“[…] According to Paulo Emilio, this is the most efficient hydrogen bus in the world. “A European company tested a hydrogen bus in ten cities, which consumed 25 kilos of hydrogen for each 100 kilometers; this month, the same company launched an improved version, with 14 kilos of hydrogen consumed for each 100 kilometers” where as “our bus consumes just 5 kilos of hydrogen”, he says. […]”
Hurricanes Cause Massive Damage
In light of recent events, such as the current hurricane season of 2017 which has already struck large sections of Texas with Hurricane Harvey causing massive damage which has been estimated at $180 billion by Texas Governor Greg Abbott (1) there are questions about how we can prepare cities better for disaster. One method considered is in our building codes, which are constantly being upgraded and improved, by constructing buildings to be more resilient and handle harsher conditions.
There is a limit to what a building code can do and enforce. Areas and regions that have seen widespread destruction, will have to be rebuilt. However, to what standards? The existing building codes will have to be examined for their efficacy in storm-proofing buildings to withstand the effects of high winds and water penetration, some of which has already been performed.
Codes do not prevent external disasters such as from storms, tornadoes, tidal waves (tsunami), earthquakes, forest fire, lightning, landslides, nuclear melt-down and other extreme natural and man-made events. What building codes do is establish minimum standards of construction for various types of buildings and structures. Damage to buildings, vehicles, roads, power systems and other components of a city’s infrastructure are vulnerable to flooding which cannot be addressed in a building code. Other standards are needed to address this problem.
Other issues arise regarding flooding, and how water can be better managed in the future to mitigate water collection and drainage. These may require higher levels of involvement across a community and perhaps beyond municipal constraints, requiring state-wide developments. Breakwaters, sea walls, levees, spill ways and other forms of structures may be added to emergency pumping stations and micro-grid generator/storage facilities as examples of infrastructure improvements that could be utilized.
Bigger decisions may have to be considered as to the level of reconstruction of buildings in vulnerable areas. Sea warming as noted occurring has some scientists pondering if there is a connection between global warming and increased storm volatility as indicated by water temperature rises and tidal records (2). If bigger and more frequent storms are to come, then it must be considered in future building and infrastructure planning.
Regional Infrastructure and Resiliency
Exposed regions as well as larger, regional concerns in areas of maintaining power, roadways, and diverting and draining water are major in the resiliency of a community. When a social network breaks down, there is much lost, and recovery of a region can be adversely affected by loss of property and work.
Many of the lower classes will not have insurance and lose everything. Sick and elderly can be especially exposed, not having means to prepare or escape an oncoming disaster, and many will likely perish unless they can get access to aide or a shelter quickly.
Constructing better sea walls and storm surge barriers may be an effective means to diverting water in the event of a hurricane on densely populated coastal areas. Although considered costly to construct, they are a fraction of the cost of damage that may be caused by a high, forceful storm surge which can obliterate large unprotected populated areas. The Netherlands and England have made major advancements in coastal preparedness for storms.
Storm Surge Barriers
Overall Effectiveness for Reducing Flood Damage
There are only a few storm surge barriers in the United States, although major systems installed abroad demonstrate their efficacy. The Eastern Scheldt barrier in the Netherlands (completed in 1986) and the Thames barrier in the United Kingdom (completed in 1982) have prevented major flooding. Lavery and Donovan (2005) note that the Thames barrier, part of a flood risk reduction system of barriers, floodgates, floodwalls, and embankments, has reliably protected the City of London from North Sea storm surge since its completion.
Four storm surge barriers were constructed by the USACE in New England in the 1960s (Fox Point, Stamford, New Bedford, and Pawcatuck) and a fifth in 1986 in New London, Connecticut. The barriers were designed after a series of severe hurricanes struck New England in 1938, 1944, and 1954 (see Appendix B), which highlighted the vulnerability of the area. The 1938 hurricane damaged or destroyed 200,000 buildings and caused 600 fatalities (Morang, 2007; Pielke et al., 2008).
