“[…] 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. […]”
As gridlock continues to be a problem in the United States, exacerbated by crumbling infrastructure, the American public has reportedly approved up to $200 billion for rapid and mass transit.
According to the American Public Transportation Association (Apta), the 49 ballot measures totalling nearly $US 200bn that were voted on were the largest in history. […]
The largest measure in the country, Los Angeles County’s Measure M, was passed with 69% approval with all precincts reporting. The sales tax increase needed a two-thirds majority to pass and is expected to raise $US 120bn over 40 years to help fund transport improvement projects, including Los Angeles County Metropolitan Transportation Authority (LACMTA) schemes to connect Los Angeles International Airport to LACMTA’s Green Line, Crenshaw/LAX line and bus services; extend the Purple Line metro to Westwood; extend the Gold Line 11.7km; extend the Crenshaw Line north to West Hollywood; and build a 6.1km downtown light rail line. The measure will also provide $US 29.9bn towards rail and bus operations, and $US 1.9bn for regional rail.
California’s other big transit wins include Measure RR in the San Francisco Bay area, which will authorise $US 3.5bn in bonds for Bay Area Rapid Transit rehabilitation and modernisation. It required a cumulative two-thirds vote in San Francisco, Alameda and Contra Costa counties for passage and received 70% approval. (1)
Figure 1. Bay Area Rapid Transit (2)
BART’s Focus on Material Conservation, Energy Savings and Sustainability
BART’s infrastructure requires the train cars to be extremely lightweight. To meet this requirement, most of the exterior of the new train cars will be constructed out of aluminum. Aluminum is abundant, doesn’t rust, and when properly finished, reflects heat and light, keeping the train cars cool. It is lightweight but strong, yet fairly easy to work with, reducing the energy investment during the manufacturing process. Additionally, aluminum is easily and readily recyclable, making it very low impact when the train cars are eventually retired and dismantled. (2)
Federal Investment in Rapid Transit and Transportation Infrastructure Lagging
Yet, despite the public’s continued desire to see greater investment in transit, historically transit has received only a small minority of funding at the federal level. Currently, only 20 percent of available federal transportation funds are invested in transit and just 1 percent of funds are invested in biking and walking infrastructure. Meanwhile, 80 percent of federal transportation dollars continue to be spent on roads.
“While many localities recognize the need to invest in transit, biking, and pedestrian solutions that can bring our transportation system into the 21st century, federal officials remain woefully behind the curve,” said Olivieri. “While it is great to see such widespread support of transit at the local level, the need for these measures speaks volumes about how out of sync federal decision makers are with the wants and needs of the American people,” he added.
The nation currently faces an $86 billion transit maintenance repair backlog, while data from the Federal Highway Administration’s National Bridge Inventory show that despite the large discrepancy at the federal level between investment in transit and spending on roads, the nation’s road system is in similarly bad shape. To date, more than 58,000 bridges remain structurally deficient.
“Despite the fact that roads receive 80 percent of available federal transportation dollars, both transit and roads continue to face enormous repair and maintenance backlogs,” said Lauren Aragon, Transportation Fellow at U.S. PIRG. “While the overall level of funding is important, how states spend the limited federal funding they receive can have even greater consequences but states continue to funnel road funding into new and wider highway projects, leaving the existing system to crumble. We need to fix what we have already built first,” she added. (3)
Figure 2. Typical image of steel bridge in disrepair (4)
Harvard Business Review Reports on Crumbling American Infrastructure
Bridges are crumbling, buses are past their prime, roads badly need repair, airports look shabby, trains can’t reach high speeds, and traffic congestion plagues every city. How could an advanced country, once the model for the world’s most modern transportation innovations, slip so badly?
The glory years were decades ago. Since then, other countries surpassed the U.S. in ease of getting around, which has implications for businesses and quality of life. For example, Japan just celebrated the 50thanniversary of its famed bullet train network, the Shinkansen. Those trains routinely operate at speeds of 150 to 200 miles per hour, and in 2012, the average deviation from schedule was a miniscule 36 seconds. Fifty years later, the U.S. doesn’t have anything like that. Amtrak’s “high-speed” Acela between Washington, D.C., and Boston can get up to full speed of 150 mph only for a short stretch in Rhode Island and Massachusetts, because it is plagued by curves in tracks laid over a century ago and aging components, such as some electric overhead wiring dating to the early 1900s.
