrid market, according to the automotive Web site Edmunds.com, hybrids accounted for more than 175,000 new cars sold.
As gasoline becomes more expensive, consumers are starting to demand alternatives.
Though nobody likes to see prices for oil and gas climb, the increases are a blessing because they drive research, development and demand for such alternatives.
[ Back To TMCnet.com's Homepage ]
Nuvera Fuel Cell Featured at Turin, the Hydrogen City
Nuvera’s automotive fuel cell technology featured in the Fiat Panda Hydrogen was officially presented at the first Hydrogen Olympics in Turin, Italy
Turin, Italy--Nuvera Fuel Cells announced today that Fiat presented the Panda Hydrogen, a fuel cell powered car, at Hy Park, scene of the first ever Hydrogen Olympics.
Hy Park, promoted by Regione Piemonte, is not just a show-case of hydrogen technologies, but the demonstration of Regione system approach where local industries, research centers, academia, together with the Fiat Group, play a leading role in developing hydrogen applications. Hy Park meets the Olympic Winter Games with a new found force and celebrates an extraordinary event: the first Olympics where hydrogen will be used to produce energy. Hy Park takes place in Turin from February 8 – 19.
The Fiat Panda Hydrogen is the first vehicle that features Nuvera’s new Andromeda II stack, which has high power density, cold start capability and extreme durability.
The mass of people attending the Winter Games will be introduced to hydrogen energy through the Hydrogen Olympics, the only other major event taking place in Turin at this time. Fiat presented the Panda Hydrogen to the Regione Piemonte, of which Turin is the capital city, where they also announced a cooperation to develop hydrogen fuelled transportation and the study of a test fleet of Panda Hydrogen cars featuring Nuvera stack technology.
Nuvera Fuel Cells is a global leader in the development and advancement of multi-fuel processing and fuel cell technology committed to providing clean, safe and efficient power solutions. With offices located in Italy and the USA, Nuvera is committed to advancing the commercialization of hydrogen fuel cell power modules for industrial vehicles, equipment and stationary applications, natural gas fuel cell power systems for cogeneration applications, and on-board gasoline fuel processors and fuel cell stacks for automotive applications. Nuvera Fuel Cells Europe is ISO 9001:2000 certified for “Research, Development, Design, Production and Servicing of Fuel Cell Stacks and Fuel Cell Systems.”
Fiat is one of the pioneer companies in the automobile industry, and has produced more than 85 million passenger cars and light commercial vehicles, including no less than 400 models, since 1899, when the company was founded in Turin, Italy. Some of them have represented milestones in the automotive industry. The Fiat Group's Automobiles Sector operates world-wide with the following
brands: Fiat, celebrated for value, economy, and innovation and whose mass produced cars are distributed over almost the entire price class spectrum; Lancia (acquired in 1969) means prestige cars noted for their elegant styling, and comfort; Alfa Romeo (acquired in 1986) is famous as a maker of sport and luxury vehicles of style and distinction; Maserati (acquired in 1992) represents a landmark in the history of the automobile; Ferrari (acquired in 1969), well renowned for unsurpassed design, performance, and luxury, is a legendary automobile that imparts special cachet to its owner. www.fiatautopress.com; www.fiat.com; www.lancia.com; www.alfaromeo.com; www.maserati.com; www.ferrariworld.com
--------------------------------------------------------------------------------
Related Story
Region of Piedmont cooperative program for hydrogen fueled transport
Mercedes Bresso, President of the Region of Piedmont, and Sergio Marchionne, CEO of Fiat, announce a wide-ranging cooperative program for hydrogen fueled transport, as foreseen in the protocol of intent signed a the end of December 2005.
Andrea Bairati, Region of Piedmont Assessor of Innovation, and Giuseppe Bonollo, Vice President of Product Portfolio Management at Fiat Auto, also attend the event which takes place at Hy Park, a dedicated area showcasing hydrogen applications during the Olympic Winter Games.
Fiat and Regione Piemonte will cooperate on local and European-level programs over the short and long term. They will promote Piedmont as a key research and development center in this innovative area.
“The cooperation with the Fiat Group – explains President Mercedes Bresso – is strategic also in view of the creation of the "Piemonte Idrogeno" EnterpriseAssociation to promote the development of hydrogen-based technologies applied to transportation and portable and stationary electric power generation systems and to acquire new skills and competitiveness in the sector. We also plan the launch of several strategic projects in 2006 that will immediately involve small, medium, and large industries, the TurinPolytechnic, the Universityof Turin, and regional research centers – Bresso concludes.
Sergio Marchionne, CEO of Fiat, comments: “The cooperation with the Region of Piedmontfor the research and development of hydrogen fueled vehicles allows us to face the future with the knowledge to take things forward.
The Fiat Group intends to play a leading role in this challenge, and I hope that the Piedmonteese region could be a leader at a European level, participating to the EU Research Programmes and attracting funds to generate new competitiveness.”
“The Region of Piedmont - says Andrea Bairati, Assessor of Innovation - has thus contacted the European Community to become a candidate, together with other Italian regions (Lombardy, Trentino-Alto Adige, Veneto, and Friuli Venezia Giulia), as a Hydrogen Com Area for the development of large European demonstration projects of hydrogen-based technologies. Piedmontwishes to play an important role in the Joint Technology Initiative (JTI) for hydrogen to be defined by the European Commission. This initiative, envisaged in the next Research Framework Program FP7 (2007-2013) - Bairati concludes - represents an opportunity for attracting major investments in Italysupporting the growth of skills and development of innovative technologies.”
Fiat will support these initiatives by lending some of its internationally recognized experts, including available resources at the Fiat Research Center in Orbassano and Fiat Auto innovation facilities.
“One major project – specifies Giuseppe Bonollo, Vice President of Product Portfolio Management at Fiat Auto - calls for the study of a Panda Hydrogen lab fleet equipped with instrumentation to measure vehicle and system performance with innovative components under real operating conditions”.
Fiat has realized the first Panda Hydrogen prototype, which represents the city car of the future. It uses technologies that will totally eliminate all negative environmental impact and exploit energy sources more efficiently, including renewable energy sources.