The 2,880-ft (878-m) Fox Point Barrier (Figure 1-8) stretches across
the Providence River, protecting downtown Providence, Rhode Island. The barrier successfully prevented a 2-ft (0.6-m) surge elevation (in excess of tide elevation) from Hurricane Gloria in 1985 and a 4-ft (1.2-m) surge from Hurricane Bob in 1991 (Morang, 2007) and was also used during Hurricane Sandy. The New Bedford, Massachusetts, Hurricane Barrier consists of a 4,500-ft-long (1372-m) earthen levee with a stone cap to an elevation of 20 ft (6 m), with a 150-ft-wide (46-m) gate for navigation. The barrier was reportedly effective during Hurricane Bob (1991), an unnamed coastal storm in 1997 (Morang, 2007), and Hurricane Sandy. During Hurricane Sandy, the peak total height of water (tide plus storm surge) was 6.8 feet (2.1 m), similar to the levels reached in 1991 and 1997. The Stamford, Connecticut, Hurricane Barrier has experienced six storms producing a surge of 9.0 ft (2.7 m) or higher between its completion (1969) and Hurricane Sandy. During Hurricane Sandy, the barrier experienced a storm surge of 11.1 ft (3.4 m), exceeding that of the 1938 hurricane (USACE, 2012). (3)
The biggest challenge is to build storm surge barriers large enough for future Hurricanes. There is a question that given the magnitude of current and future storms that these constructed barriers may be breached. Engineers design structures to meet certain standards, and with weather these were the unlikely 1 in 100 year storm events. However, this standard is not good enough as Hurricane Katrina in Louisiana exemplified, as being rated a 1 in 250 year storm event. With climate changes these events may become more frequent.
Much of the damage from Katrina came not from high winds or rain but from storm surge that caused breaches in levees and floodwalls, pouring water into 80 percent of New Orleans. To the south, Katrina flooded all of St. Bernard Parish and the east bank of Plaquemines Parish. Plaquemines Parish flooded again in 2012 with Hurricane Isaac.
Soon after Katrina, Congress directed the Corps of Engineers to build a system that could protect against a storm that has a 1 percent chance of happening each year, a “1-in-100-year” storm.
The standard is less a measure of safety and more a benchmark that allows the city to be covered by the National Flood Insurance Program. Louisiana’s master coastal plan calls for a much stronger 500-year system. The corps says Katrina was a 250-year storm for the New Orleans area.
Since 2005, the Army Corps has revamped the storm protection system’s 350 miles of levees and floodwalls, 73 pumping stations, three canal-closure structures, and four gated outlets. The corps built a much-heralded 26-foot-high, 1.8-mile surge barrier in Lake Borgne, about 12 miles east of the center of the city.
During Katrina, a 15- to 16-foot-high storm surge in Lake Borgne forced its way into the Intracoastal Waterway, putting pressure on the Industrial Canal levees that breached and caused catastrophic flooding in the city’s Lower 9th Ward.
“In New Orleans, we know that no matter how high we build this or how wide we build it, eventually there will be a storm that’s able to overtop it,” New Orleans District Army Corps spokesman Ricky Boyett says, admiring the immense surge barrier from a boat on Lake Borgne. “What we want is this to be a strong structure that will be able to withstand that with limited to no damage from the overtopping.” (4)
500 Year Floods
Hurricane Harvey brought an immense amount of extreme rain, which brought a record 64″ in one storm to the Houston metropolitan region. This is a staggering amount of water, over 5 feet in height, this amount of water could only overwhelm low-lying areas, and depressions in topography. Flash floods can happen during extreme storms, where a drainage system is designed for a 1:100 year flood event, and not for a 1:500 or 1:1000 year flood event. Road ways can easily become rivers as drainage systems back up and surface water has no place to collect.
Figure 1. 500 year flood events in the USA since 2015 (5)
New standards in development may need to accommodate more stringent standards. Existing municipal drainage systems are not designed to handle extreme rain and other means of drainage systems may have to be developed to divert water away from centers of population. Communities will be built to new standards, where storm water management is given a higher priority to avert flooding.
Figure 2. Floodwaters from Tropical Storm Harvey (6)
Given the future uncertainty of our climate and weather, we cannot continue to ignore the devastating effects that disasters have on cities and regions. We must ask some difficult questions regarding the intelligence of continuing to build and live in increasingly higher risk regions.
On a personal level every citizen must take some responsibility in their choices of where to live. As for governments they need to decide how best to allocate limited resources in rebuilding and upgrading storm protection systems. It is anticipated that some areas will be abandoned as risks become too high for effective protection from future storm events.