Numerous problems plague businesses and consumers: Goods are delayed at clogged ports. Delayed or cancelled flights cost the U.S. economy an estimated $30-40 billion per year – not to mention ill will of disgruntled passengers. The average American wastes 38 hours a year stuck in traffic. This amounts to 5.5 billion hours in lost U.S. productivity annually, 2.9 gallons of wasted fuel, and a public health cost of pollution of about $15 billion per year, according to Harvard School of Public Health researchers. The average family of four spends as much as 19% of its household budget on transportation. But inequality also kicks in: the poor can’t afford cars, yet are concentrated in places without access to public transportation. To top it all, federal funding for highways, with a portion for mass transit, is about to run out. (4)
(1) Nearly 70% of US transit ballot measures pass; http://www.railjournal.com/index.php/north-america/nearly-70-of-us-transit-ballot-measures-pass.html
(2) BART – New Train Car Project; http://www.bart.gov/about/projects/cars/sustainability
(3) BILLIONS IN TRANSIT BALLOT INITIATIVES GET GREEN LIGHT; http://www.uspirg.org/news/usp/billions-transit-ballot-initiatives-get-green-light
(4) What It Will Take to Fix America’s Crumbling Infrastructure; https://hbr.org/2015/05/what-it-will-take-to-fix-americas-crumbling-infrastructure
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
On the face of it, Shipping is the most efficient of freight transport modes. Intermodal shipping containers kick-started rapid growth in trade globalisation 60 years ago, and container ships, tankers and bulk carriers have been getting bigger ever since. Carrying more freight with less fuel on a tonne-mile basis, shipping has the highest energy productivity of all transport modes.
Yet looks can be deceiving. While international shipping contributes 2.4% of global greenhouse gas emissions, business-as-usual could see this explode to a whopping 18% by 2050. As trade growth increases demand, today’s fleet burns the dirtiest transport fuels, and a new report shows the market doesn’t reward ship owners who invest in the latest fuel- and carbon-efficient technologies.
When you consider the scale of the sector’s emission reductions that need to start now to contribute to the COP 21 Paris Agreement target of 1.5°C to 2°C global warming, there’s clearly an…
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When we think of using electricity one of the prevalent uses is to provide a heat source. We see this in our everyday lives as ranges and ovens, microwaves, kettles, hot water tanks, baseboard heaters, as well as other applications. So how about reversing the process and capturing heat and directly converting to electricity, is this possible? As it happens there is a classification of materials which have a property called a thermoelectric effect.
Boosting energy efficiency is an important element of the transition to a sustainable energy system. There are big savings to be made. For example, less than half the energy content of diesel is actually used to power a diesel truck. The rest is lost, mostly in the form of heat. Many industrial processes also deal with the problem of excessive waste heat.
That’s why many research teams are working to develop thermoelectric materials – materials that can convert waste heat into energy. But it’s no easy task. To efficiently convert heat to electricity, the materials need to be good at conducting electricity, but at the same time poor at conducting heat. For many materials, that’s a contradiction in terms.
“One particular challenge is creating thermoelectric materials that are so stable that they work well at high temperatures,” says Anders Palmqvist, professor of materials chemistry, who is conducting research on thermoelectric materials. (1)
Image 1: The enlarged illustration (in the circle) shows a 2D electron gas on the surface of a zinc oxide semiconductor. When exposed to a temperature difference, the 2D region exhibits a significantly higher thermoelectric performance compared to that of bulk zinc oxide. The bottom figure shows that the electronic density of states distribution is quantized for 2D and continuous for 3D materials. Credit: Shimizu et al. ©2016 PNAS
The thermoelectric effect is not as efficient as converting electricity to heat, which is generally 100% efficient. However, with waste energy streams even a small conversion rate may return a significant flow of usable electricity which would normally go up a stack or out a tailpipe.
The large amount of waste heat produced by power plants and automobile engines can be converted into electricity due to the thermoelectric effect, a physics effect that converts temperature differences into electrical energy. Now in a new study, researchers have confirmed theoretical predictions that two-dimensional (2D) materials—those that are as thin as a single nanometer—exhibit a significantly higher thermoelectric effect than three-dimensional (3D) materials, which are typically used for these applications.