The hydrogen-based fuel cell propulsion unit that efficiently generates electric power for the powertrain system was developed by the Fiat Group in 1999 with the fundamental support from the Italian Research and Environment Ministries. This system is based on Italian technology and know-how and confirms the leadership held by the Region of Piedmont in the hydrogen power technology sector.
Panda Hydrogen
The Panda Hydrogen, a car prototype driven by a hydrogen Fuel Cell, was designed with the aim of safeguarding the environment: one of Fiat’s basic priorities during the development of new models.
The Panda Hydrogen is a true hydrogen prototype with a sturdy, reliable drive system. Most importantly, its vehicle performance and roominess are on a par with those offered by its conventional counterpart. It is the result of a joint venture between Fiat Auto, the Fiat Research Centre and Fiat Powertrain Research & Technology with the support of the Research and Environment Ministries. It was also developed in co-operation with top-quality component suppliers, almost all of them Italian.
Unlike other Fuel Cell prototypes introduced in the past, the Panda Hydrogen incorporates a full power system, i.e. it lacks a drive battery for the accumulation of electrical energy. The new Fuel Cell System (electrical power generator) is able to deliver all the power required by the electric engine to ensure great vehicle handling. This new generation Fuel Cell System offers very high generating efficiencies. The system consists mainly of three fuel cells manufactured by Nuvera (an Italo-American company and a leader in the fuel cell field), an innovative turbo-blower to supply the cells with air, a humidification and cooling system for correct management of reagent gases and a set of auxiliary components, all developed within the Fiat Group.
On the Panda Hydrogen, the Fuel Cell System is housed beneath the floorpan. The fuel cells are made up of several cells connected in series. Inside, the hydrogen and oxygen molecules are forced to react with the aid of a catalyst to produce water and heat. Electrical energy is generated with very high efficiency and zero emissions from the vehicle itself.
The electrical power generation system is supplied with hydrogen at a pressure of 1.5 bars and oxygen contained in the air. It produces electrical energy so efficiently that 60% is available at just 20% of maximum power. The Fuel Cell System installed on the Panda Hydrogen also features excellent performance at low temperatures and a relatively simple construction that makes it particularly suitable for the production of light, sturdy and reliable generators for use on vehicles.
The alternating current three-phase asynchronous electric engine and the transmission are located in the engine compartment together with the various accessories required to operate the system as a whole.
The hydrogen that feeds the Fuel Cell is contained at a pressure of 350 bars in a tank made out of composite material installed beneath the car’s rear floor pan. All the distinguishing features of the New Panda passenger compartment are therefore maintained, including outstanding roominess for four people.
At full power, the Fuel Cell engine on the Panda Hydrogen delivers 60 kW that allows the car to reach a top speed of more than 130 km/h, with acceleration from 0 to 50 km/h in 5 seconds. The car can also easily climb a gradient of 23% at take-off.
The hydrogen tank capacity guarantees the Panda Hydrogen a range of more than 200 km over an urban cycle. Refuelling time is very quick at less than 5 minutes, i.e. comparable to the time taken to refuel a methane car.
The Panda Hydrogen is the latest outcome of a technological development line that has seen Fiat Group companies playing a leading role in the field of alternative minimum environmental impact power units.
Though Fuel Cell propulsion systems will not be widely available before the end of the next decade, Fiat has already been active in their development and application for a few years – as we saw in 2001 with the debut of the Seicento “Elettra H2 Fuel Cell, and then the Seicento Hydrogen. The Panda Hydrogen has now taken up the baton to move research forward from the laboratory prototype stage to that of a field research vehicle.
2006 will see the beginning of the demonstration stage of small Panda Hydrogen fleets, as a forerunner to wide-ranging demonstration programmes promoted and supported by the European Union and by the Italian Ministries and Regions. The ultimate aim is for such vehicles to be marketed within 15 – 20 years.
Nuvera’s automotive fuel cell technology featured in the Fiat Panda Hydrogen was officially presented at the first Hydrogen Olympics in Turin, Italy
Turin, Italy--Nuvera Fuel Cells announced today that Fiat presented the Panda Hydrogen, a fuel cell powered car, at Hy Park, scene of the first ever Hydrogen Olympics.
Hy Park, promoted by Regione Piemonte, is not just a show-case of hydrogen technologies, but the demonstration of Regione system approach where local industries, research centers, academia, together with the Fiat Group, play a leading role in developing hydrogen applications. Hy Park meets the Olympic Winter Games with a new found force and celebrates an extraordinary event: the first Olympics where hydrogen will be used to produce energy. Hy Park takes place in Turin from February 8 – 19.
The Fiat Panda Hydrogen is the first vehicle that features Nuvera’s new Andromeda II stack, which has high power density, cold start capability and extreme durability.
The mass of people attending the Winter Games will be introduced to hydrogen energy through the Hydrogen Olympics, the only other major event taking place in Turin at this time. Fiat presented the Panda Hydrogen to the Regione Piemonte, of which Turin is the capital city, where they also announced a cooperation to develop hydrogen fuelled transportation and the study of a test fleet of Panda Hydrogen cars featuring Nuvera stack technology.
Nuvera Fuel Cells is a global leader in the development and advancement of multi-fuel processing and fuel cell technology committed to providing clean, safe and efficient power solutions. With offices located in Italy and the USA, Nuvera is committed to advancing the commercialization of hydrogen fuel cell power modules for industrial vehicles, equipment and stationary applications, natural gas fuel cell power systems for cogeneration applications, and on-board gasoline fuel processors and fuel cell stacks for automotive applications. Nuvera Fuel Cells Europe is ISO 9001:2000 certified for “Research, Development, Design, Production and Servicing of Fuel Cell Stacks and Fuel Cell Systems.”