The Oil and Gas Industry
It seems there is an irony involved with the possibility that storms severity is linked to global warming, and that access to vulnerable regions often are in part economically driven by the oil and gas industry. Hurricane Harvey is the most recent storm which is affecting fuel prices across the USA. Refinery capacity has shrunk due to plant shut-downs. Shortages in local fuel supplies are occurring, as remaining gasoline stations run dry.
Goldman Sachs estimates that the hurricane has taken 3 million barrels a day — or about 17% — of refining capacity offline, and that’s likely to increase the overall level of crude-oil inventories over the next couple of months. (7)
Oil and gas are particularly vulnerable to exposure to the weather, and it is in their own best interests to provide local protection to the area so that they can continue extracting the resource. However, ancillary industries such as refining may better be served by relocation away from danger areas. Also, supply lines become choked by disaster, and can potentially have consequences beyond the region which was exposed to the disaster.
The Electric Vehicle in the Smart City
Such events can only put upward pressure on the price of fuel, while providing further incentive to move away from the internal combustion engine as means of motive power. Electric vehicles would provide a much better ability to recover quickly from storm events as they are not restricted by access to fuel. Micro-grids in cities provide sectors of available power for which electric emergency response vehicles can move.
By moving reliance away from carbon based fuels to renewable electric sources and energy storage, future development in cities may see the benefits inherent in the electric vehicle. Burning fuels create heat, water and carbon dioxide in the combustion process. They consume our breathable oxygen and pollute the atmosphere. Pipelines, tankers and rail cars can break and spill causing pollution. Exploration causes damage to the environment.
A city that is energy efficient and reliant on renewable sources of energy that benignly interact with the environment can approach self-sustainability and a high degree of resilience against disaster. This combined with designing to much higher standards which keep in mind the current volatility our climate is experiencing, and uses the lessons learned in other areas as indicators of best practices into the future.
- Hurricane Harvey Damages Could Cost up to $180 Billion
- Global warming is ‘causing more hurricanes’
- “3 Performance of Coastal Risk Reduction Strategies.” National Research Council. 2014. Reducing Coastal Risk on the East and Gulf Coasts. Washington, DC: The National Academies Press. doi: 10.17226/18811.
- Rising Sea Levels May Limit New Orleans Adaptation Efforts
- Houston is experiencing its third ‘500-year’ flood in 3 years. How is that possible?
- Hurricane Harvey Slams Texas With Devastating Force
- GOLDMAN: Harvey’s damage to America’s oil industry could last several months
The future for the metal aluminum has never looked better, for the great investment it represents as a multi-faceted energy efficiency lending material, electrical energy storage medium (battery), and for the advancement of renewable energy sources. These are spectacular claims, and yet in 1855 aluminum was so scarce it sold for about 1200 $/Kg (1) until metallurgists Hall & Heroult invented the modern smelting process over 100 years ago (2).
Figure 1. Schematic of Hall Heroult Aluminum Reduction Cell (3)
Aluminum is an energy intensive production process. High temperatures are required to melt aluminum to the molten state. Carbon electrodes are used to melt an alchemical mixture of alumina with molten cryolite, a naturally occurring mineral. The cryolite acts as an electrolyte to the carbon anode and cathodes. Alumina (Al2O3) also known as aluminum oxide or Bauxite is fed into the cell and dissolved into the cryolite, over-voltages reduce the Al2O3 into molten aluminum which pools at the bottom of the cell and is tapped out for further refining.
Aluminum Smelting Process as a Battery
The smelting of Aluminum is a reversible electrolytic reaction, and with modifications to current plant design it is possible to convert the process to provide energy storage which can be tapped and supplied to the electrical grid when required. According to the research the biggest challenge to this conversion process is to maintain heat balances of the pots when discharging energy to prevent freeze-up of the cells. Trimet Aluminum has overcome this problem by incorporating shell heat-exchange technology to the sides of the cell to maintain operating temperatures. Trial runs with this technology have been positive where plans are to push the technology to +/- 25% energy input/output. If this technology is applied to all 3 Trimet plants in Germany, it is claimed that up to 7700 MWh of electrical storage is possible (4).
Trimet Aluminum SE, Germany’s largest producer of the metal, is experimenting with using vast pools of molten aluminum as virtual batteries. The company is turning aluminum oxide into aluminum by way of electrolysis in a chemical process that uses an electric current to separate the aluminum from oxygen. The negative and positive electrodes, in combination with the liquid metal that settles at the bottom of the tank and the oxygen above, form an enormous battery.