The study, which is published in a recent issue of the Proceedings of the National Academy of Sciences by Sunao Shimizu et al., could provide a way to improve the recycling of waste heat into useful energy.
Previous research has predicted that 2D materials should have better thermoelectric properties than 3D materials because the electrons in 2D materials are more tightly confined in a much smaller space. This confinement effect changes the way that the electrons can arrange themselves. In 3D materials, this arrangement (called the density of states distribution) is continuous, but in 2D materials, this distribution becomes quantized—only certain values are allowed. At certain densities, the quantization means that less energy is required to move electrons around, which in turn increases the efficiency with which the material can convert heat into electrical energy. (2)
Author: Duane M. Tilden, P.Eng (January 14th, 2016)
Abstract: Energy sources and pricing are hot topics world-wide with the Climate Change agenda leading the way. Last year at the 2015 Paris Climate Conference long-term goal of emissions neutrality was established to be by as soon as 2050. Alberta currently produces more atmospheric carbon emissions and other pollutants than any other Province in Canada, and in order to meet clean air objectives the energy sectors which consume & mine the natural resources of the Province will have to shift to non-polluting & renewable energy sources and be more efficient in energy utilization. To achieve these goals new infrastructure will have to be built which will have the likely consequences of raising energy pricing as well as alter consumption rates and patterns.
Transportation is a vital link in modern society, and often a personal vehicle is chosen as the main mode of mobility to work, leisure, & social purposes. Cars and trucks also provide means of work and commerce & are essential to our way of life. Most of these vehicles are fueled by gasoline, some by diesel, propane, and more recently the electric vehicle (EV) and hybrids.
Graph #1: Average Cost Comparison of Gasoline in Major Canadian Cities
In Alberta, using Calgary as a basis for comparison, it is apparent that pricing to consumers for gasoline is below nation-wide market averages when measured Province by Province, as demonstrated in Graph #1 (1). While if you live in Vancouver the cost is considerably higher, due to included carbon taxes and a transit levy among additional charges. Additional means of moving growing populations efficiently have been seen by the development of LRT mass transit for the rapid movement of citizens to work, school, or social events.
Rapidly moving the large segments of the population in a cost effective manner is important to growth. Buses are an important link in this mix as are cycling routes, green-ways and parks. Changes in fuels for trucks, buses and trains by converting from diesel fuel to LNG will also provide for reductions in emissions while providing economic opportunity for utilization of the existing plentiful resource. While EV’s show promise, the battery technologies for energy storage need further development.
Alberta Electricity Production
Alberta still relies on out-dated coal plants to generate electricity. According to a CBC article coal provides power to 55% of homes in Alberta, and is the second largest contributor to emissions (2) and GHG’s to the Oil Sands projects. However, it has been noted that the utility is reluctant to decommission recently constructed coal plants, until they have earned back (or are compensated for) their investment in capital costs.
Photo #1: Highvale coal mine to feed the nearby Sundance power plant (3)
Photo credit: John Lucas / Edmonton Journal
There are power purchase agreements in place, which may extend 50 to 60 years from the construction date of the plant (2). It may be possible that the coal fired power plants could be converted to burn natural gas, which Alberta has in abundance, rather than be decommissioned. However, this would still require the closure of the coal mines and mining operations currently supplying the existing power plants. Also, combustion of natural gas will still release GHG’s into the atmosphere, while less than coal, they are not a total elimination of emissions.
Residential Energy Consumption
When comparing monthly residential electrical energy costs across Canada, using data obtained from a survey performed by Manitoba Hydro, we see that Edmonton and Calgary are in the lower middle range of pricing (4). Variances in all regions will occur based on average home size, building codes and insulation requirements, heating system types and other factors. Some homes may be heated with electric baseboard which will result in a higher electric bill while other homes may be heated using natural gas as a fuel. Also household hot water generation can be by electric or gas-fired heater, so consumption of natural gas must be considered with electrical power usage to get a complete picture of energy consumption.