Fiat is one of the pioneer companies in the automobile industry, and has produced more than 85 million passenger cars and light commercial vehicles, including no less than 400 models, since 1899, when the company was founded in Turin, Italy. Some of them have represented milestones in the automotive industry. The Fiat Group's Automobiles Sector operates world-wide with the following
brands: Fiat, celebrated for value, economy, and innovation and whose mass produced cars are distributed over almost the entire price class spectrum; Lancia (acquired in 1969) means prestige cars noted for their elegant styling, and comfort; Alfa Romeo (acquired in 1986) is famous as a maker of sport and luxury vehicles of style and distinction; Maserati (acquired in 1992) represents a landmark in the history of the automobile; Ferrari (acquired in 1969), well renowned for unsurpassed design, performance, and luxury, is a legendary automobile that imparts special cachet to its owner. www.fiatautopress.com; www.fiat.com; www.lancia.com; www.alfaromeo.com; www.maserati.com; www.ferrariworld.com
--------------------------------------------------------------------------------
Related Story
Region of Piedmont cooperative program for hydrogen fueled transport
Mercedes Bresso, President of the Region of Piedmont, and Sergio Marchionne, CEO of Fiat, announce a wide-ranging cooperative program for hydrogen fueled transport, as foreseen in the protocol of intent signed a the end of December 2005.
Andrea Bairati, Region of Piedmont Assessor of Innovation, and Giuseppe Bonollo, Vice President of Product Portfolio Management at Fiat Auto, also attend the event which takes place at Hy Park, a dedicated area showcasing hydrogen applications during the Olympic Winter Games.
Fiat and Regione Piemonte will cooperate on local and European-level programs over the short and long term. They will promote Piedmont as a key research and development center in this innovative area.
“The cooperation with the Fiat Group – explains President Mercedes Bresso – is strategic also in view of the creation of the "Piemonte Idrogeno" EnterpriseAssociation to promote the development of hydrogen-based technologies applied to transportation and portable and stationary electric power generation systems and to acquire new skills and competitiveness in the sector. We also plan the launch of several strategic projects in 2006 that will immediately involve small, medium, and large industries, the TurinPolytechnic, the Universityof Turin, and regional research centers – Bresso concludes.
Sergio Marchionne, CEO of Fiat, comments: “The cooperation with the Region of Piedmontfor the research and development of hydrogen fueled vehicles allows us to face the future with the knowledge to take things forward.
The Fiat Group intends to play a leading role in this challenge, and I hope that the Piedmonteese region could be a leader at a European level, participating to the EU Research Programmes and attracting funds to generate new competitiveness.”
“The Region of Piedmont - says Andrea Bairati, Assessor of Innovation - has thus contacted the European Community to become a candidate, together with other Italian regions (Lombardy, Trentino-Alto Adige, Veneto, and Friuli Venezia Giulia), as a Hydrogen Com Area for the development of large European demonstration projects of hydrogen-based technologies. Piedmontwishes to play an important role in the Joint Technology Initiative (JTI) for hydrogen to be defined by the European Commission. This initiative, envisaged in the next Research Framework Program FP7 (2007-2013) - Bairati concludes - represents an opportunity for attracting major investments in Italysupporting the growth of skills and development of innovative technologies.”
Fiat will support these initiatives by lending some of its internationally recognized experts, including available resources at the Fiat Research Center in Orbassano and Fiat Auto innovation facilities.
“One major project – specifies Giuseppe Bonollo, Vice President of Product Portfolio Management at Fiat Auto - calls for the study of a Panda Hydrogen lab fleet equipped with instrumentation to measure vehicle and system performance with innovative components under real operating conditions”.
Fiat has realized the first Panda Hydrogen prototype, which represents the city car of the future. It uses technologies that will totally eliminate all negative environmental impact and exploit energy sources more efficiently, including renewable energy sources.
The hydrogen-based fuel cell propulsion unit that efficiently generates electric power for the powertrain system was developed by the Fiat Group in 1999 with the fundamental support from the Italian Research and Environment Ministries. This system is based on Italian technology and know-how and confirms the leadership held by the Region of Piedmont in the hydrogen power technology sector.
Panda Hydrogen
The Panda Hydrogen, a car prototype driven by a hydrogen Fuel Cell, was designed with the aim of safeguarding the environment: one of Fiat’s basic priorities during the development of new models.
The Panda Hydrogen is a true hydrogen prototype with a sturdy, reliable drive system. Most importantly, its vehicle performance and roominess are on a par with those offered by its conventional counterpart. It is the result of a joint venture between Fiat Auto, the Fiat Research Centre and Fiat Powertrain Research & Technology with the support of the Research and Environment Ministries. It was also developed in co-operation with top-quality component suppliers, almost all of them Italian.
Unlike other Fuel Cell prototypes introduced in the past, the Panda Hydrogen incorporates a full power system, i.e. it lacks a drive battery for the accumulation of electrical energy. The new Fuel Cell System (electrical power generator) is able to deliver all the power required by the electric engine to ensure great vehicle handling. This new generation Fuel Cell System offers very high generating efficiencies. The system consists mainly of three fuel cells manufactured by Nuvera (an Italo-American company and a leader in the fuel cell field), an innovative turbo-blower to supply the cells with air, a humidification and cooling system for correct management of reagent gases and a set of auxiliary components, all developed within the Fiat Group.
On the Panda Hydrogen, the Fuel Cell System is housed beneath the floorpan. The fuel cells are made up of several cells connected in series. Inside, the hydrogen and oxygen molecules are forced to react with the aid of a catalyst to produce water and heat. Electrical energy is generated with very high efficiency and zero emissions from the vehicle itself.
The electrical power generation system is supplied with hydrogen at a pressure of 1.5 bars and oxygen contained in the air. It produces electrical energy so efficiently that 60% is available at just 20% of maximum power. The Fuel Cell System installed on the Panda Hydrogen also features excellent performance at low temperatures and a relatively simple construction that makes it particularly suitable for the production of light, sturdy and reliable generators for use on vehicles.
The alternating current three-phase asynchronous electric engine and the transmission are located in the engine compartment together with the various accessories required to operate the system as a whole.
The hydrogen that feeds the Fuel Cell is contained at a pressure of 350 bars in a tank made out of composite material installed beneath the car’s rear floor pan. All the distinguishing features of the New Panda passenger compartment are therefore maintained, including outstanding roominess for four people.
At full power, the Fuel Cell engine on the Panda Hydrogen delivers 60 kW that allows the car to reach a top speed of more than 130 km/h, with acceleration from 0 to 50 km/h in 5 seconds. The car can also easily climb a gradient of 23% at take-off.