By controlling the rate of electrolysis, Trimet has been able to experiment with both electricity consumption and storage. By slowing down the electrolysis process, the plant is able to adjust its energy consumption up and down by roughly 25 percent. This allows the plant to store power from the grid when energy is cheap and abundant and resell power when demand is high and supply is scarce. (5)
Figure 2. TRIMET Aluminium SE Hamburg with emission control technology (6)
Figure 3. Rio Tinto Alcan inaugurates new AP60 aluminum smelter in Quebec (7)
Aluminum as a Material and it’s Energy Efficiency Properties
Aluminum and it’s alloys generally have high strength-to-weight ratio’s and are often specified in the aircraft industry where weight reduction is critical. A plane made of steel would require more energy to fly, as the metal is heavier for a given strength. For marine vessels, an aluminum hull structure, built to the same standards, weighs roughly 35% to 45% less than the same hull in steel (8). Weight reduction directly converts to energy savings as more energy would be required to propel the aircraft.
Other modes of transportation, including automobiles, trucking, and rail transport may similarly also benefit from being constructed of lighter materials, such as aluminum. Indeed this would continue the long-standing trend of weight reduction in the design of vehicles. The recent emergence of electric vehicles (EV’s) have required weight reduction to offset the high weight of batteries which are necessary for their operations. The weight reduction translates into longer range and better handling.
Figure 4. Tesla Model S (9)
In the 1960s, aluminium was used in the niche market for cog railways. Then, in the 1980s, aluminium emerged as the metal of choice for suburban transportation and high-speed trains, which benefited from lower running costs and improved acceleration. In 1996, the TGV Duplex train was introduced, combining the concept of high speed with that of optimal capacity, transporting 40% more passengers while weighing 12% less than the single deck version, all thanks to its aluminium structure.
Today, aluminium metros and trams operate in many countries. Canada’s LRC, France’s TGV Duplex trains and Japan’s Hikari Rail Star, the newest version of the Shinkansen Bullet train, all utilize large amounts of aluminium. (10)
Figure 5. Image of Japanese Bullet Train (11)
Aluminum For Renewable Energy
One of the biggest criticisms against renewable technologies, such as solar and wind has been that they are intermittent, and not always available when demand demand for energy is high. Even in traditional grid type fossil fuel plants it has been necessary to operate “peaker plants” which provide energy during peak times and seasons.
In California, recent technological breakthroughs in battery technology have been seen as a means of providing storage options to replace power plants for peak operation. However, there remains skepticism that battery solutions will be able to provide the necessary storage capacity needed during these times (12). The aluminum smelter as an energy provider during these high demand times may be the optimum solution needed in a new age renewables economy.
The EnPot technology has the potential to make the aluminium smelting industry not only more competitive, but also more responsive to the wider community and environment around it, especially as nations try to increase the percentage of power generated from renewable sources.
The flexibility EnPot offers smelter operators can allow the aluminium industry to be part of the solution of accommodating increased intermittency. (13)
(4) The ‘Virtual Battery‘ – Operating an Aluminium Smelter with Flexible Energy Input. https://energiapotior.squarespace.com/s/Enpot-Trimet-LightMetals2016.pdf
Figure 1: Chart showing recent drop in Diesel Car sales, AID Newsletter
“[…] Germany’s Bundesrat has passed a resolution to ban the internal combustion engine starting in 2030,Germany’s Spiegel Magazin writes. Higher taxes may hasten the ICE’s departure.
An across-the-aisle Bundesrat resolution calls on the EU Commission in Brussels to pass directives assuring that “latest in 2030, only zero-emission passenger vehicles will be approved” for use on EU roads. Germany’s Bundesrat is a legislative body representing the sixteen states of Germany. On its own, the resolution has no legislative effect. EU type approval is regulated on the EU level. However, German regulations traditionally have shaped EU and UNECE regulations.
EU automakers will be alarmed that the resolution, as quoted by der Spiegel, calls on the EU Commission to “review the current practices of taxation and dues with regard to a stimulation of emission-free mobility.”
- “Stimulation of emission-free mobility” can mean incentives to buy EVs. Lavish subsidies doled out by EU states have barely moved the needle so far.