Charts #1 & 2: Average Monthly Cost For Residential Electricity in Major Canadian Cities For Equivalent Usage in kWh (4)
Inspecting these charts it is proposed that a price increase of 10 to 20% to Alberta electrical energy consumers by a separate tax or fee to pay for a shift in technology would be reasonable when compared to other Canadian Cities. Additional tariffs on natural gas consumption would also be recommended. Such an increase would likely have a secondary benefit of creating an incentive for energy efficiency upgrades by home owners such as increased insulation, better windows and heating system upgrades. Such improvements would in turn lead to reduced demand at the source and thus to lower GHG & particulate emissions to the atmosphere.
Climate and the Proposed Energy Code
Energy consumption in populations is normalized in a number of ways, generally defined by habits and patterns. We observe that in traffic as volumes increase early in the morning as commuters travel to work, and in the opposite direction as they head home in the evening. Often people will attempt to “beat the traffic”. This is an admirable goal in energy usage as well, for consumption of electricity will follow other such predictable patterns as people eat meals, shower, and perform other rituals that interface with electrical, heating, ventilating, elevators, water supply and disposal systems that form infrastructure and services provided by municipalities and utilities.
As these systems need to be energized and maintained, it is desirable to be able to predict and control the consumption and distribution of resources. The greater of these is the electrical generation and distribution system. Also, emerging technological advancements in energy efficiency such as CFL, LCD displays, computers, refrigeration, energy storage and more. Advancements in co-generation, district energy systems, and other end use distribution of energy which provide economies of scale are also possible as strategies to obtain goals.
Map #1: Partial Map of Heating Degree Days for South-Western Canada (5)
Opportunities will exist for building mechanical system enhancements and upgrades as they may provide energy savings and cost reductions to users often calculated with a minimum nominal payback period of 5 to 7 years (and should be determined in every case). The HDD map can provide a source of information which is used in energy models to determine predicted building energy costs when calculating payback periods to justify system upgrades or design decisions. Obtaining and monitoring building energy consumption rates and year over year changes are important resources in determining where systems are running at below optimal rates and require replacement.
In new building construction the National Energy Code for Buildings 2011 (NECB) (6) has been adopted by Alberta (7) for all municipalities. As there are higher HDD values attributed to Calgary and Edmonton as seen in the HDD Map of Western Canada, a requirement for stringent construction methods and materials to higher standards ensure new buildings meet carbon emissions reduction goals.
Photo #2: Construction of Towers in Calgary with High Window to Wall Ratios
Photo Credit: Duane Tilden P.Eng
Increased requirements in glass U-values and shading coefficients, maximum window to wall ratios (WWR) to reduce undesirable solar heat gain and heat losses, energy consumption and improve occupant comfort. Buildings with excessive glazing are difficult to heat and cool, requiring sophisticated mechanical systems to offset poor performance by the building envelope.
Code mandated higher insulation values & better materials; moisture and heat control of the envelope through better design. Higher efficiency requirements for mechanical systems; (fans & ducts, pumps & pipes, and wires & motors), lighting, controls, and other components of the building and it’s envelope. Energy modeling should be performed of larger significant buildings to optimize operations in the design phase. Commissioning of the building is integral to ensuring compliance throughout the project to it’s final phases at substantial completion and occupancy.
Renewable energy technologies including solar power and wind generation have been gaining rapid adoption elsewhere in the world, while in Alberta (8) carbon based fuels currently provide over 80% of electrical power generation. This has not been for a lack of wind and solar resources in Alberta but to be attributed to the large capital investments in fossil fuel resource extraction. Other renewable technologies such as bio-mass, hydro, and geothermal may also be employed and should be investigated as alternatives to existing thermo-electric power plants.
Table #1: Installed Electrical Generating Capacity by Fuel Source in Alberta (8)
Currently, Alberta has the third highest installed wind power capacity in Canada behind Ontario and Quebec. Wind energy not only represents a means to green the power production, it also will contribute jobs and income to the economy. As one source of electricity and revenues is removed another source will fill the void.
Map #2: Installed Wind Power Capacity by Province in Canada (9)
While significant inroads have been made in Alberta for wind power which is already established as a major power source for the future, there is unrealized potential for the installation of solar power production. It has been noted that a photo-voltaic installation in Calgary is 52% more efficient than one installed in Berlin, Germany. Meanwhile, Germany has 18,000 times more solar power generation capacity than installed in Alberta (10).