The hydrogen tank capacity guarantees the Panda Hydrogen a range of more than 200 km over an urban cycle. Refuelling time is very quick at less than 5 minutes, i.e. comparable to the time taken to refuel a methane car.
The Panda Hydrogen is the latest outcome of a technological development line that has seen Fiat Group companies playing a leading role in the field of alternative minimum environmental impact power units.
Though Fuel Cell propulsion systems will not be widely available before the end of the next decade, Fiat has already been active in their development and application for a few years – as we saw in 2001 with the debut of the Seicento “Elettra H2 Fuel Cell, and then the Seicento Hydrogen. The Panda Hydrogen has now taken up the baton to move research forward from the laboratory prototype stage to that of a field research vehicle.
2006 will see the beginning of the demonstration stage of small Panda Hydrogen fleets, as a forerunner to wide-ranging demonstration programmes promoted and supported by the European Union and by the Italian Ministries and Regions. The ultimate aim is for such vehicles to be marketed within 15 – 20 years.
Pioneers look forward to solar future
"It feels very good," says Lynn Stevenson. "We like it; it's like we're in control and managing something."
Solar and wind rooftop generation plant at the Stevenson house
I am standing with Lynn and husband Chris in the shed outside their newly-built house in Robertson, New South Wales, 150km (100 miles) from the hustle and bustle of Sydney.
The "something" they are in control of sits on the roof above our heads; a swathe of solar panels, book-ended by two small wind turbines on six- metre (yard) poles.
"All our power is run by solar and wind energy," says Lynn, "and we're learning how to manage that and how it works in our house."
"You do learn to manage just how much power you're using in the house," adds Chris. "You probably can't turn on an electric jug and a toaster at the same time.
"We do find if we have a long run of dull weather we do have to start the generator and top up the batteries; but most of the time it powers the house."
Bottom line
All our power is run by solar and wind energy; it feels very good
Lynn Stevenson
So long as the Sun shines or the wind blows, the Stevensons will have electricity, immune to fuel shortages, the vagaries of international gas prices or wrangles over nuclear reactors.
Yet according to the International Energy Agency, if you take large-scale hydro projects out of the equation, only about 2% of the world's electricity is generated through solar, wind and other renewable technologies.
The reason is simple: cost. If there is a grid connection available, it is almost always going to be cheaper to connect; and with few exceptions, such as Iceland with its generous provision of geothermal energy, the cheapest source of electricity going into the grid is likely to come through burning fossil fuels.
But when you go into the isolated communities and individual homesteads which Australians have sprinkled across their giant landmass, the cost equation becomes radically different.
"If you are connected to the grid in Australia you pay 14 cents (10 US cents) per kilowatt hour," says Bruce Hanton, an energy consultant working for the installation company Delta Electrics in Darwin, capital of Australia's most sparsely-populated region, the Northern Territory.
A stand-alone community solar system can cost A$500,000
"But you really can't compare it to the grid; it's a completely different story," he says.
"A stand-alone solar system is closer to a dollar (74 US cents) per kW/h. But people in remote areas have to weigh up the costs of having a diesel generator, supplying diesel fuel, maintaining the generator; plus the wet season cuts you off for up to six months of the year."
Some of the large systems Mr Hanton has installed carry a capital cost of A$500,000 (US$375,000); but, he says, against the diesel alternative, they can pay for themselves in 4-6 years.
Slow march
A typical stand-alone system in remote Australia contains five main components:
something to generate the electricity, usually solar panels but possibly a wind turbine or a small hydro unit
with solar panels come a solar regulator to prevent overload
batteries to store electricity
an inverter to convert the direct current, low-voltage output into an alternating current, mains-voltage supply which ordinary appliances can use
typically, a diesel generator as back-up
If engineers from several decades ago visited the present, says Bruce Hanton, they would find little different about today's systems.
"Certainly your solar modules are getting slightly more efficient, batteries are getting slightly better, but the basic technology is still exactly the same."
You could supply all of the world's energy needs by covering 4% of the world's desert area with photo-voltaic panels
Martin Green
Which is not something to encourage those who would like to see solar power expand and become a dominant energy source in our carbon-constrained future.
"Technically you could supply all of the world's energy needs by covering 4% of the world's desert area with photo-voltaic panels," says Martin Green from the Advanced Silicon Photo-voltaics and Photonics research centre at the University of New South Wales in Sydney.
"So there's plenty of land available, and plenty of sunlight available."
Yet according to International Energy Agency forecasts, renewables (once again excluding large-scale hydro) will make up only 6% of the world's energy economy in 2030, with solar cells contributing a small fraction.
It is an improvement on today's 2%, but hardly a ringing endorsement of their potential.
The problem is that solar cells convert only about 15% of the sunlight they receive into electricity; at these rates, it's not generally an economic technology.
Martin Green's research unit is in the vanguard of those trying to improve performance and bring down prices.
In the lab, his team can achieve sunlight-to-electricity efficiencies of 25% and intends to go higher, through using materials other than the conventional silicon wafer, or by stacking cells in layers which each absorb different components of the Sun's radiation.
Costs are tackled through investigating cheaper forms of silicon or cheaper ways of processing it; while on the horizon are organic cells, not very efficient, but cheap and easy to make.
One day, perhaps, entire buildings could be swaddled in layers of organic photo-voltaic wrap.
Scaling up
Next-generation solar cells could cover windows and entire buildings
That day is not yet here - but even with current designs, Professor Green believes prices will come down.
"There's a well-demonstrated history of cost reductions in photo-voltaics; every doubling of the amount produced brings the cost down to about 80% of what it was before that doubling," he says, "and that's gone on for about 30 years.
"So if you can maintain that trend, you can work out how many systems you need to install to get them to a price where they'll be competitive with what else is there, and it's perhaps just a hundred times more we need to manufacture than what's been manufactured up to the present."
The German government certainly believes in this theory. It has instituted a whole raft of financial incentives designed to boost solar installation; more than 10% of the nation's electricity now comes from renewable sources, and the government believes that ramping-up production will bring costs down.
Back in Robertson, New South Wales, the Stevensons are happy to be pioneers for a carbon-free solar future.