- A “review the current practices of taxation and dues” is an unambiguously broad hint to end the tax advantages enjoyed by diesel in many EU member states. The lower price of diesel fuel, paired with its higher mileage per liter, are the reason that half of the cars on Europe’s roads are diesel-driven. Higher taxes would fuel diesel’s demise. […]
With diesel already on its tipping point in Europe, higher taxes and increased prices at the pump would be the beginning of the fuel’s end. As evidenced at the Paris auto show, the EU auto industry seems to be ready to switch to electric power, and politicians just signaled their willingness to force the switch to zero-emission, if necessary. Environmentalists undoubtedly will applaud this move, and the sooner diesel is stopped from poisoning our lungs with cancer-causing nitrous oxide, the better. Cult-like supporters of electric carmaker Tesla will register the developments with trepidation.
When EU carmakers are forced by law to produce the 13+ million electric cars the region would need per year, the upstart carmaker would lose its USP, and end up as roadkill. Maybe even earlier. Prompted by a recent accident on a German Autobahn, experts of Germany’s transport ministry declared Tesla’s autopilot a “considerable traffic hazard,” Der Spiegel wrote yesterday.Transport Minister Dobrindt so far stands between removing Germany’s 3,000 Tesla cars from the road, the magazine writes. Actually, until the report surfaced, the minister’s plan was to subsidize Autopilot research in Germany’s inner cities. “Let’s hope no Tesla accident happens,” the minister’s bureaucrats told Der Spiegel. It happened, but no-one died.”
Via Forbes: http://bit.ly/2e8HSQf
The oil cartel is living in a time-warp, seemingly unaware that global energy politics have changed forever
Sourced through Scoop.it from: www.telegraph.co.uk
“…OPEC says battery costs may fall by 30-50pc over the next quarter century but doubts that this will be enough to make much difference, due to “consumer resistance”.
This is a brave call given that Apple and Google have thrown their vast resources into the race for plug-in vehicles, and Tesla’s Model 3s will be on the market by 2017 for around $35,000.
Ford has just announced that it will invest $4.5bn in electric and hybrid cars, with 13 models for sale by 2020. Volkswagen is to unveil its “completely new concept car” next month, promising a new era of “affordable long-distance electromobility.”
The OPEC report is equally dismissive of Toyota’s decision to bet its future on hydrogen fuel cars, starting with the Mirai as a loss-leader. One should have thought that a decision by the world’s biggest car company to end all production of petrol and diesel cars by 2050 might be a wake-up call.
Goldman Sachs expects ‘grid-connected vehicles’ to capture 22pc of the global market within a decade, with sales of 25m a year, and by then – it says – the auto giants will think twice before investing any more money in the internal combustion engine. Once critical mass is reached, it is not hard to imagine a wholesale shift to electrification in the 2030s. […]
A team of Cambridge chemists says it has cracked the technology of a lithium-air battery with 90pc efficiency, able to power a car from London to Edinburgh on a single charge. It promises to cut costs by four-fifths, and could be on the road within a decade.
There is now a global race to win the battery prize. The US Department of Energy is funding a project by the universities of Michigan, Stanford, and Chicago, in concert with the Argonne and Lawrence Berkeley national laboratories. The Japan Science and Technology Agency has its own project in Osaka. South Korea and China are mobilising their research centres.
A regulatory squeeze is quickly changing the rules of global energy.The Grantham Institute at the London School of Economics counts 800 policies and laws aimed at curbing emissions worldwide.
Goldman Sachs says the model to watch is Norway, where electric vehicles already command 16.3pc of the market. The switch has been driven by tax exemptions, priority use of traffic lanes, and a forest of charging stations.
California is following suit. It has a mandatory 22pc target for ‘grid-connected’ vehicles within ten years. New cars in China will have to meet emission standards of 5 litres per 100km by 2020, even stricter than in Europe. […]
In the meantime, OPEC revenues have crashed from $1.2 trillion in 2012 to nearer $400bn at today’s Brent price of $36.75, with fiscal and regime pain to match.
This policy has eroded global spare capacity to a wafer-thin 1.5m b/d, leaving the world vulnerable to a future shock. It implies a far more volatile market in which prices gyrate wildly, eroding confidence in oil as a reliable source of energy.