Map #4: Solar Resource Comparison for Alberta & Germany (10)
Alberta has significant solar resources, even during the winter when daylight hours are shorter. Lower temperatures improve PV efficiency, and properly tilted south facing panels optimize light capture, while the flat terrain of the prairies provide unobstructed maximum daylight. Light reflection by snow on the ground would further enhance light intensity during the colder months. Thus solar represents a relatively untapped potential source of significant electrical power for Alberta and an unrealized economic opportunity for consumers and industry.
Map #5: Solar Resource Map for Canada With Hotspots (11)
Energy Efficiency, Smart Grid & Technological Advancements
Renewable energy produces electricity from natural resources without generating carbon and particulate emissions. Another method of controlling emissions is to reduce the amount of energy consumed by being more efficient with the energy we already produce. We can achieve this by using higher efficiency equipment, changing consumer patterns of use to non-peak periods, use of Smart Meter’s to monitor consumer usage and to alert homeowners when there is a problem with high consumption which could result in higher bills than normal if the problem remained unreported.
There are other advancements in the electrical grid system which are on the horizon which will enable a utility maximize resources by such means as energy storage, micro-grids, demand response to name a few. Also, property owners and businesses could be able to grid-tie private solar panel (PV) and storage systems to supplement the utilities electrical system with additional power during the day.
In order to meet the goal of atmospheric emissions neutrality as agreed to at the 2015 Paris Climate Conference Alberta is posed with making decisions on how electricity is to be produced in the future. Eliminating coal power plants and replacing them with Renewable Energy power sources such as solar and wind power are proven methods to reducing GHG and particulate emissions as these power sources do not involve combustion and discharge of waste gases formed during the combustion process. Coal combustion is well documented as a major contributor of GHG’s to the atmosphere.
To make the transition will require capital for financing to build new infrastructure. Funding of these projects should be raised proportionally charged to users with increased rates. These rate increases will provide further incentives to reducing energy consumption and thus air emissions. Jobs will shift and employment will be created in new forms as the old is phased out and replaced with new technology. These new systems will have to be designed, built and maintained while the workforce will require training in new methods. There will be many new opportunities for growth and advancement resulting from the implementation of these changes to meet Canada’s International commitments.
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.”
Liquefied natural gas (LNG) as a transportation fuel option is back on the competitive race track, thanks to a part of the temporary (three-month) highway funding bill passed by the U.S. Senate Thursday, according to natural gas vehicle (NGV) advocates. The House-passed version had a similar provision.
Image Source: www.freightlinertrucks.com
Sourced through Scoop.it from: www.naturalgasintel.com
>” […] At a Congressional hearing last December, the global energy and procurement director for Atlanta-based UPS called for “removing barriers” to NGVs, adding that if Congress really wanted to accelerate the adoption of LNG use in heavy-duty trucks and more use of U.S.-produced natural gas supplies, it needed to eliminate “disproportionate taxing of LNG compared with diesel fuel.”
Noting that President Obama was expected to sign the latest measure, Newport Beach, CA-based Clean Energy Fuels Corp. said the new leveling provision will effectively lower the tax on LNG by 14.1 cents/gal. Twenty-six state legislatures have already taken similar action, a Clean Energy spokesperson told NGI.
Clean Energy CEO Andrew Littlefair said the use of LNG in heavy-duty trucks, locomotives and large marine vessels has been growing steadily in North America, and “anyone who cares about a cleaner environment and energy independence should be very grateful for what the U.S. Congress has done, making LNG much more competitive.”
Executives with America’s Natural Gas Alliance (ANGA), and the NGVAmerica and American Gas Association (AGA) trade associations echoed Littlefair’s sentiments.
“We applaud Congress for including language to equalize the federal highway excise tax on LNG,” said ANGA CEO Marty Durbin. “This provision has garnered strong bipartisan support over the years, and we are thrilled to see it become law.”
Calling the action a “common-sense change” that will mean greater fuel cost savings, NGVAmerica President Matt Godlewski said the passage of the LNG provision is great news for trucking fleets that are looking for clean-burning fuels. His calculation places the excise tax on LNG at 24.3 cents/DGE, compared to its current 41.3 cents/DGE level, Godlewski said.