"We're not contributing to the effects of thermal power and the greenhouse effect," says Chris.
Just one more reason, then, why life under the Australian sun feels so good.
Richard.Black-INTERNET@bbc.co.uk
"It feels very good," says Lynn Stevenson. "We like it; it's like we're in control and managing something."
Solar and wind rooftop generation plant at the Stevenson house
I am standing with Lynn and husband Chris in the shed outside their newly-built house in Robertson, New South Wales, 150km (100 miles) from the hustle and bustle of Sydney.
The "something" they are in control of sits on the roof above our heads; a swathe of solar panels, book-ended by two small wind turbines on six- metre (yard) poles.
"All our power is run by solar and wind energy," says Lynn, "and we're learning how to manage that and how it works in our house."
"You do learn to manage just how much power you're using in the house," adds Chris. "You probably can't turn on an electric jug and a toaster at the same time.
"We do find if we have a long run of dull weather we do have to start the generator and top up the batteries; but most of the time it powers the house."
Bottom line
All our power is run by solar and wind energy; it feels very good
Lynn Stevenson
So long as the Sun shines or the wind blows, the Stevensons will have electricity, immune to fuel shortages, the vagaries of international gas prices or wrangles over nuclear reactors.
Yet according to the International Energy Agency, if you take large-scale hydro projects out of the equation, only about 2% of the world's electricity is generated through solar, wind and other renewable technologies.
The reason is simple: cost. If there is a grid connection available, it is almost always going to be cheaper to connect; and with few exceptions, such as Iceland with its generous provision of geothermal energy, the cheapest source of electricity going into the grid is likely to come through burning fossil fuels.
But when you go into the isolated communities and individual homesteads which Australians have sprinkled across their giant landmass, the cost equation becomes radically different.
"If you are connected to the grid in Australia you pay 14 cents (10 US cents) per kilowatt hour," says Bruce Hanton, an energy consultant working for the installation company Delta Electrics in Darwin, capital of Australia's most sparsely-populated region, the Northern Territory.
A stand-alone community solar system can cost A$500,000
"But you really can't compare it to the grid; it's a completely different story," he says.
"A stand-alone solar system is closer to a dollar (74 US cents) per kW/h. But people in remote areas have to weigh up the costs of having a diesel generator, supplying diesel fuel, maintaining the generator; plus the wet season cuts you off for up to six months of the year."
Some of the large systems Mr Hanton has installed carry a capital cost of A$500,000 (US$375,000); but, he says, against the diesel alternative, they can pay for themselves in 4-6 years.
Slow march
A typical stand-alone system in remote Australia contains five main components:
something to generate the electricity, usually solar panels but possibly a wind turbine or a small hydro unit
with solar panels come a solar regulator to prevent overload
batteries to store electricity
an inverter to convert the direct current, low-voltage output into an alternating current, mains-voltage supply which ordinary appliances can use
typically, a diesel generator as back-up
If engineers from several decades ago visited the present, says Bruce Hanton, they would find little different about today's systems.
"Certainly your solar modules are getting slightly more efficient, batteries are getting slightly better, but the basic technology is still exactly the same."
You could supply all of the world's energy needs by covering 4% of the world's desert area with photo-voltaic panels
Martin Green
Which is not something to encourage those who would like to see solar power expand and become a dominant energy source in our carbon-constrained future.
"Technically you could supply all of the world's energy needs by covering 4% of the world's desert area with photo-voltaic panels," says Martin Green from the Advanced Silicon Photo-voltaics and Photonics research centre at the University of New South Wales in Sydney.
"So there's plenty of land available, and plenty of sunlight available."
Yet according to International Energy Agency forecasts, renewables (once again excluding large-scale hydro) will make up only 6% of the world's energy economy in 2030, with solar cells contributing a small fraction.
It is an improvement on today's 2%, but hardly a ringing endorsement of their potential.
The problem is that solar cells convert only about 15% of the sunlight they receive into electricity; at these rates, it's not generally an economic technology.
Martin Green's research unit is in the vanguard of those trying to improve performance and bring down prices.
In the lab, his team can achieve sunlight-to-electricity efficiencies of 25% and intends to go higher, through using materials other than the conventional silicon wafer, or by stacking cells in layers which each absorb different components of the Sun's radiation.
Costs are tackled through investigating cheaper forms of silicon or cheaper ways of processing it; while on the horizon are organic cells, not very efficient, but cheap and easy to make.
One day, perhaps, entire buildings could be swaddled in layers of organic photo-voltaic wrap.
Scaling up
Next-generation solar cells could cover windows and entire buildings
That day is not yet here - but even with current designs, Professor Green believes prices will come down.
"There's a well-demonstrated history of cost reductions in photo-voltaics; every doubling of the amount produced brings the cost down to about 80% of what it was before that doubling," he says, "and that's gone on for about 30 years.
"So if you can maintain that trend, you can work out how many systems you need to install to get them to a price where they'll be competitive with what else is there, and it's perhaps just a hundred times more we need to manufacture than what's been manufactured up to the present."
The German government certainly believes in this theory. It has instituted a whole raft of financial incentives designed to boost solar installation; more than 10% of the nation's electricity now comes from renewable sources, and the government believes that ramping-up production will bring costs down.
Back in Robertson, New South Wales, the Stevensons are happy to be pioneers for a carbon-free solar future.
"We're not contributing to the effects of thermal power and the greenhouse effect," says Chris.
Just one more reason, then, why life under the Australian sun feels so good.
Richard.Black-INTERNET@bbc.co.uk
NAMC Newswire - Hybrid Vehicles Are in Vogue, From Ethanol to Fuel Cells: "NEW YORK, NY, (NAMC) � On the heels of President Bush�s State of the Union Address which focused on alternative energy and ethanol, Ford Motor Company (NYSE: F) is yet again bringing its commitment to American innovation with ways to boost the availability of energy -savings vehicles. Ford is teaming up with energy partners, city and state governments, public and private companies to further expand the hottest energy savings vehicle on the market the �Escape Hybrid E85�, vehicles capable of running on E85 ethanol.