The more that this Saudi policy succeeds, the quicker the world will adopt policies to break reliance on its only product. As internal critics in Riyadh keep grumbling, the strategy is suicide.
Saudi Arabia and the Gulf states are lucky. They have been warned in advance that OPEC faces slow-run off. The cartel has 25 years to prepare for a new order that will require far less oil.
If they have any planning sense, they will manage the market to ensure crude prices of $70 to $80. They will eke out their revenues long enough to control spending and train their people for a post-petrol economy, rather than clinging to 20th Century illusions.
Sheikh Ahmed Zaki Yamani, the former Saudi oil minister, warned in aninterview with the Telegraph fifteen years ago that this moment of reckoning was coming and he specifically cited fuel-cell technologies.
“Thirty years from now there will be a huge amount of oil – and no buyers. Oil will be left in the ground. The Stone Age came to an end, not because we had a lack of stones.”
They did not listen to him then, and they are not listening now.”
Shore Hotel in Santa Monica, California, is a luxury establishment with an energy storage system and fast DC electric vehicle (EV) charging — reportedly, the first one in the US to have this setup. It is expected that the lithium-ion energy storage system will help it reduce electricity demand charges by 50%. Over time, that savings
>” […] So what is the connection between energy storage and EV charging? When an EV is plugged into a charger, electricity demand increases, so the hotel could be on the hook for a high rate for the electricity, depending on the time of day. Demand charges are based on the highest rate for 15 minutes in a billing cycle. So, obviously, a business would want to avoid spikes in electricity usage so it would not have to pay that rate.
That’s where the energy storage comes in. When there is a spike, electricity can be used from the energy storage system, instead of from a utility’s electricity. Avoiding demand charges in this way, as noted above, can thus help businesses save money. […]”<
The true cost of energy storage depends on the so-called LCOE = Round-trip efficiency + maintenance costs + useful life of the energy system
By Anna W. Aamone
“With regard to [battery] energy storage systems, many people erroneously think that the only cost they should consider is the initial – that is, the cost of generating electricity per kilowatt-hour. However, they are not aware of another very important factor.
This is the so-called LCOE, levelized cost of energy(also known as cost of electricity by source), which helps calculate the price of the electricity generated by a specific source. The LCOE also includes other costs associated with producing or storing that energy, such as maintenance and operating costs, residual value, the useful life of the system and the round-trip efficiency. […]
Batteries and round-trip efficiency
[…] due to poor maintenance, inefficiencies or heat, part of the energy captured in the battery is released … or rather, lost. The idea of round-trip efficiency is to determine the overall efficiency of a system (in that case, batteries) from the moment it is charged to the moment the energy is discharged. In other words, it helps to calculate the amount of energy that gets lost between charging and discharging (a “round trip”).
[…] So, as it turns out, using batteries is not free either. And it has to be added to the final cost of the energy storage system.
[…] An energy storage system requires regular check-ups so that it operates properly in the years to come. Note that keeping such a system running smoothly can be quite pricey. Some batteries need to be maintained more often than others. Therefore when considering buying an energy storage system, you need to take into account this factor. […]
Useful life of the energy system
Another important factor in determining the true cost of energy storage is a system’s useful life. Most of the time, this is characterized by the number of years a system is likely to be running. However, when it comes to batteries, there is another factor to take into account: use. […]
More often than not, the life of a battery depends on the number of charge and discharge cycles it goes through. Imagine a battery has about 10,000 charge-discharge cycles. When they are complete, the battery will wear out, no matter if it has been used for two or for five years.
[…] [However] flow batteries can be charged and discharged a million times without wearing out. Hence, cycling is not an issue with this type of battery, and you should keep this in mind before selecting an energy storage system. Think twice about whether you want to use batteries that wear out too quickly because their useful life depends on the number of times they are charged and discharged. Or would you rather use flow batteries, the LCOE of which is much lower than that of standard batteries?
So, what do we have so far?
LCOE = Round-trip efficiency + maintenance costs + useful life of the energy system.
These are three of the most important factors that determine the LCOE. Make sure you consider all the factors that determine the true cost of energy storage systems before you buy one.
Image credit: Flickr/INL”
In 2013 Tesla’s [time-stock symbol=TSLA] Model S won the prestigious Motor Trend Car of the Year award. Motor Trend called it “one of the quickest American four-doors ever built.” It went on to say that the electric vehicle “drives like a sports car, eager and agile and instantly responsive.”