“Currently, fleets operating LNG-powered trucks are effectively taxed for their fuel at a rate 70% higher than that of diesel fuel,” he said.
An AGA spokesperson clarified the number to point out that the current federal excise tax on both diesel and LNG is 24.3 cents/gallon, but because LNG does not have the same energy content/gallon of fuel, it takes 1.7 gallons of LNG to equal a gallon of diesel. “Since the excise tax is based on volume (gallons) — not energy content — LNG is taxed at 170% of the rate of diesel on an energy equivalent basis,” he said.
“This provision provides the level playing field that natural gas has needed to reach its full potential as a transportation fuel,” said Kathryn Clay, AGA vice president for policy strategy.
Each of the trade groups has been lobbying Congress for some time to take this corrective action on LNG. Under the new provision, the energy equivalent of a diesel gallon of LNG is defined as having a Btu content of 128,700, which AGA said is equal to 6.06 pounds of LNG.
Separately, the new measure defines the energy equivalent of a gallon of compressed natural gas (CNG) as having a Btu content of 115,400, or 5.66 pounds of CNG. […]”<
Efficient Drivetrains and American Repower are partnering to convert a fleet of six armored vans to run on compressed natural gas with a plug-in hybrid.
Sourced through Scoop.it from: www.autoblog.com
>”When hauling around massive amounts of money and valuables around Southern California, security is generally a much bigger concern than fuel economy. However, the need for vehicles to become more efficient is hitting every segment, even armored vans. That’s why Efficient Drivetrains Inc. and North American Repower are teaming up to convert six of these 26,000-pound behemoths run on natural gaswith a plug-in hybrid offering additional help. The first one should be hauling riches for Sectran Security around Los Angeles in 2016.
All three companies are already positioning the upcoming conversion as a win-win solution to current issues. The armored vehicles can still do their job of hauling money around the LA area but with a claimed 99.9 percent reduction in emissions from the current diesel engines. Generally, the vans make frequent stops while at work but must stay running for security reasons. This can potentially run afoul of California’s rule not to let diesels idle more than five minutes. With this upcoming version, drivers will be able to go electrically between stops and then will use the natural gas when cruising.
This work combines the strengths of both firms working on these vehicles. North American Repower already specializes in natural gas engine management and conversions, and Efficient Drivetrains is very familiar with the world of plug-ins. The funding for the project includes a $3-million grant from the California Energy Commission, plus the same amount in private funds.”<
North American Repower and Efficient Drivetrains, Inc. to Deliver First PHEV-RNG Armored Truck
Collaboration reduces emissions by 99.9 percent
OCEANSIDE, Calif. & MILPITAS, Calif.–(BUSINESS WIRE)–Two global leaders in developing and manufacturing advanced transportation vehicles have teamed up to manufacture a first-of-its-kind fleet of Class-5 armored vehicles that combine the benefits of Renewable Natural Gas (RNG) and zero emission Plug-In Hybrid Electric Vehicle (PHEV) technology.
“We’re excited to be partnering with EDI on this breakthrough innovation”
North American Repower—California’s leading natural gas engine management and conversion technology company— and Efficient Drivetrains, Inc.—a global leader in developing high-efficiency Plug-in Hybrid Electric Vehicle solution—will convert a fleet of six 26,000 pound, Class-5 medium-duty armored vehicles operated by Sectran Security into PHEV vehicles that run on electricity and renewable natural gas—known as “Zero Emission with Range Extension” vehicles. The collaboration supports the dramatic acceleration in California toward a zero emissions environment. Today, the Sectran Security trucks make frequent stops as part of their highly congested urban routes. At each stop, the engines are kept idling for security purposes, but now risk violating California’s strict diesel idling regulations, which prohibit idling the engine for more than five minutes. With the modernized trucks, Sectran can completely eliminate engine idling by operating in all-electric mode during stop-and-go operations on urban routes and in hybrid-mode during highway operations. When complete, the vehicles possess impressive performance statistics—the demonstration trucks will enable Sectran to reduce annual diesel consumption by 31,000+ gallons, significantly reduce annual fuel costs, and reduce emissions by 99.9 percent. […]”<