E85 ethanol is a fuel blend that contains 85 percent ethanol and 15 percent gasoline. The great thing about ethanol is that it�s completely renewable fuel, and it�s made from corn. One of the hurdles that Ford is trying to overcome are ethanol-related vapor and combustion issues, which they feel that they could overcome very shortly.
Ford also has an ongoing partnership with VeraSun Energy, which is a renewable energy company. This partnership will allow Ford to launch the beginnings of a �Mid West Ethanol Corridor�. This will expand E85 ethanol fuel availability by about one-third throughout the states of Illinois and Missouri.
Also in the works are Hybrid taxi cabs, cities such as Chicago. New York City and San Francisco have already put Ford Escape Hybrid E85 taxis on the road, which contributes to substantial savings on gas and improved quality air. Many other neighboring states will follow suit by converting to energy savings vehicles and the usage of ethanol.
On another alternative fuel solution, the world's largest fleet of fuel cell vehicles, Daimler Chrysler (NYSE: DCX) unveiled five new fuel-cell powered Mercedes- Benz cars to be used in Los Angeles Internation"
E85 ethanol is a fuel blend that contains 85 percent ethanol and 15 percent gasoline. The great thing about ethanol is that it�s completely renewable fuel, and it�s made from corn. One of the hurdles that Ford is trying to overcome are ethanol-related vapor and combustion issues, which they feel that they could overcome very shortly.
Ford also has an ongoing partnership with VeraSun Energy, which is a renewable energy company. This partnership will allow Ford to launch the beginnings of a �Mid West Ethanol Corridor�. This will expand E85 ethanol fuel availability by about one-third throughout the states of Illinois and Missouri.
Also in the works are Hybrid taxi cabs, cities such as Chicago. New York City and San Francisco have already put Ford Escape Hybrid E85 taxis on the road, which contributes to substantial savings on gas and improved quality air. Many other neighboring states will follow suit by converting to energy savings vehicles and the usage of ethanol.
On another alternative fuel solution, the world's largest fleet of fuel cell vehicles, Daimler Chrysler (NYSE: DCX) unveiled five new fuel-cell powered Mercedes- Benz cars to be used in Los Angeles Internation"
DaimlerChrysler Hydrogen Fuel-Cell Vehicles Enter Service at Los Angeles Airport
Five Prototype Zero-Emission Cars Will Be Tested in Everyday Use at LAX for Two Years
LOS ANGELES, CA -- (MARKET WIRE) -- 02/10/2006 -- DaimlerChrysler presented officials at Los Angeles World Airports (LAWA) today the keys to five hydrogen fuel-cell powered Mercedes-Benz F-Cell cars to use in its vehicle fleet at Los Angeles International Airport (LAX) to further the development and experience with this zero-emission vehicle technology.
"Today's event exhibits how DaimlerChrysler, BP, Praxair and LAX are taking on the challenge for industries and governments to create viable alternative-fuel solutions," said Mark Chernoby, vice-president of Advance Vehicle Engineering -- Chrysler Group. "We're pleased to be a driving force in this team effort to develop fuel-cell technology."
While receiving the keys to the demonstration vehicles, LAWA alternative fuels fleet manager Dave Waldner, said, "Los Angeles World Airports has been committed to alternative-fuel technology since 1993, when we introduced such technology into our airport operations. Hydrogen fuel-cell power is the next clean-fuel technology, and we are pleased to be in the forefront of its development. The addition of hydrogen-fuel cars into our fleet today and the establishment of a retail-designed fueling station at LAX in 2004 are concrete examples of our commitment to improving air quality."
Based on a Mercedes-Benz, the F-Cell vehicle is designed with the entire fuel-cell system housed in the floor, leaving full use of the passenger and cargo spaces. The car has a range of approximately 100 miles and a top speed of about 85 mph.
The addition of five hydrogen fuel-cell vehicles makes LAX one of the largest test sites in the United States for fuel-cell vehicles, and the only airport site. After undergoing basic training in the operation and fueling of the cars, LAWA employees will use the cars for general transportation in the course of their duties in and around LAX and Southern California during the two-year term of the agreement with DaimlerChrysler.
LAX has one of the largest airport-based alternative-fuel vehicle fleets in the nation, where 53 percent of its airport vehicles are powered by alternative fuels. Currently, over 450 vehicles use compressed natural gas, liquefied natural gas, propane and hybrid-electric, and solar power at LAX, Ontario International and Van Nuys Airports.
LAWA's agreement with DaimlerChrysler calls for receiving the cars in exchange for providing operational and test data that could affect future designs of F-Cell vehicles and fueling stations. This effort will contribute to the establishment of a hydrogen infrastructure to fuel a growing number of zero-emission, hydrogen-powered cars.
DaimlerChrysler has one of the world's largest fleet of fuel-cell vehicles with over 25 fuel-cell vehicles in customer hands in California and more than 100 around the world. The automaker's total fuel-cell fleet is comprised of 60 Mercedes-Benz F-Cell passenger cars, several research vehicles, medium-duty Dodge Sprinter vans, and more than 30 Mercedes-Benz Citaro buses that operate in Europe, the United States, Japan, Australia and Singapore.
DaimlerChrysler and Los Angeles World Airports support Governor Arnold Schwarzenegger's efforts and goals to establish a California Hydrogen Highway Network. DaimlerChrysler is also involved with the U.S. Department of Energy and the U.S. Environmental Protection Agency in other programs that enable DaimlerChrysler and its partners to gain extensive operational familiarity with fuel-cell vehicles and hydrogen fueling stations.
LAX's new F-Cell vehicles will refuel at a retail-designed hydrogen fueling station that opened at the airport in October 2004. The station is a joint project funded by BP, Praxair, LAWA, South Coast Air Quality Management District, California Energy Commission and the U.S. Department of Energy, all of which helped fund the nearly $2 million construction cost.
Fuel cells release energy from the reaction of hydrogen with a catalyst and oxygen. This clean technology operates at a high level of efficiency and is true zero-emission. Hydrogen-powered fuel-cell vehicles emit only pure water vapor as exhaust.
LAWA is a City of Los Angeles department that owns and operates four airports in Southern California: LAX, Ontario International, Palmdale Regional and Van Nuys.