The secret behind Tesla’s success
While the power driving Tesla’s success might be its battery, that’s not the real secret to its success. Instead, Tesla has aluminum to thank for its superior outperformance, as the metal is up to 40% lighter than steel, according to a report from the University of Aachen, Germany. That lighter weight enables Tesla to fit enough battery power into the car to extend the range of the Model S without hurting its performance. Vehicles made with aluminum accelerate faster, brake in shorter distances, and simply handle better than cars loaded down with heavier steel.
Even better, pound-for-pound aluminum can absorb twice as much crash energy as steel. This strength is one of the reasons Tesla’s Model S also achieved the highest safety rating of any car ever tested by the National Highway Traffic Safety Administration.
But it’s not all good news when it comes to aluminum and cars.
Aluminum’s dirty side
[…] Before alumina can be converted into aluminum its source needs to be mined. That source is an ore called bauxite, which is typically extracted in open-pit mines that aren’t exactly environmentally friendly. Bauxite is then processed into the fine white powder known as alumina, and from there alumina is exposed to intense heat and electricity through a process known as smelting, which transforms the material into aluminum.
Aluminum smelting is extremely energy-intense. It takes 211 gigajoules of energy to make one tonne of aluminum, while just 22.7 gigajoules of energy is required to produce one tonne of steel. In an oversimplification of the process, aluminum smelting requires temperatures above 1,000 degrees Celsius to melt alumina, while an electric current must also pass through the molten material so that electrolysis can reduce the aluminum ions to aluminum metals. This process requires so much energy that aluminum production is responsible for about 1% of global greenhouse gas emissions, according to the Carbon Trust.
There is, however, some good news: Aluminum is 100% recyclable. Moreover, recycled aluminum, or secondary production, requires far less energy to produce than primary production, as the […] chart shows. […]”<
Nissan is assessing the potential of electric vehicles in energy management systems. […] is participating in the “demand response” energy supply and demand system testing together with businesses and government authorities in Japan.
>”[…] Demand response is a strategy to make power grids more efficient by modifying consumers’ power consumption in consideration of available energy supply. Since the Great East Japan Earthquake in March 2011 the supply and demand of electricity during peak use hours in Japan has drawn attention. Under the demand response scheme, power companies request aggregators* to use energy conservation measures, and they are compensated for the electricity that they save.
Usually when energy-saving is requested consumers may respond by moderating their use of air conditioning and lighting. However, by using the storage capacity of electric vehicles and Vehicle to Home (V2H) systems, consumers can reduce their use of power at peak times without turning off lights and appliances. This is particularly useful in commercial establishments where it is difficult to turn power off to save electricity.
The demand response scheme involves assessing the usefulness of energy-saving measures using V2H systems during peak-use periods and analyzing the impact of monetary incentives on business. For example, the testing involves a LEAF and LEAF to Home system which is connected to power a Nissan dealer’s lighting system during regular business hours using stored battery energy. This reduces electricity demand on the power grid. The aggregator is then compensated for the equivalent of the total amount of electricity that is saved. Two or three tests per month will be conducted on designated days for three hours’ each time sometime between 8:00 a.m. to 8:00 p.m. from October 2014 through January 2015.
Effective use of renewable energy and improvements in the efficiency of power generation facilities will enable better energy management in the future and help reduce environmental impact. Field tests using EVs’ high-capacity batteries that are being conducted globally are proving their effectiveness in energy management. Additionally, if similar compensation schemes for energy-saving activities were applied to EV owners it could accelerate the wider adoption of EVs and reduce society’s carbon footprint.
Nissan has sold more than 142,000 LEAFs globally since launch. The Nissan LEAF’s power storage capability in its onboard batteries, coupled with the LEAF to Home power supply system, is proving attractive to many customers. As the leader in Zero Emissions, Nissan is promoting the adoption of EVs to help build a zero-emission society in the future. Along with these energy management field tests, Nissan is actively creating new value through the use of EVs’ battery power storage capability and continuing to promote initiatives that will help realize a sustainable low-carbon society.
* Aggregators refers to businesses that coordinate two or more consumers (e.g. plants and offices) and trade with utility companies the total amount of the electricity they have succeeded in curbing.”<