--------------------------------------------------------------------------------
CONTACTS:
Chrysler
Nicholas Cappa
(248) 512-4266
or Cole Quinnell
(248) 807-0590
LAWA
Thomas Winfrey
(310) 646-5260
SOURCE: Los Angeles World Airports
Five Prototype Zero-Emission Cars Will Be Tested in Everyday Use at LAX for Two Years
LOS ANGELES, CA -- (MARKET WIRE) -- 02/10/2006 -- DaimlerChrysler presented officials at Los Angeles World Airports (LAWA) today the keys to five hydrogen fuel-cell powered Mercedes-Benz F-Cell cars to use in its vehicle fleet at Los Angeles International Airport (LAX) to further the development and experience with this zero-emission vehicle technology.
"Today's event exhibits how DaimlerChrysler, BP, Praxair and LAX are taking on the challenge for industries and governments to create viable alternative-fuel solutions," said Mark Chernoby, vice-president of Advance Vehicle Engineering -- Chrysler Group. "We're pleased to be a driving force in this team effort to develop fuel-cell technology."
While receiving the keys to the demonstration vehicles, LAWA alternative fuels fleet manager Dave Waldner, said, "Los Angeles World Airports has been committed to alternative-fuel technology since 1993, when we introduced such technology into our airport operations. Hydrogen fuel-cell power is the next clean-fuel technology, and we are pleased to be in the forefront of its development. The addition of hydrogen-fuel cars into our fleet today and the establishment of a retail-designed fueling station at LAX in 2004 are concrete examples of our commitment to improving air quality."
Based on a Mercedes-Benz, the F-Cell vehicle is designed with the entire fuel-cell system housed in the floor, leaving full use of the passenger and cargo spaces. The car has a range of approximately 100 miles and a top speed of about 85 mph.
The addition of five hydrogen fuel-cell vehicles makes LAX one of the largest test sites in the United States for fuel-cell vehicles, and the only airport site. After undergoing basic training in the operation and fueling of the cars, LAWA employees will use the cars for general transportation in the course of their duties in and around LAX and Southern California during the two-year term of the agreement with DaimlerChrysler.
LAX has one of the largest airport-based alternative-fuel vehicle fleets in the nation, where 53 percent of its airport vehicles are powered by alternative fuels. Currently, over 450 vehicles use compressed natural gas, liquefied natural gas, propane and hybrid-electric, and solar power at LAX, Ontario International and Van Nuys Airports.
LAWA's agreement with DaimlerChrysler calls for receiving the cars in exchange for providing operational and test data that could affect future designs of F-Cell vehicles and fueling stations. This effort will contribute to the establishment of a hydrogen infrastructure to fuel a growing number of zero-emission, hydrogen-powered cars.
DaimlerChrysler has one of the world's largest fleet of fuel-cell vehicles with over 25 fuel-cell vehicles in customer hands in California and more than 100 around the world. The automaker's total fuel-cell fleet is comprised of 60 Mercedes-Benz F-Cell passenger cars, several research vehicles, medium-duty Dodge Sprinter vans, and more than 30 Mercedes-Benz Citaro buses that operate in Europe, the United States, Japan, Australia and Singapore.
DaimlerChrysler and Los Angeles World Airports support Governor Arnold Schwarzenegger's efforts and goals to establish a California Hydrogen Highway Network. DaimlerChrysler is also involved with the U.S. Department of Energy and the U.S. Environmental Protection Agency in other programs that enable DaimlerChrysler and its partners to gain extensive operational familiarity with fuel-cell vehicles and hydrogen fueling stations.
LAX's new F-Cell vehicles will refuel at a retail-designed hydrogen fueling station that opened at the airport in October 2004. The station is a joint project funded by BP, Praxair, LAWA, South Coast Air Quality Management District, California Energy Commission and the U.S. Department of Energy, all of which helped fund the nearly $2 million construction cost.
Fuel cells release energy from the reaction of hydrogen with a catalyst and oxygen. This clean technology operates at a high level of efficiency and is true zero-emission. Hydrogen-powered fuel-cell vehicles emit only pure water vapor as exhaust.
LAWA is a City of Los Angeles department that owns and operates four airports in Southern California: LAX, Ontario International, Palmdale Regional and Van Nuys.
--------------------------------------------------------------------------------
CONTACTS:
Chrysler
Nicholas Cappa
(248) 512-4266
or Cole Quinnell
(248) 807-0590
LAWA
Thomas Winfrey
(310) 646-5260
SOURCE: Los Angeles World Airports
Energy innovation project lauded
SAN FRANCISCO - A sun-drenched celebratory gathering Friday of energy company executives and officials from the Bush and Schwarzenegger administrations demonstrated the extent to which alternative energy -- electricity and heat made with nonfossil fuels -- has recently come in from the cold.
The event marked completion of a $15 million investment in hydrogen fuel cells, solar panels and conservation measures aimed at cutting two San Francisco postal facilities' annual power costs by $1.2 million and emissions of carbon dioxide that contribute to global warming by 6,600 tons.
The project, overseen by a unit of San Ramon-based Chevron Corp., demonstrates how energy use, pollution and costs can be cut by efforts "grounded in economics but lifted and enabled by ingenuity," said Rhonda Zygocki, the company's vice president of health, environment and safety.
The economics of California energy projects depend largely on the price of petroleum and natural gas, the key fuels for the state's energy systems. Recent high prices for oil and gas have closed the cost gap between conventional power plants and environmentally friendly but more expensive alternative energy sources, such as solar and fuel cell units.
High prices for electricity, heating fuel and gasoline have also irritated consumers, and increased the urgency with which politicians and energy companies pursue projects to boost energy supplies. "We need all the energy we can get from every available stream," Zygocki said.
The completed postal project is part of a $47 million program to upgrade energy systems at Northern California postal facilities -- including Oakland, Berkeley and Livermore -- by Chevron Energy Solutions, a small energy-consulting subsidiary that Chevron acquired from PG&E in 2000.
While Chevron Energy Solutions' $200 million business doesn't rate its own line in the income statements of its parent, which posted a profit of $14.1 billion on revenue of $198.2 billion in 2005, a stellar lineup of top government officials turned out to hail its work.
Stephen Johnson, administrator of the U.S. Environmental Protection Agency, traveled from Washington to speak at the unveiling of a project whose 0.5 megawatt of power capacity would cover only a tiny sliver of California's 55,000-megawatt peak demand. Johnson used the occasion to reaffirm President Bush's recent promise to cut oil consumption. "America is too reliant on foreign energy and the best way to break this dependency is through innovative technology," Johnson said.
The EPA chief also embraced the green character of the project: "What's good for the environment is also a good use for our energy dollars."
The U.S. Postal Service rounded up the money for this project by combining $8.3 million from energy savings, $4 million set aside to phase out refrigeration chemicals that hurt the ozone layer, a $2.3 million subsidy funded by California utility customers and $250,000 from the Defense Department.
Terry Tamminen, a special assistant to Gov. Arnold Schwarzenegger, showed up to remind the audience of that administration's commitment to hydrogen as a transportation fuel, renewable energy, adequate power supplies, energy efficient buildings and lower greenhouse gas emissions. He pointed to the new project as "the epitome" of that administration's support for public-private partnerships.
Schwarzenegger himself was in Los Angeles on Friday to announce a $1 billion project that would use oil refinery waste products to produce hydrogen fuel for a 500-megawatt power plant and then pipe the carbon dioxide emissions from that process to Central California to inject and boost output in aging oil fields.
But that more ambitious project won't be pursued unless feasibility studies show it to be viable, said Doug McFarlan, a spokesman for Edison International, a Southern California utility holding company that is undertaking the experiment with BP, the London-based oil company. McFarlan acknowledged that at $2 a watt the power plant would be much more expensive than a conventional unit, but he said that other factors, including fuel cost savings or revenue from carbon dioxide sales, could close that gap.
But public support for alternative energy has proved fickle in the past. Perhaps anticipating a day when the photo opportunities have faded and economic realities have changed, U.S. Postal Service Senior Vice President Thomas Day pointed to one ultimate saving grace for his company's new power source: "If there is a blackout, the lights at the San Francisco Distribution and Power Center will stay on."
--------------------------------------------------------------------------------
Rick Jurgens covers energy and business. Reach him at 925-943-8088 or at rjurgens@cctimes.com.
This story was changed after initial posting to
SAN FRANCISCO - A sun-drenched celebratory gathering Friday of energy company executives and officials from the Bush and Schwarzenegger administrations demonstrated the extent to which alternative energy -- electricity and heat made with nonfossil fuels -- has recently come in from the cold.
The event marked completion of a $15 million investment in hydrogen fuel cells, solar panels and conservation measures aimed at cutting two San Francisco postal facilities' annual power costs by $1.2 million and emissions of carbon dioxide that contribute to global warming by 6,600 tons.
The project, overseen by a unit of San Ramon-based Chevron Corp., demonstrates how energy use, pollution and costs can be cut by efforts "grounded in economics but lifted and enabled by ingenuity," said Rhonda Zygocki, the company's vice president of health, environment and safety.
The economics of California energy projects depend largely on the price of petroleum and natural gas, the key fuels for the state's energy systems. Recent high prices for oil and gas have closed the cost gap between conventional power plants and environmentally friendly but more expensive alternative energy sources, such as solar and fuel cell units.
High prices for electricity, heating fuel and gasoline have also irritated consumers, and increased the urgency with which politicians and energy companies pursue projects to boost energy supplies. "We need all the energy we can get from every available stream," Zygocki said.
The completed postal project is part of a $47 million program to upgrade energy systems at Northern California postal facilities -- including Oakland, Berkeley and Livermore -- by Chevron Energy Solutions, a small energy-consulting subsidiary that Chevron acquired from PG&E in 2000.
While Chevron Energy Solutions' $200 million business doesn't rate its own line in the income statements of its parent, which posted a profit of $14.1 billion on revenue of $198.2 billion in 2005, a stellar lineup of top government officials turned out to hail its work.
Stephen Johnson, administrator of the U.S. Environmental Protection Agency, traveled from Washington to speak at the unveiling of a project whose 0.5 megawatt of power capacity would cover only a tiny sliver of California's 55,000-megawatt peak demand. Johnson used the occasion to reaffirm President Bush's recent promise to cut oil consumption. "America is too reliant on foreign energy and the best way to break this dependency is through innovative technology," Johnson said.
The EPA chief also embraced the green character of the project: "What's good for the environment is also a good use for our energy dollars."
The U.S. Postal Service rounded up the money for this project by combining $8.3 million from energy savings, $4 million set aside to phase out refrigeration chemicals that hurt the ozone layer, a $2.3 million subsidy funded by California utility customers and $250,000 from the Defense Department.
Terry Tamminen, a special assistant to Gov. Arnold Schwarzenegger, showed up to remind the audience of that administration's commitment to hydrogen as a transportation fuel, renewable energy, adequate power supplies, energy efficient buildings and lower greenhouse gas emissions. He pointed to the new project as "the epitome" of that administration's support for public-private partnerships.
Schwarzenegger himself was in Los Angeles on Friday to announce a $1 billion project that would use oil refinery waste products to produce hydrogen fuel for a 500-megawatt power plant and then pipe the carbon dioxide emissions from that process to Central California to inject and boost output in aging oil fields.
But that more ambitious project won't be pursued unless feasibility studies show it to be viable, said Doug McFarlan, a spokesman for Edison International, a Southern California utility holding company that is undertaking the experiment with BP, the London-based oil company. McFarlan acknowledged that at $2 a watt the power plant would be much more expensive than a conventional unit, but he said that other factors, including fuel cost savings or revenue from carbon dioxide sales, could close that gap.
But public support for alternative energy has proved fickle in the past. Perhaps anticipating a day when the photo opportunities have faded and economic realities have changed, U.S. Postal Service Senior Vice President Thomas Day pointed to one ultimate saving grace for his company's new power source: "If there is a blackout, the lights at the San Francisco Distribution and Power Center will stay on."
--------------------------------------------------------------------------------
Rick Jurgens covers energy and business. Reach him at 925-943-8088 or at rjurgens@cctimes.com.
This story was changed after initial posting to
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